Yak-Archive.digest.vol-ax
March 21, 2002 - April 23, 2002
>
> size.
> Jim Goolsby
> cjpilot710(at)aol.com
>
________________________________________________________________________________
| From: | "Jim & Alice" <alikatz(at)mbay.net> |
| Subject: | Re: shameless commerce |
John,
Barry's e-mail address is: radialpower(at)cox.net
Jim Selby
----- Original Message -----
From: <YakL1(at)aol.com>
Subject: Yak-List: shameless commerce
>
> Dear Friends:
>
> In my old age my memory is going....AND AOL decided to move this screen
name
> to a new site without my permission (they say it will take 2 weeks to put
it
> back the way it was, because they apparently have moved LOTS of people
> without permission) and I have thus lost access to my archives...
>
> Anyway, I can't remember who is selling Gherkin aka SuperGerkin...Whoever
it
> is, please e-mail me...I may have an interested party.
>
> Thanks.
>
> John Zecherle
> Yakl1(at)aol.com
>
>
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
In a message dated 3/22/02 12:13:20 AM Eastern Standard Time, KingCJ6(at)aol.com
writes:
>
>
> I'm not sure Jim, my hose must be larger because when I've tried the
> Chinese
>
If I remember correctly. The US 303 hose needed to have the edges of the
end, trimmed a little to get it started. Also the inter diameter at the end
need to be trimmed out just a hair so that the fitting tube could get
started. Since the Chinese fitting don't have flat sides for a wrench or
vice, you can make a mandrel or REALLY champ down on it a vice. The trimming
is only to get it started, once its finished it is ever bit as strong.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | "Jerry Painter" <wild.blue(at)verizon.net> |
| Subject: | RE: Yak-List Digest: 9 Msgs - 03/21/02 |
There's an easy way to adapt US hoses to metric fittings: replace the
male end of the fitting (the part that goes into the new US hose) with
the male parts of a standard US fitting (Aeroquip etc.). Put your
metric nut on the fitting so you can attach it to the metric engine, oil
cooler, pump etc. Finito. Since the mating surface angles are the same
(except for the French, of course), the nut is really the important
part. Piece o' cake.
Best regards,
Jerry Painter
Wild Blue Aviation
425.258.4522
________________________________________________________________________________
| From: | "Builder's Bookstore" <winterland(at)rkymtnhi.com> |
| Subject: | Free Thunderbird, Blue Angels videos |
Free Thunderbird, Blue Angels videos
I've got 5 copies of a Thunderbirds / Blue Angles video which we'll give
away for Free to the first 5 people who ask for it along with any other
regular order from Builder's Bookstore.
It's a 50 minute video, 1/2 on the Thunderbirds, and 1/2 on the Blue
Angels. The Thunderbird segment is excellent. The Blue Angels section
is not as good.
To get one, just write FREE THUNDERBIRDS VIDEO in the special
instructions box on the Builder's Bookstore on-line order form, or say
so if you prefer to order something by phone.
Also, in case you are caller #6 or later, note if your regular order
depends on whether there is a free video left to include in your
package.
Andy
Builder's Bookstore
http://buildersbooks.com
800 780-4115
________________________________________________________________________________
| From: | "Doug" <rvfltd(at)televar.com> |
To all you budding hose mechanics, I would suggest that you take your hoses
to a aviation mechanic who knows how to properly rebuild and test the
completed assembly. But in case you insist here are a few assembly and
safety issues to think about.
1.There is a lube to use when assembling the hoses, don't have the info
right now but it should be available via Aeroquip or others.
2.Be VERY careful when starting the fitting into the hose ID, DO NOT allow
the hose rubber to be forced (shaved) into the ID of the fitting shank.
This will equate into your own personal one way rubber flapper valve and you
do not really want one at this location! And yes, it has happened already!
3.Do not allow any lube or sealer of any kind to enter the hose ID except on
the upper portion of the threads on the shank of the fitting.
4.DO NOT put the hose end fitting in the vise and attempt to hold it. If
you put to much pressure on it you will destroy it. Build a clamping
mandrel.
5.Check all hose assemblies by either looking through the hose or by pushing
a large diameter wire through the hose to assure there is no blockage. Push
the wire through from BOTH directions. This is difficult or impossible on
hoses with 90 degree fittings, but you must somehow make sure that there are
no obstructions.
6.Pressure check all new hoses assemblies to at least 1.5 times the normal
working pressure.
If you cannot do ALL, not some, but ALL of the above steps take your hoses
to someone who can. There are many things we as pilot/owners can do in the
way of maintenance, this one may be pushing the envelope for those of us
that are not properly equipped, and might be best left to those in the maint
business. It is a rather simple procedure, IF you have the right tools and
experience, but it could cost you your bird or worse if you screw it up.
Penny wise, pound foolish.
Always yakin,
Doug Sapp
----- Original Message -----
From: <cjpilot710(at)aol.com>
Subject: Re: Yak-List: Hoses
>
> In a message dated 3/22/02 12:13:20 AM Eastern Standard Time,
KingCJ6(at)aol.com
> writes:
>
>
> >
> >
> > I'm not sure Jim, my hose must be larger because when I've tried the
> > Chinese
> >
>
> If I remember correctly. The US 303 hose needed to have the edges of the
> end, trimmed a little to get it started. Also the inter diameter at the
end
> need to be trimmed out just a hair so that the fitting tube could get
> started. Since the Chinese fitting don't have flat sides for a wrench or
> vice, you can make a mandrel or REALLY champ down on it a vice. The
trimming
> is only to get it started, once its finished it is ever bit as strong.
>
> Jim Goolsby
> cjpilot710(at)aol.com
> 386-467-3313 voice
> 386-467-3193 fax
> 386-569-7060 cell "They that can give up essential liberty to obtain
> a little safety, deserve neither liberty
nor
> safety"
> Benjamin Franklin 1759
> "There is no "innocence" in war. All
> collateral damage
> is acceptable."
> unk.
> "With my shield, or on it"
> Trojan Warriors BC
>
>
________________________________________________________________________________
| From: | <radialpower(at)cox.net> |
> Mr. Barry Hancock has the Super Gerkin.
Well, calling me Mr. might be overstating it, but thanks for the help.
Just passed my IFR checkride...and promptly started my ME IFR ground school. No
time to gloat, and no rest for the weary.
Seeing people interested in my airplane is a bittersweet subject. I've poured
a lot of blood, sweat, tears, time, and money into the old gal and really don't
want to get rid of it. But if the price is right......I guess I will.
With all the different names flying around it has gotten quite confusing. I just
spoke with her today, making sure she was secure in her tiedown, and she asked
me if I would let everybody know her real name. Seems she's a little embarrassed
about all the confusion.
Ever since receiving her nickname "The Gherkin" (notice that's with an "h") back
in 1998, she's been overwhelmed by the almost cult like status she's achieved.
Bashfully, however, she's accepted status. In the fall of 2001, Gherky thought
it might be more appropriate to be called "Super Gherkin" with her new found
power and performance as she grabbed altitude by the fist full instead of
the spoon full. Now, she's taken on a facelift.
With her new found looks and performance combined, she's felt a Zen like transformation
and feels she has transcended name of any kind. She would now like to
be known as "The Plane Formerly Known as Gherkin", symbolized by the image of
a pickle being given steriods by a cosmetic surgeon.
Y'all have a good day. I'm gonna go visualize engine out approaches under the
hood.
Barry
________________________________________________________________________________
| From: | "Mark Jefferies , YAK UK Ltd" <yakuk(at)compuserve.com> |
............It is a rather simple procedure, IF you have the right tools
and
experience, but it could cost you your bird or worse if you screw it up.
Penny wise, pound foolish.
Always yakin,
Doug Sapp
I could not agree with Doug more. In addition what I would say is pipe
and end fittings not made for each other is potentially very serious. Do
pressure test to the correct test pressure. i.e. for air pipes 1650 PSI,
yes 1650 PSI (110ATA) get it wrong and your gona have a un-scheduled
landing.
On the other hand why make problems for yourself just use the correct
Russian pipe. We do exchange pipes fully pressure tested and released at
50$ pipe but only in a/c sets. We can also do the CJ pipes. Yes we use
year 2001 and newer materials.
M G Jefferies for
YAK UK Ltd www.yakuk.co.uk
________________________________________________________________________________
| From: | VDesi10492(at)aol.com |
| Subject: | Re: Yak-list aircraft safety |
Hi guys,
I am new to the Yak-list and what I am reading here reinforces what I
have felt for a long time concerning aircraft safety and maintenance. I have
6000 hrs now,1200 hrs combat flight time in Viet Nam in the USMC and about
300 carrier landings. I am a good pilot but one crappy mechanic.
I now have a YAK 52 and it was put together by YAKOVLEV OF AMERICA
owned by Igor Grewsevski and assembled by 4 Russian mechanics who know the
aircraft. All my maintenance will be done by people who know the aircraft.
Onthe Yak list in the past week I have read about engine fires due to
rotting hoses,fuel leaks due to rotting hoses, trying to use a vice to get a
high pressure hose to fit a metric fitting and a gear collapse after being
rebuilt by the owner . We just had an aircraft go down in my area that was
just put back together by the owner.
I am not trying to insult anybody . The point I am trying to make
is that aircraft are dangerous machines and Americans working on foreign
machines is even more dangerous. So spend a few bucks and let an experienced
mechanic help with your foreign aircraft in the critical areas.
Sincerely Dave DeSimone
VDESI10492@AOL
________________________________________________________________________________
| From: | "Mike Plecenik" <nanchang(at)earthlink.net> |
| Subject: | Re: Yak-list aircraft safety |
So, what you're saying is, airplanes maintained by "experienced mechanics"
never have problems.
----- Original Message -----
From: <VDesi10492(at)aol.com>
Subject: Yak-List: Re: Yak-list aircraft safety
>
>
> Hi guys,
>
> I am new to the Yak-list and what I am reading here reinforces what
I
> have felt for a long time concerning aircraft safety and maintenance. I
have
> 6000 hrs now,1200 hrs combat flight time in Viet Nam in the USMC and about
> 300 carrier landings. I am a good pilot but one crappy mechanic.
>
> I now have a YAK 52 and it was put together by YAKOVLEV OF AMERICA
> owned by Igor Grewsevski and assembled by 4 Russian mechanics who know the
> aircraft. All my maintenance will be done by people who know the
aircraft.
>
> Onthe Yak list in the past week I have read about engine fires due
to
> rotting hoses,fuel leaks due to rotting hoses, trying to use a vice to get
a
> high pressure hose to fit a metric fitting and a gear collapse after being
> rebuilt by the owner . We just had an aircraft go down in my area that
was
> just put back together by the owner.
>
> I am not trying to insult anybody . The point I am trying to
make
> is that aircraft are dangerous machines and Americans working on foreign
> machines is even more dangerous. So spend a few bucks and let an
experienced
> mechanic help with your foreign aircraft in the critical areas.
>
> Sincerely Dave DeSimone
> VDESI10492@AOL
>
>
________________________________________________________________________________
| Subject: | Re: Yak-list aircraft safety |
Hi Mike:
Yep, I saw this one, Kind of weird. At the moment I'am
in Murrieta, Ca. working on my stearman project,
building the upper wings, doing it at Brian Newman's
house mostly, but will be working on some of it at Hemet
airport, and some of it at Poly-Fiber facilities at
FlavBob airport also, top wings almost ready for cover,
still have to build the bottom wings,,fuselage is primed
and some components are installed, engine (450 P&W) is
overhauled and ready engine mount is ready, Prop is
being overhauled at Chino,,,Ect. Ect. Well back to work
will talk to you later...bye for now..Gary
>
> So, what you're saying is, airplanes maintained by "experienced mechanics"
> never have problems.
>
>
> ----- Original Message -----
> From: <VDesi10492(at)aol.com>
> To:
> Subject: Yak-List: Re: Yak-list aircraft safety
>
>
> >
> >
> > Hi guys,
> >
> > I am new to the Yak-list and what I am reading here reinforces what
> I
> > have felt for a long time concerning aircraft safety and maintenance. I
> have
> > 6000 hrs now,1200 hrs combat flight time in Viet Nam in the USMC and about
> > 300 carrier landings. I am a good pilot but one crappy mechanic.
> >
> > I now have a YAK 52 and it was put together by YAKOVLEV OF AMERICA
> > owned by Igor Grewsevski and assembled by 4 Russian mechanics who know the
> > aircraft. All my maintenance will be done by people who know the
> aircraft.
> >
> > Onthe Yak list in the past week I have read about engine fires due
> to
> > rotting hoses,fuel leaks due to rotting hoses, trying to use a vice to get
> a
> > high pressure hose to fit a metric fitting and a gear collapse after being
> > rebuilt by the owner . We just had an aircraft go down in my area that
> was
> > just put back together by the owner.
> >
> > I am not trying to insult anybody . The point I am trying to
> make
> > is that aircraft are dangerous machines and Americans working on foreign
> > machines is even more dangerous. So spend a few bucks and let an
> experienced
> > mechanic help with your foreign aircraft in the critical areas.
> >
> > Sincerely Dave DeSimone
> > VDESI10492@AOL
> >
> >
>
>
>
>
>
>
________________________________________________________________________________
| From: | VDesi10492(at)aol.com |
| Subject: | Re: Yak-list aircraft safety |
HI Mike
What I am saying is that the CJ's and the YAKs are a lot different then
the American aircraft that we understand. They use systems that we do not
use in this country and I think initally the aircraft need to be maintained
by mechanics with experience in this type aircraft. I have read in accident
reports about guys getting hit by a prop while they were pulling it
through(mags were hot) and ground and flight engine failures to to the result
of hydraulic lock or micro damage to the connecting rod during previous
starts were micro hydraulic lock took place. These can be fun aircraft or
dangerous aircraft and initially I will seek out the best help I can find in
keeping me safe when I fly. I think these aircraft need to be approached
with a lot of caution or people will get hurt. In a very short time I have
seen too many serious potentially fatal accidents and incidents concerning
these aircraft. Once again not to insult but if there is experience in your
operational area it should be used at least initially.
Fly safe
rou
Dave DeSimone
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
| Subject: | Re: Yak-list aircraft safety |
At 08:29 AM 3/24/2002, you wrote:
>
>
>What I am saying is that the CJ's and the YAKs are a lot different then
>the American aircraft that we understand.
I disagree. They are only a little different and that is what gets
people. Almost everything works the same way it does on US-made aircraft
but the devil is in the details. It does mean that anyone who works on
their airplane must go to the effort to learn what works and what
doesn't. I suspect there are people working on their airplanes without
proper documentation and/or training/understanding. There are also people
out there who work on their own airplanes who do a better job of it than
the "professionals" do.
>They use systems that we do not use in this country and I think initally
>the aircraft need to be maintained by mechanics with experience in this
>type aircraft.
As I indicated above, they use pneumatics but that is about it and even
then, the pneumatics are very easy to understand. I have come to like
pneumatic systems more than hydraulic. They aren't as messy if they spring
a leak and as long as the compressor works you won't run out of working
fluid. Compare the pneumatic systems in the Yak-52 or CJ6A to the
hydraulic system that actuates a Cessna C-210's landing gear. Now THERE is
a product of a twisted mind. :
)
>I have read in accident reports about guys getting hit by a prop while
>they were pulling it through(mags were hot)
In what way does this differ from anyone else pulling their engine through
with a hot mag? If you prime the engine, turn on the mags, and pull on the
prop you are playing Russian roulette, even with an American aircraft.
>and ground and flight engine failures to to the result of hydraulic lock
>or micro damage to the connecting rod during previous starts were micro
>hydraulic lock took place.
This is a standard problem with ALL radial engines, not just the Chinese
and Russian engines. You have the same problems with a P&W, Wright,
Jacobs, Lycoming, whatever. It just means you need to learn about radial
engines. The only thing about the Yak-52 is that it is in a price range
that puts it in the reach of the average spam-can driver. Unfortunately
very few flight schools address the in's and out's of radial engine
operation. (Come to think of if, most flight schools don't address the
in's and out's of flat engine operation either.)
>These can be fun aircraft or dangerous aircraft and initially I will seek
>out the best help I can find in keeping me safe when I fly.
That goes without saying. Still, there is a lot of experience out there
that goes beyond Igor and crew. That is what this mailing list is for:
exchanging information. Sometimes people find out that their information
conflicts and then we have interesting discussions. The goal is to ensure
that there is always a forum to get information.
BTW, I have found that some of the experts out there are not as expert as
we would like them to be. But if you have enough people with whom you can
discuss ideas you usually end up with enough good information from which to
make a reasoned decision.
>I think these aircraft need to be approached with a lot of caution or
>people will get hurt.
That applies to all aircraft. The CJ6A and Yak-52 are no different in this
respect. I would hope that pilots would apply the same level of
professionalism toward safety and training whether flying a J-3, Yak-52, or
an A-4D.
>In a very short time I have seen too many serious potentially fatal
>accidents and incidents concerning these aircraft. Once again not to
>insult but if there is experience in your operational area it should be
>used at least initially.
The entire fleet of aircraft we fly is getting older. I have had the
"pleasure" of flying some aircraft that I have later found out were not
what I would consider airworthy. All aircraft these days need that extra
bit of TLC so they don't turn around and bite us.
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | Craig Payne <cpayne(at)mc.net> |
| Subject: | Re: aircraft safety |
Dave,
Everyone I know wants to fly safely, with one lunatic exception that the
FAA keeps busting, but that's another story. At one time, several
years ago, these aircraft were new to the US market. The owners had
to struggle a bit up the learning curve; new owners still do. What's
different now is that we (Yaks and CJ owners) have built up knowledge
through e-mail bulletin boards, The Yak Pilots Association, and lot's
of old-fashioned net working in the style of EAA Experimental groups.
One of the areas where the YPA is moving to is adding maintenance
seminars to events where we meet for formation flying. Some of our
folks have over 10 years experience flying and maintaining these A/C
as owner/operators doing a lot of their own maintenance. One look at
their
work tells the story of careful maintenance. Come to Sun 'N Fun,
Oshkosh,
and even one of our clinics and you will see what we are doing to
promote
safety AND fun.
Craig Payne
>
>
> HI Mike
>
> What I am saying is that the CJ's and the YAKs are a lot different then
> the American aircraft that we understand. They use systems that we do not
> use in this country and I think initally the aircraft need to be maintained
> by mechanics with experience in this type aircraft. I have read in accident
> reports about guys getting hit by a prop while they were pulling it
> through(mags were hot) and ground and flight engine failures to to the result
> of hydraulic lock or micro damage to the connecting rod during previous
> starts were micro hydraulic lock took place. These can be fun aircraft or
> dangerous aircraft and initially I will seek out the best help I can find in
> keeping me safe when I fly. I think these aircraft need to be approached
> with a lot of caution or people will get hurt. In a very short time I have
> seen too many serious potentially fatal accidents and incidents concerning
> these aircraft. Once again not to insult but if there is experience in your
> operational area it should be used at least initially.
> Fly safe
> rou
> Dave DeSimone
________________________________________________________________________________
| From: | Craig Payne <cpayne(at)mc.net> |
Sun 'N Fun Attendees,
The Hojo in Winter Haven still has rooms available in Standard double,
smoking & non for $69.00 under their "Hottest Deals" rate. Plenty of
for above.
Craig Payne
________________________________________________________________________________
| From: | "Andrew Zheng \(Beijing China\)" <cjcyak(at)163bj.com> |
| Subject: | Re: CJ 285hp engine |
Hello CJ driver,
If I can get some "0" time two times overhauled 285 hp CJ engines. How many people
will be interesting on that. I am not going making much money on them hoping
all of you flying at a safe condition. Don't fly with a no overhauled engine
for long time . On a air show, a fellow told me his engine had been flown for
1,500 hours from "0". I never forget that and I don't think it is safe.
I have been China for three months and I find that the there are no many overhauled
CJ engines available now, because the new engine is too expensive for Chinese
Air Force, so,they buy the engines less and less year by year.
Andrew Zheng from China
________________________________________________________________________________
| From: | Jim Ivey <jim(at)jimivey.com> |
| Subject: | Re: Yak-list aircraft safety |
Dave, to increase your comfort level, I might suggest an Ercoupe.
While the Ercoupe list does have a few unsafe cowboy types, they're not all
trying to kill themselves like us.
Jim Ivey
Desi10492(at)aol.com wrote:
>
> HI Mike
>
> What I am saying is that the CJ's and the YAKs are a lot different then
> the American aircraft that we understand. They use systems that we do not
> use in this country and I think initally the aircraft need to be maintained
> by mechanics with experience in this type aircraft. I have read in accident
> reports about guys getting hit by a prop while they were pulling it
> through(mags were hot) and ground and flight engine failures to to the result
> of hydraulic lock or micro damage to the connecting rod during previous
> starts were micro hydraulic lock took place. These can be fun aircraft or
> dangerous aircraft and initially I will seek out the best help I can find in
> keeping me safe when I fly. I think these aircraft need to be approached
> with a lot of caution or people will get hurt. In a very short time I have
> seen too many serious potentially fatal accidents and incidents concerning
> these aircraft. Once again not to insult but if there is experience in your
> operational area it should be used at least initially.
> Fly safe
> rou
> Dave DeSimone
>
--
You've never been lost until you've been lost at Mach 3. - Paul F Crickmore
________________________________________________________________________________
interface;
| From: | GILLES BEDA <beda(at)NETCOURRIER.COM> |
| Subject: | Re: CJ 285hp engine |
TO ALL
I HAVE A SPARE ENGINE BOUGHT TO SAM SAX FLORIDA SOME TIME AGO
I JUST SOLD MY NANCHANG AND NOW NEED TO SELL THE ZERO TIME ENGINE
IF ANY INTEREST MY EMAIL IS BEDAGIL(at)NOOS.FR
BEDA GILLES
TEL FAX 33 1 42 05 05 49
E MAIL BEDA(at)NETCOURRIER.COM
NetCourrier, votre bureau virtuel sur Internet : Mail, Agenda, Clubs, Toolbar...
Web/Wap : www.netcourrier.com
Tlphone/Fax : 08 92 69 00 21 (0,34 TTC/min)
Minitel: 3615 NETCOURRIER (0,15 TTC/min)
________________________________________________________________________________
| From: | "Janet Davidson" <gbvfx(at)hotmail.com> |
I think I read somewhere on here, between discussions about "technical"
schtuff, that we should go for the WB arrival at S&F when we arrive?
I was just reading the blurb about it all yesterday (anything to warm my
toes up) and can't wait to get there :)
Janet Davidson
email: gbvfx(at)hotmail.com
________________________________________________________________________________
| From: | brian olofsson <brian060901(at)yahoo.com> |
| Subject: | Fwd: [Fwd: Interview Concerning Guns & Children] |
Note: forwarded message attached.
---------------------------------
Date: Mon, 25 Mar 2002 09:06:44 -0800
From: Timothy Gray <ntegrity(at)Ix.netcom.com>
Cheri Olofsson ,
"Christopher.Culhane(at)KP.org" ,
"Croskrey(at)aol.com" ,
Dennis ,
Gerald Glaser ,
'Geriann Hardy' ,
Jerod Trailer ,
Jerry Rutherford ,
Kurt and Geriann Hardy ,
"Mr. Chaos" ,
"runner_lady(at)uswestmail.net" ,
Sean Yamamoto , Tim Robbins
Subject: [Fwd: Interview Concerning Guns & Children]
I'm not turning conservative on you, but there is a truth in this story.
Tim
From: TheWorldCubicle(at)aol.com
Date: Mon, 25 Mar 2002 11:13:42 EST
Subject: Interview Concerning Guns & Children
The World Cubicle
San Ramon, California
Editor: Henry Kotula
Contributors:
Life: Apostate Jerry, Tequila Willie,
Mustang Mike,
Hippie/Pop Culture: Wavy Davy
Military/Training/Sports: Navy Davy, Sergeant Fury, Coach Shotgun
Love/Marriage/Sex: Wicked Wanda, Scary Sherry
Religion: Father Mularky, Sister Anunciado,
Rabbi Schwantz,
Food/Health: Nurse Cratchett, Chef Ptomaine
Business/Legal/Politics: Senator Huffandpuff, Boss Hogg
_______
Interview Concerning Guns & Children
(from Sergeant Fury)
Marine Corps General Reinwald was interviewed on the radio
and you have to read his reply to the lady
who interviewed him concerning guns and children.
Regardless of how you feel about gun laws you gotta love this!!!!!
This is one of the best comeback lines of all time.
It is a portion of a National Public Radio (NPR) interview
between a female broadcaster and US Marine Corps General Reinwald
who was about ready to sponsor a Boy Scout Troop
visiting his military installation.
FEMALE INTERVIEWER:
So, General Reinwald, what things are you going to teach
these young boys when they visit your base?
GENERAL REINWALD:
We're going to teach them climbing, canoeing, archery, and shooting.
FEMALE INTERVIEWER:
Shooting! That's a bit irresponsible, isn't it?
GENERAL REINWALD:
I don't see why, they'll be properly supervised on the rifle range.
FEMALE INTERVIEWER:
Don't you admit that this is a terribly dangerous activity
to be teaching children?
GENERAL REINWALD:
I don't see how.
We will be teaching them proper rifle discipline
before they even touch a firearm.
FEMALE INTERVIEWER:
But you're equipping them to become violent killers.
GENERAL REINWALD:
Well, you're equipped to be a prostitute, but you're not one, are you?
The radio went silent and the interview ended.
All over America people are thinking:
SEMPER FI, MARINE
The World Cubicle
San Ramon, California
Editor: Henry Kotula
Contributors:
Life: Apostate Jerry, Tequila Willie, Mustang Mike,
Hippie/Pop Culture: Wavy Davy
Military/Training/Sports: Navy Davy, Sergeant Fury, Coach Shotgun
Love/Marriage/Sex: Wicked Wanda, Scary Sherry
Religion: Father Mularky, Sister Anunciado, Rabbi Schwantz,
Food/Health: Nurse Cratchett, Chef Ptomaine
Business/Legal/Politics: Senator Huffandpuff, Boss Hogg
Interview Concerning Guns Children
(from Sergeant Fury)
Marine Corps General Reinwald was interviewed on the radio
and you have to read his reply to the lady
who interviewed him concerning guns and children.
Regardless of how you feel about gun laws you gotta love this!!!!!
This is one of the best comeback lines of all time.
It is a portion of a National Public Radio (NPR) interview
between a female broadcaster and US Marine Corps General Reinwald
who was about ready to sponsor a Boy Scout Troop
visiting his military installation.
FEMALE INTERVIEWER:
So, General Reinwald, what things are you going to teach
these young boys when they visit your base?
GENERAL REINWALD:
We're going to teach them climbing, canoeing, archery, and shooting.
FEMALE INTERVIEWER:
Shooting! That's a bit irresponsible, isn't it?
GENERAL REINWALD:
I don't see why, they'll be properly supervised on the rifle range.
FEMALE INTERVIEWER:
Don't you admit that this is a terribly dangerous activity
to be teaching children?
GENERAL REINWALD:
I don't see how.
We will be teaching them proper rifle discipline
before they even touch a firearm.
FEMALE INTERVIEWER:
But you're equipping them to become violent killers.
GENERAL REINWALD:
Well, you're equipped to be a prostitute, but you're not one, are you?
The radio went silent and the interview ended.
All over America people are thinking:
SEMPER FI, MARINE
________________________________________________________________________________
| From: | Craig Payne <cpayne(at)mc.net> |
Janet Davidson wrote:
>
>
> I think I read somewhere on here, between discussions about "technical"
> schtuff, that we should go for the WB arrival at S&F when we arrive?
> I was just reading the blurb about it all yesterday (anything to warm my
> toes up) and can't wait to get there :)
>
> Janet Davidson
Janet,
(almost) Anytime during SNF when you are inbound to LAL with a warbird,
you CAN use the Warbird South arrival. This applies to formations as
well unless prior arrangements have been made....or you could follow the
spammer crowd at 80 knots and take the Lake Parker arrival which will
put you on the wrong runway and require a long taxi.
Craig Payne
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
In a message dated 3/25/02 5:14:00 PM Eastern Standard Time,
gbvfx(at)hotmail.com writes:
>
> I think I read somewhere on here, between discussions about "technical"
> schtuff, that we should go for the WB arrival at S&F when we arrive?
> I was just reading the blurb about it all yesterday (anything to warm my
> toes up) and can't wait to get there :)
>
> Janet Davidson
>
Ha! The infamous WB arrival. What pray fair damsel, do you wish to know
about the S&F WB arrival?
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | "Janet Davidson" <gbvfx(at)hotmail.com> |
Craig
Thank you for that.
I'm sorry to have to say that I won't be in the Air race, having promised
you I would enter - my travel insurance is way too restricting for anything
fun like that. Something along the lines of "we'll insure you to fly, but
just so long as you don't do anything more than straight lines with
occasional wiggly bits, but absolutely NO racing" :( Why are insurance
folk such stick-in-the-muds?
Tara
Janet
>From: Craig Payne <cpayne(at)mc.net>
>Reply-To: yak-list(at)matronics.com
>To: yak-list(at)matronics.com
>Subject: Re: Yak-List: S&F Parking
>Date: Mon, 25 Mar 2002 17:10:15 -0600
>
>
>Janet Davidson wrote:
> >
> >
> > I think I read somewhere on here, between discussions about "technical"
> > schtuff, that we should go for the WB arrival at S&F when we arrive?
> > I was just reading the blurb about it all yesterday (anything to warm my
> > toes up) and can't wait to get there :)
> >
> > Janet Davidson
>
>Janet,
>
>(almost) Anytime during SNF when you are inbound to LAL with a warbird,
>you CAN use the Warbird South arrival. This applies to formations as
>well unless prior arrangements have been made....or you could follow the
>spammer crowd at 80 knots and take the Lake Parker arrival which will
>put you on the wrong runway and require a long taxi.
>
>Craig Payne
>
>
Join the worlds largest e-mail service with MSN Hotmail.
http://www.hotmail.com
________________________________________________________________________________
| From: | "Terry Calloway" <TCalloway(at)datatechnique.com> |
Janet,
Please do join us over the weekend at BOW (April 5-7). Even if you cannot yet
start formation flying, you can help out and meet lots of cool folks.
tc
>>> gbvfx(at)hotmail.com 03/25/02 04:50PM >>>
Craig
Thank you for that.
I'm sorry to have to say that I won't be in the Air race, having promised
you I would enter - my travel insurance is way too restricting for anything
fun like that. Something along the lines of "we'll insure you to fly, but
just so long as you don't do anything more than straight lines with
occasional wiggly bits, but absolutely NO racing" :( Why are insurance
folk such stick-in-the-muds?
Tara
Janet
>From: Craig Payne <cpayne(at)mc.net>
>Reply-To: yak-list(at)matronics.com
>To: yak-list(at)matronics.com
>Subject: Re: Yak-List: S&F Parking
>Date: Mon, 25 Mar 2002 17:10:15 -0600
>
>
>Janet Davidson wrote:
> >
> >
> > I think I read somewhere on here, between discussions about "technical"
> > schtuff, that we should go for the WB arrival at S&F when we arrive?
> > I was just reading the blurb about it all yesterday (anything to warm my
> > toes up) and can't wait to get there :)
> >
> > Janet Davidson
>
>Janet,
>
>(almost) Anytime during SNF when you are inbound to LAL with a warbird,
>you CAN use the Warbird South arrival. This applies to formations as
>well unless prior arrangements have been made....or you could follow the
>spammer crowd at 80 knots and take the Lake Parker arrival which will
>put you on the wrong runway and require a long taxi.
