Yak-Archive.digest.vol-ay

April 23, 2002 - May 13, 2002



      
      
      
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From: "dabear" <dabear(at)damned.org>
Subject: Re: Challenge
Date: Apr 23, 2002
I am looking at airports around Washington DC, or in North Carolina. Martinsburg WVa, has good runways and lots of ramp space. I could also get some meeting room space. Craig, et. al. the plan would be for formation training including large formations, ground discussions on maintenance and other issues, and possibly some other extra fun if there is interest. Regards, Al DeVere ----- Original Message ----- From: "Gus Fraser" <fraseg(at)itsnpt.com> Subject: RE: Yak-List: Challenge > > Where for art thou planning to gather good sir yakker ? For if verily it is > to be found to the north of the land known as the mason dixon line and to > the east of that land known as Michigan then I wouldst be interested in such > a conflagration. Wouldst though be interested in inviting one Gennady > Elfimov to provide instruction in the singular use of these Russian weapons > ? For verily it is fortold that he may visit these shores in the months of > long sunshine. > > Gus "long lance" Fraser > > -----Original Message----- > From: owner-yak-list-server(at)matronics.com > [mailto:owner-yak-list-server(at)matronics.com]On Behalf Of dabear > To: yak-list(at)matronics.com > Subject: Re: Yak-List: Challenge > > > Oh ye of dark paint... you must wait to be called champion of the > east. Just because we haven't announced a East Coast gathering, > doesn't mean that there is not one in the planning. All who are > interested in getting together in May or June, please send me an > email. Similar format as Red Star, but without the former Airforce > base. > > Regards, > > Al DeVere > > ----- Original Message ----- > From: <cpayne(at)mc.net> > To: > Subject: Yak-List: Challenge > > > > > > Harken to me ye Knaves of the Left Coast. As you > > gather for joust and merriment at the Castle of > > the Red Star, find you, by means of contest, who > > amoung you has the swiftest steed and stoutest > > heart. > > > > Then send thy champion East with gleaming coat > > and bright colours. Bring thy steeds with the > > power of 400 horses and swords of 3-blades.... > > > > Come to meet the Dark One, with faded colors and > > peeling paint upon the Field of Honor, whether it > > be the Plains of Nebraska or by the Waters of the > > Mighty Michigan. And test the swiftness of thy > > steed. > > > > Should Providence favour thy mount, a six-pack of > > Tsing Tao, from an unpaid debt, shall be thy > > reward. But if thou fall to the Dark One, thy > > first born shall be his apprentice and thy women > > will be ravished. Unless, as tribute, a quantity > > of choice beers and mead be offered. > > > > What say ye Knights of the Western Skys? Who will > > pick up the Gauntlet? > > > > Craig (the Dark One) Payne > > > > > ===== > of > > > ===== > messages. > members. > > > ===== > > > ===== > > > > > > ===== of > ===== messages. members. > ===== http://www.matronics.com/browselist/yak-list > ===== > > ________________________________________________________________________________
From: "A. Dennis Savarese" <adsavar(at)gte.net>
Subject: Re: Challenge
Date: Apr 23, 2002
Al, I like the idea of an east coast gathering. But why not consider a late September or early October gathering since we have just completed BOW and Sun we'll also have completed Columbus, NE and Oshkosh in the summer and virtually nothing is planned in the early fall, which is a great time to fly. Just a suggestion, plus it would give us plenty of time for planning and coordination. Dennis Savarese ----- Original Message ----- From: "dabear" <dabear(at)damned.org> Subject: Re: Yak-List: Challenge > > I am looking at airports around Washington DC, or in North Carolina. > Martinsburg WVa, has good runways and lots of ramp space. I could > also get some meeting room space. > > Craig, et. al. the plan would be for formation training including > large formations, ground discussions on maintenance and other > issues, and possibly some other extra fun if there is interest. > > Regards, > > Al DeVere > > ----- Original Message ----- > From: "Gus Fraser" <fraseg(at)itsnpt.com> > To: > Subject: RE: Yak-List: Challenge > > > > > > Where for art thou planning to gather good sir yakker ? For if > verily it is > > to be found to the north of the land known as the mason dixon line > and to > > the east of that land known as Michigan then I wouldst be > interested in such > > a conflagration. Wouldst though be interested in inviting one > Gennady > > Elfimov to provide instruction in the singular use of these > Russian weapons > > ? For verily it is fortold that he may visit these shores in the > months of > > long sunshine. > > > > Gus "long lance" Fraser > > > > -----Original Message----- > > From: owner-yak-list-server(at)matronics.com > > [mailto:owner-yak-list-server(at)matronics.com]On Behalf Of dabear > > To: yak-list(at)matronics.com > > Subject: Re: Yak-List: Challenge > > > > > > > > Oh ye of dark paint... you must wait to be called champion of the > > east. Just because we haven't announced a East Coast gathering, > > doesn't mean that there is not one in the planning. All who are > > interested in getting together in May or June, please send me an > > email. Similar format as Red Star, but without the former > Airforce > > base. > > > > Regards, > > > > Al DeVere > > > > ----- Original Message ----- > > From: <cpayne(at)mc.net> > > To: > > Subject: Yak-List: Challenge > > > > > > > > > > Harken to me ye Knaves of the Left Coast. As you > > > gather for joust and merriment at the Castle of > > > the Red Star, find you, by means of contest, who > > > amoung you has the swiftest steed and stoutest > > > heart. > > > > > > Then send thy champion East with gleaming