>
>Craig Payne
>
>
Join the worlds largest e-mail service with MSN Hotmail.
http://www.hotmail.com
________________________________________________________________________________
| From: | Craig Payne <cpayne(at)mc.net> |
Janet Davidson wrote:
>
>
> Craig
>
> Thank you for that.
> I'm sorry to have to say that I won't be in the Air race, having promised
> you I would enter - my travel insurance is way too restricting for anything
> fun like that. Something along the lines of "we'll insure you to fly, but
> just so long as you don't do anything more than straight lines with
> occasional wiggly bits, but absolutely NO racing" :( Why are insurance
> folk such stick-in-the-muds?
>
> Tara
>
> Janet
Janet,
It's not a "race" in the real sense, it's a timed contest of both
navigation and aircraft speed under VFR conditions, starting 20 seconds
apart. Sorta like a "Rally". Passing is allowed but only with 500'
aircraft separation. Reno it ain't. We (just us folks) could do the same
thing on our own and call it "navigation proficiency training" with an
emphasis on getting maximum performance from our aircraft.
Craig Payne
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
| Subject: | Long time comeing. |
keith.goolsby(at)eds.com, gaf127enl(at)msn.com, roja(at)cwcom.net, DrRSWms(at)aol.com,
MDSHELLEY(at)aol.com, cd001633(at)mindspring.com, cpayne(at)mc.net, yakjock(at)msn.com,
linedog(at)peoplepc.com, bdogltd(at)pacbell.net, wfricke(at)mediaone.net,
finleycj6(at)juno.com, BDorsey777(at)aol.com, wildf15c(at)hotmail.com,
rvfltd(at)televar.com, Swifty305(at)aol.com, tcalloway(at)datatechnique.com,
paulcfitzgerald(at)attbi.com, mason.t(at)worldnet.att.net, WaltOrth(at)aol.comt,
radialpower(at)cox.net
Well, gang, Dede's Three Toed Dragon, got her flying papers today. The IA
signed her off for the annual. I've spent most of the evening putting back
on all the panels and clearing up a few 'gotyas' the IA found. The AM will
find me finishing off the buttoning off then she gets a bath and the 'wind
screen' cleaned. Than I'll fly!!!! BTW her log book shows she's put in
2,026 hr. since birth. I put on 938 of those hours.
It is more fun to fly. My whole family (in-laws & out-laws) have been in the
aviation business a very long time. I'm the only pilot. All are mechanics.
Eastern, National, Pan Am, Delta, American, and United (me). I was not the
smartest of the bunch but I am the most handsome. Anyway they've always
watch my mechanical abilities with a jaundiced eye. My baby brother, John,
is a big help. He keeps me from looking to bad. I guess he doesn't want
folks to think it may run in the family.
Anyway tomorrow I fly!
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | "Samuel Sax" <cd001633(at)mindspring.com> |
| Subject: | Long time comeing. |
Congratulations Jim!
I bet you are so itchy to fly that you can 'taste' it!
Well, at least the Dragon has new legs with clean toes...
Good job, God speed and clear skies,
Sam Sax
Well, gang, Dede's Three Toed Dragon, got her flying papers today. The IA
signed her off for the annual. I've spent most of the evening putting back
on all the panels and clearing up a few 'gotyas' the IA found. The AM will
find me finishing off the buttoning off then she gets a bath and the 'wind
screen' cleaned. Than I'll fly!!!! BTW her log book shows she's put in
2,026 hr. since birth. I put on 938 of those hours.
It is more fun to fly. My whole family (in-laws & out-laws) have been in
the
aviation business a very long time. I'm the only pilot. All are mechanics.
Eastern, National, Pan Am, Delta, American, and United (me). I was not the
smartest of the bunch but I am the most handsome. Anyway they've always
watch my mechanical abilities with a jaundiced eye. My baby brother, John,
is a big help. He keeps me from looking to bad. I guess he doesn't want
folks to think it may run in the family.
Anyway tomorrow I fly!
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | Mark Schrick <schrick(at)pacbell.net> |
| Subject: | 1982 YAK 52 For Sale $35K flying..........In the USA |
I have a 1982 YAK 52 , under 1000 hours that is in the USA where the
person could not come up with the money once delivered. The first $35K
by Saturday gets this plane put together and CERTIFIED and flying.
This will be on a first come , first $20K deposit basis. Pictures are
availible. (+5 / -3 wing)
Mark Schrick
(408) 323-5150
************************************************************
Mark Schrick
966 Wallace Drive
San Jose, CA 95120-1848
(408) 323-5150 Phone/Fax (408) 391-6664 Mobile
schrick(at)pacbell.net
************************************************************
________________________________________________________________________________
| From: | "Taylor, Chris C" <Chris.Taylor(at)bhpbilliton.com> |
| Subject: | 1982 YAK 52 For Sale $35K flying..........In the U |
SA
Mark, can you please send me pictures and any additional details you have
regarding the Yak-52 you have available.
Thank you,
Chris Taylor
senior reservoir engineer
Angostura Appraisal Team
1360 Post Oak Bvld., Suite 150
Houston, Texas, 77056
tel: (1) 713 499 5462
mob: (1) 713 805 5695
fax: (1) 713 961 8490
e-mail: Chris.Taylor(at)BHPBilliton.com
-----Original Message-----
From: Mark Schrick [mailto:schrick(at)pacbell.net]
Subject: Yak-List: 1982 YAK 52 For Sale $35K flying..........In the USA
I have a 1982 YAK 52 , under 1000 hours that is in the USA where the
person could not come up with the money once delivered. The first $35K
by Saturday gets this plane put together and CERTIFIED and flying.
This will be on a first come , first $20K deposit basis. Pictures are
availible. (+5 / -3 wing)
Mark Schrick
(408) 323-5150
************************************************************
Mark Schrick
966 Wallace Drive
San Jose, CA 95120-1848
(408) 323-5150 Phone/Fax (408) 391-6664 Mobile
schrick(at)pacbell.net
************************************************************
EOM
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________________________________________________________________________________
| From: | gho <gho(at)concentric.net> |
| Subject: | Re: 1982 YAK 52 For Sale $35K flying..........In the USA |
Mark,
Please send me the details on this one.
I'm a cash buyer, located in PHX, looking to purchase now.
Right up front, let me tell you that I'm still trying to find a 52 to
sit it, as a CJ is extremely tight for me. In the CJ, I need to take out
the seat back pad entirely, put the seat one click up, pedals full
forward, and I just make it in. Any higher and the canopy won't close.
I'd rather have a 52, because I'm more aerobically inclined, but might
have to settle for a CJ due to size.
If we can make it fit, we can do the deal asap.
Thanks,
George Olmsted
________________________________________________________________________________
| From: | ByronMFox(at)aol.com |
It appears that neither Sullivan Propellers nor American Propeller in
Northern California has experience with CJ props. Has anybody found a prop
shop in the western states that has?
________________________________________________________________________________
| From: | "dabear" <dabear(at)damned.org> |
| Subject: | Re: 1982 YAK 52 For Sale $35K flying..........In the USA |
George,
If you are that close in the CJ, forget the Yak-52. I've owned both
and the CJ is much larger for large folks like me. I'm 6'2 250lbs.
It was not comfortable in the 52 for more than an hour and multiple
trips got less so. The CJ I can fly for 7-8 hours in a day and
still be comfortable.
Regards,
Al DeVere
----- Original Message -----
From: "gho" <gho(at)concentric.net>
Subject: Re: Yak-List: 1982 YAK 52 For Sale $35K flying..........In
the USA
>
> Mark,
>
> Please send me the details on this one.
>
> I'm a cash buyer, located in PHX, looking to purchase now.
>
> Right up front, let me tell you that I'm still trying to find a 52
to
> sit it, as a CJ is extremely tight for me. In the CJ, I need to
take out
> the seat back pad entirely, put the seat one click up, pedals full
> forward, and I just make it in. Any higher and the canopy won't
close.
>
> I'd rather have a 52, because I'm more aerobically inclined, but
might
> have to settle for a CJ due to size.
>
> If we can make it fit, we can do the deal asap.
>
> Thanks,
>
> George Olmsted
>
>
=====
of
>
=====
messages.
members.
>
=====
http://www.matronics.com/browselist/yak-list
>
=====
>
>
________________________________________________________________________________
Just in case anyone is interested, I have a 3000 psi
compressor that is surplus to my needs. I bought it
when I got my CJ, thinking I would use it to recharge my
air when needed. It's the neatest thing, 3 cyl., and is
quite small. Its new in the box, Gov't surplus gun
charger for a vulcan cannon, and has all paperwork and
acceptance test and manual. Paid $250 for it, first $250
takes it. Reply off list, or call 907 596-6481.
(remember Alaska time is 4 hours earlier than east
coast, so if you'd like to call me at 0800 your time, it
might be 0400 my time. I'm cranky at 0400. Thanks Ron
Swanson
--
________________________________________________________________________________
Well that was quick. The commpressor goes off to Sam
Sax tommorrow. Ron Swanson
--
________________________________________________________________________________
| From: | "Mike McCoy" <mike(at)aircraftsales.com> |
| Subject: | No one SETTLES for a CJ |
George,
Absoluetly no one SETTLES for a CJ6A!
Mike (what do aerobics have to do with Yaks) McCoy
> I'd rather have a 52, because I'm more aerobically inclined, but might
> have to settle for a CJ due to size.
________________________________________________________________________________
| From: | Mark Schrick <schrick(at)pacbell.net> |
| Subject: | For Sale: MTV GERMAN (3 blade) PROP with NEW Hub and bearings |
$8K
YAKers,
I have a newly overhauled by MT 3 blade prop for the M14P.
MTV-3-250 German prop
178 TT blades
Lag bolts changed out May 1999
NEW hub and bearings (December 2001) 18 hours TT hub/bearings
Spinner
All spec's brought up to 2001 standards
The blades have some paint wear on leading edge but this is normal and
are in excellent shape. Pictures upon request.
I bought a new MT 3 blade but longer and coarser blades for climb to
match the M-14PF 420 HP engine. (Love that power)
$8000 plus shipping.
A MTV-3-250 has 1500 lbs of static thrust compared to 1125 lbs on the
V503 two bladed paddle. Plus the three blades is dramatically smoother
than the 2 blade. I am writing an article for next quarters Warbird
Flyer (YPA) on data given to me from MT on the M-14P 360 HP vs 400 HP
and all the differences between all the available props for the M-14P.
Very interesting data but you will have to wait.
Hope this helps someone from not having to spend $15K for a new prop.
Mark
YAK 52 (400 HP)
San Jose, CA
************************************************************
Mark Schrick
966 Wallace Drive
San Jose, CA 95120-1848
(408) 323-5150 Phone/Fax (408) 391-6664 Mobile
schrick(at)pacbell.net
************************************************************
________________________________________________________________________________
| From: | "Drew" <aapilot(at)adelphia.net> |
| Subject: | Left Coast All Red Star Fly-in |
Clear Day
Yakers,
Just a reminder, in early May (2-5) we are getting together for a West
Coast fly-in for those of you flying the red star. So if you are out
this way, particularly if you can't make the flight out to SnF this
month, visit www.allredstar.com and let us know you are coming.
The event was recently moved from McClellan AFB in downtown Sacramento
to CASTLE AFB (KMER) just outside of Merced, CA. You can look up all the
details of this former Air Force Base at:
www.airnav.com/airport/KMER Merced is in California's central valley
and just south of Sacramento. The web master should be removing all
references to McClellan from the web site any time now.
For those who have registered, rooms will be reserved and an information
package will be sent out in the next few weeks.
We are always looking for more FAST instructors and check airmen.
Drew
Barry
Brian
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
Well gang,
As I write this two B-1Bs are busting around the restricted area near my home
airport. We're right under a MOA and just 3 NM north of a restricted area
which is the Navy's mineing range and just SE of that is a live ordnance
range. At night the Army and Navy uses our air field as a check point for
the low level helicoper night training out of Jacksonville. Right now things
are busy in this airspace and we love it!
I point this out to you for those headed here. I suggest that if you're
planning on heading in here (and I hope you do) set your course for Palatka
or Kay Larkin airport, 17 nm north of our field then just go straight south.
Keeps you clear of most of it. Just keep your eyes open and enjoy the show.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | Jim Ivey <jim(at)jimivey.com> |
\"Harry F. Schwethelm, Jr.\""
| Subject: | [Fwd: Luscombe: Boeing 307 Down] |
-------- Original Message --------
Subject: Luscombe: Boeing 307 Down
Date: Thu, 28 Mar 2002 23:11:30 +0000
From: mculver(at)extencia.com
This is a really sad day....
http://www.king5.com/topstories/NW_032802WABvintageplane.1dcfd60f.html
SEATTLE - A vintage Boeing plane made an emergency crash landing in the
waters of Elliott Bay in West Seattle Thursday afternoon, jolting many
witnesses on shore.
Subscription; www.luscombe.org/directory.html
Archive; www.topica.com/lists/luscombe/read
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________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
| Subject: | Re: No one SETTLES for a CJ |
At 04:12 AM 3/28/2002, you wrote:
>
>George,
>
>Absoluetly no one SETTLES for a CJ6A!
I'm with George on this one. Buying an airplane that is a compromise for
what you want to do is "settling." If your interest is in learning
competition aerobatics the CJ6A is definitely less desirable than the
Yak-52. Outside and tumbling maneuvers are just flat-out safer to do in
the Yak-52. (I would say "easier to do" but I haven't tried any outside
maneuvers in the CJ6A and can't claim first-hand knowledge.)
OTOH, you could prove me wrong by adding an outside loop and a Lomcevak to
your airshow routine. I would definitely travel to see a CJ6A doing a
Lomcevak.
>Mike (what do aerobics have to do with Yaks) McCoy
Oh, that one's easy. If you do too many aerobic exercises when you are out
of shape you are likely to yak. Better to have not eaten that burrito
beforehand. Ahhh, love them refried beans ...
> > I'd rather have a 52, because I'm more aerobically inclined, but might
> > have to settle for a CJ due to size.
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
| Subject: | Re: [Fwd: Luscombe: Boeing 307 Down] |
At 04:07 PM 3/28/2002, you wrote:
>
>
>-------- Original Message --------
>Subject: Luscombe: Boeing 307 Down
>Date: Thu, 28 Mar 2002 23:11:30 +0000
>From: mculver(at)extencia.com
>To: luscombe(at)topica.com
>
>This is a really sad day....
>
>http://www.king5.com/topstories/NW_032802WABvintageplane.1dcfd60f.html
It sounds like the ditching was well controlled and that the damage is
probably minimal. Let's hope that recovery isn't too difficult.
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | "Barry W. Hancock" <radialpower(at)cox.net> |
> This is a really sad day....
>
> http://www.king5.com/topstories/NW_032802WABvintageplane.1dcfd60f.html
>
> SEATTLE - A vintage Boeing plane made an emergency crash landing in the
> waters of Elliott Bay in West Seattle Thursday afternoon, jolting many
> witnesses on shore.
>
Guys,
I saw this plane arrive at OSH last year. It is the most breathtaking
airplane I have EVER seen.
Yes, it is unfortunate it ended up in the drink. However, I think all
vintage aviation enthusiasts should rejoice that the engine quit where
it did allowing a rather benign landing. Had this thing gone in the
trees (plenty of 'em 'round those parts) the plane would most likely
never have flown again...not to mention the probability of loosing some
fine aviators.
Barry
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
In a message dated 3/29/02 11:48:45 AM Eastern Standard Time,
radialpower(at)cox.net writes:
> > SEATTLE - A vintage Boeing plane made an emergency crash landing in the
> > waters of Elliott Bay in West Seattle Thursday afternoon, jolting many
> >
To me this is one of Boeing most beautiful aircraft. She was the forerunner
of the B-17 and was way ahead of her time. All though damage MAY LOOK
minimal, I bet it's not. Salt water alone has wrecked many an airframe.
The next speculation is: What cause multiple engines to quit? Fuel? Fuel
system? Fuel management? Ignition system? Ignition system management? I am
not asking these questions to place a blame but what can we learn from it.
I'm sure we'll just have to wait a little while, do a little Monday morning
QBing, and learn.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
In a message dated 3/29/02 4:48:20 PM Eastern Standard Time,
cjpilot710(at)aol.com writes:
>
> To me this is one of Boeing most beautiful aircraft. She was the
> forerunner
> of the B-17 and was way ahead of her time.
OOOppps I think actually she was a takeoff of the B-17.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
| Subject: | S&F Registration form |
Below is a registration form. Try to forward this to me AFTER you filled it
out. (Hope this works) Will help give me and others an idea of who's
coming for what.
Yak Pilots Association
Sun&Fun Registration
Name:
Address:
City:
State:
Zip:
Phone:
Email:
Current FAA rating:
FAA Medical date:
Member of FAST signatory:
Current FAST rating:
Total time:
Total time CJ/Yak:
Formation time
Civilian-Military-
Date of last 2 ship flight:
Date of last 4 ship flight:
I want to accomplish -
1 maintain currency -
2 renew currency
3 work toward new rating-
4 Other-
I have the following
1. T-34 Formation Training Manual-
2 Helmet (optional)
3 Nomex flight suit
4 Nomex gloves
5 Boots
6 Current parachute
7 Personal & Aircraft Log books
NOTE; Aircraft will inspected to assure that they are airworthy for the
rigors of flight training.
All aircraft must have operable intercom and the capability to transmit on
the radio form both cockpits.
Fees- Fees - Fees - Fees.
Pilots participating in FAST program (training toward rating) $50.00
All others $15.00.
We need to pay insurance ($3,000/year), ready room fees ($20/day) some
transportation and other incidental that may show up.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
At 01:47 PM 3/29/2002, you wrote:
>
>In a message dated 3/29/02 11:48:45 AM Eastern Standard Time,
>radialpower(at)cox.net writes:
>
>
> > > SEATTLE - A vintage Boeing plane made an emergency crash landing in the
> > > waters of Elliott Bay in West Seattle Thursday afternoon, jolting many
> > >
>
>To me this is one of Boeing most beautiful aircraft. She was the forerunner
>of the B-17 and was way ahead of her time. All though damage MAY LOOK
>minimal, I bet it's not. Salt water alone has wrecked many an airframe.
Good point. Somehow I was thinking it went into the lake, not the
sound. Still, if they raise it and wash it well in fresh water the damage
to the airframe may be minimal. I know; wishful thinking ...
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | "DONALD ANDREWS" <dandmaz28(at)msn.com> |
| Subject: | Re: S&F Registration form |
----- Original Message -----
From: cjpilot710(at)aol.com
Subject: Yak-List: S&F Registration form
Below is a registration form. Try to forward this to me AFTER you filled it
out. (Hope this works) Will help give me and others an idea of who's
coming for what.
Yak Pilots Association
Sun&Fun Registration
Name:Donald Andrews
Address:22612 N Church RD
City:SDL
State:AZ
Zip:85255
Phone:(480) 473-7387
Email:dandmaz28(at)msn.com
Current FAA rating:ATP
FAA Medical date:First class 6/01
Member of FAST signatory:YPA
Current FAST rating:Check Pilot
Total time:29,800.00 +
Total time CJ/Yak:620.
Formation time520.
Civilian-Military-Civilian
Date of last 2 ship flight:3/6/02
Date of last 4 ship flight:3/23/02
4 Other-Have/Fun
I have the following
1. T-34 Formation Training Manual-yes
2 Helmet (optional) yes
3 Nomex flight suit yes
4 Nomex gloves yes
5 Boots yes
6 Current parachute-3/22/02
7 Personal & Aircraft Log books yes
NOTE; Aircraft will inspected to assure that they are airworthy for the
rigors of flight training.
All aircraft must have operable intercom and the capability to transmit on
the radio form both cockpits.
Fees- Fees - Fees - Fees.
Pilots participating in FAST program (training toward rating) $50.00
All others $15.00.
We need to pay insurance ($3,000/year), ready room fees ($20/day) some
transportation and other incidental that may show up.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
=
=
=
=
________________________________________________________________________________
| From: | "Dave Strawn" <dastrawn(at)mindspring.com> |
| Subject: | CJ Parts Needed!! |
To all CJ-6 Owners and Parts Suppliers:
My mechanic, Randy Thorne (staar(at)volcano.net) is having difficulty
finding two gaskets and a seal for the front of the gear case just
behind the prop. We believe the part numbers are: 14-01-23 (gasket),
14-03-41 (seal), and 14-01-21 (gasket). If anyone has these parts in
stock or can tell us where we can locate them, please let Randy and me
know. thanks
David Strawn (grounded flier)
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
| Subject: | Re: S&F Registration form |
Thanks Don Copied OK. Careful come over here.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | "Andrew Zheng \(Beijing China\)" <cjcyak(at)163bj.com> |
| Subject: | Re: CJ Parts Needed!! |
Dave,
I am here trying to find those parts for you. I have asked three CJ training schools.
They normally don't touch that part of engine. So they don't have those
parts and can not find from Nanchang factory too. I go through Chinese air force
head office to connect to the engine factory. I may get information next week.
Andrew from China
----- Original Message -----
From: "Dave Strawn" <dastrawn(at)mindspring.com>
Subject: Yak-List: CJ Parts Needed!!
>
> To all CJ-6 Owners and Parts Suppliers:
>
> My mechanic, Randy Thorne (staar(at)volcano.net) is having difficulty
> finding two gaskets and a seal for the front of the gear case just
> behind the prop. We believe the part numbers are: 14-01-23 (gasket),
> 14-03-41 (seal), and 14-01-21 (gasket). If anyone has these parts in
> stock or can tell us where we can locate them, please let Randy and me
> know. thanks
>
> David Strawn (grounded flier)
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Jim Kelley" <jimbuyersbroker(at)earthlink.net> |
To any of my buddies with their CJ's or 52's going to Lakeland. I am
looking for lodging, extra hotel room or to share 4/6 thru 4/11 if any
available. Will be ferrying in a Swiss/P3 trainer but my heart is still
with my recently SOLD CJ-6. Look forward to seeing you guys, thanks in
advance.
Jim Kelley, "formally" CJ/ 4183E in Charlotte, NC
jimbuyersbroker(at)earthlink.net
________________________________________________________________________________
| From: | "Terry Calloway" <TCalloway(at)datatechnique.com> |
| Subject: | Re: S&F Registration form |
>>> cjpilot710(at)aol.com 03/29/02 07:02PM >>>
Below is a registration form. Try to forward this to me AFTER you filled it
out. (Hope this works) Will help give me and others an idea of who's
coming for what.
Yak Pilots Association
Sun&Fun Registration
Name: Terry Calloway
Address: 1010 S. 210th St.
City: Pittsburg
State: KS
Zip: 66762
Phone: 620.231.6727
Email: tcalloway(at)datatechnique.com
Current FAA rating: Fair (Commercial/Inst/ SEL)
FAA Medical date: 06/01
Member of FAST signatory: Yes/ YPA
Current FAST rating: Wing
Total time: 1100
Total time CJ/Yak: 160
Formation time 110
Civilian-Military- Yes/No
Date of last 2 ship flight: 02/02
Date of last 4 ship flight: 02/02
I want to accomplish -
1 maintain currency - YES
2 renew currency
3 work toward new rating-
4 Other- Help others accomplist new ratings and Formation Video Airwork
I have the following
1. T-34 Formation Training Manual- YES
2 Helmet (optional) YES
3 Nomex flight suit YES
4 Nomex gloves YES
5 Boots YES
6 Current parachute YES
7 Personal & Aircraft Log books YES
NOTE; Aircraft will inspected to assure that they are airworthy for the
rigors of flight training.
All aircraft must have operable intercom and the capability to transmit on
the radio form both cockpits.
Fees- Fees - Fees - Fees.
Pilots participating in FAST program (training toward rating) $50.00
All others $15.00.
We need to pay insurance ($3,000/year), ready room fees ($20/day) some
transportation and other incidental that may show up.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | Michael DiMarco <mgdimarco(at)yahoo.com> |
I was getting ready for my evening nap before flying the all-nighter
back to New York. I saw the local news and nearly started crying.
My wife said, "no one was hurt" with a curious look. She didn't
understand and then I pointed out the PanAm markings and what the
plane meant to aviation history. Ya'll may recall this glorious
restoration was featured in Warbirds magazine a couple months back.
Read that, look at her in Elliot Bay, and a tear may form too.
Mike
--- Brian Lloyd wrote:
>
> At 01:47 PM 3/29/2002, you wrote:
> >
> >In a message dated 3/29/02 11:48:45 AM Eastern Standard Time,
> >radialpower(at)cox.net writes:
> >
> >
> > > > SEATTLE - A vintage Boeing plane made an emergency crash
> landing in the
> > > > waters of Elliott Bay in West Seattle Thursday afternoon,
> jolting many
> > > >
> >
> >To me this is one of Boeing most beautiful aircraft. She was the
> forerunner
> >of the B-17 and was way ahead of her time. All though damage MAY
> LOOK
> >minimal, I bet it's not. Salt water alone has wrecked many an
> airframe.
>
> Good point. Somehow I was thinking it went into the lake, not the
> sound. Still, if they raise it and wash it well in fresh water the
> damage
> to the airframe may be minimal. I know; wishful thinking ...
>
>
> Brian Lloyd
> brian(at)lloyd.com
> +1.530.676.1113 - voice
> +1.360.838.9669 - fax
>
>
>
>
> messages.
>
>
>
>
>
>
http://greetings.yahoo.com/
________________________________________________________________________________
| From: | "Dave Strawn" <dastrawn(at)mindspring.com> |
| Subject: | Re: CJ Parts Needed!! |
Thank you very much Andrew for your help. Question to the CJ group, should
I be concerned about the reliability of my engine if these parts had to be
replaced because of an oil leak in this gasket?? What would cause the oil
leak??
thanks
Dave Strawn
----- Original Message -----
From: "Andrew Zheng (Beijing China)" <cjcyak(at)163bj.com>
Subject: Re: Yak-List: CJ Parts Needed!!
>
> Dave,
> I am here trying to find those parts for you. I have asked three CJ
training schools. They normally don't touch that part of engine. So they
don't have those parts and can not find from Nanchang factory too. I go
through Chinese air force head office to connect to the engine factory. I
may get information next week.
> Andrew from China
> ----- Original Message -----
> From: "Dave Strawn" <dastrawn(at)mindspring.com>
> To:
> Subject: Yak-List: CJ Parts Needed!!
>
>
> >
> > To all CJ-6 Owners and Parts Suppliers:
> >
> > My mechanic, Randy Thorne (staar(at)volcano.net) is having difficulty
> > finding two gaskets and a seal for the front of the gear case just
> > behind the prop. We believe the part numbers are: 14-01-23 (gasket),
> > 14-03-41 (seal), and 14-01-21 (gasket). If anyone has these parts in
> > stock or can tell us where we can locate them, please let Randy and me
> > know. thanks
> >
> > David Strawn (grounded flier)
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | Jim Ivey <jim(at)jimivey.com> |
From:
Mike Culver
More info on the ditching....
http://seattletimes.nwsource.com/html/localnews/134428029_plane29m.html
http://seattlepi.nwsource.com/local/64466_crew29.shtml
Brian Lloyd wrote:
>
> At 01:47 PM 3/29/2002, you wrote:
> >
> >In a message dated 3/29/02 11:48:45 AM Eastern Standard Time,
> >radialpower(at)cox.net writes:
> >
> >
> > > > SEATTLE - A vintage Boeing plane made an emergency crash landing in the
> > > > waters of Elliott Bay in West Seattle Thursday afternoon, jolting many
> > > >
> >
> >To me this is one of Boeing most beautiful aircraft. She was the forerunner
> >of the B-17 and was way ahead of her time. All though damage MAY LOOK
> >minimal, I bet it's not. Salt water alone has wrecked many an airframe.
>
> Good point. Somehow I was thinking it went into the lake, not the
> sound. Still, if they raise it and wash it well in fresh water the damage
> to the airframe may be minimal. I know; wishful thinking ...
>
> Brian Lloyd
> brian(at)lloyd.com
> +1.530.676.1113 - voice
> +1.360.838.9669 - fax
>
--
You've never been lost until you've been lost at Mach 3. - Paul F Crickmore
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
| Subject: | Re: S&F Registration form |
Copied AOK. Thanks.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
Just heard that the Queen Mother passed away last night in her sleep. You
may not beware of it but here in this renegade colony, she was well thought
of by us pre-baby boomers. I remember seeing her in movietoon newsreels,
walking amongst the B-17s of the mighty 8th AF with her daughter, now Queen.
To our English cousins, our condolences.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | "Russ Dycus" <dycusr(at)hotmail.com> |
, ,
"FoF" ,
"Yak List"
The Queen is die! Long live the Queen!
http://www.cnn.com/2002/WORLD/europe/03/31/uk.mourns/index.html
Russ Dycus
Who plays a Scotsman at renaissance faires
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
| Subject: | Re: CJ Parts Needed!! |
At 06:43 AM 3/30/2002, you wrote:
>
>To all CJ-6 Owners and Parts Suppliers:
>
>My mechanic, Randy Thorne (staar(at)volcano.net) is having difficulty
>finding two gaskets and a seal for the front of the gear case just
>behind the prop.
To everyone:
David's CJ has been on the ground for several months now awaiting the parts
he so desperately desires to acquire. If anyone can help, please do.
At the risk of fueling an ongoing fire, this is a potential reason for
wanting an M14P. Regardless of what you think of either engine, parts do
appear to be more readily available for the M14P. I would be willing to
bet that, if I needed a gear case nose seal for an M14P, I could get one in
the US within a couple of days.
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | Craig Payne <cpayne(at)mc.net> |
| Subject: | Re: CJ Parts Needed!! |
Reverend Brian:
The Choir says "Amen" to the M14P. "It's the parts you see...."
Craig (just a deacon) Payne
> To everyone:
>
> David's CJ has been on the ground for several months now awaiting the parts
> he so desperately desires to acquire. If anyone can help, please do.
>
> At the risk of fueling an ongoing fire, this is a potential reason for
> wanting an M14P. Regardless of what you think of either engine, parts do
> appear to be more readily available for the M14P. I would be willing to
> bet that, if I needed a gear case nose seal for an M14P, I could get one in
> the US within a couple of days.
>
> Brian Lloyd
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
| Subject: | Re: CJ Parts Needed!! |
At 11:12 AM 3/31/2002, you wrote:
>
>Reverend Brian:
>
>The Choir says "Amen" to the M14P. "It's the parts you see...."
Craig, you are focusing on the wrong thing here. I am not trying to sing
the praises of the M14P over the Housai, I am just stating what appears to
me to be the obvious. It is part of sharing general information so people
can make their own decisions.
If I were the king of the world, I would make sure that parts were readily
available for the Housai engine. I *like* the Housai engine. In my
not-so-humble opinion, I think it is a more reliable engine. I think that
people ought to change to the M14P *ONLY* if they desire/need the extra
climb/vertical-penetration performance and do so only recognizing that the
M14P probably requires more maintenance over the life of the engine. This
isn't a bad thing; lots of pilots accept increased maintenance and cost in
order to gain more performance. I would just like there to be a clear
option. I do *NOT* want anyone to think that I believe that every CJ6A
should be equipped with an M14P. I don't.
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | "A. Dennis Savarese" <adsavar(at)gte.net> |
| Subject: | Re: CJ Parts Needed!! |
A curiosity question from a YAK 52/M14P driver please. Since both the
Housai and M14 engines are so similar (notice I didn't say identical or
alike), is there a remote possibility the nose case gasket from an M14 could
be used on a Housai nose case? How about from an M14B which has a splined
shaft versus the P model's flanged shaft?
Dennis Savarese
----- Original Message -----
From: "Brian Lloyd" <brian(at)lloyd.com>
Subject: Re: Yak-List: CJ Parts Needed!!
>
> At 11:12 AM 3/31/2002, you wrote:
> >
> >Reverend Brian:
> >
> >The Choir says "Amen" to the M14P. "It's the parts you see...."
>
> Craig, you are focusing on the wrong thing here. I am not trying to sing
> the praises of the M14P over the Housai, I am just stating what appears to
> me to be the obvious. It is part of sharing general information so people
> can make their own decisions.
>
> If I were the king of the world, I would make sure that parts were readily
> available for the Housai engine. I *like* the Housai engine. In my
> not-so-humble opinion, I think it is a more reliable engine. I think
that
> people ought to change to the M14P *ONLY* if they desire/need the extra
> climb/vertical-penetration performance and do so only recognizing that the
> M14P probably requires more maintenance over the life of the engine. This
> isn't a bad thing; lots of pilots accept increased maintenance and cost in
> order to gain more performance. I would just like there to be a clear
> option. I do *NOT* want anyone to think that I believe that every CJ6A
> should be equipped with an M14P. I don't.
>
>
> Brian Lloyd
> brian(at)lloyd.com
> +1.530.676.1113 - voice
> +1.360.838.9669 - fax
>
>
________________________________________________________________________________
| From: | Craig Payne <cpayne(at)mc.net> |
| Subject: | Re: CJ Parts Needed!! |
But, but... it WAS all about the parts for me. Kick-butt performance was
a plus. I just got weary of chasing/making Huosai engine parts. Yes,
making, I have extensive machine shop & tool room facilities available
to me. Heat treat and the works.
And then there is the cost. Both OH engines are fairly equivalent in
price; that leaves the cost of the one time changeover...which is
considerable. But now I have "Plug 'n Play" capability for M14's in
their different flavors.
If you got a good Huosai engine, fly it. If it breaks or wears out, THEN
size up the situation.
Craig (still preachin') Payne
> >
> >Reverend Brian:
> >
> >The Choir says "Amen" to the M14P. "It's the parts you see...."
>
> Craig, you are focusing on the wrong thing here. I am not trying to sing
> the praises of the M14P over the Housai, I am just stating what appears to
> me to be the obvious. It is part of sharing general information so people
> can make their own decisions.
>
> If I were the king of the world, I would make sure that parts were readily
> available for the Housai engine. I *like* the Housai engine. In my
> not-so-humble opinion, I think it is a more reliable engine. I think that
> people ought to change to the M14P *ONLY* if they desire/need the extra
> climb/vertical-penetration performance and do so only recognizing that the
> M14P probably requires more maintenance over the life of the engine. This
> isn't a bad thing; lots of pilots accept increased maintenance and cost in
> order to gain more performance. I would just like there to be a clear
> option. I do *NOT* want anyone to think that I believe that every CJ6A
> should be equipped with an M14P. I don't.
>
> Brian Lloyd
=
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
| Subject: | Re: CJ Parts Needed!! |
In a message dated 3/31/02 8:06:46 PM Eastern Standard Time, adsavar(at)gte.net
writes:
> A curiosity question from a YAK 52/M14P driver please. Since both the
> Housai and M14 engines are so similar (notice I didn't say identical or
> alike), is there a remote possibility the nose case gasket from an M14 could
> be used on a Housai nose case? How about from an M14B which has a splined
> shaft versus the P model's flanged shaft?
>
>
Dennis has a good point here. These engines have a lot parts off the same
drawing board. OK guys some of you fuss up to trying cross fits. I know the
nose case of the Housais are slightly different because we couldn't use the
same louvers on the M-14p, but that had to do with the very front of the nose
case IF I remember right. Are the gaskets interchangeable?
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | "A. Dennis Savarese" <adsavar(at)gte.net> |
"Norbert Steinwedel" ,
"Jack and Linda Thompson" ,
"Harry Silcox" , "Dave Archer" ,
"Dan Horton" , "BJ Kennamore" ,
"Walt Linscott" ,
"Mark Savarese" ,
"Jerry W. Williams and Victoria L. Searcy" ,
"Ray Reeves" , ,
"Jim Baldwin" <yak152@buckeye-express.com>,
"Stephen Beaver"
| Subject: | Don't order a "NAV/com". |
Have you seen this? It was on Avweb today. Part two effectively says
"brush up now on your dead reckoning" because no guarantee on GPS signals in
August with this new security software and by then all VOR's will have been
decommissioned. Hummm
ALL U.S. VORS TO BE DECOMMISSIONED THIS SUMMER...
The FAA announced last week that it has decided to stop operating and
maintaining the nation's VOR navigation system. Citing extensive use
of GPS by general aviation and INS/IRS by air carriers, the agency has
decided to phase out the navaids five years earlier than previously
announced. "Nobody uses VORs anymore anyway," said Nora Fitzpatrick,
FAA acting deputy associate administrator for navigation services.
According to Fitzpatrick, TVORs are scheduled be switched off by May
31, LVORs by July 31, and HVORs by August 31 (except in Alaska).
Localizers will remain unaffected until WAAS becomes operational.
...WHILE TWO-DAY GPS OUTAGE PLANNED FOR AUGUST
In a related story, the DOD notified the DOT last week that it would
shut down the GPS satellite array August 1-3 to install upgrades in
security software. The Pentagon says the new security software will
have the ability to determine which GPS receivers are being used for
terrorist purposes and transmit bogus navigation signals to them. A
new FDC NOTAM cautions pilots to use alternate means of navigation to
cross-check their GPS-derived positions during August.
________________________________________________________________________________
BristolFaireFriends(at)yahoogroups.com, yak-list(at)matronics.com
| Subject: | Re:[BristolFaireFriends] The Queen |
| From: | Ivy Lenarz <pony65(at)juno.com> |
Huh?
---------- "Russ Dycus" writes:
From: "Russ Dycus" <dycusr(at)hotmail.com>
"FoF" ,
"Yak List"
Subject: [BristolFaireFriends] The Queen
Date: Sun, 31 Mar 2002 09:16:07 -0600
The Queen is die! Long live the Queen!
http://www.cnn.com/2002/WORLD/europe/03/31/uk.mourns/index.html
Russ Dycus
Who plays a Scotsman at renaissance faires
Access Your PC from Anywhere
Check Email & Transfer files - Free Download
http://us.click.yahoo.com/NxtVhB/3XkDAA/_ZuFAA/M8IqlB/TM
GOD SAVE THE QUEEN!
________________________________________________________________________________
| From: | "dabear" <dabear(at)damned.org> |
| Subject: | Re: Don't order a "NAV/com". |
April fools.
Regards,
Al DeVere
----- Original Message -----
From: "A. Dennis Savarese" <adsavar(at)gte.net>
; "Jack and Linda Thompson"
; "Harry Silcox" ;
"Dave Archer" ; "Dan Horton" ; "BJ
Kennamore" ; "Walt Linscott"
; "Mark Savarese" ;
"Jerry W. Williams and Victoria L. Searcy" ;
"Ray Reeves" ; ; "Jim
Baldwin" <yak152@buckeye-express.com>; "Stephen Beaver"
Subject: Yak-List: Don't order a "NAV/com".
>
> Have you seen this? It was on Avweb today. Part two effectively
says
> "brush up now on your dead reckoning" because no guarantee on GPS
signals in
> August with this new security software and by then all VOR's will
have been
> decommissioned. Hummm
>
> ALL U.S. VORS TO BE DECOMMISSIONED THIS SUMMER...
> The FAA announced last week that it has decided to stop operating
and
> maintaining the nation's VOR navigation system. Citing extensive
use
> of GPS by general aviation and INS/IRS by air carriers, the agency
has
> decided to phase out the navaids five years earlier than
previously
> announced. "Nobody uses VORs anymore anyway," said Nora
Fitzpatrick,
> FAA acting deputy associate administrator for navigation services.
> According to Fitzpatrick, TVORs are scheduled be switched off by
May
> 31, LVORs by July 31, and HVORs by August 31 (except in Alaska).
> Localizers will remain unaffected until WAAS becomes operational.
>
>
> ...WHILE TWO-DAY GPS OUTAGE PLANNED FOR AUGUST
> In a related story, the DOD notified the DOT last week that it
would
> shut down the GPS satellite array August 1-3 to install upgrades
in
> security software. The Pentagon says the new security software
will
> have the ability to determine which GPS receivers are being used
for
> terrorist purposes and transmit bogus navigation signals to them.
A
> new FDC NOTAM cautions pilots to use alternate means of navigation
to
> cross-check their GPS-derived positions during August.
>
>
=====
of
>
=====
messages.
members.
>
=====
http://www.matronics.com/browselist/yak-list
>
=====
>
>
________________________________________________________________________________
| From: | "Doug" <rvfltd(at)televar.com> |
| Subject: | How'd he get the gun on board?? |
This from today's AVWEB. It is an indeed strange world we live in.
WILLIAM SHATNER ARRESTED AT LAX: Motion picture and television actor
William Shatner was arrested upon arrival at LAX airport over the
weekend after discharging a .38-caliber revolver out of his passenger
window on an airline flight. Shatner was traveling in coach on United
Flight 133, flying on a discount ticket from Priceline.com. The
aircraft was escorted to LAX by F-16s of the 101st Fighter Wing after
the airliner's captain announced that a passenger had "gone crazy" and
was firing a weapon at imagined creatures he "saw messing around on the
wing." Shatner reportedly appeared disoriented as paramedics carried
him out on a stretcher to a waiting ambulance in a driving rain storm.
"They were out there, I tell ya!" he said. "They were going to kill
everybody -- why won't you believe me?"
Doug Sapp
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Re: How'd he get the gun on board?? |
come on! It is APRIL FIRST!
----- Original Message -----
From: "Doug" <rvfltd(at)televar.com>
Subject: Yak-List: How'd he get the gun on board??
This from today's AVWEB. It is an indeed strange world we live in.
WILLIAM SHATNER ARRESTED AT LAX: Motion picture and television actor
William Shatner was arrested upon arrival at LAX airport over the
weekend after discharging a .38-caliber revolver out of his passenger
window on an airline flight. Shatner was traveling in coach on United
Flight 133, flying on a discount ticket from Priceline.com. The
aircraft was escorted to LAX by F-16s of the 101st Fighter Wing after
the airliner's captain announced that a passenger had "gone crazy" and
was firing a weapon at imagined creatures he "saw messing around on the
wing." Shatner reportedly appeared disoriented as paramedics carried
him out on a stretcher to a waiting ambulance in a driving rain storm.
"They were out there, I tell ya!" he said. "They were going to kill
everybody -- why won't you believe me?"
Doug Sapp
________________________________________________________________________________
| From: | Walter Fricke <walterfricke(at)yahoo.com> |
| Subject: | Re: How'd he get the gun on board?? |
I think you've been had by Doug.
--- Cy Galley wrote:
>
>
> come on! It is APRIL FIRST!
>
http://greetings.yahoo.com/
________________________________________________________________________________
| From: | "Doug" <rvfltd(at)televar.com> |
| Subject: | Re: How'd he get the gun on board?? |
I was hoping I was not the only one!!
Doug
----- Original Message -----
From: "Walter Fricke" <walterfricke(at)yahoo.com>
Subject: Re: Yak-List: How'd he get the gun on board??
>
> I think you've been had by Doug.
>
> --- Cy Galley wrote:
> >
> >
> > come on! It is APRIL FIRST!
> >
>
>
> http://greetings.yahoo.com/
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "A. Dennis Savarese" <adsavar(at)gte.net> |
| Subject: | Re: How'd he get the gun on board?? |
Trust me. You weren't!
Dennis Savarese
----- Original Message -----
From: "Doug" <rvfltd(at)televar.com>
Subject: Re: Yak-List: How'd he get the gun on board??
>
> I was hoping I was not the only one!!
>
> Doug
> ----- Original Message -----
> From: "Walter Fricke" <walterfricke(at)yahoo.com>
> To:
> Subject: Re: Yak-List: How'd he get the gun on board??
>
>
> >
> > I think you've been had by Doug.
> >
> > --- Cy Galley wrote:
> > >
> > >
> > > come on! It is APRIL FIRST!
> > >
> >
> >
> > http://greetings.yahoo.com/
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Jim Ivey <jim(at)jimivey.com> |
Bill White" ,
Chuck Crepas , Cindy ,
Dan Rhinehart ,
Dave Addis , Dennis Flosi ,
Ed Ivey , "Harry F. Schwethelm, Jr." ,
Jim Factor , Pappy Martin ,
Paul Sloan III ,
Pina Olivas , Rick Foree ,
Rob Reece , Roger Jaworski ,
Ron , Waldo ,
Yak Folks
| Subject: | AvWeb's good news |
http://www.avweb.com/newswire/avfool02.html
--
You've never been lost until you've been lost at Mach 3. - Paul F
Crickmore
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
| Subject: | No way to treat an old man. |
I had a bad dream last night. Crew scheduling called me and said that I was
late for my HongKong trip. I was actually sitting on the side of my bed in a
stupor, trying to find my underwear, when that same voice, said "April Fool!"
For the life of me it was real! Hmmmmm. My wife of 35 years has been
walking around the house all day with a strange smirk on her face.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | "Terry Calloway" <TCalloway(at)datatechnique.com> |
| Subject: | Re: No way to treat an old man. |
Jim,
She looks that way because you are not wearing any underwear.
tc
I had a bad dream last night. Crew scheduling called me and said that I was
late for my HongKong trip. I was actually sitting on the side of my bed in a
stupor, trying to find my underwear, when that same voice, said "April Fool!"
For the life of me it was real! Hmmmmm. My wife of 35 years has been
walking around the house all day with a strange smirk on her face.
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
| Subject: | Avweb April Fools issue |
Avweb always puts out an April Fools issue. You can tell because the
header says "Avfalsh" instead of "Avflash". They do a good job of making
the articles almost believable.
BTW, the William Shatner sketch is from an old Twilight Zone episode. This
was before his Capt. Kirk days.
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | Michael DiMarco <mgdimarco(at)yahoo.com> |
| Subject: | Re: How'd he get the gun on board?? |
APRIL FOOLS !!!!
--- Doug wrote:
>
> This from today's AVWEB. It is an indeed strange world we live in.
> WILLIAM SHATNER ARRESTED AT LAX: Motion picture and television
> actor
> William Shatner was arrested upon arrival at LAX airport over the
> weekend after discharging a .38-caliber revolver out of his
> passenger
> window on an airline flight. Shatner was traveling in coach on
> United
> Flight 133, flying on a discount ticket from Priceline.com. The
> aircraft was escorted to LAX by F-16s of the 101st Fighter Wing
> after
> the airliner's captain announced that a passenger had "gone crazy"
> and
> was firing a weapon at imagined creatures he "saw messing around on
> the
> wing." Shatner reportedly appeared disoriented as paramedics
> carried
> him out on a stretcher to a waiting ambulance in a driving rain
> storm.
> "They were out there, I tell ya!" he said. "They were going to
> kill
> everybody -- why won't you believe me?"
>
> Doug Sapp
>
>
>
>
> messages.
>
>
>
>
>
>
http://http://taxes.yahoo.com/
________________________________________________________________________________
| From: | "kpilling" <kjpilling(at)btclick.com> |
Why not make the new gaskets ?
Create a scale drawing on a Cad Cam software package (cheap and
available) run it down to your local Sign Store with a sheet of blank
gasket material and have them laser cut it on their machines. Hey
presto....new gaskets.
Its not a new idea. The vintage car guys have been doing it for years.
Dennis has a good point here. These engines have a lot parts off the
same
drawing board. OK guys some of you fuss up to trying cross fits. I
know the
nose case of the Housais are slightly different because we couldn't use
the
same louvers on the M-14p, but that had to do with the very front of the
nose
case IF I remember right. Are the gaskets interchangeable?
BTW Thanks for the condolences........it goes a long way.
Jim Goolsby
________________________________________________________________________________
| Subject: | Re: Yak-List Digest: 13 Msgs - 04/01/02 |
| From: | Patrick Scofield <patrick(at)designworx.com> |
Instead of avflash it said avFalsch (Hint: April 1st)
on 4/2/02 12:57 AM, Yak-List Digest Server at yak-list-digest(at)matronics.com
wrote:
> Have you seen this? It was on Avweb today. Part two effectively says
> "brush up now on your dead reckoning" because no guarantee on GPS signals in
> August with this new security software and by then all VOR's will have been
> decommissioned. Hummm
>
> ALL U.S. VORS TO BE DECOMMISSIONED THIS SUMMER...
> The FAA announced last week that it has decided to stop operating and
> maintaining the nation's VOR navigation system. Citing extensive use
> of GPS by general aviation and INS/IRS by air carriers, the agency has
> decided to phase out the navaids five years earlier than previously
> announced. "Nobody uses VORs anymore anyway," said Nora Fitzpatrick,
> FAA acting deputy associate administrator for navigation services.
> According to Fitzpatrick, TVORs are scheduled be switched off by May
> 31, LVORs by July 31, and HVORs by August 31 (except in Alaska).
> Localizers will remain unaffected until WAAS becomes operational.
>
>
> ...WHILE TWO-DAY GPS OUTAGE PLANNED FOR AUGUST
> In a related story, the DOD notified the DOT last week that it would
> shut down the GPS satellite array August 1-3 to install upgrades in
> security software. The Pentagon says the new security software will
> have the ability to determine which GPS receivers are being used for
> terrorist purposes and transmit bogus navigation signals to them. A
> new FDC NOTAM cautions pilots to use alternate means of navigation to
> cross-check their GPS-derived positions during August.
________________________________________________________________________________
| From: | Jim Ivey <jim(at)jimivey.com> |
The prop blade seals are interchangeable between the Chinese metal prop and
Russian paddle prop. I found this out when I ordered the Chinese seals from
Doug Sapp and they worked fine for my M14P prop (keep the grease in check).
Jim Ivey
kpilling wrote:
>
> Why not make the new gaskets ?
>
> Create a scale drawing on a Cad Cam software package (cheap and
> available) run it down to your local Sign Store with a sheet of blank
> gasket material and have them laser cut it on their machines. Hey
> presto....new gaskets.
>
> Its not a new idea. The vintage car guys have been doing it for years.
>
> Dennis has a good point here. These engines have a lot parts off the
> same
> drawing board. OK guys some of you fuss up to trying cross fits. I
> know the
> nose case of the Housais are slightly different because we couldn't use
> the
> same louvers on the M-14p, but that had to do with the very front of the
> nose
> case IF I remember right. Are the gaskets interchangeable?
>
> BTW Thanks for the condolences........it goes a long way.
>
> Jim Goolsby
>
--
You've never been lost until you've been lost at Mach 3. - Paul F Crickmore
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
At 01:09 AM 4/2/2002, you wrote:
>
>Why not make the new gaskets ?
>
>Create a scale drawing on a Cad Cam software package (cheap and
>available) run it down to your local Sign Store with a sheet of blank
>gasket material and have them laser cut it on their machines. Hey
>presto....new gaskets.
Works for gaskets but is tough for shaft seals.
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | "Mark Schrick" <schrick(at)pacbell.net> |
| Subject: | For Sale: Used V503 (2 blade) prop for M-14P |
OK Yakers,
Someone is always looking for parts......here is something for
you. (non-spamming)
RUSSIAN (2 BLADE) AVIA V503 PROP FOR SALE OR TRADE!! Used V503
2 bladed PADDLE PROP used on the Russian M14P (Yak 52). 62 hours
since Russian O/H. Removed from YAK 52 for a MT 3 blade. I have
new blades for $5000 but this used prop is $3750 !!!!! Can be
used on Pitts Model 12, Murphy Super Rebel and Culp Special aircraft.
Pictures upon request. $3750 plus shipping. Contact Mark Schrick
located San Jose CA USA. Telephone: 408-323-5150
Mark
YAK 52 (400 Hp)
San Jose, CA
Mark Schrick
966 Wallace Drive
San Jose, CA 95120
(408) 323-5150(H) or (408) 391-6664 (Car)
________________________________________________________________________________
| From: | "Doug" <rvfltd(at)televar.com> |
Just because you are high time don't mean you've got a lock on good
judgement.
The following came to me via a friend in California. I cannot attest to
rather it is good info or not. But since I was recently dupped by a April
fools gag.......well you make up your own mind.
Always yakin,
Doug Sapp
> Subject: Fwd: Boeing 307 update From: "Michael Oswald"
<capnmike@w-link.net>
Sent: Sunday, March 31,
> 2002 5:59 PM Subject: Re: Fw: Boeing 307 The Boeing 307 is being hosed off
> with fresh water and it now appears to be repairable. However, no one
> wishes to rebuild the engines as the cost will take the plane way over
> budget. The airplane will now be trucked to the Smithsonian in
> Washington.
>
> They flat ran out of gas while trying to solve a gear problem. The group
> had discussed fueling that morning when they departed Everett Field but
the
> Captain ("Ace of the Base" Boeing test pilot) overruled the idea.
> After all. said he, the flights would not be more than 40 minutes tops.
> No need for too much as weather was VFR.
>
> The 307 had the same gear as the B-17. It was just as troublesome and the
> test crew had had a history of problems with the gear in this airplane on
at
> least three test flights.
>
> It's interesting. If Boeing looses a plane. They go out of their way to
> immediately yell pilot error. But, if one of their people screw up...
> All quiet on the western front. Not a word in the press. FAA is hands
off
> for now. I found out the fuel info from the Coast Guard officer that was
on
> site. No gas spill problem=no gas!
>
> I'm sorry the engines will not be rebuilt. When arriving from the west,
the
> 307 would come right over the marina where my boat is docked. It was a
> beautiful sound to hear those 4 round engines snarling from afar, overhead
> and as she passed. Nothing sounds better than a radial.
>
> All my best, Mike Oswald
>
>
________________________________________________________________________________
| From: | "Redstar" <aapilot(at)adelphia.net> |
| Subject: | West Coast All Red Star Fly-In |
Clear Day
Folks,
The web guru has updated www.allredstar.com with the latest on the Left
Coast All Red Star Fly-In, please check it out if you are planning on
attending.
Remember to mail in your registration form so a name can be reserved
against a hotel room...
Drew
Red Star aeg.
________________________________________________________________________________
I suppose all of you are getting ready for SnF. No, no,
I don't mind being here in 15 degree wx, SnF won't be
any fun anyway, niether will the gathering at Goolsby's
place. I'm going to be doing something FUN. I'm re-
wiring my APU socket on my CJ, but the only problem is,
I don't have a socket. I have the hole, I have the
latch, I have the phenolic (sp?) thingy, but no hardware
(I assume brass) . I can make a socket out of welding
cable hardware, but if one of you has the real thing,
I'm interested.
For all of you that have written or called wanting to
know how to get a compressor like the one I sent to Sam-
I don't know. I got mine while visiting a friend who
bought it at an auction. Not a reliable source.
Ron Swanson
--
------------------------------------------------
Get the award winning ISP, AT&T WorldNet Service
http://download.att.net/webtag
________________________________________________________________________________
| From: | Michael DiMarco <mgdimarco(at)yahoo.com> |
Just another example of being current versus being proficient.
Mike
--- Doug wrote:
>
> Just because you are high time don't mean you've got a lock on good
> judgement.
>
> The following came to me via a friend in California. I cannot
> attest to
> rather it is good info or not. But since I was recently dupped by
> a April
> fools gag.......well you make up your own mind.
>
> Always yakin,
> Doug Sapp
>
>
> > Subject: Fwd: Boeing 307 update From: "Michael Oswald"
> <capnmike@w-link.net>
> Sent: Sunday, March 31,
> > 2002 5:59 PM Subject: Re: Fw: Boeing 307 The Boeing 307 is being
> hosed off
> > with fresh water and it now appears to be repairable. However,
> no one
> > wishes to rebuild the engines as the cost will take the plane way
> over
> > budget. The airplane will now be trucked to the Smithsonian in
> > Washington.
> >
> > They flat ran out of gas while trying to solve a gear problem.
> The group
> > had discussed fueling that morning when they departed Everett
> Field but
> the
> > Captain ("Ace of the Base" Boeing test pilot) overruled the idea.
> > After all. said he, the flights would not be more than 40
> minutes tops.
> > No need for too much as weather was VFR.
> >
> > The 307 had the same gear as the B-17. It was just as
> troublesome and the
> > test crew had had a history of problems with the gear in this
> airplane on
> at
> > least three test flights.
> >
> > It's interesting. If Boeing looses a plane. They go out of
> their way to
> > immediately yell pilot error. But, if one of their people screw
> up...
> > All quiet on the western front. Not a word in the press. FAA is
> hands
> off
> > for now. I found out the fuel info from the Coast Guard officer
> that was
> on
> > site. No gas spill problem=no gas!
> >
> > I'm sorry the engines will not be rebuilt. When arriving from
> the west,
> the
> > 307 would come right over the marina where my boat is docked. It
> was a
> > beautiful sound to hear those 4 round engines snarling from afar,
> overhead
> > and as she passed. Nothing sounds better than a radial.
> >
> > All my best, Mike Oswald
> >
> >
>
>
>
>
> messages.
>
>
>
>
>
>
http://taxes.yahoo.com/
________________________________________________________________________________
| From: | "Bill Peterseim" <bill(at)thestratisgroup.com> |
| Subject: | Re: CJ Parts Needed!! |
Craig, I need your phone number: and I need to discuss your "ball" for the
nose gear retraction- Bill Peterseim
If anyone else has his phone, as I don't know when he will read this, please
post it or contact me
----- Original Message -----
From: "Craig Payne" <cpayne(at)mc.net>
Subject: Re: Yak-List: CJ Parts Needed!!
>
> Reverend Brian:
>
> The Choir says "Amen" to the M14P. "It's the parts you see...."
>
> Craig (just a deacon) Payne
>
>
> > To everyone:
> >
> > David's CJ has been on the ground for several months now awaiting the
parts
> > he so desperately desires to acquire. If anyone can help, please do.
> >
> > At the risk of fueling an ongoing fire, this is a potential reason for
> > wanting an M14P. Regardless of what you think of either engine, parts
do
> > appear to be more readily available for the M14P. I would be willing to
> > bet that, if I needed a gear case nose seal for an M14P, I could get one
in
> > the US within a couple of days.
> >
> > Brian Lloyd
>
>
________________________________________________________________________________
| From: | "Bill Peterseim" <bill(at)thestratisgroup.com> |
| Subject: | Re: How'd he get the gun on board?? |
More interesting than how he got the gun on board is how, in this instance,
reality mirrors fiction. Many of you don't remember the old Twilight Zone
series.
Interestingly enough, I recall probably the first part Wm Shatner had on TV,
long before being tapped as Capt Kirk, Starship Enterprise, was on a
Twilight Zone episode in which he was a passenger in a window seat on left
side of airliner, an old prop job in the late 50's.
While enroute, he looked out and saw this guy on the wing in a really bad
make up job for the low-cost series. He was wearing a fuzzy suit and was
supposedly one of those "gremlins" that screw up your mechanics. He saw
Shatner looking at him and interreacted with him but continued to pull apart
metal off the engine cowling. Not a bad stunt even for a gremlin, to
sidestep all those rivets and peel the skin back bear handed.
Well, Shatner starts yelling to get the Stewardis's attention to tell the
Captain there's someone out of the wing tearing pieces of the aircraft off.
Right! 300 mph and 20,000 feet at night, a guy is on the wing. So he
couldn't get anyone to look out there.
I forget what happened. I don't think they crashed. As I recall, they land,
have him carted off in a strait jacket, and the captain does note that there
was unusual damage to that wing, certainly unrelated.
Bill Peterseim
----- Original Message -----
From: "Doug" <rvfltd(at)televar.com>
Subject: Yak-List: How'd he get the gun on board??
>
> This from today's AVWEB. It is an indeed strange world we live in.
> WILLIAM SHATNER ARRESTED AT LAX: Motion picture and television actor
> William Shatner was arrested upon arrival at LAX airport over the
> weekend after discharging a .38-caliber revolver out of his passenger
> window on an airline flight. Shatner was traveling in coach on United
> Flight 133, flying on a discount ticket from Priceline.com. The
> aircraft was escorted to LAX by F-16s of the 101st Fighter Wing after
> the airliner's captain announced that a passenger had "gone crazy" and
> was firing a weapon at imagined creatures he "saw messing around on the
> wing." Shatner reportedly appeared disoriented as paramedics carried
> him out on a stretcher to a waiting ambulance in a driving rain storm.
> "They were out there, I tell ya!" he said. "They were going to kill
> everybody -- why won't you believe me?"
>
> Doug Sapp
>
>
________________________________________________________________________________
| From: | <radialpower(at)cox.net> |
April 6, 2002
BARTOW, FL - The Yak Pilots Association put up its first ever mass formation over
a major event today. 10 CJ's and 4 Yak-52's launched from Bartow on a practice
mission and overflew Lakeland, Florida, the site of the EAA's Sun 'n Fun
airshow.
"Dragon Flight" lept into the air two at a time from the staging base in Bartow,
just a few miles to the east of Lakeland. As the 2 four-ships and 2 three-ships
joined up for the overflight it was apparent that the hard work of the members
of the Yak Pilots Association over the past years was bearing fruit, evidenced
by the flight coming off without a hitch.
Jim "Pappy" Goolsby, who fearlessly lead the "bomber" formation, was heard to remark
afterward "this is really cool!"
________________________________________________________________________________
| From: | Wes Warner <wes(at)lppcs.com> |
I'm not sure how many of you have the M14P manual in english, but I
have it available if anyone needs it at...
http://lppcs.com/plane/M14PManual.pdf
Wes
________________________________________________________________________________
| From: | "Redstar" <aapilot(at)adelphia.net> |
Clear Day
Please visit www.allredstar.com for event updates and itinerary.
Drew
Red Star aeg.
________________________________________________________________________________
| From: | "Mark Jefferies , YAK UK Ltd" <yakuk(at)compuserve.com> |
Does anyone need YAK 55 canopy, tail plane, fin & rudder? have located
new in Russia.
In stock in the UK is complete nearly new M14P tool Box (metal) price
$600
Best regards, Mark
M G Jefferies for
YAK UK Ltd www.yakuk.co.uk
Lt Gransden Airfield
Sandy, Beds
SG19 3BP England
Tel ## 44 (0)1767 651156 (fax 651157)
Mob ## 44 (0)7785 538317
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
keith.goolsby(at)eds.com, gaf127enl(at)msn.com, roja(at)cwcom.net, DrRSWms(at)aol.com,
MDSHELLEY(at)aol.com, cd001633(at)mindspring.com, cpayne(at)mc.net, yakjock(at)msn.com,
linedog(at)peoplepc.com, bdogltd(at)pacbell.net, wfricke(at)mediaone.net,
finleycj6(at)juno.com, BDorsey777(at)aol.com, wildf15c(at)hotmail.com,
rvfltd(at)televar.com, Swifty305(at)aol.com, tcalloway(at)datatechnique.com,
paulcfitzgerald(at)attbi.com, mason.t(at)worldnet.att.net, WaltOrth(at)aol.com,
radialpower(at)cox.net
Well gang,
Sun&Fun is over. I am tired. We did a lot of flying. Mike's airplane is
clean and in it's own hangar (thanks Boss for the use of you baby). For 4
straight days we ruled the skies over LAL. We out numbered the T-34 guys 2
to 1. For two days we were the only group in our class airborne. The T--34
guys sat out. We even had more planes than the T-6 group and the T-28 folks.
We had only 4 mechanical (so far). All the "no-shows" had either engine and
airframe break downs or real family emergencies. I'll let Barry Hancock tell
you his "16 penny nail repair" story.
BOW was OK. Some mistakes but they tried to recover from them. I had a
meeting with the FBO and airport manager for :45 on some of the problems and
possible fixes. They do want us back.
The Yak boys (Yak-52s) showed up the CJ guys big time! With Video to prove
it. The bar at HoJo's was filled with cat calls as the CJ's formation showed
their #4s were really sucked. That the Yak-52 kept asking for the video to
be rerun.
Hal Morely's CJ got "Best CJ-6?Yak" for the showed. He's in DVT as I write
this on his way home. Craig Payne and Russ are stuck in Georgia (weather).
Last seen was Jeff and Barry headed for Memphis.
Every body check in when you get home.
I flew as GIB with Tony Smith (he has a Spitfire) while he did a little acro
routine in his CJ. One neat little manever was a 45 degree climb, at about
130kmh, he does 1-1/2 snap rolls, ending up inverted with a pull down for a
reverse. It did it beautifully. He tells me he also does a lomciavoke.
The crowning sight for me was two flights 3 ship takeoffs, that were
performed perfectly. Followed by low flybys (same guys) that were absolutely
perfect. They were done by none other than our own CJ-6s who were evidently
trying to make up for the airshow. YES guys I saw it. You did me proud.
Well I NEED to get to bed. More to come.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | "Terry Calloway" <TCalloway(at)datatechnique.com> |
Great SNF flying gang!
Calloway's home safe and sound.
More to come.
tc
________________________________________________________________________________
| From: | "A. Dennis Savarese" <adsavar(at)gte.net> |
This past weekend I was assisting with an annual condition inspection on
another '93 model Yak 52. It also had about 200 hours on it. It too had
the same exact primer hose leak. This is the third one I know about: Two of
which I have personally seen (mine and the one I just mentioned above) plus
the one from Bob below. In all cases, the primer hoses had about 200 hours
on them. For whatever reason, they are deteriorating more than any of the
other fuel lines in the engine compartment.
I would like to suggest this be an inspection point each and every time the
cowling in opened up. The leaky hose will also cause a fuel/air mixture
problem just the same way as rotating and leaving the primer pump knob to
other than the vertical position. The engine will cough and sputter
continually. For what it's worth.
Dennis Savarese
----- Original Message -----
From: "bnfitz" <fitz(at)colint.com>
Subject: Re: Yak-List: Re: Leak
>
> We found the primer hose leaking on our 52 on the last annual. I was in
the
> cockpit to do a run-up with the cowling off when the mechanic (Jill) saw
> gas shooting from the hose as I primed. Don't know how long it was leaking
> but the plane is a '93 with about 200hrs at the time. Could it be we're
> pumping the primer too hard?
> bob (Boris)
>
>
> >
> >If Paul would take a couple of photos of the hose while it still is in
place
> >on the a/c and post it to the matronics photo gallery page, it would be
very
> >helpful to us to see precisely which hose it is. Maybe we all should be
> >paying particular attention to this hose when we have the cowling off. I
> >for one would really like to know which hose it is and where the failure
> >point was.
> >Dennis Savarese
> >----- Original Message -----
> >From: "brian olofsson" <brian060901(at)yahoo.com>
> >To:
> >
> >
> > >
> > > Paul Juergans asked me to report on his recient engine comp. fire.
Luckily
> >it was on the ground, easily extinguished and caused no sig. damage. On
> >starting he noticed smoke then flames in the cowling. A close at hand
halon
> >extinguisher saved the day. Initially He thought overpriming was the
cause,
> >but upon pressurizing the fuel line he discovered a leak thru the braided
> >cover of the fuel line. These appear to be the original 1987 lines.
> > >
> > >
> > > ---------------------------------
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "Avcraft, Inc." <avcraft(at)megavision.com> |
Returned from SNF 20:00 Thursday night. Tired; but excited! Great
Time!
Thanks to all and look forward to seeing you soon!
Kurt Muhle, my GIB, said to say thanks for everything; he thoroughly
enjoyed himself!
Keith
N73CJ
________________________________________________________________________________
| From: | "Doug" <rvfltd(at)televar.com> |
Keith,
You will be at Red Star.......right!?
Doug Sapp
----- Original Message -----
From: "Avcraft, Inc." <avcraft(at)megavision.com>
Subject: Yak-List: SNF return
>
> Returned from SNF 20:00 Thursday night. Tired; but excited! Great
> Time!
>
> Thanks to all and look forward to seeing you soon!
>
> Kurt Muhle, my GIB, said to say thanks for everything; he thoroughly
> enjoyed himself!
>
> Keith
> N73CJ
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Samuel Sax" <cd001633(at)mindspring.com> |
| Subject: | Sun and Fun (literally) |
To all you Sun-N-Fun CJ and Yak pilots and GIBS,
Thank you very much for making it such a great event and experience for me!!
It was a special pleasure for me to finally meet - live and in person many
of the Yak List 'names'...
We did a terrific job both in impressing the Warbird community by our large
presence and in the high quality of our flying - congratulations to us all!!
We flew a lot, flew very well and most importantly, we flew safely!
A special salute and thanks to our chief Lead (our esteemed Orchestra
Conductor) Pappy Goolsby who worked tirelessly in setting things up for us
all in Lakeland, Bartow, Leeward and every show day at sun-n-fun!!
We also met the Nanchang factory delegation and the 'other' CJ6 chief
designer and learned of some exciting news about the new enhanced CJ-6G and
new 3 bladed metal propeller for the 285, M-14P and Housai 400hp, etc - I
leave the details for Pappy to report.
Thank you again,
Sam Sax
Miami, FL
"SAX MACHINE"
N92863
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
In a message dated 4/12/02 11:34:43 AM Eastern Daylight Time, WaltOrth writes:
>
> Gents...as a T6 driver and an interested observer of the YAK and CJ
> community, I was very impressed by the decision for you good folks to show
> up "en mass" and show all who were there what you could do. Flying in from
> BOW was great as a formal arrival. You showed off your a/c well, the
> formation work you did was impressive (the 2 three-ship takeoffs at FD04
> the "creme de la creme") , and it was great to see another community on the
> rise in formation flying and airshow attendance. Good for you...well done
> and look forward to see this again at TICO and SNF next year!! Don't forget
> the May 25-26 fly-in at Wings Over Miami (KTMB). Ya'll come! Well done,
> mates!
>
> Walt Orth
> "Oldtimer"
> 1943 AT6D
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
From: WaltOrth(at)aol.com
Date: Fri, 12 Apr 2002 11:34:43 EDT
Subject: Re: S&F
Bigj10(at)msn.com, keith.goolsby(at)eds.com, gaf127enl(at)msn.com,
roja(at)cwcom.net, DrRSWms(at)aol.com, MDSHELLEY(at)aol.com,
cd001633(at)mindspring.com, cpayne(at)mc.net, yakjock(at)msn.com,
linedog(at)peoplepc.com, bdogltd(at)pacbell.net, wfricke(at)mediaone.net,
finleycj6(at)juno.com, BDorsey777(at)aol.com, wildf15c(at)hotmail.com,
rvfltd(at)televar.com, Swifty305(at)aol.com, tcalloway(at)datatechnique.com,
paulcfitzgerald(at)attbi.com, mason.t(at)worldnet.att.net,
radialpower(at)cox.net
Gents...as a T6 driver and an interested observer of the YAK and CJ
community, I was very impressed by the decision for you good folks to show up
"en mass" and show all who were there what you could do. Flying in from BOW
was great as a formal arrival. You showed off your a/c well, the formation
work you did was impressive (the 2 three-ship takeoffs at FD04 the "creme de
la creme") , and it was great to see another community on the rise in
formation flying and airshow attendance. Good for you...well done and look
forward to see this again at TICO and SNF next year!! Don't forget the May
25-26 fly-in at Wings Over Miami (KTMB). Ya'll come! Well done, mates!
Walt Orth
"Oldtimer"
1943 AT6D
Gents...as a T6 driver and an interested observer of the YAK and CJ community,
I was very impressed by the decision for you good folks to show up "en mass" and
show all who were there what you could do. Flying in from BOW was great as
a formal arrival. You showed off your a/c well, the formation work you did was
impressive (the 2 three-ship takeoffs at FD04 the "creme de la creme") , and
it was great to see another community on the rise in formation flying and airshow
attendance. Good for you...well done and look forward to see this again at
TICO and SNF next year!! Don't forget the May 25-26 fly-in at Wings Over Miami
(KTMB). Ya'll come! Well done, mates!
Walt Orth
"Oldtimer"
1943 AT6D
________________________________________________________________________________
| From: | Craig Payne <cpayne(at)mc.net> |
| Subject: | Back from Sun 'N Fun Report |
Russ and I just got back....3 days for a 7 hour flight. 1 night each in
Georgia and Alabama. Interesting, as always when *stuff* happens you
always meet folks sharing in the same misery. 12 of us at one hotel
alone.
We even took the time to drop in on an EAA breakfast.....it's either
that or worry over the radar updates and terminal reports. And of
course, I set a good example for Russ, using a large tape measure for
cloud clearance, agreeing with every briefer who said "VFR not
recommended". As is 1-800-NO-VFR.
Did anyone happen to copy the Sun 60 production race results? There were
FOUR (4 count 'em) YPA airplanes in the race. There Marchetti's and One
CJ. Sounds like a YPA article to me you "Marchetti Mavericks" from
Spruce Creek.
Craig Payne
________________________________________________________________________________
| Subject: | Two, er, three, er, four's home |
| From: | "Barry W. Hancock" <radialpower(at)cox.net> |
> Every body check in when you get home.
It wasn't without EFRs (emergency field repairs), but I'm home.
>
> I flew as GIB with Tony Smith (he has a Spitfire) while he did a little
> acro
> routine in his CJ.
Yeah, he did a little acro routine in that Spit at Leeward. Anyone who
want's to see a *high* speed *low* pass photo send me an email off-list
and I'll send you a cool shot.
>
> The crowning sight for me was two flights 3 ship takeoffs, that were
> performed perfectly. Followed by low flybys (same guys) that were
> absolutely
> perfect. They were done by none other than our own CJ-6s who were
> evidently
> trying to make up for the airshow. YES guys I saw it. You did me
> proud.
Good to hear it because that was the most fun I'd ever had in an
airplane. Having missed most of the airshow flying due to MX woes, it
was definitely redemption time for me. Walt and Jeff, you guys are
awesome to fly with.
What a great week! More to come from me later as well.
Barry
________________________________________________________________________________
| From: | Walter Fricke <walterfricke(at)yahoo.com> |
| Subject: | Re: Two, er, three, er, four's home |
Glad you're home safely. Shoot me a copy of the spit
photo. did you see Terry's shot over the shoulder of
the 5 ship stack up? Wow!
--- "Barry W. Hancock" wrote:
>
>
> > Every body check in when you get home.
>
> It wasn't without EFRs (emergency field repairs),
> but I'm home.
>
> >
> > I flew as GIB with Tony Smith (he has a Spitfire)
> while he did a little
> > acro
> > routine in his CJ.
>
> Yeah, he did a little acro routine in that Spit at
> Leeward. Anyone who
> want's to see a *high* speed *low* pass photo send
> me an email off-list
> and I'll send you a cool shot.
> >
> > The crowning sight for me was two flights 3 ship
> takeoffs, that were
> > performed perfectly. Followed by low flybys (same
> guys) that were
> > absolutely
> > perfect. They were done by none other than our
> own CJ-6s who were
> > evidently
> > trying to make up for the airshow. YES guys I saw
> it. You did me
> > proud.
>
> Good to hear it because that was the most fun I'd
> ever had in an
> airplane. Having missed most of the airshow flying
> due to MX woes, it
> was definitely redemption time for me. Walt and
> Jeff, you guys are
> awesome to fly with.
>
> What a great week! More to come from me later as
> well.
>
> Barry
>
>
>
> Contributions of
> any other form
>
> latest messages.
> other List members.
>
> http://www.matronics.com/subscription
> http://www.matronics.com/photoshare
> http://www.matronics.com/search
> http://www.matronics.com/archives
> http://www.matronics.com/emaillists
>
>
>
>
>
http://taxes.yahoo.com/
________________________________________________________________________________
| From: | "Barry W. Hancock" <radialpower(at)cox.net> |
> Every body check in when you get home.
It wasn't without EFRs (emergency field repairs), but I'm home.
>
> I flew as GIB with Tony Smith (he has a Spitfire) while he did a little
> acro
> routine in his CJ.
Yeah, he did a little acro routine in that Spit at Leeward too! Talk
about awesome...I've never had a Spit doing acro *right* over my head
before. Anyone who want's to see a *high* speed *low* pass photo send
me an email off-list and I'll send you a cool shot.
>
> The crowning sight for me was two flights 3 ship takeoffs, that were
> performed perfectly. Followed by low flybys (same guys) that were
> absolutely
> perfect. They were done by none other than our own CJ-6s who were
> evidently
> trying to make up for the airshow. YES guys I saw it. You did me
> proud.
Good to hear because it was a blast to fly. Having missed most of the
airshow flying due to MX woes, it was definitely redemption time for
me. Walt and Jeff, you guys are awesome to fly with.
What a great week! More to come, I'm sure.
Barry
________________________________________________________________________________
| From: | "Barry W. Hancock" <radialpower(at)cox.net> |
Gang,
Sorry for the re-post...my computer was telling me the message wasn't
sent, so I did a little edit and resent it, only to find out the post
had already gone through.
I haven't downloaded the pic of the Spitfire pass into my computer yet,
but as soon as I do I'll get it out to those who requested it. I'm
hoping it came out the way I think it did.... the Spit mowing grass just
above the horizontal of my parked CJ. Here's hoping.
Barry
________________________________________________________________________________
| From: | VDesi10492(at)aol.com (by way of Matt Dralle <dralle(at)matronics.com>) |
I just bought a Yak 52 and I have some questions. Why is the
gear handle in the neutral position during emergency blow down and not the
down positiion? If I have a gear light not showing down and yet my
indicators are showing gear down, which is correct, the gear light or the
indicators. My press to test shows that the light is OK. Should I blow my
gear down anyway? How do I get a CD on all the Yak 52 systems?
Thanks
Dave
vdesi10492(at)AOL.com
________________________________________________________________________________
| Subject: | Landing gear woes |
Hello fellow Yakistas. My Nanchang is having problems with landing gear
retraction and I want to probe the collective unconsciousness out there for
some troubleshooting tips. About 50% of the time when I try to retract the
gear the nose hangs up, or doesn't begin retracting. Sometimes if I cycle the
gear it will work but often as not they will all stay down. When I land I
find that a small amount of air has transferred into the emergency gear
downlock system. If I back off the Emergency air line nut on the actuator in
the nose wheel well, I get that air out and then the gear operate normally
for a few more cycles. I took the actuator out and blew it out, added some
pneumatic tool oil to no avail. The Emergency air handles are securely shut
off in both cockpits. The air system is very tight but also very dry (no
moisture out of the snot valve after flying). So where do I begin looking?
Ideas?
Skip Slyfield
435-901-0549
________________________________________________________________________________
| From: | MFilucci(at)aol.com |
Fellow Yak Drivers,
With S&F behind us, it is time to plan ahead for the upcoming events.
All RedStar is just over two weeks from today, beginning on the 2nd of May.
See www.allredstar.com for details.
Following RedStar will be the annual YPA Fly-In in Nebraska. The YPA BOD has
voted to hold the gathering in Columbus, Nebraska and it will take place from
June 5th - 9th. More details will be forthcoming in the next newsletter.
Regards,
Mike Filucci
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
| Subject: | Re: Landing gear woes |
In a message dated 4/14/02 2:06:07 PM Eastern Daylight Time, Skipsly(at)aol.com
writes:
>
> Hello fellow Yakistas. My Nanchang is having problems with landing gear
> retraction and I want to probe the collective unconsciousness out there for
> some troubleshooting tips. About 50% of the time when I try to retract the
> gear the nose hangs up, or doesn't begin retracting. Sometimes if I cycle
> the
> gear it will work but often as not they will all stay down. When I land I
> find that a small amount of air has transferred into the emergency gear
> downlock system. If I back off the Emergency air line nut on the actuator
> in
> the nose wheel well, I get that air out and then the gear operate normally
> for a few more cycles. I took the actuator out and blew it out, added some
> pneumatic tool oil to no avail. The Emergency air handles are securely shut
> off in both cockpits. The air system is very tight but also very dry (no
> moisture out of the snot valve after flying). So where do I begin looking?
> Ideas?
>
Sly,
Check the emergency shuttle valve located on the cockpit side of the second
fire wall. It sounds like its dirty and the valve is cocked letting normal
side air pass into the emergency side, thus pressurizing both sides of the
actuator.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
| Subject: | Re: landing gear |
In a message dated 4/14/02 1:34:08 PM Eastern Daylight Time,
VDesi10492(at)aol.com writes:
>
> I just bought a Yak 52 and I have some questions. Why is the
> gear handle in the neutral position during emergency blow down and not the
> down positiion? If I have a gear light not showing down and yet my
> indicators are showing gear down, which is correct, the gear light or the
> indicators. My press to test shows that the light is OK. Should I blow my
> gear down anyway? How do I get a CD on all the Yak 52 systems?
>
The indicators lights should be set and adjusted so they show the gear brace
is "over center" in the down lock position. The sticks aren't "sensitive"
enough to show that.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | "A. Dennis Savarese" <adsavar(at)gte.net> |
| Subject: | Re: landing gear |
Also check the operation of the "micro" switches on the gear with an
volt/ohm meter. You should be hear a very obvious "click" when you manually
move the microswitch plunger in and out. No click; replace it. As Jim
says, when the gear is down, then set the microswitch to indicate the green
gear down light. There's also a microswitch on the uplocks for the red gear
up lights.
Dennis Savarese
----- Original Message -----
From: <cjpilot710(at)aol.com>
Subject: Re: Yak-List: landing gear
>
> In a message dated 4/14/02 1:34:08 PM Eastern Daylight Time,
> VDesi10492(at)aol.com writes:
>
>
> >
> > I just bought a Yak 52 and I have some questions. Why is
the
> > gear handle in the neutral position during emergency blow down and not
the
> > down positiion? If I have a gear light not showing down and yet my
> > indicators are showing gear down, which is correct, the gear light or
the
> > indicators. My press to test shows that the light is OK. Should I blow
my
> > gear down anyway? How do I get a CD on all the Yak 52 systems?
> >
>
> The indicators lights should be set and adjusted so they show the gear
brace
> is "over center" in the down lock position. The sticks aren't "sensitive"
> enough to show that.
> Jim Goolsby
> cjpilot710(at)aol.com
> 386-467-3313 voice
> 386-467-3193 fax
> 386-569-7060 cell "They that can give up essential liberty to obtain
> a little safety, deserve neither liberty
nor
> safety"
> Benjamin Franklin 1759
> "There is no "innocence" in war. All
> collateral damage
> is acceptable."
> unk.
> "With my shield, or on it"
> Trojan Warriors BC
>
>
________________________________________________________________________________
| From: | "Doug" <rvfltd(at)televar.com> |
| Subject: | Re: Landing gear woes |
Sly,
You have a stuck or leaking diverter valve, and if that one is giving you
grief you had best check them all. Either they are stuck or the rubber tips
are bad and they are not allowing the shuttle to seat, or your springs are
trashed (they get rusty fall apart then screw up the balance of the system
down stream with the old rusty spring parts. The diverter valves should be
part of your annual, they should be removed, cleaned, and reinstalled every
year. I have the new valves complete, or new shuttles and springs if you
want to overhaul yours.
Always Yakin,
Doug
The mini yak has 320 hp hanging on it's nose as of last week! I have some
minor motor mount problems to get around then I can fit the cowls. Hope to
be done by N. Platte
----- Original Message -----
From: <Skipsly(at)aol.com>
Subject: Yak-List: Landing gear woes
>
> Hello fellow Yakistas. My Nanchang is having problems with landing gear
> retraction and I want to probe the collective unconsciousness out there
for
> some troubleshooting tips. About 50% of the time when I try to retract the
> gear the nose hangs up, or doesn't begin retracting. Sometimes if I cycle
the
> gear it will work but often as not they will all stay down. When I land I
> find that a small amount of air has transferred into the emergency gear
> downlock system. If I back off the Emergency air line nut on the actuator
in
> the nose wheel well, I get that air out and then the gear operate normally
> for a few more cycles. I took the actuator out and blew it out, added some
> pneumatic tool oil to no avail. The Emergency air handles are securely
shut
> off in both cockpits. The air system is very tight but also very dry (no
> moisture out of the snot valve after flying). So where do I begin looking?
> Ideas?
>
> Skip Slyfield
> 435-901-0549
>
>
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
| Subject: | Re: landing gear |
At 10:33 AM 4/14/2002, you wrote:
>)
>
>
> I just bought a Yak 52 and I have some questions. Why is the
>gear handle in the neutral position during emergency blow down and not the
>down positiion?
If the Yak-52 is like the CJ, having no pressure in the "normal" side
ensures that the shuttle valves close off the main system and prevent it
from leaking away air from the emergency system.
>If I have a gear light not showing down and yet my
>indicators are showing gear down, which is correct, the gear light or the
>indicators.
In the case of the CJ the gear light is the final arbiter. The barber
poles just show the gross position of the gear. The microswitches are
actuated only when the gear linkage goes overcenter so if you don't get a
light, it means either the microswitch or wiring has a problem or the gear
is not locked.
>My press to test shows that the light is OK.
Then the bulb is OK but the microswitch could be bad
>Should I blow my gear down anyway?
That is certainly the safe thing to do.
>How do I get a CD on all the Yak 52 systems?
I can help you with CDs for the CJ6 doc but not the Yak-52. Sorry.
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | "Hal Morley" <yakjock(at)msn.com> |
I landed at Aurora, Oregon today (Sunday) at 1350 after a 4.3 hour flight
from Reno. Tired, sore butt, 58.4 total hours for the trip to SNF - and
looking forward to the Red Star in a couple of weeks!
Don Andrews, Dee Grimm and I left Tuesday to try to beat the incoming
weather. Dee had to be home and I had to make sure I was in Reno Friday
afternoon for some Angel Flight responsibilities.
Our initial legs took us to Macon, Georgia as we tried to outrun the weather
and turn the corner before it arrived. No luck, so after a terminal lunch
we did some sightseeing for a bit in the Georgia hills as we headed for
Gregg (Longview) Texas. From Gregg a smooth flight until Dee decided to
make a precautionary landing in Dell, Tx (about 60 miles SE of El Paso for a
surging engine. Dell City reminds me of some of the poorer Mexican towns
I've seen. Had a good portion of the population come out to the strip to
visit while Don and Dee fixed the problem (about five clicks to the rich).
Back in the ai, a night at ELP, then on to DVT by Thursday morning.
Jim, thanks for all the work putting together a memorable SNF for us. I
greatly enjoyed it and especially being with the guys again and flying.
Thanks to all,
Hal Morley
________________________________________________________________________________
| From: | John Alber <john(at)johnalber.com> |
| Subject: | Skytrace Spin Training |
This last weekend, I took advanced spin training in a Yak 52
from Gennady Elfimov at Skytrace in the UK. He operates out of
what used to be called Halfpenny Green airport, now
Wolverhampton Business Airport in the Midlands.
He's been mentioned before here, but I want to add my support
for his training. First, he is a superb and thoughtful
instructor. Second, without the sort of training he provides, I
think it's very dangerous to attempt even Sportsman class
aerobatics in a 52.
I've had about 10 hours of aerobatic training, including a good
deal of spin training (flat, inverted, etc.). Nonetheless, had I
botched, say, a hammerhead badly and entered a flat spin in my
Yak, I'm not sure I could have recovered it. The amount of
force required and the need for prompt and precise positioning
of the controls are suprrising, as is the amount of time needed
for recovery. The least altitude loss I experienced recovering a
flat spin was 13oo feet from the onset of corrective control
movements.
I plan take still more training from Gennady and I commend him
highly to anyone flying a Yak 52. His website is at
www.skytrace.co.uk . He plans to provide training in the States
in July.
John Alber
=====
John Alber
john(at)johnalber.com
Home 618-675-3553
Work 314-259-2144
http://taxes.yahoo.com/
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
In a message dated 4/15/02 1:32:50 AM Eastern Daylight Time, yakjock(at)msn.com
writes:
>
> I landed at Aurora, Oregon today (Sunday) at 1350 after a 4.3 hour flight
> from Reno. Tired, sore butt, 58.4 total hours for the trip to SNF - and
> looking forward to the Red Star in a couple of weeks!
>
Gang,
In case you didn't hear Hal got a plaque for the Best "CJ-6/Yak" at S&F.
Rightly deserved.
Hal,
I have that plaque. At the WB awards dinner (which you missed) the Chinese
folks had their pictures taken with it numerous time. They were very
pleased.
I need your address or I'll put it on my wall!
Glad you're home and see ya at Red Star.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | "Barry W. Hancock" <radialpower(at)cox.net> |
Sly,
I'll third the motion for your shuttle valves. It only takes a few
pounds of pressure to move those valves and disable the main air
system. I know this first hand, and even have video of my gear not
coming up...it was the maiden flight of the Super Pickle. Very
frustrating problem to diagnose, but we finally got there.
We did the prohibitive thing once we found one shuttle valve was "leaky"
and took all of them out. None were very bad at all but three had a
cumulative effect.
It takes a short day to remove, clean, and reinstall the valves and
"presto" you've just OH'd your shuttle valve system. I used air tool
oil to clean and lube and it works quite well. If your springs are
rusted (good chance) Doug has springs, and you can also easily make them
if you don't want to support the most important supplier in the
country. :)
After going through this, I think Doug's suggestion of making this part
of the annual inspection is a good one. It's a simple job that will
potentially save a lot of frustration, if not more.
Barry.
________________________________________________________________________________
| From: | "Richard Basiliere" <BasiliereR(at)ci.boulder.co.us> |
| Subject: | Re: Skytrace Spin Training |
Folks, I probably should keep my two cents to myself, with that said... I have
heard nothing but the best of Gennady and Sky Trace and I believe what I've
heard. I must interject when I hear people's opinion about the Yak-52 being "very
dangerous to even attempt Sportsman". I now fly Unlimited with a SU-29.
I started with a Yak-52. Flew the -52 for 250 hours akro no x-c. I competed
in Intermediate at the U.S.Nationals in 1998 and finished in the middle of a
large pack. Yes, please get good training. The Yak-52 is a pussycat and so honest
when it comes to aerobatics and the inherent flubs of at least this beginner.
Yes, I flat inverted spun with full power, 100% prop and full blower, out
of my second loop. With the help of my instructor's prompts, recovered quite
nicely before 1 turns and less than 300 feet @ 8,000 feet M.S.L. and 3,000
feet agl here in CO. I apologize now I don't wish to offend anyone, but I go
a little crazy when I see written "Yak-52 and Very dangerous" written in the
same line. Yes, train. Yes, be safe. I love my sons , 12 and 14, in couple of
years they will use a Yak-52 to transition to the Sukhoi. The -52 is as good
and honest and at least as safe as any of the 10 or so aerobatic makes and models
I've flown. By the way, Intermediate even at 10,000 feet density altitude
is a pud for a -52. Respectfully, Rick PS I'm available year 'round in CO
for dual in anyone Yak-52, I doubt I'm as good as Gennady though.
>>> john(at)johnalber.com 04/15/02 04:26AM >>>
This last weekend, I took advanced spin training in a Yak 52
from Gennady Elfimov at Skytrace in the UK. He operates out of
what used to be called Halfpenny Green airport, now
Wolverhampton Business Airport in the Midlands.
He's been mentioned before here, but I want to add my support
for his training. First, he is a superb and thoughtful
instructor. Second, without the sort of training he provides, I
think it's very dangerous to attempt even Sportsman class
aerobatics in a 52.
I've had about 10 hours of aerobatic training, including a good
deal of spin training (flat, inverted, etc.). Nonetheless, had I
botched, say, a hammerhead badly and entered a flat spin in my
Yak, I'm not sure I could have recovered it. The amount of
force required and the need for prompt and precise positioning
of the controls are suprrising, as is the amount of time needed
for recovery. The least altitude loss I experienced recovering a
flat spin was 13oo feet from the onset of corrective control
movements.
I plan take still more training from Gennady and I commend him
highly to anyone flying a Yak 52. His website is at
www.skytrace.co.uk . He plans to provide training in the States
in July.
John Alber
=====
John Alber
john(at)johnalber.com
Home 618-675-3553
Work 314-259-2144
http://taxes.yahoo.com/
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
| Subject: | Why my airplane missed S&F |
Those of you who went to S&F know that at the last minute my airplane refused
to make air pressure after startup. Mike Filucci, was gracious enough to let
me use his plane (N4MF). Well, this weekend my baby brother helped me figure
out the problem. The last time this happened, the shear pins on the
compressor sheared. I thought the same thing had happened. Not so.
When we took off the top of the compressor, we found that the connecting rod
still would still turn with the prop moved and the pins were definitely not
sheared. We than figured that the valves in the piston might bad. We
proceeded to disassemble and clean them. We found the bottom return spring
almost flat, with little give in it. We stretched it, put the whole thing
back together and started the engine. Still no air build up. We than took
the top off the compressor on my old Chinese engine. With the exception of a
scraper ring on the Chinese piston, they are the same. This compressor top
looked almost new. We installed it and again started up the engine. Again
no pressure build. Hmmmmmm. About this time, I finely remembered to check
for out put pressure while running! Duaaaa. The compressor was putting all
right, so there was a leak someplace. With the engine running we couldn't
hear it.
We than rig up away to pressurize the system from the firewall. We found air
escaping from the external air refill port just behind the wing. It turns
out the only thing wrong with my airplane was the rubber on the check valve
inboard of the pressure regulator had split apart. This check valve keeps
air from spilling back out the external air port.
In disscussing this with Bill Blackwell, he said "You should start looking
for the easy stuff first". Starting at the compressor was definitely not the
easy way!
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
>The indicators lights should be set and adjusted so they show the gear brace
>is "over center" in the down lock position. The sticks aren't "sensitive"
>enough to show that.
The key word here is "Over center" ...I once had the same problem with the
the gear on my CJ the day before the Tyco airshow. ....Three poles, three
lights, gear down and locked right? That's what I thought until the left
main collapsed on roll-out. Turned out the gear light indicator, in the
wheelwell, was just off enough to give me a light, but the down lock was not
quite past center. I managed to 45 it off the runway, through a small ditch,
and on to the grass runway before the wing hit the surface.. I was quite
lucky due to the high clearance of the CJ's prop and didn't have a prop
strike . However, the flaps were down and did sustain minor damage. Could
have been alot worse!!
I now check my landing gear system, in addition to the rest of the airplace,
more often than just a condition condition inspection.
Regards,
Jim(Safety is No Accident) Plumlee
N31103/CJ-6A
________________________________________________________________________________
| Subject: | Skytrace Spin Training |
Hey guys, don't get the inverted spin confused with the upright flat spin in
the 52. In the training that I have had, the 52 recovers very quickly from
an inverted spin. Its the upright flat spin that the 52 takes some altitude
and a few turns to recover providing you have the correct full control
inputs. I will second the opinion that if you get the opportunity to train
with Gennady, make an effort to do so. It is some of the best training that
I have ever had. Excellent instructor. You will learn a few things about
the 52.
Francis Butler
Butler Machinery Co.
(701) 298-1758 direct
(701) 476-3208 fax
francis_butler@butler-machinery.com
-----Original Message-----
From: Richard Basiliere [mailto:BasiliereR(at)ci.boulder.co.us]
Subject: Re: Yak-List: Skytrace Spin Training
Folks, I probably should keep my two cents to myself, with that said... I
have heard nothing but the best of Gennady and Sky Trace and I believe what
I've heard. I must interject when I hear people's opinion about the Yak-52
being "very dangerous to even attempt Sportsman". I now fly Unlimited with
a SU-29. I started with a Yak-52. Flew the -52 for 250 hours akro no x-c.
I competed in Intermediate at the U.S.Nationals in 1998 and finished in the
middle of a large pack. Yes, please get good training. The Yak-52 is a
pussycat and so honest when it comes to aerobatics and the inherent flubs of
at least this beginner. Yes, I flat inverted spun with full power, 100%
prop and full blower, out of my second loop. With the help of my
instructor's prompts, recovered quite nicely before 1 turns and less than
300 feet @ 8,000 feet M.S.L. and 3,000 feet agl here in CO. I apologize now
I don't wish to offend anyone, but I go a little crazy when I see written
"Yak-52 and Very !
dangerous" written in the same line. Yes, train. Yes, be safe. I love my
sons , 12 and 14, in couple of years they will use a Yak-52 to transition to
the Sukhoi. The -52 is as good and honest and at least as safe as any of
the 10 or so aerobatic makes and models I've flown. By the way,
Intermediate even at 10,000 feet density altitude is a pud for a -52.
Respectfully, Rick PS I'm available year 'round in CO for dual in anyone
Yak-52, I doubt I'm as good as Gennady though.
>>> john(at)johnalber.com 04/15/02 04:26AM >>>
This last weekend, I took advanced spin training in a Yak 52
from Gennady Elfimov at Skytrace in the UK. He operates out of
what used to be called Halfpenny Green airport, now
Wolverhampton Business Airport in the Midlands.
He's been mentioned before here, but I want to add my support
for his training. First, he is a superb and thoughtful
instructor. Second, without the sort of training he provides, I
think it's very dangerous to attempt even Sportsman class
aerobatics in a 52.
I've had about 10 hours of aerobatic training, including a good
deal of spin training (flat, inverted, etc.). Nonetheless, had I
botched, say, a hammerhead badly and entered a flat spin in my
Yak, I'm not sure I could have recovered it. The amount of
force required and the need for prompt and precise positioning
of the controls are suprrising, as is the amount of time needed
for recovery. The least altitude loss I experienced recovering a
flat spin was 13oo feet from the onset of corrective control
movements.
I plan take still more training from Gennady and I commend him
highly to anyone flying a Yak 52. His website is at
www.skytrace.co.uk . He plans to provide training in the States
in July.
John Alber
=====
John Alber
john(at)johnalber.com
Home 618-675-3553
Work 314-259-2144
http://taxes.yahoo.com/
________________________________________________________________________________
| From: | Craig Payne <cpayne(at)mc.net> |
| Subject: | Re: Why my airplane missed S&F |
cjpilot710(at)aol.com wrote:
>
>
> Those of you who went to S&F know that at the last minute my airplane refused
> to make air pressure after startup. Mike Filucci, was gracious enough to let
> me use his plane (N4MF). Well, this weekend my baby brother helped me figure
> out the problem. The last time this happened, the shear pins on the
> compressor sheared. I thought the same thing had happened. Not so.
>
> When we took off the top of the compressor, we found that the connecting rod
> still would still turn with the prop moved and the pins were definitely not
> sheared. We than figured that the valves in the piston might bad. We
> proceeded to disassemble and clean them. We found the bottom return spring
> almost flat, with little give in it. We stretched it, put the whole thing
> back together and started the engine. Still no air build up. We than took
> the top off the compressor on my old Chinese engine. With the exception of a
> scraper ring on the Chinese piston, they are the same. This compressor top
> looked almost new. We installed it and again started up the engine. Again
> no pressure build. Hmmmmmm. About this time, I finely remembered to check
> for out put pressure while running! Duaaaa. The compressor was putting all
> right, so there was a leak someplace. With the engine running we couldn't
> hear it.
>
> We than rig up away to pressurize the system from the firewall. We found air
> escaping from the external air refill port just behind the wing. It turns
> out the only thing wrong with my airplane was the rubber on the check valve
> inboard of the pressure regulator had split apart. This check valve keeps
> air from spilling back out the external air port.
>
> In disscussing this with Bill Blackwell, he said "You should start looking
> for the easy stuff first". Starting at the compressor was definitely not the
> easy way!
>
> Jim Goolsby
Jim,
Good news, Live 'n learn. Next time we cross smoke trails look at the
rig I have on my filler port. Slick 'n Easy. Anyhow you did some needed
maintenance...
BTW: Me and my FAA friends just suited up today for the sparing match
and I'm the underdog. Hopefully, AOPA Legal Services and My NASA form
mailing on Sat will keep me in for a few rounds.
Craig Payne
________________________________________________________________________________
| From: | "Richard Basiliere" <BasiliereR(at)ci.boulder.co.us> |
| Subject: | Skytrace Spin Training |
Upright flat, usually entered after normal upright spin. With the addition of
some (or even full for more pizzaz) power and opposite aileron, usually to the
left as the spin is usually done to the right. The nose will come up and you
will be spinning flat and upright. Try this recovery, taught to me by Azat Zaydullin
current Ukraine National Champion and top 30 in the World Aerobatics
Championship. This recovery is also spelled out in the SU-29 flight handbook.
Reduce power and move stick to full forward right. That's correct - in spin
- controls. The nose will come down immediately and the a/c will fly away in
a turn to the right. The SU-29 manual notes that if you use the Meyer's- Beggs
or normal opposite rudder recovery therefore fighting the momentum of the spin
it will take up to 4 yes four turns to recover, that's a long time to wait
- I've been there. As the manual and my first instructor, Mr. Chuck Miller say
"fly it out." It works much quicker and is much more precise recovery for competition
or just fun. Respectfully, Rick
>>> FRANCIS_BUTLER@butler-machinery.com 04/15/02 03:07PM >>>
Hey guys, don't get the inverted spin confused with the upright flat spin in
the 52. In the training that I have had, the 52 recovers very quickly from
an inverted spin. Its the upright flat spin that the 52 takes some altitude
and a few turns to recover providing you have the correct full control
inputs. I will second the opinion that if you get the opportunity to train
with Gennady, make an effort to do so. It is some of the best training that
I have ever had. Excellent instructor. You will learn a few things about
the 52.
Francis Butler
Butler Machinery Co.
(701) 298-1758 direct
(701) 476-3208 fax
francis_butler@butler-machinery.com
-----Original Message-----
From: Richard Basiliere [mailto:BasiliereR(at)ci.boulder.co.us]
Subject: Re: Yak-List: Skytrace Spin Training
Folks, I probably should keep my two cents to myself, with that said... I
have heard nothing but the best of Gennady and Sky Trace and I believe what
I've heard. I must interject when I hear people's opinion about the Yak-52
being "very dangerous to even attempt Sportsman". I now fly Unlimited with
a SU-29. I started with a Yak-52. Flew the -52 for 250 hours akro no x-c.
I competed in Intermediate at the U.S.Nationals in 1998 and finished in the
middle of a large pack. Yes, please get good training. The Yak-52 is a
pussycat and so honest when it comes to aerobatics and the inherent flubs of
at least this beginner. Yes, I flat inverted spun with full power, 100%
prop and full blower, out of my second loop. With the help of my
instructor's prompts, recovered quite nicely before 1 turns and less than
300 feet @ 8,000 feet M.S.L. and 3,000 feet agl here in CO. I apologize now
I don't wish to offend anyone, but I go a little crazy when I see written
"Yak-52 and Very !
dangerous" written in the same line. Yes, train. Yes, be safe. I love my
sons , 12 and 14, in couple of years they will use a Yak-52 to transition to
the Sukhoi. The -52 is as good and honest and at least as safe as any of
the 10 or so aerobatic makes and models I've flown. By the way,
Intermediate even at 10,000 feet density altitude is a pud for a -52.
Respectfully, Rick PS I'm available year 'round in CO for dual in anyone
Yak-52, I doubt I'm as good as Gennady though.
>>> john(at)johnalber.com 04/15/02 04:26AM >>>
This last weekend, I took advanced spin training in a Yak 52
from Gennady Elfimov at Skytrace in the UK. He operates out of
what used to be called Halfpenny Green airport, now
Wolverhampton Business Airport in the Midlands.
He's been mentioned before here, but I want to add my support
for his training. First, he is a superb and thoughtful
instructor. Second, without the sort of training he provides, I
think it's very dangerous to attempt even Sportsman class
aerobatics in a 52.
I've had about 10 hours of aerobatic training, including a good
deal of spin training (flat, inverted, etc.). Nonetheless, had I
botched, say, a hammerhead badly and entered a flat spin in my
Yak, I'm not sure I could have recovered it. The amount of
force required and the need for prompt and precise positioning
of the controls are suprrising, as is the amount of time needed
for recovery. The least altitude loss I experienced recovering a
flat spin was 13oo feet from the onset of corrective control
movements.
I plan take still more training from Gennady and I commend him
highly to anyone flying a Yak 52. His website is at
www.skytrace.co.uk . He plans to provide training in the States
in July.
John Alber
=====
John Alber
john(at)johnalber.com
Home 618-675-3553
Work 314-259-2144
http://taxes.yahoo.com/
________________________________________________________________________________
| From: | "Barry W. Hancock" <radialpower(at)cox.net> |
OK, I've outdone myself this time. I've run out of fingers and toes to
count the requests for the Spitfire photos. I'm gonna post them on the
Yak-list photo share here shortly...
When I get some time, I am gonna tell the "16 penny nail repair" story
that Jim eluded to. Actually the story should be titled "The 16 penny
nail, one highly modified 11mm wrench, and a bucket of patience
repair"...more to come.
Cheers,
Barry
________________________________________________________________________________
| From: | John Alber <john(at)johnalber.com> |
Richard,
The Yak 52 is not dangerous and I don't want to imply it is. It is superbly suited
for itrs role and, as you say, a real sweetie. Flying aerobatics without training
specific to the 52 is what's dangerous. Gennady can recount a number of
tales of woe that befell experienced aerobatic pilots caught by the (usually
upright) flat spin. It is easily recoverable by pulling the power, sticking the
controls in the corners (full opposite rudder, full in-spin aileron, full forward
elevator), waiting and waiting, and then flying out the bottom. What can
mislead people used to Pitts or other light aircraft is the force required and
the time it takes for recovery.
So all I'm saying is take the training, and from somebody who knows the plane.
One other footnote. The flat spin doesn't sneak up on you. The controls have to
be really mishandled to botch, say, a hammerhead enough to induce the flat spin,
and there is plenty of warning and opportunity to abort the maneuver before
spinning. Those are the sweet qualities of the plane.
John Alber
-----Original Message-----
From: Richard Basiliere [mailto:BasiliereR(at)ci.boulder.co.us]
Subject: Re: Yak-List: Skytrace Spin Training
Folks, I probably should keep my two cents to myself, with that
said... I
have heard nothing but the best of Gennady and Sky Trace and I believe
what
I've heard. I must interject when I hear people's opinion about the
Yak-52
being "very dangerous to even attempt Sportsman". I now fly Unlimited
with
a SU-29. I started with a Yak-52. Flew the -52 for 250 hours akro no
I competed in Intermediate at the U.S.Nationals in 1998 and finished in
the
middle of a large pack. Yes, please get good training. The Yak-52 is
a
pussycat and so honest when it comes to aerobatics and the inherent
flubs of
at least this beginner. Yes, I flat inverted spun with full power,
100%
prop and full blower, out of my second loop. With the help of my
instructor's prompts, recovered quite nicely before 1 turns and less
than
300 feet @ 8,000 feet M.S.L. and 3,000 feet agl here in CO. I
apologize now
I don't wish to offend anyone, but I go a little crazy when I see
written
"Yak-52 and Very !
dangerous" written in the same line. Yes, train. Yes, be safe. I love
my
sons , 12 and 14, in couple of years they will use a Yak-52 to
transition to
the Sukhoi. The -52 is as good and honest and at least as safe as any
of
the 10 or so aerobatic makes and models I've flown. By the way,
Intermediate even at 10,000 feet density altitude is a pud for a -52.
Respectfully, Rick PS I'm available year 'round in CO for dual in
anyone
Yak-52, I doubt I'm as good as Gennady though.
John Alber
john(at)johnalber.com
Home 618-675-3553
Work 314-259-2144
---------------------------------
________________________________________________________________________________
| From: | "Russ Dycus" <dycusr(at)hotmail.com> |
| Subject: | Airboss report BOW/LAL 2002 |
2 Wingmen and a Lead were produced during the weekend, with three more FNGs
well on their way to Wingman status. I have acquired a laptop so I can do
the scheduling electronically next time, that will save time and I will be
able to generated statistics about each pilots formation experience as well.
All in all a good clinic and airshow, as a ground watcher on the day the
Mentor's didn't fly, the Yaks were mentioned on each pass and the announcers
had good information about each plane type.
Leads on the flights to LAL, please send who your wingmen were to Jim G. I
failed to log those flights (bad ariboss, bad)
Here is the URL for the Nanchang pin I found at Sun N Fun, they stated they
would make a pin for any aircraft if there was a demand, so I suggest that
everyone ask for YAK-52 pins to be made.
http://www.b-n-senterprises.com/
Things for next clinic
* a two sided flyer about our wonderful airplanes, CJ on one side 52 on the
other. (perhaps a half sheet size?)
* I would like to know your top two get pumped to go flying songs, (i.e.
Theme from TopGun, Danger Zone, the Round Engine Song aka Good Vibrations,
etc.)
Here is the PalmPilot Lead Brief that Brian Lloyd gave me 2 years ago, a
simple cut/paste operation into the memo section of your Palm desktop, a
hotsync, and off you go! Sly, I would like to borrow the New Zealand
checklist so I can add it as well.
Lead Briefing
callsiqn
who's who, alternate lead
Mission
start (formation, handsign, aborts)
taxi (spacing,position)
T/O (formation,spacing,etc)
rejoin (side, turning)
enroute maneuvers
Ldg (form, trail O/H, speed,roll)
taxi/shutdown
Power settings
24"/610mm 2000 RPM
Fuel
checks
bingo
Emergency procs
t/o (call, who does what)
enroute
frequencies + hand sigs
122.80 #1
122.82 #2
135.97 #3
check-in on #2, sw to #1
times
time hack
start
taxi
takeoff
rendezvous
other
special emphasis
weather
altitude/baro
Equipment checklist
chutes
paperwork
--------------------
________________________________________________________________________________
| Subject: | PS engineering intercom |
| From: | Patrick Scofield <patrick(at)designworx.com> |
Hello Gents.
I am using the NAT intercom in my CJ, I am changing the avionics and I have
considered using the PS Engineering PM4000 for its switching capabilities.
Does anyone out there have any experience with this product in a Yak or CJ?
Thanks for your input.
Patrick Scofield
CJ-6P N4184W "Alien Invasion"
L-39ZA N399ZA
"Strong like Ox, Smart Like tractor!"
(Old Russian Proverb)
2550 N. Thunderbird Circle, Suite 302
Hangar E
Falcon Field Airport (FFZ)
Mesa, AZ 85215
Phone: 480.968.4125
Mobile:480.227.4125
Fax: 480.968.4126
________________________________________________________________________________
| From: | "Jim Selby" <jimscjs(at)mbay.net> |
| Subject: | PS engineering intercom |
Patrick Scofield
I have a PMA4000 in my CJ and it works fine.
Jim Selby
e-mail jimscjs(at)mbay.net
-----Original Message-----
From: owner-yak-list-server(at)matronics.com
[mailto:owner-yak-list-server(at)matronics.com]On Behalf Of Patrick
Scofield
Subject: Yak-List: PS engineering intercom
Hello Gents.
I am using the NAT intercom in my CJ, I am changing the avionics and I have
considered using the PS Engineering PM4000 for its switching capabilities.
Does anyone out there have any experience with this product in a Yak or CJ?
Thanks for your input.
Patrick Scofield
CJ-6P N4184W "Alien Invasion"
L-39ZA N399ZA
"Strong like Ox, Smart Like tractor!"
(Old Russian Proverb)
2550 N. Thunderbird Circle, Suite 302
Hangar E
Falcon Field Airport (FFZ)
Mesa, AZ 85215
Phone: 480.968.4125
Mobile:480.227.4125
Fax: 480.968.4126
________________________________________________________________________________
| From: | "Gus Fraser" <fraseg(at)itsnpt.com> |
| Subject: | Skytrace Spin Training |
That is right Richard. The only thing I would add for the 52 is that as soon
as the spin breaks and the nose drops to the vertical central all controls
and recover. If you delay the centralization of the controls you will run
the risk of entering an inverted spin. This is the method that Genner
teaches also. Infact the last time we flew together we compared both beggs
and the russian method the difference is staggering.
Agreed about the full flat spin. In the 52 with power and left aileron the
plane shakes as it is spinning so fast. What a rush !!!
When doing spins in the 52 practice at 5500 at least until you feel
compitent.
Gus Fraser
N52EK...
-----Original Message-----
From: owner-yak-list-server(at)matronics.com
[mailto:owner-yak-list-server(at)matronics.com]On Behalf Of Richard
Basiliere
Subject: RE: Yak-List: Skytrace Spin Training
Upright flat, usually entered after normal upright spin. With the addition
of some (or even full for more pizzaz) power and opposite aileron, usually
to the left as the spin is usually done to the right. The nose will come up
and you will be spinning flat and upright. Try this recovery, taught to me
by Azat Zaydullin current Ukraine National Champion and top 30 in the World
Aerobatics Championship. This recovery is also spelled out in the SU-29
flight handbook. Reduce power and move stick to full forward right. That's
correct - in spin - controls. The nose will come down immediately and the
a/c will fly away in a turn to the right. The SU-29 manual notes that if
you use the Meyer's- Beggs or normal opposite rudder recovery therefore
fighting the momentum of the spin it will take up to 4 yes four turns to
recover, that's a long time to wait - I've been there. As the manual and my
first instructor, Mr. Chuck Miller say "fly it out." It works much quicker
and is much m!
ore precise recovery for competition or just fun. Respectfully, Rick
>>> FRANCIS_BUTLER@butler-machinery.com 04/15/02 03:07PM >>>
<FRANCIS_BUTLER@butler-machinery.com>
Hey guys, don't get the inverted spin confused with the upright flat spin in
the 52. In the training that I have had, the 52 recovers very quickly from
an inverted spin. Its the upright flat spin that the 52 takes some altitude
and a few turns to recover providing you have the correct full control
inputs. I will second the opinion that if you get the opportunity to train
with Gennady, make an effort to do so. It is some of the best training that
I have ever had. Excellent instructor. You will learn a few things about
the 52.
Francis Butler
Butler Machinery Co.
(701) 298-1758 direct
(701) 476-3208 fax
francis_butler@butler-machinery.com
-----Original Message-----
From: Richard Basiliere [mailto:BasiliereR(at)ci.boulder.co.us]
Subject: Re: Yak-List: Skytrace Spin Training
Folks, I probably should keep my two cents to myself, with that said... I
have heard nothing but the best of Gennady and Sky Trace and I believe what
I've heard. I must interject when I hear people's opinion about the Yak-52
being "very dangerous to even attempt Sportsman". I now fly Unlimited with
a SU-29. I started with a Yak-52. Flew the -52 for 250 hours akro no x-c.
I competed in Intermediate at the U.S.Nationals in 1998 and finished in the
middle of a large pack. Yes, please get good training. The Yak-52 is a
pussycat and so honest when it comes to aerobatics and the inherent flubs of
at least this beginner. Yes, I flat inverted spun with full power, 100%
prop and full blower, out of my second loop. With the help of my
instructor's prompts, recovered quite nicely before 1 turns and less than
300 feet @ 8,000 feet M.S.L. and 3,000 feet agl here in CO. I apologize now
I don't wish to offend anyone, but I go a little crazy when I see written
"Yak-52 and Very !
dangerous" written in the same line. Yes, train. Yes, be safe. I love my
sons , 12 and 14, in couple of years they will use a Yak-52 to transition to
the Sukhoi. The -52 is as good and honest and at least as safe as any of
the 10 or so aerobatic makes and models I've flown. By the way,
Intermediate even at 10,000 feet density altitude is a pud for a -52.
Respectfully, Rick PS I'm available year 'round in CO for dual in anyone
Yak-52, I doubt I'm as good as Gennady though.
>>> john(at)johnalber.com 04/15/02 04:26AM >>>
This last weekend, I took advanced spin training in a Yak 52
from Gennady Elfimov at Skytrace in the UK. He operates out of
what used to be called Halfpenny Green airport, now
Wolverhampton Business Airport in the Midlands.
He's been mentioned before here, but I want to add my support
for his training. First, he is a superb and thoughtful
instructor. Second, without the sort of training he provides, I
think it's very dangerous to attempt even Sportsman class
aerobatics in a 52.
I've had about 10 hours of aerobatic training, including a good
deal of spin training (flat, inverted, etc.). Nonetheless, had I
botched, say, a hammerhead badly and entered a flat spin in my
Yak, I'm not sure I could have recovered it. The amount of
force required and the need for prompt and precise positioning
of the controls are suprrising, as is the amount of time needed
for recovery. The least altitude loss I experienced recovering a
flat spin was 13oo feet from the onset of corrective control
movements.
I plan take still more training from Gennady and I commend him
highly to anyone flying a Yak 52. His website is at
www.skytrace.co.uk . He plans to provide training in the States
in July.
John Alber
=====
John Alber
john(at)johnalber.com
Home 618-675-3553
Work 314-259-2144
http://taxes.yahoo.com/
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
| Subject: | Re: PS engineering intercom |
At 08:19 AM 4/16/2002, you wrote:
>
>Hello Gents.
>
>I am using the NAT intercom in my CJ, I am changing the avionics and I have
>considered using the PS Engineering PM4000 for its switching capabilities.
>Does anyone out there have any experience with this product in a Yak or CJ?
I have a PMA-6000 in my CJ6 and it works very well. I am planning to put a
PM-4000 in my Project. PS Engineering makes the best intercoms I have
encountered so far.
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | "Mark Schrick" <schrick(at)pacbell.net> |
| Subject: | PS engineering intercom (DRE Intercom rated BEST) |
Yakers
PS Engineering is a good unit but DRE Intercoms of San Jose,
CA was voted top product of the year in 2001 by Avionics Consumer
at OSH last year. THAT IS ALL AVIONICS!!That says a lot about
the product and its durability.
The new YAK 52TW and 52W have made the DRE 244E standard equipment
for these aircraft as has Cirrus SR20 aircraft.
Prices are better than PS Engineering and they have made adjustments
for YAK/CJ owners so you can use the push to talk for the intercom
or switch to VOX. This is already built in to the unit. This
is now standard if you ask for the CJ or Yak intercom unit.
He has worked with pilots to give them what they need and was
rewarded by the highest voting authority (pilots and avionics
engineers)
The company can be found as follows:
DRE Communications
408-993-8220 office
408-292-8728 fax
Rod de los Reyes, President
He also make ANR headsets that are the standard of the industry
today.
Good luck
Mark Schrick
YAK 52W 400 HP
Mark Schrick
966 Wallace Drive
San Jose, CA 95120
(408) 323-5150(H) or (408) 391-6664 (Car)
>--- Original Message ---
>From: Brian Lloyd <brian(at)lloyd.com>
>To: yak-list(at)matronics.com
>Date: 4/16/02 2:53:00 PM
>
>
>At 08:19 AM 4/16/2002, you wrote:
>>
>>Hello Gents.
>>
>>I am using the NAT intercom in my CJ, I am changing the avionics
and I have
>>considered using the PS Engineering PM4000 for its switching
capabilities.
>>Does anyone out there have any experience with this product
in a Yak or CJ?
>
>I have a PMA-6000 in my CJ6 and it works very well. I am planning
to put a
>PM-4000 in my Project. PS Engineering makes the best intercoms
I have
>encountered so far.
>
>
>Brian Lloyd
>brian(at)lloyd.com
>+1.530.676.1113 - voice
>+1.360.838.9669 - fax
>
>
of
form
messages.
>
>
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
| Subject: | Re: PS engineering intercom (DRE Intercom rated BEST) |
At 04:35 PM 4/16/2002, you wrote:
>
>
>Yakers
>
>PS Engineering is a good unit but DRE Intercoms of San Jose,
>CA was voted top product of the year in 2001 by Avionics Consumer
>at OSH last year. THAT IS ALL AVIONICS!!That says a lot about
>the product and its durability.
Assuming that you think that the Avionics Consumer really knows their stuff.
>The new YAK 52TW and 52W have made the DRE 244E standard equipment
>for these aircraft as has Cirrus SR20 aircraft.
That is nice. I do know that the PS Engineering audio panel works really
well in the CJ6A. If I recall, the gentleman was interested in the
PMA-4000 which provides basic audio panel functions as well as an intercom.
>Prices are better than PS Engineering and they have made adjustments
>for YAK/CJ owners so you can use the push to talk for the intercom
>or switch to VOX. This is already built in to the unit.
The PMA-4000 has PTT for the intercom as well as VOX as a standard feature
of the product. OTOH, the automatic squelch works really well in the CJ6A
making the PTT unnecessary. Still, it is nice to have the option of using
the PTT for the intercom should the pilot wish it. I can imagine that some
of my GIBs would prefer PTT on the intercom on those occasions when I opt
to sing along with the music input. :
)
>This is now standard if you ask for the CJ or Yak intercom unit.
This is a standard feature of the PMA-4000. No special request required.
>He has worked with pilots to give them what they need and was
>rewarded by the highest voting authority (pilots and avionics
>engineers)
I have no experience with DRE's products and cannot say how good they
are. If they are better than PS Engineering's products then they are
darned good. My personal experience with PS Engineering products is in
several aircraft, two of which were very high noise level environments
(RV-4 and CJ6A). PS Engineering's products have acquitted themselves well
in all my aircraft in which they have been installed. I have tried several
other manufacturer's products and none have performed as well as the PS
Engineering products.
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | Jscroy258(at)cs.com |
| Subject: | Yak maintenance questions |
Hello all,
A couple of maintenance "gripes" have cropped up since I brought the Yak out
of winter storage ... Yak 55M (not a 52 or CJ) , but the questions are on
common M-14 system items ... first is that the fuel primer is now leaking
like mad when priming in either pump or cylinder position (fuel in the
cockpit can't be good!) anyone with experience or suggestions ... Secondly,
Carb air temp guage has gone "Tango Uniform" ... worked 4.0 last fall ...
Check CB's, cannon plugs, wiring today ... looks fine ... any suggestions?
Normally lay low in the weeds on this list and gather a great deal of info
from Yak cyberspace ... thanks to all who post all the great stuff. Last
question is do you guys chase off or shoot down Yak 55's that wander in to a
Yak fly in event? Considering showing up to one ... and would like to know in
advance if I need to brush up on my ACM skills ! :)
Regards,
Jeff Croy
N73RG Yak 55M (MTV-9 260cm prop ... goes goooood!)
Off list email; Jscroy258(at)cs.com
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
| Subject: | Re: Yak maintenance questions |
At 08:40 PM 4/16/2002, you wrote:
>
>Carb air temp guage has gone "Tango Uniform" ... worked 4.0 last fall ...
>Check CB's, cannon plugs, wiring today ... looks fine ... any suggestions?
The carb air temp probe is the same as that for the oil temp probe. Swap
and see if the problem follows the probe.
>Last
>question is do you guys chase off or shoot down Yak 55's that wander in to a
>Yak fly in event? Considering showing up to one ... and would like to know in
>advance if I need to brush up on my ACM skills ! :)
I, for one, would love to see your Yak 55 at Red Star.
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | Mark Schrick <schrick(at)pacbell.net> |
| Subject: | PS engineering intercom (DRE Intercom rated BEST by Consumer |
Avionics
2001)
I have had a bad problem with PS Engineering and the President was
very smug about fixing the problem. This turned me off and took a long
time to fix. Two other pilot friends had the same issues with customer
service. I put DRE in my new YAK 52W and Brian's son enjoyed the trip
back from OSH with clear communications all the way back to
California. Everything else had problems on the new plane but not the
See responses to Brian's e-mail below.
Conclusion: PS Engineering might be good but DRE Intercoms ARE THE
BEST due to tests results by Avionics Consumer Magazine 2001.
Everything is personal preference....................
The company can be found as follows:
DRE Communications
408-993-8220 office
408-292-8728 fax
Rod de los Reyes, President
He also make ANR headsets that are the standard of the industry
today.
>
>At 04:35 PM 4/16/2002, you wrote:
>>
>>
>>Yakers
>>
>>PS Engineering is a good unit but DRE Intercoms of San Jose,
>>CA was voted top product of the year in 2001 by Avionics Consumer
>>at OSH last year. THAT IS ALL AVIONICS!!That says a lot about
>>the product and its durability.
>
Assuming that you think that the Avionics Consumer really knows their
stuff.
(Mark) Well they know more then 98% of us out there and they are a
non-profit organization so it should be neutral. If they won over PS
Engineering they won over PS Engineering. That's how I look at it and
so do many other pilot consumers. It is VOTED THE BEST. Everything is
catching up.
>
>>The new YAK 52TW and 52W have made the DRE 244E standard equipment
>>for these aircraft as has Cirrus SR20 aircraft.
>>Prices are better than PS Engineering and they have made adjustments
>>for YAK/CJ owners so you can use the push to talk for the intercom
>>or switch to VOX. This is already built in to the unit.
>
The PMA-4000 has PTT for the intercom as well as VOX as a standard
feature of the product. OTOH, the automatic squelch works really well
in the CJ6A making the PTT unnecessary. Still, it is nice to have the
option of using the PTT for the intercom should the pilot wish it. I
can imagine that some of my GIBs would prefer PTT on the intercom on
those occasions when I opt to sing along with the music input. :
)
>
(Mark) I don't know about your singing Brian but these features are
nice but still didn't win against DRE.
>>This is now standard if you ask for the CJ or Yak intercom unit.
>
This is a standard feature of the PMA-4000. No special request
required.
(Mark) I'm sorry, it is standard equipment but they also have a HIGH
NOISE filter for even noisier environments. Just something nice. I
have the standard in my YAK 52 and it does work GREAT.. No ISSUES
>
>>He has worked with pilots to give them what they need and was
>>rewarded by the highest voting authority (pilots and avionics
>>engineers)
>
I have no experience with DRE's products and cannot say how good they
are. If they are better than PS Engineering's products then they are
darned good.
(Mark) YES it is the best and tests prove it.
My personal experience with PS Engineering products is in
several aircraft, two of which were very high noise level environments
(RV-4 and CJ6A). PS Engineering's products have acquitted themselves
well in all my aircraft in which they have been installed. I have
tried several other manufacturer's products and none have performed as
well as the PS Engineering products.
(Mark) Then we agree to disagree. I just think since tests were
conducted and DRE won proves something allow with my BAD experience
against the president (Mark ???? something) and the product BROKE and
took a long time to get fixed. I am not the only one with this issue
against PS Engineering. Brian maybe you were LUCKY!!!!
The company can be found as follows:
DRE Communications
408-993-8220 office
408-292-8728 fax
Rod de los Reyes, President
He also make ANR headsets that are the standard of the industry
today.
>
>
>Brian Lloyd
>brian(at)lloyd.com
>+1.530.676.1113 - voice
>+1.360.838.9669 - fax
************************************************************
Mark Schrick
966 Wallace Drive
San Jose, CA 95120-1848
(408) 323-5150 Phone/Fax (408) 391-6664 Mobile
schrick(at)pacbell.net
************************************************************
________________________________________________________________________________
| From: | "Barry W. Hancock" <radialpower(at)cox.net> |
OK guys, time to step up to the plate.
We have the opportunity to keep the house at OSH that we had last year.
I have taken the responsibility (read liability) of organizing the
effort, which means I get stuck with the bill. I'm perfectly willing to
take this on IF I can get enough commitments to make it worthwhile.
The house is $300/night for a minimum of 6 nights. It comfortably
accomodates 8-10, and is close to the airport. What I need is a firm
commitment from 7 others to split the bill, or $225 each. We will also
have a van or two that we'll split the same way. Once we have 8 then we
can offer individuals looking for a night or two at a nightly rate. I
don't mind if you and 5 buddies are going to rotate nightly, but I only
want to deal with 7 checks for $225.
If I can get enough commitment by the end of the week (I know Al DeVere
is in for two people), I'll arrange to reserve the house. If not I'll
have to bow out, and we may not get the opportunity in future years.
Please contact me off-list at radialpower(at)cox.net or call me.
Cheers,
Barry Hancock
Flying Bdog Enterprises
(949) 300-5510
radialpower(at)cox.net
________________________________________________________________________________
| From: | "A. Dennis Savarese" <adsavar(at)gte.net> |
| Subject: | Re: Yak maintenance questions |
Jeff,
Primer pump leaking into the cockpit - the seal behind the knurled nut is
probably dry or the knurled knob needs to be tightened. You can lubricate
with machine oil and tighten the knurled nut down just to the point where
the plunger moves without breaking your arm to push/pull it. If that
doesn't fix it, replace the primer pump.
Carb. Air Temp gauge - Quite honestly, this is the least used gauge on the
instrument panel. It's probably quite useful if you are flying in Siberia,
but here in the US, not too useful. If you don't have the ram horns on the
rear of the carb intake which are used for carb heat, then the gauge, well,
is almost useless. I wouldn't worry about it. But, you could always
replace it if it bugs you.
YAK 55 at Yak flying event - Although I can't speak for all, I think you
said you fly a right? Then as far as I would be concerned, you're
most welcome. Plus we'd like to see your aerobatic routine too!
Dennis Savarese
----- Original Message -----
From: <Jscroy258(at)cs.com>
Subject: Yak-List: Yak maintenance questions
>
> Hello all,
> A couple of maintenance "gripes" have cropped up since I brought the Yak
out
> of winter storage ... Yak 55M (not a 52 or CJ) , but the questions are on
> common M-14 system items ... first is that the fuel primer is now leaking
> like mad when priming in either pump or cylinder position (fuel in the
> cockpit can't be good!) anyone with experience or suggestions ...
Secondly,
> Carb air temp guage has gone "Tango Uniform" ... worked 4.0 last fall ...
> Check CB's, cannon plugs, wiring today ... looks fine ... any suggestions?
> Normally lay low in the weeds on this list and gather a great deal of info
> from Yak cyberspace ... thanks to all who post all the great stuff. Last
> question is do you guys chase off or shoot down Yak 55's that wander in to
a
> Yak fly in event? Considering showing up to one ... and would like to know
in
> advance if I need to brush up on my ACM skills ! :)
>
> Regards,
>
> Jeff Croy
> N73RG Yak 55M (MTV-9 260cm prop ... goes goooood!)
> Off list email; Jscroy258(at)cs.com
>
>
________________________________________________________________________________
| From: | "Doug" <rvfltd(at)televar.com> |
Barry,
Sorry but I cant be sure yet at this point. You'd best not count on me.
Anyway, who will bail your ass out if/when you need parts??
Big sigh, resigned look.......
Doug
----- Original Message -----
From: "Barry W. Hancock" <radialpower(at)cox.net>
Subject: Yak-List: OSH house
>
> OK guys, time to step up to the plate.
>
> We have the opportunity to keep the house at OSH that we had last year.
> I have taken the responsibility (read liability) of organizing the
> effort, which means I get stuck with the bill. I'm perfectly willing to
> take this on IF I can get enough commitments to make it worthwhile.
>
> The house is $300/night for a minimum of 6 nights. It comfortably
> accomodates 8-10, and is close to the airport. What I need is a firm
> commitment from 7 others to split the bill, or $225 each. We will also
> have a van or two that we'll split the same way. Once we have 8 then we
> can offer individuals looking for a night or two at a nightly rate. I
> don't mind if you and 5 buddies are going to rotate nightly, but I only
> want to deal with 7 checks for $225.
>
> If I can get enough commitment by the end of the week (I know Al DeVere
> is in for two people), I'll arrange to reserve the house. If not I'll
> have to bow out, and we may not get the opportunity in future years.
>
> Please contact me off-list at radialpower(at)cox.net or call me.
>
> Cheers,
>
> Barry Hancock
> Flying Bdog Enterprises
> (949) 300-5510
> radialpower(at)cox.net
>
>
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
| Subject: | Re: Yak maintenance questions |
In a message dated 4/16/02 11:41:19 PM Eastern Daylight Time,
Jscroy258(at)cs.com writes:
> Last
> question is do you guys chase off or shoot down Yak 55's that wander in to
> a
> Yak fly in event? Considering showing up to one ... and would like to know
> in
> advance if I need to brush up on my ACM skills ! :)
>
> Regards,
>
> Jeff Croy
> N73RG Yak 55M (MTV-9 260cm prop ... goes goooood!)
> Off list email; Jscroy258(at)cs.com
>
Definitely brush up on ACM. EVERYONE is either a Picker or a Grape. Only
the Grape get squashed.;-}
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | "Doug" <rvfltd(at)televar.com> |
| Subject: | Re: Yak maintenance questions |
Anyone out there in Yakerville sitting on a Yak 52 main air tank please
call Ron Russell @ 801-693-2860 or 801-725-6101 cell
Always Yakin,
Doug Sapp
----- Original Message -----
From: <cjpilot710(at)aol.com>
Subject: Re: Yak-List: Yak maintenance questions
>
> In a message dated 4/16/02 11:41:19 PM Eastern Daylight Time,
> Jscroy258(at)cs.com writes:
>
>
> > Last
> > question is do you guys chase off or shoot down Yak 55's that wander in
to
> > a
> > Yak fly in event? Considering showing up to one ... and would like to
know
> > in
> > advance if I need to brush up on my ACM skills ! :)
> >
> > Regards,
> >
> > Jeff Croy
> > N73RG Yak 55M (MTV-9 260cm prop ... goes goooood!)
> > Off list email; Jscroy258(at)cs.com
> >
>
> Definitely brush up on ACM. EVERYONE is either a Picker or a Grape. Only
> the Grape get squashed.;-}
> Jim Goolsby
> cjpilot710(at)aol.com
> 386-467-3313 voice
> 386-467-3193 fax
> 386-569-7060 cell "They that can give up essential liberty to obtain
> a little safety, deserve neither liberty
nor
> safety"
> Benjamin Franklin 1759
> "There is no "innocence" in war. All
> collateral damage
> is acceptable."
> unk.
> "With my shield, or on it"
> Trojan Warriors BC
>
>
________________________________________________________________________________
| From: | "Ron Russell" <RON(at)mtctrains.com> |
I am looking for a main air tank for a Yak 52. I would enjoy hearing
from anyone in possession and wanting to sell one. Please respond to my
home e-mail which is ronsplane2(at)attbi.com
To kill two birds with one e-mail, another problem I am having with the
Yak 52 is fuel flow. The right tank empties twice as fast as the left.
It has been so severe that the right tank has emptied while there was 40
liters left in the left. Any suggestions?
Again, my home e-mail address is ronsplane2(at)attbi.com
Thanks guys
Ron
________________________________________________________________________________
| From: | "A. Dennis Savarese" <adsavar(at)gte.net> |
Ron,
You need to check the rudder trim on the airplane first. This has a direct
impact on fuel flowing unevenly. If you're using the "ball" in the center
of the AI for rudder alignment, first you must be sure the gyro is level by
using a level across the slide canopy rails and level the airplane. While
the airplane is level, set ball between the hash marks on the AI.
No, I don't have a main air tank. Did you call Stewart Cochran at Yak parts
central? (903) 489-0383
Dennis Savarese
----- Original Message -----
From: "Ron Russell" <RON(at)mtctrains.com>
Subject: Yak-List: Yak 52
>
> I am looking for a main air tank for a Yak 52. I would enjoy hearing
> from anyone in possession and wanting to sell one. Please respond to my
> home e-mail which is ronsplane2(at)attbi.com
> To kill two birds with one e-mail, another problem I am having with the
> Yak 52 is fuel flow. The right tank empties twice as fast as the left.
> It has been so severe that the right tank has emptied while there was 40
> liters left in the left. Any suggestions?
> Again, my home e-mail address is ronsplane2(at)attbi.com
> Thanks guys
> Ron
>
>
________________________________________________________________________________
| From: | "A. Dennis Savarese" <adsavar(at)gte.net> |
BTW Ron, the air tanks can be repaired by a reputable welding shop.
Dennis Savarese
----- Original Message -----
From: "Ron Russell" <RON(at)mtctrains.com>
Subject: Yak-List: Yak 52
>
> I am looking for a main air tank for a Yak 52. I would enjoy hearing
> from anyone in possession and wanting to sell one. Please respond to my
> home e-mail which is ronsplane2(at)attbi.com
> To kill two birds with one e-mail, another problem I am having with the
> Yak 52 is fuel flow. The right tank empties twice as fast as the left.
> It has been so severe that the right tank has emptied while there was 40
> liters left in the left. Any suggestions?
> Again, my home e-mail address is ronsplane2(at)attbi.com
> Thanks guys
> Ron
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
| Subject: | Re: PS engineering intercom (DRE Intercom rated BEST |
by Consumer Avionics 2001)
At 10:25 PM 4/16/2002, you wrote:
>
>I have had a bad problem with PS Engineering and the President was
>very smug about fixing the problem. This turned me off and took a long
>time to fix. Two other pilot friends had the same issues with customer
>service.
My experience is just the opposite. PS Engineering has bent over backwards
to help me when I had questions. As I said, I have installed PS
Engineering products (two intercoms and two audio panels) in four different
aircraft and all have performed properly. At one point I had a problem
with my music input and they offered to swap audio panels for testing. I
certainly can't fault that service.
>I put DRE in my new YAK 52W and Brian's son enjoyed the trip
>back from OSH with clear communications all the way back to
>California. Everything else had problems on the new plane but not the
Most equipment works as designed. As I said, I have not used a DRE
intercom and can't comment on its performance. I can comment on the PS
Engineering intercoms and they have performed well for me in all four
installations, i.e. RV-4, CJ6A, Piper Comanche, and Piper Aztec. The RV-4
and CJ6A both present very high noise level environments and the PS
Engineering intercoms in both have performed extremely well.
The Aztec presents a very high noise level environment at take off because
you sit right next to the props. The prop noise at take-off completely
saturates my ANR headsets (Lightspeed's top-of-the-line 25XL) which doesn't
happen in my CJ6A. Even so, the automatic squelch built into the PMA-7000
works flawlessly on take-off in the Aztec..
>See responses to Brian's e-mail below.
>
>Conclusion: PS Engineering might be good but DRE Intercoms ARE THE
>BEST due to tests results by Avionics Consumer Magazine 2001.
I tend to take the Aviation Consumer magazine with a grain of salt. It is
a good starting place to find out about products but I am not entirely sure
they have the wherewithal to do anything more than just casual testing of
the, "we plugged in a headset and we could hear ourselves so it must be
OK," sort. There are a couple of really bad intercoms out there and they
never pan them so I wonder about how good their reviews really are.
>Everything is personal preference....................
And that is the final test. BTW, I have no connection with either DRE or
PS Engineering. I sell neither product.
> >>PS Engineering is a good unit but DRE Intercoms of San Jose,
> >>CA was voted top product of the year in 2001 by Avionics Consumer
> >>at OSH last year. THAT IS ALL AVIONICS!!That says a lot about
> >>the product and its durability.
> >
>Assuming that you think that the Avionics Consumer really knows their
>stuff.
>
>(Mark) Well they know more then 98% of us out there and they are a
>non-profit organization so it should be neutral.
I am a non-profit (insofar as flying is concerned :
) and I know a lot
about audio systems, having made my living for a fair bit of time designing
audio components. I suspect that I know more about audio systems than
probably 99.99% of the people out there. I would bet that my understanding
is equal to (or perhaps better than) that of the people at the Aviation
Consumer but that is just my opinion.
>If they won over PS Engineering they won over PS Engineering.
Perhaps. As I said, I tend to take consumer report type stuff with a grain
of salt. It would be interesting to see just how Aviation Consumer
performed their testing to ensure that it was valid, equal, and
unbiased. The problem is that real testing takes a lot of time both to
design the tests and to do the testing and the magazines usually don't have
the time or money to go to that level of trouble. Mostly they just say,
"it seemed to work OK." Most of the "testing" is a comparison of features,
not necessarily a measure of actual performance.
>That's how I look at it and so do many other pilot consumers. It is VOTED
>THE BEST. Everything is catching up.
And we know that, when it comes to voting, the best is always selected,
right? I am always glad to know that and I kept that in mind every time I
began to have doubts about our illustrious recent ex-president. Just
knowing that William Jefferson Clinton was the best possible president we
could have always made me sleep better at night. After all, he was voted
the best by a majority of people. Thank God that voting and democracy
always ensures we get the best. :
)
> >>The new YAK 52TW and 52W have made the DRE 244E standard equipment
> >>for these aircraft as has Cirrus SR20 aircraft.
> >>Prices are better than PS Engineering and they have made adjustments
> >>for YAK/CJ owners so you can use the push to talk for the intercom
> >>or switch to VOX. This is already built in to the unit.
> >
>The PMA-4000 has PTT for the intercom as well as VOX as a standard
>feature of the product. OTOH, the automatic squelch works really well
>in the CJ6A making the PTT unnecessary. Still, it is nice to have the
>option of using the PTT for the intercom should the pilot wish it. I
>can imagine that some of my GIBs would prefer PTT on the intercom on
>those occasions when I opt to sing along with the music input. :
)
>
>(Mark) I don't know about your singing Brian but these features are
>nice but still didn't win against DRE.
Regardless. What we really know is that a DRE intercom in a Yak-52 works
well. People can ride in your aircraft and see for themselves. I can
demonstrate the PMA-6000 in my CJ6A and people can discern for themselves
whether it performs well or not (it does). I have flown with other
intercoms that do NOT perform well in the cockpit of a CJ6A, some to the
point of being effectively unusable. Some of these are actually preferred
by pilots in other types aircraft. Go figure.
> >>This is now standard if you ask for the CJ or Yak intercom unit.
> >
>This is a standard feature of the PMA-4000. No special request
>required.
>
>(Mark) I'm sorry, it is standard equipment but they also have a HIGH
>NOISE filter for even noisier environments. Just something nice.
I have had extensive discussions with the engineering folks from
Lightspeed, Sigtronics, and PS Engineering on high-noise
environments. There are several problems that significantly affect the
performance of radios and intercoms:
1. the microphone's ability to reject noise in favor of speech;
2. the microphone's ability to remain linear (not distort) at very high
sound pressure levels, e.g. in a very noisy cockpit;
3. the intercom's or radio's ability to deal with an exceptionally strong
signal (speech plus noise pickup) without overload;
4. the intercom's or radio's ability to automatically adjust to a huge
range of normal signal input levels from the microphone, i.e. adjusting to
the difference between the mic level when sitting on the ramp with the
engine not running and to the mic level during full power climb.
One of the things that became clear is that none of the testing any of the
independent testing orgs performed (including Aviation Consumer) ever took
the headset's microphone performance into account. I even took AOPA to
task on this in one of their headset evaluation articles a couple of years
back.
The biggest problem the intercom faces is that the signal coming in from
the microphone may be already so badly distorted that the electronics in
the radio or intercom can't make it any better. It is the audio equivalent
of "garbage in, garbage out." As far as I know, only Sigtronics has
attempted to deal with this problem with their high-noise-capable
microphone, the M-80H. Sure the intercom can add more filtering but if the
signal from the mic is already garbage, the intercom is only going to be
able to do so much in an attempt to make it better.
>I have the standard in my YAK 52 and it does work GREAT.. No ISSUES
I am not saying that the DRE does not work well. I am only saying that the
PS Engineering intercoms work better than anything else I have encountered
in a CJ6A. Since I have not encountered a DRE (yet) I can't comment. OTOH
I can say from experience that there are intercoms from reputable
manufacturers in use in CJ6As that flat-out suck, period, end-of-report.
The bottom line on this discussion is that I do not believe you can base
the decision to buy an intercom solely on the advice of a trade rag. They
don't have the time to perform really in-depth testing. Also, getting
votes from the field is not statistically valid because a manufacturer can
"stuff the ballot box" by getting its customers to write in and vote.
Aviation Consumer's recommendation of an intercom is a valid data point but
it isn't the only data point. The only way to know for sure that an
intercom and microphone combination will work well is to actually try them
out. I went through three different microphones for my helmet before I
came up with one that I liked (Sigtronics M-80H), including a military
microphone designed for a high-noise environment (it was actually the worst
of the microphones I tested). I also found that different microphones from
different headsets perform radically differently in different
environments. This all goes into the process of finding the best
microphone/intercom combination.
> >>He has worked with pilots to give them what they need and was
> >>rewarded by the highest voting authority (pilots and avionics
> >>engineers)
> >
>I have no experience with DRE's products and cannot say how good they
>are. If they are better than PS Engineering's products then they are
>darned good.
>
>(Mark) YES it is the best and tests prove it.
If you really believe in "tests prove it" you must have trouble making
decisions after watching a night's worth of commercials on TV. I can
engineer a test to prove almost anything unless the product that is
supposed to win is really deficient.
The point of this whole thing is that I do not believe you can say that the
DRE is better than PS Engineering, only that the DRE works to your
satisfaction in your Yak-52 just as the PS Engineering intercoms work to
mine in my aircraft.
My advice to others contemplating the installation of an intercom in their
aircraft is to ask around and to try the intercoms in various
aircraft. Most pilots I know will be happy to give someone a hop in their
aircraft to see how things work. After that they will have much better
information as to what might work best for them. I would certainly not
base any purchasing decision solely on the recommendations of Aviation
Consumer, AOPA, or any other trade rag. I have seen just how little
testing they actually perform.
>My personal experience with PS Engineering products is in
>several aircraft, two of which were very high noise level environments
>(RV-4 and CJ6A). PS Engineering's products have acquitted themselves
>well in all my aircraft in which they have been installed. I have
>tried several other manufacturer's products and none have performed as
>well as the PS Engineering products.
>
>(Mark) Then we agree to disagree.
Perhaps. I am not disagreeing with you in that you think that the DRE is a
better product. Perhaps it is. I can't comment since I have no direct
experience with the DRE product.
>I just think since tests were conducted and DRE won proves something
And this IS where we do disagree. I think that the "tests" prove almost
nothing.
>allow with my BAD experience against the president (Mark ???? something)
Mark Scheuer.
>and the product BROKE and took a long time to get fixed.
This is a valid data point. My experience in this area has been very
good. It would be interesting to see a valid statistical sample. I know
that PS Engineering sells a LOT of product and they tend to come out with
advanced designs before anyone else. With more product out there it is
going to be easier to find more people who have had a bad
experience. Still, that does not in any way validate whether or not PS
Engineering's customer support is good or bad.
If you find 10 customers who had a bad experience with product A and 100
customers who had a bad experience with product B you might be tempted to
say that A is better than B. But if product B has a total of 1000
customers and product A has a total of 100 customers, both end up with the
same rating for customer satisfaction. So just saying, "I know three
people who had a bad experience," is fairly meaningless.
>I am not the only one with this issue against PS Engineering. Brian maybe
>you were LUCKY!!!!
Maybe. OTOH, I have installed their products four times with equally good
results all four times. I have found Mark Scheuer and his staff to be open
and helpful both in the discussion of installation issues and of design
philosophy. I know that Mark takes high noise/signal level into account in
his designs because he explained to me how he did it. Based on my
experience designing high dynamic-range amplifiers I know that his approach
is valid. And none of this has anything to do with DRE. Their design
approach may be equally valid.
I am glad you like the DRE intercom and I would encourage others to
consider it especially after they get a chance to experience how it
performs. I would also encourage others to consider the PS Engineering
products on the same basis. I certainly would not base my buy/don't-buy
decision on the word of the Aviation Consumer or one data point from one
person.
YMMV. (Your mileage may vary.)
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
Brian,
Just upgraded my helmet mic to the Sigtronics (Doug saved me some $) and
I have the Sigtronics 400NW. Works fine from the front hole but the back
seater can't hear me. The last time I bitched to Sigtronics they said it
was my mic. Now that I have their mic I wonder what they will say now.
Craig Payne
I went through three different microphones for my helmet before I
came up with one that I liked (Sigtronics M-80H), including a military
microphone designed for a high-noise environment (it was actually the worst
of the microphones I tested). I also found that different microphones from
different headsets perform radically differently in different
environments. This all goes into the process of finding the best
microphone/intercom combination.
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
| Subject: | Re: Intercoms/Mics |
At , you wrote:
>
>Brian,
>
>Just upgraded my helmet mic to the Sigtronics (Doug saved me some $)
Doug is a good guy.
>and I have the Sigtronics 400NW. Works fine from the front hole but the
>back seater can't hear me.
Can't hear or can't understand? Have you plugged in an extension cable so
you can plug your earphone into the rear seat jack to see if it sounds like
the front seat jack?
>The last time I bitched to Sigtronics they said it was my mic.
The mic does make a big difference. An Oregon Aero "mic muff" helps too.
>Now that I have their mic I wonder what they will say now.
Well, it could be a wiring problem. An intercom will work better if you
keep the mic and headphone jacks insulated from the airframe. I need a
little more information than "can't hear me."
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | "Richard Basiliere" <BasiliereR(at)ci.boulder.co.us> |
| Subject: | Re: Yak maintenance questions |
Folks, I was staggering around looking for fuel in 1998 and spied a likely airport.
heck of a lot of Stearman and N3N's though! What a gathering they had.
Those Great people greeted me and my Yak-55 as though we were long lost friends.
I couldn't buy my own breakfast and I got my fuel at their discount. Also,
when N155AR and I landed at the United States Air Force Academy @ COS for a
competition, becoming the first Soviet built aircraft to land there, I was well
receive. I also got to do some recon for the Fatherland as the Lt. Colonel
in charge showed us their impressive "static display" of T-3 Fireflies. I told
him he should run it up the flag pole to buy the Yak-52 to train the cadets
- I can only assume it went over like poop in a punch bowl! Rick
>>> adsavar(at)gte.net 04/17/02 06:56AM >>>
Jeff,
Primer pump leaking into the cockpit - the seal behind the knurled nut is
probably dry or the knurled knob needs to be tightened. You can lubricate
with machine oil and tighten the knurled nut down just to the point where
the plunger moves without breaking your arm to push/pull it. If that
doesn't fix it, replace the primer pump.
Carb. Air Temp gauge - Quite honestly, this is the least used gauge on the
instrument panel. It's probably quite useful if you are flying in Siberia,
but here in the US, not too useful. If you don't have the ram horns on the
rear of the carb intake which are used for carb heat, then the gauge, well,
is almost useless. I wouldn't worry about it. But, you could always
replace it if it bugs you.
YAK 55 at Yak flying event - Although I can't speak for all, I think you
said you fly a right? Then as far as I would be concerned, you're
most welcome. Plus we'd like to see your aerobatic routine too!
Dennis Savarese
----- Original Message -----
From: <Jscroy258(at)cs.com>
Subject: Yak-List: Yak maintenance questions
>
> Hello all,
> A couple of maintenance "gripes" have cropped up since I brought the Yak
out
> of winter storage ... Yak 55M (not a 52 or CJ) , but the questions are on
> common M-14 system items ... first is that the fuel primer is now leaking
> like mad when priming in either pump or cylinder position (fuel in the
> cockpit can't be good!) anyone with experience or suggestions ...
Secondly,
> Carb air temp guage has gone "Tango Uniform" ... worked 4.0 last fall ...
> Check CB's, cannon plugs, wiring today ... looks fine ... any suggestions?
> Normally lay low in the weeds on this list and gather a great deal of info
> from Yak cyberspace ... thanks to all who post all the great stuff. Last
> question is do you guys chase off or shoot down Yak 55's that wander in to
a
> Yak fly in event? Considering showing up to one ... and would like to know
in
> advance if I need to brush up on my ACM skills ! :)
>
> Regards,
>
> Jeff Croy
> N73RG Yak 55M (MTV-9 260cm prop ... goes goooood!)
> Off list email; Jscroy258(at)cs.com
>
>
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
Troops,
Well, I'm JUST recovering from S&F and HAVE to started planning for MTW/OSH.
At this point I need a tentative head count.
We are planning at this point in time, the arrival day as July 20th. The
next day (the 21st) the flying starts at 0800 (actually the briefing ;-} )
The schedule and program are still forming up. We have a new director at
EAAWB. We do not know how much that will change things. ALSO a whole new
bunch of new folks are in charge of things at MTW. So yours truly and Craig
Payne are faced not only with the change in our modus operandi but new people
on the other side as well.
We are hoping to get an acro box again. Yak stuff will be featured and
hopefully George Coy can get the TW there for as us to get a good "look see".
Plus a M-14p expert of the first class may come with his tools.
So I need a tentative head count please.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | "Terry Calloway" <TCalloway(at)datatechnique.com> |
Yak 2's in
tc
________________________________________________________________________________
Can't hear means volume, no distortion problem...could be the simulated
side tone? I'm using a KY-96A and I do bring all my connector grounds to
an "avionic buss" first and then strap the buss to A/C ground.
Problem has snuck up, used to be OK so I'm looking for loose connections
...or the intercom went south.
Craig
yak-list(at)matronics.com wrote:
From: Brian Lloyd <brian(at)lloyd.com>
Re: Yak-List: Intercoms/Mics
At , you wrote:
>
>Brian,
>
>Just upgraded my helmet mic to the Sigtronics (Doug saved me some $)
Doug is a good guy.
>and I have the Sigtronics 400NW. Works fine from the front hole but the
>back seater can't hear me.
Can't hear or can't understand? Have you plugged in an extension cable so
you can plug your earphone into the rear seat jack to see if it sounds like
the front seat jack?
>The last time I bitched to Sigtronics they said it was my mic.
The mic does make a big difference. An Oregon Aero "mic muff" helps too.
>Now that I have their mic I wonder what they will say now.
Well, it could be a wiring problem. An intercom will work better if you
keep the mic and headphone jacks insulated from the airframe. I need a
little more information than "can't hear me."
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | David Farley <david.farley2(at)aspentech.com> |
| Subject: | Skytrace Spin Training |
>
>
>Upright flat,
>Reduce power and
>move stick to full forward right. That's correct - in spin -
>controls. The nose will come down immediately and the a/c
>will fly away in a turn to the right. The SU-29 manual notes
>that if you use the Meyer's- Beggs or normal opposite rudder
>recovery therefore fighting the momentum of the spin it will
>take up to 4 yes four turns to recover, that's a long time to
>wait - I've been there. As the manual and my first instructor,
>Mr. Chuck Miller say "fly it out." It works much quicker and
>is much m! ore precise recovery for competition or just fun.
>Respectfully, Rick
So where is the rudder when you are doing this, do you still apply rudder
opposite to the direction of the spin as well as the control inputs you
describe?
Dave Farley
________________________________________________________________________________
| From: | Walter Fricke <walterfricke(at)yahoo.com> |
I'll be there.
--- cjpilot710(at)aol.com wrote:
>
> Troops,
> Well, I'm JUST recovering from S&F and HAVE to
> started planning for MTW/OSH.
>
> At this point I need a tentative head count.
>
> We are planning at this point in time, the arrival
> day as July 20th. The
> next day (the 21st) the flying starts at 0800
> (actually the briefing ;-} )
> The schedule and program are still forming up. We
> have a new director at
> EAAWB. We do not know how much that will change
> things. ALSO a whole new
> bunch of new folks are in charge of things at MTW.
> So yours truly and Craig
> Payne are faced not only with the change in our
> modus operandi but new people
> on the other side as well.
>
> We are hoping to get an acro box again. Yak stuff
> will be featured and
> hopefully George Coy can get the TW there for as us
> to get a good "look see".
> Plus a M-14p expert of the first class may come
> with his tools.
>
> So I need a tentative head count please.
>
> Jim Goolsby
> cjpilot710(at)aol.com
> 386-467-3313 voice
> 386-467-3193 fax
> 386-569-7060 cell "They that can give up
> essential liberty to obtain
> a little safety,
> deserve neither liberty nor
> safety"
> Benjamin
> Franklin 1759
> "There is no
> "innocence" in war. All
> collateral damage
> is acceptable."
>
> unk.
> "With my shield, or
> on it"
> Trojan
> Warriors BC
>
>
>
> Contributions of
> any other form
>
> latest messages.
> other List members.
>
> http://www.matronics.com/subscription
> http://www.matronics.com/photoshare
> http://www.matronics.com/search
> http://www.matronics.com/archives
> http://www.matronics.com/emaillists
>
>
>
>
>
http://taxes.yahoo.com/
________________________________________________________________________________
| Subject: | Doug's regret, Barry's anguish |
| From: | "Barry W. Hancock" <radialpower(at)cox.net> |
>
>
> Barry,
> Sorry but I cant be sure yet at this point. You'd best not count on me.
> Anyway, who will bail your ass out if/when you need parts??
I've decided to take 2 airplanes to every event now...seems I'm always
needing an MX spare. Short of that I think *I* should be the one to
carry the "Air show Spares" kit that you're putting together. So,
you'll have bailed my a** out AND be able to go to the events. Besides,
I'm sure you're printer needs a little break from all the invoices it's
been printing for me lately.
> Big sigh, resigned look.......
Give me a break, you're going fishing for 4 days!
>
Barry (Doug's #1 customer, whether I like it or not) Hancock
Barry (where there's an open cowl...) Hancock
Barry (Fritz Knoll is my hero and savior) Hancock
Barry (Yeah, I'll go flying, just give me a few hours to fix this)
Hancock
Barry (If it ain't broke, let me fly it for a while) Hancock
Barry (I'm trying really hard to believe it's as much fun to fix 'em as
it is to fly 'em) Hancock
Barry (My project will run perfectly *forever*, right?) Hancock
Barry (EFR) Hancock
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
I received the new nose gear. Thanks.
I am in rather difficult financial straits right now (read: no money) but
should be able to pay you within a month. Can you wait that long?
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
At , you wrote:
>
>Can't hear means volume, no distortion problem...could be the simulated
>side tone? I'm using a KY-96A and I do bring all my connector grounds to
>an "avionic buss" first and then strap the buss to A/C ground.
That sounds about right.
>Problem has snuck up, used to be OK so I'm looking for loose connections
>
>...or the intercom went south.
Unless they have changed the design, Sigtronics uses a single amp to drive
all the headphones so if one is working OK then the intercom is working OK
and you need to look elsewhere. Different headsets have different
sensitivity so you might want to try swapping headsets/helmets front to
rear. If that isn't the problem them you are correct in that it is
probably a loose connection or a bad ground.
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | "Rick Basiliere" <discrab(at)earthlink.net> |
| Subject: | Skytrace Spin Training |
I'm sorry. Yes, opposite rudder. Rick
-----Original Message-----
From: owner-yak-list-server(at)matronics.com
[mailto:owner-yak-list-server(at)matronics.com]On Behalf Of David Farley
Subject: RE: Yak-List: Skytrace Spin Training
>
>
>Upright flat,
>Reduce power and
>move stick to full forward right. That's correct - in spin -
>controls. The nose will come down immediately and the a/c
>will fly away in a turn to the right. The SU-29 manual notes
>that if you use the Meyer's- Beggs or normal opposite rudder
>recovery therefore fighting the momentum of the spin it will
>take up to 4 yes four turns to recover, that's a long time to
>wait - I've been there. As the manual and my first instructor,
>Mr. Chuck Miller say "fly it out." It works much quicker and
>is much m! ore precise recovery for competition or just fun.
>Respectfully, Rick
So where is the rudder when you are doing this, do you still apply rudder
opposite to the direction of the spin as well as the control inputs you
describe?
Dave Farley
________________________________________________________________________________
| From: | "dabear" <dabear(at)damned.org> |
| Subject: | Re: Yak maintenance questions |
Twos in ... I agree, brush upon the ACM skills. You are most
welcome to be there but we always need more target drones.
Regards,
Al DeVere
----- Original Message -----
From: <cjpilot710(at)aol.com>
Subject: Re: Yak-List: Yak maintenance questions
>
> In a message dated 4/16/02 11:41:19 PM Eastern Daylight Time,
> Jscroy258(at)cs.com writes:
>
>
> > Last
> > question is do you guys chase off or shoot down Yak 55's that
wander in to
> > a
> > Yak fly in event? Considering showing up to one ... and would
like to know
> > in
> > advance if I need to brush up on my ACM skills ! :)
> >
> > Regards,
> >
> > Jeff Croy
> > N73RG Yak 55M (MTV-9 260cm prop ... goes goooood!)
> > Off list email; Jscroy258(at)cs.com
> >
>
> Definitely brush up on ACM. EVERYONE is either a Picker or a
Grape. Only
> the Grape get squashed.;-}
> Jim Goolsby
> cjpilot710(at)aol.com
> 386-467-3313 voice
> 386-467-3193 fax
> 386-569-7060 cell "They that can give up essential liberty to
obtain
> a little safety, deserve neither
liberty nor
> safety"
> Benjamin Franklin 1759
> "There is no "innocence" in war.
All
> collateral damage
> is acceptable."
> unk.
> "With my shield, or on it"
> Trojan Warriors BC
>
>
=====
of
>
=====
messages.
members.
>
=====
http://www.matronics.com/browselist/yak-list
>
=====
>
>
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
| Subject: | Yaks welcome at Red Star |
At 01:42 PM 4/18/2002, you wrote:
>
>Twos in ... I agree, brush upon the ACM skills. You are most
>welcome to be there but we always need more target drones.
The Yak-55 will likely wax your fanny Mr. Bear. :
)
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | VDesi10492(at)aol.com |
Hi guys
I just got my 52 and it hesitates a bit when I go from idle and
apply power for takeoff. The acceleration pump is set properly and the plugs
are not fouling during taxi. Idle is 1000 rpm and the seller tells me it is
not running too rich. Friends who watched me today said during the first
runup it gave off black smoke during initial throttle advancement. Also
today I had my first hot start. It acted like fuel vaporization was going
on. Could you please give me some tips on priming differences pump side and
cylinder side during a hot start. Thanks for the advice.
Dave
vdesi10492(at)AOL.com
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
| Subject: | Re: (no subject) |
In a message dated 4/18/02 10:09:17 PM Eastern Daylight Time,
VDesi10492(at)aol.com writes:
>
>
> Hi guys
>
> I just got my 52 and it hesitates a bit when I go from idle and
> apply power for takeoff. The acceleration pump is set properly and the
> plugs
> are not fouling during taxi. Idle is 1000 rpm and the seller tells me it
> is
> not running too rich. Friends who watched me today said during the first
> runup it gave off black smoke during initial throttle advancement. Also
> today I had my first hot start. It acted like fuel vaporization was going
> on. Could you please give me some tips on priming differences pump side
> and
> cylinder side during a hot start. Thanks for the advice.
>
> Dave
>
> vdesi10492(at)AOL.com
>
You need a smaller opening on your accelerator pump. When you move the
throttle forward, the accelator pump on the carburator is pumping to much
fuel cause the engine to miss. - - - - - - - I think. It use to scare the
poop out of me during a approch. The M-14p kit usually comes with bunch of
different sized one.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | "Gus Fraser" <fraseg(at)itsnpt.com> |
| Subject: | Skytrace Spin Training |
Yes,
Until the nose drops but as I said before timing is everything if you don't
you will be sinning on your back
Gus
-----Original Message-----
From: owner-yak-list-server(at)matronics.com
[mailto:owner-yak-list-server(at)matronics.com]On Behalf Of David Farley
Subject: RE: Yak-List: Skytrace Spin Training
>
>
>Upright flat,
>Reduce power and
>move stick to full forward right. That's correct - in spin -
>controls. The nose will come down immediately and the a/c
>will fly away in a turn to the right. The SU-29 manual notes
>that if you use the Meyer's- Beggs or normal opposite rudder
>recovery therefore fighting the momentum of the spin it will
>take up to 4 yes four turns to recover, that's a long time to
>wait - I've been there. As the manual and my first instructor,
>Mr. Chuck Miller say "fly it out." It works much quicker and
>is much m! ore precise recovery for competition or just fun.
>Respectfully, Rick
So where is the rudder when you are doing this, do you still apply rudder
opposite to the direction of the spin as well as the control inputs you
describe?
Dave Farley
________________________________________________________________________________
| From: | "dabear" <dabear(at)damned.org> |
| Subject: | Re: Yaks welcome at Red Star |
Hey, I don't get much practice being defensive in ACM. :-) Could
be fun.
Regards,
Al DeVere
----- Original Message -----
From: "Brian Lloyd" <brian(at)lloyd.com>
Subject: Yak-List: Yaks welcome at Red Star
>
> At 01:42 PM 4/18/2002, you wrote:
> >
> >Twos in ... I agree, brush upon the ACM skills. You are most
> >welcome to be there but we always need more target drones.
>
> The Yak-55 will likely wax your fanny Mr. Bear. :
)
>
>
> Brian Lloyd
> brian(at)lloyd.com
> +1.530.676.1113 - voice
> +1.360.838.9669 - fax
>
>
=====
of
>
=====
messages.
members.
>
=====
http://www.matronics.com/browselist/yak-list
>
=====
>
>
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
Sevendips(at)aol.com, CEParaiso(at)aol.com, Inetnovice(at)aol.com,
JGoolsby(at)umaryland.edu, keith.goolsby(at)eds.com, artziggy6(at)yahoo.com,
moreira_thais(at)hotmail.com, vicky(at)shippei.com, WINDSURFE(at)aol.com,
paraisoam(at)surfbest.net, EdrisDee(at)aol.com, Ckelso17(at)earthlink.net,
megatlx(at)cyberway.com.sg, Bigj10(at)msn.com, gaf127enl(at)msn.com, roja(at)cwcom.net,
DrRSWms(at)aol.com, MDSHELLEY(at)aol.com, cd001633(at)mindspring.com, cpayne(at)mc.net,
yakjock(at)msn.com, linedog(at)peoplepc.com, bdogltd(at)pacbell.net,
wfricke(at)mediaone.net, finleycj6(at)juno.com, BDorsey777(at)aol.com,
wildf15c(at)hotmail.com, rvfltd(at)televar.com, Swifty305(at)aol.com,
tcalloway(at)datatechnique.com, paulcfitzgerald(at)attbi.com,
mason.t(at)worldnet.att.net, WaltOrth(at)aol.com, radialpower(at)cox.net,
yak-list(at)matronics.com
Friends & family,
I just had an experience. I don't know why but I didn't expect this at all.
Most of you know that Dede & I live in a very small town in one of the
poorest counties of Florida. Crescent City only has 3,200 folks in it. Its
farm country (ferns and fruits) very laid back and slow.
This afternoon a north bound Amtrack train (the auto train) derailed just
south of town. Last I heard 6 died, 20 plus badly injured, with the
remaining 460+/- beat up. There lots of elderly folks on the train (old snow
birds returning north). When I realized how close it was, I jump into my
jeep. I had no idea what I could do. When I got there, I found organized
chaos. I recognized a lot of my fellow townsmen. Soon I was following a
friend's son carrying ice and water toward the crash site. Next I was
helping a 94 year old fellow from NJ walk the 150 yards to the transportation
point for the walking wounded. Back again to the site, this time, a guy who
needed oxygen because of some kind lung illness. Next was letting some young
mother use my cell phone, to let her folks know that she the her two (1&3)
were OK. It was hard to believe, they were filthy from the dirt kicked up as
their car slid along on its side. The last one to walk out didn't really
make it, we needed to get her a gurney and than an ambulance. The next thing
I knew I was working the food center for the EMTs, fireman, and cops. Than I
was picking up triage mats and back boards that were laying around and no
longer in use. There EMT helicopters every where and at times it was a
surreal view with the landing lights of the choppers landing in their rotor
wash. I found myself handing out water to hot and dirty firemen, than
picking up garbage left near by. Suddenly a PA system came on the air. It
said that each EMT/fire unit send one member to the command center and all
"civilians" please the area. That was me and it was over. But a lot of my
fellow townsmen & women were leaving with me. Black and white, young and
old.
I am very proud of my town.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | "Samuel Sax" <cd001633(at)mindspring.com> |
Hi Jim,
As soon as I heard this on the news I thought of you! In the News, they
said it happened at Crescent city and I new you must be near by - I am proud
(now, even more) to have you as my friend! I just wish I could be there
helping both the victims and rescue personnel with you!
You are a good man Jim!! (your townsmen and women too).
Sam Sax
________________________________________________________________________________
| From: | "Samuel Sax" <cd001633(at)mindspring.com> |
, , ,
, , ,
, , ,
, , ,
, , ,
, , ,
, , ,
, , ,
, , ,
, , ,
, , ,
,
Hi Jim,
As soon as I heard this on the news I thought of you! In the News, they
said it happened at Crescent city and I new you must be near by I am proud
(now, even more) to have you as my friend! I just wish I could be there
helping both the victims and rescue personnel with you!
You are a good man Jim!! (your townsmen and women too).
Sam Sax
-----Original Message-----
From: cjpilot710(at)aol.com [mailto:cjpilot710(at)aol.com]
Sevendips(at)aol.com; CEParaiso(at)aol.com; Inetnovice(at)aol.com;
JGoolsby(at)umaryland.edu; keith.goolsby(at)eds.com; artziggy6(at)yahoo.com;
moreira_thais(at)hotmail.com; vicky(at)shippei.com; WINDSURFE(at)aol.com;
paraisoam(at)surfbest.net; EdrisDee(at)aol.com; Ckelso17(at)earthlink.net;
megatlx(at)cyberway.com.sg; Bigj10(at)msn.com; gaf127enl(at)msn.com; roja(at)cwcom.net;
DrRSWms(at)aol.com; MDSHELLEY(at)aol.com; cd001633(at)mindspring.com; cpayne(at)mc.net;
yakjock(at)msn.com; linedog(at)peoplepc.com; bdogltd(at)pacbell.net;
wfricke(at)mediaone.net; finleycj6(at)juno.com; BDorsey777(at)aol.com;
wildf15c(at)hotmail.com; rvfltd(at)televar.com; Swifty305(at)aol.com;
tcalloway(at)datatechnique.com; paulcfitzgerald(at)attbi.com;
mason.t(at)worldnet.att.net; WaltOrth(at)aol.com; radialpower(at)cox.net;
yak-list(at)matronics.com
Subject: My Town
Friends & family,
I just had an experience. I don't know why but I didn't expect this at all.
Most of you know that Dede & I live in a very small town in one of the
poorest counties of Florida. Crescent City only has 3,200 folks in it. Its
farm country (ferns and fruits) very laid back and slow.
This afternoon a north bound Amtrack train (the auto train) derailed just
south of town. Last I heard 6 died, 20 plus badly injured, with the
remaining 460+/- beat up. There lots of elderly folks on the train (old
snow birds returning north). When I realized how close it was, I jump into
my jeep. I had no idea what I could do. When I got there, I found
organized chaos. I recognized a lot of my fellow townsmen. Soon I was
following a friend's son carrying ice and water toward the crash site. Next
I was helping a 94 year old fellow from NJ walk the 150 yards to the
transportation point for the walking wounded. Back again to the site, this
time, a guy who needed oxygen because of some kind lung illness. Next was
letting some young mother use my cell phone, to let her folks know that she
the her two (1&3) were OK. It was hard to believe, they were filthy from
the dirt kicked up as their car slid along on its side. The last one to
walk out didn't really make it, we needed to get her a gurney and than an
ambulance. The next thing I knew I was working the food center for the
EMTs, fireman, and cops. Than I was picking up triage mats and back boards
that were laying around and no longer in use. There EMT helicopters every
where and at times it was a surreal view with the landing lights of the
choppers landing in their rotor wash. I found myself handing out water to
hot and dirty firemen, than picking up garbage left near by. Suddenly a PA
system came on the air. It said that each EMT/fire unit send one member to
the command center and all "civilians" please the area. That was me and it
was over. But a lot of my fellow townsmen & women were leaving with me.
Black and white, young and old.
I am very proud of my town.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
Jim, Its people like you, and towns like yours that make
this the country that it is. I'm proud to be on your
email list. Ron Swanson
--
>
> Hi Jim,
>
> As soon as I heard this on the news I thought of you! In the News, they
> said it happened at Crescent city and I new you must be near by I am proud
> (now, even more) to have you as my friend! I just wish I could be there
> helping both the victims and rescue personnel with you!
>
> You are a good man Jim!! (your townsmen and women too).
>
> Sam Sax
>
>
> -----Original Message-----
> From: cjpilot710(at)aol.com [mailto:cjpilot710(at)aol.com]
> To: davedris(at)inet.net; pino1(at)compuserve.com; RAre406906(at)aol.com;
> Sevendips(at)aol.com; CEParaiso(at)aol.com; Inetnovice(at)aol.com;
> JGoolsby(at)umaryland.edu; keith.goolsby(at)eds.com; artziggy6(at)yahoo.com;
> moreira_thais(at)hotmail.com; vicky(at)shippei.com; WINDSURFE(at)aol.com;
> paraisoam(at)surfbest.net; EdrisDee(at)aol.com; Ckelso17(at)earthlink.net;
> megatlx(at)cyberway.com.sg; Bigj10(at)msn.com; gaf127enl(at)msn.com; roja(at)cwcom.net;
> DrRSWms(at)aol.com; MDSHELLEY(at)aol.com; cd001633(at)mindspring.com; cpayne(at)mc.net;
> yakjock(at)msn.com; linedog(at)peoplepc.com; bdogltd(at)pacbell.net;
> wfricke(at)mediaone.net; finleycj6(at)juno.com; BDorsey777(at)aol.com;
> wildf15c(at)hotmail.com; rvfltd(at)televar.com; Swifty305(at)aol.com;
> tcalloway(at)datatechnique.com; paulcfitzgerald(at)attbi.com;
> mason.t(at)worldnet.att.net; WaltOrth(at)aol.com; radialpower(at)cox.net;
> yak-list(at)matronics.com
> Subject: My Town
>
> Friends & family,
>
> I just had an experience. I don't know why but I didn't expect this at all.
> Most of you know that Dede & I live in a very small town in one of the
> poorest counties of Florida. Crescent City only has 3,200 folks in it. Its
> farm country (ferns and fruits) very laid back and slow.
>
> This afternoon a north bound Amtrack train (the auto train) derailed just
> south of town. Last I heard 6 died, 20 plus badly injured, with the
> remaining 460+/- beat up. There lots of elderly folks on the train (old
> snow birds returning north). When I realized how close it was, I jump into
> my jeep. I had no idea what I could do. When I got there, I found
> organized chaos. I recognized a lot of my fellow townsmen. Soon I was
> following a friend's son carrying ice and water toward the crash site. Next
> I was helping a 94 year old fellow from NJ walk the 150 yards to the
> transportation point for the walking wounded. Back again to the site, this
> time, a guy who needed oxygen because of some kind lung illness. Next was
> letting some young mother use my cell phone, to let her folks know that she
> the her two (1&3) were OK. It was hard to believe, they were filthy from
> the dirt kicked up as their car slid along on its side. The last one to
> walk out didn't really make it, we needed to get her a gurney and than an
> ambulance. The next thing I knew I was working the food center for the
> EMTs, fireman, and cops. Than I was picking up triage mats and back boards
> that were laying around and no longer in use. There EMT helicopters every
> where and at times it was a surreal view with the landing lights of the
> choppers landing in their rotor wash. I found myself handing out water to
> hot and dirty firemen, than picking up garbage left near by. Suddenly a PA
> system came on the air. It said that each EMT/fire unit send one member to
> the command center and all "civilians" please the area. That was me and it
> was over. But a lot of my fellow townsmen & women were leaving with me.
> Black and white, young and old.
>
> I am very proud of my town.
>
> Jim Goolsby
> cjpilot710(at)aol.com
> 386-467-3313 voice
> 386-467-3193 fax
> 386-569-7060 cell "They that can give up essential liberty to obtain
> a little safety, deserve neither liberty nor
> safety"
> Benjamin Franklin 1759
> "There is no "innocence" in war. All
> collateral damage
> is acceptable."
> unk.
> "With my shield, or on it"
> Trojan Warriors BC
>
>
>
>
>
>
________________________________________________________________________________
| From: | "A. Dennis Savarese" <adsavar(at)gte.net> |
| Subject: | Re: (no subject) |
Dave,
The resolution is to add 6 ounces of Marvel Mystery Oil to each 15 gallons
of fuel. Do this religiously meaning even when you are topping off the
tanks, interpolate the number of ounces of MMO required for the amount of
fuel you are adding. The MMO has cured the hesitation problem on many an
M14P and it does well for the valves too. Buy it at Wal-Mart in gallon
containers for under $10. Purchase a single quart to carry in the airplane
along with a small measuring cup with ounce marks on it. Most auto supply
stores carry MMO as well. Let me know your results after about 2-3 tanks of
fuel with MMO.
Dennis Savarese
YAK 52 "China Doll"
----- Original Message -----
From: <VDesi10492(at)aol.com>
Subject: Yak-List: (no subject)
>
>
> Hi guys
>
> I just got my 52 and it hesitates a bit when I go from idle and
> apply power for takeoff. The acceleration pump is set properly and the
plugs
> are not fouling during taxi. Idle is 1000 rpm and the seller tells me it
is
> not running too rich. Friends who watched me today said during the first
> runup it gave off black smoke during initial throttle advancement. Also
> today I had my first hot start. It acted like fuel vaporization was going
> on. Could you please give me some tips on priming differences pump side
and
> cylinder side during a hot start. Thanks for the advice.
>
> Dave
>
> vdesi10492(at)AOL.com
>
>
________________________________________________________________________________
| From: | "A. Dennis Savarese" <adsavar(at)gte.net> |
| Subject: | Re: (no subject) |
Dave,
On priming, turn on the Battery Switch and Engine Instrument circuit
breaker/switch. Then I pump up the pressure (knob turned left) as
indicated on the fuel pressure gauge (it will drop off, but that's OK).
Then turning the knob to the right to prime, I pump four shots of prime.
THEN TURN OFF THE BATTERY SWITCH. I exit the airplane and pull the prop
through 4 more blades. When I get back in the airplane, I prime 2-3 more
shots depending on the outside temperature. The colder, the more prime I
use. Then I hit the start button and off we go. Hope this helps. Please
understand, each engine much like the older carbureted automobile engines
has it's own idiosyncrasy for starting technique. But this is a good
starting point though.
Dennis Savarese
----- Original Message -----
From: <VDesi10492(at)aol.com>
Subject: Yak-List: (no subject)
>
>
> Hi guys
>
> I just got my 52 and it hesitates a bit when I go from idle and
> apply power for takeoff. The acceleration pump is set properly and the
plugs
> are not fouling during taxi. Idle is 1000 rpm and the seller tells me it
is
> not running too rich. Friends who watched me today said during the first
> runup it gave off black smoke during initial throttle advancement. Also
> today I had my first hot start. It acted like fuel vaporization was going
> on. Could you please give me some tips on priming differences pump side
and
> cylinder side during a hot start. Thanks for the advice.
>
> Dave
>
> vdesi10492(at)AOL.com
>
>
________________________________________________________________________________
| From: | VDesi10492(at)aol.com |
| Subject: | Re: new 52 owner |
Thanks guys for the info on the hesitation and starting protocol. I
will give this info a try today.
Thanks
Dave
vdesi10492(at)AOL.com
________________________________________________________________________________
| From: | John Alber <john(at)johnalber.com> |
| Subject: | Skytrace Spin Training |
Gennady teaches that the easiest way to know when to center the controls and fly
out is to pay attention to your straps. When you begin to feel your straps,
that means your elevator is effective and you are starting to push over. Then
it's time to fly out. That will prevent an inverted secondary spin.
John Alber
From: "Gus Fraser" <fraseg(at)itsnpt.com>
Subject: RE: Yak-List: Skytrace Spin Training
Yes,
Until the nose drops but as I said before timing is everything if you
don't
you will be sinning on your back
Gus
John Alber
john(at)johnalber.com
Home 618-675-3553
Work 314-259-2144
---------------------------------
________________________________________________________________________________
| From: | "A. Dennis Savarese" <adsavar(at)gte.net> |
Jim,
It's people like you and the people from your town that make this country so
great. I am very proud to know you and to be on your personal email list.
Dennis Savarese
----- Original Message -----
From: <cjpilot710(at)aol.com>
; ; ;
; ; ;
; ; ;
; ; ;
; ; ;
; ; ;
; ; ;
; ; ;
; ; ;
; ; ;
; ; ;
;
Subject: Yak-List: My Town
>
> Friends & family,
>
> I just had an experience. I don't know why but I didn't expect this at
all.
> Most of you know that Dede & I live in a very small town in one of the
> poorest counties of Florida. Crescent City only has 3,200 folks in it.
Its
> farm country (ferns and fruits) very laid back and slow.
>
> This afternoon a north bound Amtrack train (the auto train) derailed just
> south of town. Last I heard 6 died, 20 plus badly injured, with the
> remaining 460+/- beat up. There lots of elderly folks on the train (old
snow
> birds returning north). When I realized how close it was, I jump into my
> jeep. I had no idea what I could do. When I got there, I found
organized
> chaos. I recognized a lot of my fellow townsmen. Soon I was following a
> friend's son carrying ice and water toward the crash site. Next I was
> helping a 94 year old fellow from NJ walk the 150 yards to the
transportation
> point for the walking wounded. Back again to the site, this time, a guy
who
> needed oxygen because of some kind lung illness. Next was letting some
young
> mother use my cell phone, to let her folks know that she the her two (1&3)
> were OK. It was hard to believe, they were filthy from the dirt kicked up
as
> their car slid along on its side. The last one to walk out didn't really
> make it, we needed to get her a gurney and than an ambulance. The next
thing
> I knew I was working the food center for the EMTs, fireman, and cops.
Than I
> was picking up triage mats and back boards that were laying around and no
> longer in use. There EMT helicopters every where and at times it was a
> surreal view with the landing lights of the choppers landing in their
rotor
> wash. I found myself handing out water to hot and dirty firemen, than
> picking up garbage left near by. Suddenly a PA system came on the air.
It
> said that each EMT/fire unit send one member to the command center and all
> "civilians" please the area. That was me and it was over. But a lot of
my
> fellow townsmen & women were leaving with me. Black and white, young and
> old.
>
> I am very proud of my town.
>
> Jim Goolsby
> cjpilot710(at)aol.com
> 386-467-3313 voice
> 386-467-3193 fax
> 386-569-7060 cell "They that can give up essential liberty to obtain
> a little safety, deserve neither liberty
nor
> safety"
> Benjamin Franklin 1759
> "There is no "innocence" in war. All
> collateral damage
> is acceptable."
> unk.
> "With my shield, or on it"
> Trojan Warriors BC
>
>
________________________________________________________________________________
| From: | "Russ Dycus" <dycusr(at)hotmail.com> |
Subject: RE: Yak-List: My Town
Hi Jim,
As soon as I heard this on the news I thought of you! In the News, they
said it happened at Crescent city and I new you must be near by - I am proud
(now, even more) to have you as my friend! I just wish I could be there
helping both the victims and rescue personnel with you!
You are a good man Jim!! (your townsmen and women too).
Sam Sax
I can only echo Sam's comments, hear hear for Jim G. a truly good man!
Russ (humbled by greatness) Dycus
________________________________________________________________________________
| From: | "Tom Mason" <mason.t(at)worldnet.att.net> |
, , ,
, , ,
, , ,
, , ,
, , ,
, , ,
, , ,
, , ,
, , ,
, , ,
, ,
, ,
It sounds like we can all be proud of the folks in Crescent City
It's great when people can work together.
Tom Mason
-----Original Message-----
From: cjpilot710(at)aol.com [mailto:cjpilot710(at)aol.com]
Sevendips(at)aol.com; CEParaiso(at)aol.com; Inetnovice(at)aol.com;
JGoolsby(at)umaryland.edu; keith.goolsby(at)eds.com; artziggy6(at)yahoo.com;
moreira_thais(at)hotmail.com; vicky(at)shippei.com; WINDSURFE(at)aol.com;
paraisoam(at)surfbest.net; EdrisDee(at)aol.com; Ckelso17(at)earthlink.net;
megatlx(at)cyberway.com.sg; Bigj10(at)msn.com; gaf127enl(at)msn.com; roja(at)cwcom.net;
DrRSWms(at)aol.com; MDSHELLEY(at)aol.com; cd001633(at)mindspring.com; cpayne(at)mc.net;
yakjock(at)msn.com; linedog(at)peoplepc.com; bdogltd(at)pacbell.net;
wfricke(at)mediaone.net; finleycj6(at)juno.com; BDorsey777(at)aol.com;
wildf15c(at)hotmail.com; rvfltd(at)televar.com; Swifty305(at)aol.com;
tcalloway(at)datatechnique.com; paulcfitzgerald(at)attbi.com;
mason.t(at)worldnet.att.net; WaltOrth(at)aol.com; radialpower(at)cox.net;
yak-list(at)matronics.com
Subject: My Town
Friends & family,
I just had an experience. I don't know why but I didn't expect this at all.
Most of you know that Dede & I live in a very small town in one of the
poorest counties of Florida. Crescent City only has 3,200 folks in it. Its
farm country (ferns and fruits) very laid back and slow.
This afternoon a north bound Amtrack train (the auto train) derailed just
south of town. Last I heard 6 died, 20 plus badly injured, with the
remaining 460+/- beat up. There lots of elderly folks on the train (old
snow birds returning north). When I realized how close it was, I jump into
my jeep. I had no idea what I could do. When I got there, I found
organized chaos. I recognized a lot of my fellow townsmen. Soon I was
following a friend's son carrying ice and water toward the crash site. Next
I was helping a 94 year old fellow from NJ walk the 150 yards to the
transportation point for the walking wounded. Back again to the site, this
time, a guy who needed oxygen because of some kind lung illness. Next was
letting some young mother use my cell phone, to let her folks know that she
the her two (1&3) were OK. It was hard to believe, they were filthy from
the dirt kicked up as their car slid along on its side. The last one to
walk out didn't really make it, we needed to get her a gurney and than an
ambulance. The next thing I knew I was working the food center for the
EMTs, fireman, and cops. Than I was picking up triage mats and back boards
that were laying around and no longer in use. There EMT helicopters every
where and at times it was a surreal view with the landing lights of the
choppers landing in their rotor wash. I found myself handing out water to
hot and dirty firemen, than picking up garbage left near by. Suddenly a PA
system came on the air. It said that each EMT/fire unit send one member to
the command center and all "civilians" please the area. That was me and it
was over. But a lot of my fellow townsmen & women were leaving with me.
Black and white, young and old.
I am very proud of my town.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
, , ,
, , ,
, , ,
, , ,
, , ,
, , ,
, , ,
, , ,
, , ,
, , ,
, ,
,
| From: | "Barry W. Hancock" <radialpower(at)cox.net> |
On Friday, April 19, 2002, at 07:39 AM, Tom Mason wrote:
>=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0It sounds like we can all be proud of
the folks in Crescent
> City It=92s great when people can work together.
>
>
Yep, I'll only add that Americans rise to the challenge again and
again. We are a great nation because we have a nation of great people. =20
Things like this also show where there's a need there's a way, and it
doesn't take bureaucracy to get it done.
Jim, thank you for being a great example to people like me.
Barry
________________________________________________________________________________
| From: | "Hal Morley" <yakjock(at)msn.com> |
Jim,
First, I will be at MTW with a GIB (a pilot) who has unconditionally
volunteered to help on the ground. We will only be at OSH for the first
day as I have to get home for my #2 daughter's wedding.
Second, good show to you and your townsfolk for jumping in to help. I'm
very proud of you and them. and, I'm not the least surprised as I can't
imagine you doing anything else!
As an illustration of a different way to handle things, I was in a
head-on train collision in Ecuador on Washington's birthday, 1962. The
wreck occurred 67 kilometers inland from Guayaquil as we headed for
Quito. I was there with about a hundred other midshipmen on an
overnight leave from the training ship Golden Bear. The crash took
place in mountainous country, and only one midshipmen was seriously hurt
(he was standing next to me on the front center of the locomotive; I
jumped off the right side and he was a split second too slow going off
the left and got a bit smashed up). Sixty-five Ecuadorians died and the
midshipmen were credited with saving sixty others. The locals did
nothing to help those who were trapped and injured. Their practice at
the time was to sit and wait for the authorities to come - in this case
five hours.
________________________________________________________________________________
Please notice P.39 of the May issue of Air&Space
from the Smithsonian. As part of an article on
Russian/commie A/C in the US, there is a familiar
full page shot of Our Gang (AOPA pics) in
formation with #4 breaking away.
They are credited as Nanchang CJ-6A's and the YPA
is mentioned. Great PR
Craig Payne
________________________________________________________________________________
| From: | "Terry Calloway" <TCalloway(at)datatechnique.com> |
| Subject: | Re: Air & Space mag |
Old news!
>>> cpayne(at)mc.net 04/19/02 12:47PM >>>
Please notice P.39 of the May issue of Air&Space
from the Smithsonian. As part of an article on
Russian/commie A/C in the US, there is a familiar
full page shot of Our Gang (AOPA pics) in
formation with #4 breaking away.
They are credited as Nanchang CJ-6A's and the YPA
is mentioned. Great PR
Craig Payne
________________________________________________________________________________
Perhaps, but I'm just getting caught up on my *stuff* after SNF. Still...
why didn't someone mention it before??? Air & Space has a wide circulation.
Craig
Old news!
>>> cpayne(at)mc.net 04/19/02 12:47PM >>>
Please notice P.39 of the May issue of Air&Space
from the Smithsonian. As part of an article on
Russian/commie A/C in the US, there is a familiar
full page shot of Our Gang (AOPA pics) in
formation with #4 breaking away.
They are credited as Nanchang CJ-6A's and the YPA
is mentioned. Great PR
Craig Payne
________________________________________________________________________________
| From: | "Drew" <aapilot(at)adelphia.net> |
Folks,
Here are some current statistics regarding the West Coast Red Star
event,
These numbers may flux a bit, but according to my e-mail and snail mail
registrations, we have about about 27+/- aircraft considering Castle as
their weekend destination May 4th.
Of this number, (a few CJers are coming in from the East without their
aircraft), the pilot count is 8 Yak drivers, 22 Nanchangers, 1 AN-2, and
a few L-29/39 models. Of the Yaks we have a 50 and a 9.
If you fly a Yak, come on out and be counted among your comrades, I
would like nothing more than to see the ramp swamped by Yaks. Vladimir
has stated repeatedly his intent to show and spread some knowledge on
the M-14 and other subjects for us. Other vendors who have stated they
will be attending are Gharmin, United Prop, and our very own Doug Sapp.
I'm also having a best in show for our two most popular aircraft types,
perhaps we should also have an award for "most expected hanger time in
FY 02" as well ;)
16 FAST Formation qualified pilots have communicated their intent to
show at Red Star (aircraft or not), and 18 non FAST qualified and a few
who are flying spam and intend to make the change...Let's hope for good
WX, particularly for the Canadians...
And everyone would like to see jet drivers in the break, lots of runway
on one end of the ramp, lots of jet fuel on the other...
I am looking for an aerobatics instructor to attend. If you fly a Yak
55, SU-26 or other mount and haven't considered dropping in, we are
working on the airfield aerobatics box and could use your expertise.
Contact me directly for special information...
We are about full for those wanting to maximize FAST formation training,
however, if you are not interested in full 4 ship FAST certification,
I'm still promoting all interested to attend and receive ground/flight
training at whatever level that suits your flying the best (i.e 2 ship).
Please, if you are attending Red Star and want to involve yourself in
formation at any level, download the FAST Form Manual and come well
prepared.
Friday night is a cook your own steak BBQ at the rec/O-club where a crud
tournament will break out spontaneously. Saturday night is a banquet
put on by the friendly staff of the Castle Museum and restaurant,
tickets for that will be sold during the event.
Once again, if you know of any Red Star Jets (Mig, L-Series, etc.) or
other unique prop variants near the Left Coast, pass them to
www.allredstar.com And check the web sit for updates, I will make a post
each time one is uploaded and the most important info is always listed
under the NOTAMS section.
I've had a couple of companies that serve the Red Star community step-up
to the plate as sponsors, thanks Cannon Aviation Insurance and Jim Selby
Enterprises!! I know Jim, his son and Tom Johnson personally, and am
not surprised they reached out to help our community. If you/your
company would like to help, please contact me.
Drew-
Drew A. Blahnick
Red Star AEG.
Cell 310-493-4245
www.allredstar.com
________________________________________________________________________________
| From: | VDesi10492(at)aol.com |
I just tried to start my 52 with low air and I flooded it. What is
the best way to start this engine when you have flooded it? Also can you
service your air system with nitrogen instead of air? It is easier to get on
the road at FBOs. If not is there a small bottle that a lot of the guys take
with them if they blow a start on the road?
Thanks for the help
New Guy Dave
vdesi10492(at)AOL.com
________________________________________________________________________________
| From: | "A. Dennis Savarese" <adsavar(at)gte.net> |
Dave,
Flooded engine - With the throttle closed, I would pull the prop through
about 8-10 blades to help purge the cylinders. Then let it sit for 10-15
minutes. Avgas (assuming that's what's in your fuel tanks) evaporates
fairly quickly. When you go to start it the next time, do not prime again.
Position the prop to the 1-2 and 7-8 o'clock position. Pump the throttle
2-3 times and position the throttle about 1/4 of the way open. Make sure
the rear mag switch is in the 1 and 2 position. Make sure the toggle switch
in the rear next to the mag switch is UP. Press the airstart button and
when it fires, flip the mag switch (front cockpit of course) to the 1 and 2
position. If it doesn't fire, then pump 1-2 shots of prime in and repeat
the procedure.
Air system service - Yes you can service your air system with Nitrogen. It
works just fine.
If you'd like to talk to me on the phone, please feel free to call me on my
cell phone as I'll be working on my YAK 52 this morning. I'm on central
time.
Dennis Savarese
334-546-8182
----- Original Message -----
From: <VDesi10492(at)aol.com>
Subject: Yak-List: Re: New Owner
>
>
> I just tried to start my 52 with low air and I flooded it. What
is
> the best way to start this engine when you have flooded it? Also can you
> service your air system with nitrogen instead of air? It is easier to get
on
> the road at FBOs. If not is there a small bottle that a lot of the guys
take
> with them if they blow a start on the road?
>
> Thanks for the help
>
> New Guy Dave
> vdesi10492(at)AOL.com
>
>
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
In a message dated 4/20/02 8:48:50 AM Eastern Daylight Time,
>
> I just tried to start my 52 with low air and I flooded it. What is
> the best way to start this engine when you have flooded it? Also can you
> service your air system with nitrogen instead of air? It is easier to get
> on
> the road at FBOs. If not is there a small bottle that a lot of the guys
> take
> with them if they blow a start on the road?
> Thanks for the help
> New Guy Dave
>
New Guy Dave,
Welcome to the club of those who have. There are number of things you can do.
1. Just wait awhile till the fuel evaporates out of the system. How long?
Depends on how much you flooded it.
2. WITH THE MAGS OFF. Pull the prop though 9 OR 10 times with the throttle
full open. This allows air to flow though the entire induction system and
helps evaporate the fuel.
3. If you have enough air, just hold down on the starter button with
throttle full open. BE PREPARED CLOSE THE THROTTLE IMMEDIATELY, when the
engine catches.
Do not "pump" the throttle during any of this. The accelerator pump on the
carburetor will be pumping fuel into the induction system with each movement
thus only aggravating your problem.
Yes, you can use nitrogen to start the engine. It does not start as well as
normal air, BUT it will start. You might want to open the throttle a little
more during the start. You still need the correct or best fuel/air mixture.
Some guys carry a small scuba tank for such events. Some folks have WW2 gun
compressor wired/piped into their machines.
WHATEVER YOU DO- DO NOT- REPEAT- DO NOT SERVICE YOUR SYSTEM WITH PURE QXYGEN.
Me? I depend on hand propping. A number of folks can tell you that these
engines hand start very easily. There IS INHERENT RISK here. But it can be
done safely but there very specific steps different from US type
engines/aircraft.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
In a message dated 4/20/02 9:23:35 AM Eastern Daylight Time, adsavar(at)gte.net
writes:
Dave
This procedure works fine too.
>
> Dave,
> Flooded engine - With the throttle closed, I would pull the prop through
> about 8-10 blades to help purge the cylinders. Then let it sit for 10-15
> minutes. Avgas (assuming that's what's in your fuel tanks) evaporates
> fairly quickly. When you go to start it the next time, do not prime again.
> Position the prop to the 1-2 and 7-8 o'clock position. Pump the throttle
> 2-3 times and position the throttle about 1/4 of the way open. Make sure
> the rear mag switch is in the 1 and 2 position. Make sure the toggle switch
> in the rear next to the mag switch is UP. Press the airstart button and
> when it fires, flip the mag switch (front cockpit of course) to the 1 and 2
> position. If it doesn't fire, then pump 1-2 shots of prime in and repeat
> the procedure.
>
> Air system service - Yes you can service your air system with Nitrogen. It
> works just fine.
>
> If you'd like to talk to me on the phone, please feel free to call me on my
> cell phone as I'll be working on my YAK 52 this morning. I'm on central
> time.
> Dennis Savarese
> 334-546-8182
> ----- Original Message -----
> From: <VDesi10492(at)aol.com>
> To:
> Subject: Yak-List: Re: New Owner
>
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
| Subject: | Re: (no subject) |
>
> > I just got my 52 and it hesitates a bit when I go from idle and
> > apply power for takeoff.
>
>The resolution is to add 6 ounces of Marvel Mystery Oil to each 15 gallons
>of fuel.
I would love to hear the logic behind this.
Hesitation when opening the throttle is almost always a case of the
acceleration pump not moving enough volume of extra fuel thus causing a
transient lean condition. Perhaps you are suggesting that MMO cleans a
badly dirty acceleration pump jet? The problem is that it would have to be
*really* dirty to make that much difference.
>Do this religiously meaning even when you are topping off the
>tanks, interpolate the number of ounces of MMO required for the amount of
>fuel you are adding. The MMO has cured the hesitation problem on many an
>M14P and it does well for the valves too.
Putting additives in fuel is generally a bad idea unless you know exactly
what is in there and why you are doing it.
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
At 05:47 AM 4/20/2002, you wrote:
>
>
> I just tried to start my 52 with low air and I flooded it. What is
>the best way to start this engine when you have flooded it?
1. Turn the engine backwards to push any extra fuel back into the intake
risers.
2. Open the intake tube drains and get any extra liquid fuel out of the
intakes. These two steps are to reduce the possibility of hydraulic lock
on the liquid fuel.
3. Pull the engine forward 8-10 blades while feeling carefully for
hydraulic lock. If you feel any undue resistance, remove the lower plugs
to drain the fuel from the cylinders.
4. Get in the cockpit and crank the engine with the throttle open about
3/4. Reduce the throttle when the engine fires.
If you try this procedure and your engine doesn't start after about 10-15
blades you may need to reprime.
>Also can you
>service your air system with nitrogen instead of air?
Yes. Air is admitted to the cylinder for cranking after TDC and after the
plugs have fired. If the cylinder is going to fire it will have already
and the combustion pressure will keep the high-pressure air port in the
cylinder closed.
>It is easier to get on
>the road at FBOs. If not is there a small bottle that a lot of the guys take
>with them if they blow a start on the road?
Many people carry a SCUBA bottle with the appropriate fittings to refill
the pneumatic system. It is a good idea to modify the high pressure air
filler port with a standard Schraeder valve or construct and adaptor so you
can hook up a nitrogen bottle.
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | VDesi10492(at)aol.com |
Thanks guys for the suggestions of curing a flooded engine. I guess
I did a bang up job. I ended up taking out all the plugs and they were
soaking wet with fuel. I will clean them and try again in a day or so. It
seems to me that each engine is a bit different. By the way where is the
proper rpm for idlle. Mine is set at 1000 by the former owner and I taxi way
to fast and am using too much break. Also, in flight is a fill rate on the
system side of 10 atmospheres per 10 minutes about right? Mine will fill to
51 atmospheres in flight.
Thanks
Dave DeSimone
vdesi10492(at)AOL.com
________________________________________________________________________________
| From: | "Russ Dycus" <dycusr(at)hotmail.com> |
| Subject: | Re: Fw: Re: The Lady |
Bcc:
> THE LADY
>
> I wonder what she thought
> As she stood there, strong and tall.
> She couldn't turn away,
> She was forced to watch it all.
>
> Did she long to offer comfort
> As her country bled?
> With her arm forever frozen
> High above her head.
>
> She could not shield her eyes
> She could not hide her face
> She just stared across the water
> Keeping Freedom's place.
>
> The smell of smoke and terror
> Somehow reduced her size
> So small within the harbor
> But still we recognized...
>
> How dignified and beautiful
> On a day so many died
> I wonder what she thought,
> And I know she must have cried.
> ---------------------------------------------------
>
> One
>
> As the soot and dirt and ash rained down,
> We became one color.
>
> As we carried each other down the
> stairs of the burning building,
> We became one class.
>
> As we lit candles of waiting and hope,
> We became one generation.
>
> As the firefighters and police officers
> fought their way into the inferno,
> We became one gender.
>
> As we fell to our knees
> in prayer for strength,
> We became one faith.
>
> As we whispered or shouted
> words of encouragement,
> We spoke one language.
>
> As we gave our blood in lines a mile long,
> We became one body.
>
> As we mourned together the great loss,
> We became one family.
>
> As we cried tears of grief and loss,
> We became one soul.
>
> As we retell with pride of
> the sacrifice of heroes,
> We become one people.
>
> We are:
> One color
> One class
> One generation
> One gender
> One faith
> One language
> One body
> One family
> One soul
> One people
>
> We are The Power of One.
> We are United.
> We are America.
>
>
> This candle was lit on the 11th of September, 2001.
> Please pass it on to your friends & family so that it
> may shine all across America.
>
> "A candle loses nothing by lighting another candle,
> it gains a greater brilliance."
>
>
-------
Send and receive Hotmail on your mobile device: Click Here
________________________________________________________________________________
| Subject: | Re: Yak-List Digest: 10 Msgs - 04/15/02 |
In a message dated 04/16/2002 3:57:48 AM Atlantic Daylight Time,
yak-list-digest(at)matronics.com writes:
> recovery is also spelled out in the SU-29 flight handbook. Reduce power and
> move stick to full forward right. That's correct - in spin - controls.
> The nose will come down immediately and the a/c will fly away in a turn to
> the right.
What are the rudder inputs? What instrument indications do you have in an
inverted Vs upright flat spin? I cringe when I hear anyone say that one
should "feel" anything such as strap pressure to indicate anything in spin
recovery. Especially in the stressful grips of an unintentional departure,
our seat of the pants feelings are notoriously unreliable. So far I agree
with what people are saying as to getting spin training...lots of it, before
going on to advanced aerobatics whatever airplane you fly. At this point I'll
qualify my comments as my last job as a Navy Instructor Pilot (among
countless paperwork jobs) was the OCF (spin) Standardization officer for
Training Wing Two in NAS Kingsville, TX. I've spent way more time inverted in
a T-2C Buckeye than I care to remember. I'm aware that there are big time
differences in spinning jets Vs spinning props but all of the basics apply
(the T-2 would recover from inverted spins using the recovery procedures of
any tactical jet. That's why we trained in it). Develop a checklist for
yourself and know what the indications of your aircraft are vis departures,
Post Stall Gyrations, incipient spins, spins (upright and inverted) and
especially high speed spirals. Please, please don't let anyone talk you into
relying on your senses to tell you what to do. I can attest that even your
eyes can deceive you when you're in a violent, unplanned inverted gyration
that develops into a spin. Which direction you're rotating, G forces,
airspeed, etc., etc., this is what you should be analyzing. I'm developing a
simple Emergency checklist for departures and I'd like input from anyone who
is interested. I'll put it together in an article for the YPA newsletter.
This is what I use:
1- Neutralize Flight controls. (VISUALLY CHECK THEM...THAT'S WHAT THE WHITE
LINE ON YOUR INSTRUMENT PANEL IS FOR!)
2- Altitude (how much time do you have for recovery)
3- Analyze (what is going on, turn needle, airspeed, AOA if you have one,
altimeter again)
4- Recover
I'd like to generate some discussion. My Email is skipsly(at)aol.com
Skip "Ranger Rick" Slyfield
________________________________________________________________________________
| From: | "A. Dennis Savarese" <adsavar(at)gte.net> |
| Subject: | Re: (no subject) |
This subject has been regurgitated a number of times. I believe it was
Craig Payne, although I could be wrong, who said in one of the previous
discussions, go to Reno during the air races and see how many gallon
containers of MMO there are in the pits.
I won't belabor this subject or try to prove why it works or justify why I
use it. All I can tell you is I had precisely the same hesitation and a
person who I consider an M14 and Yak expert suggested I try it. I did and
the hesitation went away. It's also excellent for valve lubrication.
Dennis Savarese
----- Original Message -----
From: "Brian Lloyd" <brian(at)lloyd.com>
Subject: Re: Yak-List: (no subject)
>
>
> >
> > > I just got my 52 and it hesitates a bit when I go from idle and
> > > apply power for takeoff.
> >
> >The resolution is to add 6 ounces of Marvel Mystery Oil to each 15
gallons
> >of fuel.
>
> I would love to hear the logic behind this.
>
> Hesitation when opening the throttle is almost always a case of the
> acceleration pump not moving enough volume of extra fuel thus causing a
> transient lean condition. Perhaps you are suggesting that MMO cleans a
> badly dirty acceleration pump jet? The problem is that it would have to
be
> *really* dirty to make that much difference.
>
> >Do this religiously meaning even when you are topping off the
> >tanks, interpolate the number of ounces of MMO required for the amount of
> >fuel you are adding. The MMO has cured the hesitation problem on many an
> >M14P and it does well for the valves too.
>
> Putting additives in fuel is generally a bad idea unless you know exactly
> what is in there and why you are doing it.
>
>
> Brian Lloyd
> brian(at)lloyd.com
> +1.530.676.1113 - voice
> +1.360.838.9669 - fax
>
>
________________________________________________________________________________
| From: | "Gus Fraser" <fraseg(at)itsnpt.com> |
| Subject: | Rangers Ricks spin mail |
Rick
Try it some time if you choose. I am not sure about the straps thing either
but here is what I do in a 52. Do you use a CJ or a 52 ?
If you use a 52 go up and enter a flat spin at 5500ft. Best in a 52 climb to
slow down when you hit 120 KPH level check at 110kph, pull with rudder. When
the spin develops add power as well as left aileron. Gets really flat and
starts to shake like F&
K. no more than two rotations then kill the power,
FULL prow spin aileron and foward stick and opposite rudder at the same
time. When you think you have hit the end stops push again and even harder
the force required is really rather high, and hold until the spin breaks.
This will be indicated by a simultanious stop of rotation and the nose will
drop like a stone, I guess this is what he meant about the straps thing,
When this happens put everything in the middle at the same time. You will
now be pointing at the ground and recover. If you delay the centralization
of the controls you will be spinning on your back. In this situation I have
always used the "step on the ball" method. Then do the same with a standard
Spin recovery and compare the loss of altitude. You should find that the
first method will save you about 300 ft.
I would guess that the CJ would not spin so flat so easily due to the
dihederal.
Comments please....
Gus
________________________________________________________________________________
| From: | "Gus Fraser" <fraseg(at)itsnpt.com> |
| Subject: | Rangers Ricks spin mail |
BTW Rick,
I agree about getting good instruction on spins before doing advanced
aerobatics. But, even more basic manouvers can leave you upside down and out
of control. Take the stall turn. If you happen to let the stick come back
and right in a turn to the left then you can easily end up in a bad place.
Gus
-----Original Message-----
From: owner-yak-list-server(at)matronics.com
[mailto:owner-yak-list-server(at)matronics.com]On Behalf Of Gus Fraser
Subject: Yak-List: Rangers Ricks spin mail
Rick
Try it some time if you choose. I am not sure about the straps thing either
but here is what I do in a 52. Do you use a CJ or a 52 ?
If you use a 52 go up and enter a flat spin at 5500ft. Best in a 52 climb to
slow down when you hit 120 KPH level check at 110kph, pull with rudder. When
the spin develops add power as well as left aileron. Gets really flat and
starts to shake like F&
K. no more than two rotations then kill the power,
FULL prow spin aileron and foward stick and opposite rudder at the same
time. When you think you have hit the end stops push again and even harder
the force required is really rather high, and hold until the spin breaks.
This will be indicated by a simultanious stop of rotation and the nose will
drop like a stone, I guess this is what he meant about the straps thing,
When this happens put everything in the middle at the same time. You will
now be pointing at the ground and recover. If you delay the centralization
of the controls you will be spinning on your back. In this situation I have
always used the "step on the ball" method. Then do the same with a standard
Spin recovery and compare the loss of altitude. You should find that the
first method will save you about 300 ft.
I would guess that the CJ would not spin so flat so easily due to the
dihederal.
Comments please....
Gus
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
In a message dated 4/20/02 3:31:34 PM Eastern Daylight Time,
VDesi10492(at)aol.com writes:
>
> Thanks guys for the suggestions of curing a flooded engine. I
> guess
> I did a bang up job. I ended up taking out all the plugs and they were
> soaking wet with fuel. I will clean them and try again in a day or so. It
> seems to me that each engine is a bit different. By the way where is the
> proper rpm for idlle. Mine is set at 1000 by the former owner and I taxi
> way
> to fast and am using too much break. Also, in flight is a fill rate on the
> system side of 10 atmospheres per 10 minutes about right? Mine will fill
> to
>
Someone may know the correct RPM. If I remember the book said 750. The
generator should kick in at 1,000 RPM.
51 atmospheres is fine. ( I can't even read the gage that close!) ;-) Ten
atmospheres in 10 min sounds slow to me. I may be wrong.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | Craig Payne <cpayne(at)mc.net> |
Piston engine racers of all sorts use MMO. What it does is keep the "top
end" loose and cooler during wide open operation. Specifically the valve
guides. It also helps reduce carbon build-up. Carbon build-up on spark
plugs and combustion chamber can cause hesitation when suddenly adding
power such as in a go-around. However, lots of reasons can control
hesitation, not going into that now.
I'm not sure about Yaks, but I have seen some CJ's arrive in the States
with rich mixture settings on the carb, I'd guess that was to protect
the engine from over-leaning by students. After all, once they have
transitioned from the CJ, they probably won't fly a piston engine again
and will only contend with a single power lever (like my M-14P engined
CJ).
Craig Payne
>
>
> This subject has been regurgitated a number of times. I believe it was
> Craig Payne, although I could be wrong, who said in one of the previous
> discussions, go to Reno during the air races and see how many gallon
> containers of MMO there are in the pits.
>
> I won't belabor this subject or try to prove why it works or justify why I
> use it. All I can tell you is I had precisely the same hesitation and a
> person who I consider an M14 and Yak expert suggested I try it. I did and
> the hesitation went away. It's also excellent for valve lubrication.
>
> Dennis Savarese
________________________________________________________________________________
| From: | "A. Dennis Savarese" <adsavar(at)gte.net> |
Since my tach is in percent vs. RPM and my idle is set to 27%, (the book
calls for 760 RPM at idle) doing the math, 27% of 2900 RPM is 783 RPM. 26%
is 754 RPM. 1000 RPM is way too fast. You'll use more air for braking;
wear your brakes faster and the brakes will fade much faster because you're
constantly on them.
As for 10 atm in 10 minutes, I THINK that's about normal, but I'll check
mine tomorrow when I fly and let you know. But off the cuff, it really
doesn't sound too far off.
Dennis Savarese
----- Original Message -----
From: <cjpilot710(at)aol.com>
Subject: Re: Yak-List: Re: New Owner
>
> In a message dated 4/20/02 3:31:34 PM Eastern Daylight Time,
> VDesi10492(at)aol.com writes:
>
>
> >
> > Thanks guys for the suggestions of curing a flooded engine. I
> > guess
> > I did a bang up job. I ended up taking out all the plugs and they were
> > soaking wet with fuel. I will clean them and try again in a day or so.
It
> > seems to me that each engine is a bit different. By the way where is
the
> > proper rpm for idlle. Mine is set at 1000 by the former owner and I
taxi
> > way
> > to fast and am using too much break. Also, in flight is a fill rate on
the
> > system side of 10 atmospheres per 10 minutes about right? Mine will
fill
> > to
> >
>
> Someone may know the correct RPM. If I remember the book said 750. The
> generator should kick in at 1,000 RPM.
> 51 atmospheres is fine. ( I can't even read the gage that close!) ;-)
Ten
> atmospheres in 10 min sounds slow to me. I may be wrong.
> Jim Goolsby
> cjpilot710(at)aol.com
> 386-467-3313 voice
> 386-467-3193 fax
> 386-569-7060 cell "They that can give up essential liberty to obtain
> a little safety, deserve neither liberty
nor
> safety"
> Benjamin Franklin 1759
> "There is no "innocence" in war. All
> collateral damage
> is acceptable."
> unk.
> "With my shield, or on it"
> Trojan Warriors BC
>
>
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
At 12:28 PM 4/20/2002, you wrote:
>
>
>Thanks guys for the suggestions of curing a flooded engine. I guess
>I did a bang up job. I ended up taking out all the plugs and they were
>soaking wet with fuel. I will clean them and try again in a day or so.
Well, that is kinda overkill. Usually a few minutes is enough.
>It seems to me that each engine is a bit different.
That is true.
>By the way where is the
>proper rpm for idlle. Mine is set at 1000 by the former owner and I taxi way
>to fast and am using too much break.
It should be down around 550 RPM.
>Also, in flight is a fill rate on the
>system side of 10 atmospheres per 10 minutes about right? Mine will fill to
>51 atmospheres in flight.
Sounds about right.
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lloyd.com> |
At 09:21 PM 4/20/2002, you wrote:
>
> >to fast and am using too much break.
>
>It should be down around 550 RPM.
Oops, sorry, I was thinking about the Housai engine.
Brian Lloyd
brian(at)lloyd.com
+1.530.676.1113 - voice
+1.360.838.9669 - fax
________________________________________________________________________________
| From: | "A. Dennis Savarese" <adsavar(at)gte.net> |
According to the M14P maintenance manual, idle is 760 rpm (page 9) or
approximately 26% as read on the original instrument in the YAK 52.
Dennis Savarese
----- Original Message -----
From: "Brian Lloyd" <brian(at)lloyd.com>
Subject: Re: Yak-List: Re: New Owner
>
> At 12:28 PM 4/20/2002, you wrote:
> >
> >
> >Thanks guys for the suggestions of curing a flooded engine. I guess
> >I did a bang up job. I ended up taking out all the plugs and they were
> >soaking wet with fuel. I will clean them and try again in a day or so.
>
> Well, that is kinda overkill. Usually a few minutes is enough.
>
> >It seems to me that each engine is a bit different.
>
> That is true.
>
> >By the way where is the
> >proper rpm for idlle. Mine is set at 1000 by the former owner and I taxi
way
> >to fast and am using too much break.
>
> It should be down around 550 RPM.
>
> >Also, in flight is a fill rate on the
> >system side of 10 atmospheres per 10 minutes about right? Mine will fill
to
> >51 atmospheres in flight.
>
> Sounds about right.
>
>
> Brian Lloyd
> brian(at)lloyd.com
> +1.530.676.1113 - voice
> +1.360.838.9669 - fax
>
>
________________________________________________________________________________
| From: | "Doug" <rvfltd(at)televar.com> |
Check out http://www.bobqat.com/AeroBob/307/Recovery.html
Great shots of the recovery process.
Doug Sapp
________________________________________________________________________________
| From: | "Doug" <rvfltd(at)televar.com> |
Any serious players out there that want a true warbird?, with hardpoints?
I have just found a nearly new Yak 53, yes 53, been is storage forever, well
nearly as it has only 10 hours on it Total Time. Please contact me off
list.
Doug Sapp
________________________________________________________________________________
| From: | "Gus Fraser" <fraseg(at)itsnpt.com> |
Doug,
Is this the one that Frank McGouvern had for sale in England ?
-----Original Message-----
From: owner-yak-list-server(at)matronics.com
[mailto:owner-yak-list-server(at)matronics.com]On Behalf Of Doug
Subject: Yak-List: Yak 53
Any serious players out there that want a true warbird?, with hardpoints?
I have just found a nearly new Yak 53, yes 53, been is storage forever, well
nearly as it has only 10 hours on it Total Time. Please contact me off
list.
Doug Sapp
________________________________________________________________________________
| From: | "Doug" <rvfltd(at)televar.com> |
Gus, I have no idea, did he indicate that his was only 10 hours TT? My guy
in Russia told me that this aircraft had never been offered in the US
before....course they never fib do they??
Doug
----- Original Message -----
From: "Gus Fraser" <fraseg(at)itsnpt.com>
Subject: RE: Yak-List: Yak 53
>
> Doug,
> Is this the one that Frank McGouvern had for sale in England ?
>
> -----Original Message-----
> From: owner-yak-list-server(at)matronics.com
> [mailto:owner-yak-list-server(at)matronics.com]On Behalf Of Doug
> To: Yak list
> Subject: Yak-List: Yak 53
>
>
> Any serious players out there that want a true warbird?, with hardpoints?
> I have just found a nearly new Yak 53, yes 53, been is storage forever,
well
> nearly as it has only 10 hours on it Total Time. Please contact me off
> list.
>
> Doug Sapp
>
>
________________________________________________________________________________
| From: | cjpilot710(at)aol.com |
| Subject: | Off line for awhile. |
KROwen(at)charter.net, mentor(at)cheshir.com, PaulSanden(at)aol.com,
Ruthcopes(at)aol.com, artziggy6(at)yahoo.com, carriesuerowe(at)yahoo.com,
paulbeth.mullen(at)worldnet.att.net, wildf15c(at)hotmail.com, ddenham7(at)home.com,
wpairprt(at)tdstelme.net, garvey(at)attbi.com,
yak-list(at)matronics.com.CEParaiso@aol.com, Inetnovice(at)aol.com,
JGoolsby(at)umaryland.edu, keith.goolsby(at)eds.com, moreira_thais(at)hotmail.com,
vicky(at)shippei.com, WINDSURFE(at)aol.com, paraisoam(at)surfbest.net,
EdrisDee(at)aol.com, Ckelso17(at)earthlink.net
Folks, Friends and Family
Dede and I are headed up to Delaware to see #1 grandson for a while. We'll
be off line for a while.
Jim Goolsby
cjpilot710(at)aol.com
386-467-3313 voice
386-467-3193 fax
386-569-7060 cell "They that can give up essential liberty to obtain
a little safety, deserve neither liberty nor
safety"
Benjamin Franklin 1759
"There is no "innocence" in war. All
collateral damage
is acceptable."
unk.
"With my shield, or on it"
Trojan Warriors BC
________________________________________________________________________________
| From: | "A. Dennis Savarese" <adsavar(at)gte.net> |
Doug,
I can't find ANY info anywhere on a Yak 53. Not even in Jane's. Any photos
or links for information on a 53?
Thanks
Dennis Savarese
----- Original Message -----
From: "Doug" <rvfltd(at)televar.com>
Subject: Re: Yak-List: Yak 53
>
> Gus, I have no idea, did he indicate that his was only 10 hours TT? My
guy
> in Russia told me that this aircraft had never been offered in the US
> before....course they never fib do they??
>
> Doug
> ----- Original Message -----
> From: "Gus Fraser" <fraseg(at)itsnpt.com>
> To:
> Subject: RE: Yak-List: Yak 53
>
>
> >
> > Doug,
> > Is this the one that Frank McGouvern had for sale in England ?
> >
> > -----Original Message-----
> > From: owner-yak-list-server(at)matronics.com
> > [mailto:owner-yak-list-server(at)matronics.com]On Behalf Of Doug
> > To: Yak list
> > Subject: Yak-List: Yak 53
> >
> >
> >
> > Any serious players out there that want a true warbird?, with
hardpoints?
> > I have just found a nearly new Yak 53, yes 53, been is storage forever,
> well
> > nearly as it has only 10 hours on it Total Time. Please contact me off
> > list.
> >
> > Doug Sapp
> >
> >
>
>
________________________________________________________________________________
| From: | "Gus Fraser" <fraseg(at)itsnpt.com> |
There were only a few, I think less than five, made. Basically they are just
chopped 52s. What they did was to remove the front cockpit and cover it
over. Mark Jefferies knows a lot more about them, Mark would you like to
comment. I understand that they were intended to be used for close ground
support but they were not very good at it, a bit slow.....
Spares are just the same as those for the 52. That is all I know about them
apart from the expectation of 50 performance with tricycle undercarriage.
Gus
-----Original Message-----
From: owner-yak-list-server(at)matronics.com
[mailto:owner-yak-list-server(at)matronics.com]On Behalf Of A. Dennis
Savarese
Subject: Re: Yak-List: Yak 53
Doug,
I can't find ANY info anywhere on a Yak 53. Not even in Jane's. Any photos
or links for information on a 53?
Thanks
Dennis Savarese
----- Original Message -----
From: "Doug" <rvfltd(at)televar.com>
Subject: Re: Yak-List: Yak 53
>
> Gus, I have no idea, did he indicate that his was only 10 hours TT? My
guy
> in Russia told me that this aircraft had never been offered in the US
> before....course they never fib do they??
>
> Doug
> ----- Original Message -----
> From: "Gus Fraser" <fraseg(at)itsnpt.com>
> To:
> Subject: RE: Yak-List: Yak 53
>
>
> >
> > Doug,
> > Is this the one that Frank McGouvern had for sale in England ?
> >
> > -----Original Message-----
> > From: owner-yak-list-server(at)matronics.com
> > [mailto:owner-yak-list-server(at)matronics.com]On Behalf Of Doug
> > To: Yak list
> > Subject: Yak-List: Yak 53
> >
> >
> >
> > Any serious players out there that want a true warbird?, with
hardpoints?
> > I have just found a nearly new Yak 53, yes 53, been is storage forever,
> well
> > nearly as it has only 10 hours on it Total Time. Please contact me off
> > list.
> >
> > Doug Sapp
> >
> >
>
>
________________________________________________________________________________
| From: | "Richard Basiliere" <BasiliereR(at)ci.boulder.co.us> |
| Subject: | |