coat > > > and bright colours. Bring thy steeds with the > > > power of 400 horses and swords of 3-blades.... > > > > > > Come to meet the Dark One, with faded colors and > > > peeling paint upon the Field of Honor, whether it > > > be the Plains of Nebraska or by the Waters of the > > > Mighty Michigan. And test the swiftness of thy > > > steed. > > > > > > Should Providence favour thy mount, a six-pack of > > > Tsing Tao, from an unpaid debt, shall be thy > > > reward. But if thou fall to the Dark One, thy > > > first born shall be his apprentice and thy women > > > will be ravished. Unless, as tribute, a quantity > > > of choice beers and mead be offered. > > > > > > What say ye Knights of the Western Skys? Who will > > > pick up the Gauntlet? > > > > > > Craig (the Dark One) Payne > > > > > > > > ===== > > of > > > > > ===== > > messages. > > members. > > > > > ===== > > > > > ===== > > > > > > > > > > > ===== > of > > > ===== > messages. > members. > > > ===== > > > ===== > > > > > > ________________________________________________________________________________
Date: Apr 23, 2002
From: "Terry Calloway" <TCalloway(at)datatechnique.com>
Subject: Re: Challenge
It's just a rumor, but I heard about a fall gathereing in middle Tennessee. tc >>> adsavar(at)gte.net 04/23/02 02:11PM >>> Al, I like the idea of an east coast gathering. But why not consider a late September or early October gathering since we have just completed BOW and Sun we'll also have completed Columbus, NE and Oshkosh in the summer and virtually nothing is planned in the early fall, which is a great time to fly. Just a suggestion, plus it would give us plenty of time for planning and coordination. Dennis Savarese ________________________________________________________________________________
From: "A. Dennis Savarese" <adsavar(at)gte.net>
Subject: Re: Challenge
Date: Apr 23, 2002
That "rumor" sounds good to me! Dennis Savarese ----- Original Message ----- From: "Terry Calloway" <TCalloway(at)datatechnique.com> Subject: Re: Yak-List: Challenge > > It's just a rumor, but I heard about a fall gathereing in middle Tennessee. > tc > > >>> adsavar(at)gte.net 04/23/02 02:11PM >>> > > Al, > I like the idea of an east coast gathering. But why not consider a late > September or early October gathering since we have just completed BOW and > Sun we'll also have completed Columbus, NE and Oshkosh in the summer > and virtually nothing is planned in the early fall, which is a great time to > fly. Just a suggestion, plus it would give us plenty of time for planning > and coordination. > Dennis Savarese > > ________________________________________________________________________________
Date: Apr 23, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: Challenge to the West
At 07:18 AM 4/23/2002, you wrote: > >... >Our planes can take it but the pilots still have the brian...... So what am I now, some kind of disease? ; ) Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: Apr 24, 2002
Subject: Beer, cheap imitations, drag, and disease
From: "Barry W. Hancock" <radialpower(at)cox.net>
> > Should Providence favour thy mount, a six-pack of > Tsing Tao, from an unpaid debt, shall be thy > reward. Yeah, you beat him, and I buy the beer. Such a deal! > > . Similar format as Red Star, but without the former Airforce > base. And no B-39 to eat under, either? Just what kind of event is this?! :) > > Mark > YAK 52W (400 horsies and three blade sword) Just one thing missing there, good Mark. PARASITIC DRAG....LOTS OF PARASITIC DRAG. :) >> Our planes can take it but the pilots still have the brian...... > > So what am I now, some kind of disease? ; ) > Uh..... :) Barry ________________________________________________________________________________
From: "Fraser, Gus" <gus.fraser(at)gs.com>
Subject: Drain your air tanks
Date: Apr 24, 2002
Just incase you are tempted not to drain your tanks at this years annual.... http://www.doli.state.mn.us/airtank.html OK it was not in a plane but just imagine if it had been. Gus ________________________________________________________________________________
From: "Jeff Linebaugh" <linedog(at)peoplepc.com>
Subject: Get Together
Date: Apr 25, 2002
The rumor of a mid-south (TN?) get together was indeed spread at SNF and was mentioned by Mike Filucci also. On the way out of Sun 'n Fun, 6 of us stopped in Selma, AL. What a PERFECT place for a gathering. Ex-Air Force Pilot Training base. 8500' ft runway. Huge ramp (don't ask about the "Chinese Fire Drill" that ensued upon arrival). Very friendly locals...good hotel and food nearby. Major maintenance on the field (in case Barry decides to venture east again ) ). I would be very interested in suggesting (volunteering) to set up a fall get together....don't think I could pack anything more in between Red Star, Columbus, and Oshkosh... Jeff Linebaugh linedog(at)peoplepc.com ________________________________________________________________________________
From: AIRRAP(at)aol.com
Date: Apr 25, 2002
Subject: Yak purchase
Gentlemen (and ladies ), I'm looking for a Yak-52. My question is this-how difficult is it to get the average local mechanic up to speed on these planes? Thanks for the advice. Eric ________________________________________________________________________________
From: "Gus Fraser" <fraseg(at)itsnpt.com>
Subject: Yak purchase
Date: Apr 25, 2002
It is not that difficult. The best way is to provide suitable documentation. There is a full translation of the engine and parts list documents as well as the Maint manual available for about $100 it comes on a CD and runs to about 4000 pages when printed. It conatins most of what you will need. The biggest difficulty is the electrical diagrams. Interpreting them with no Russian is kind of a special skill. I got my CD from Mark Jefferies at Yak UK but it may be available from the US. It is the result of a HUGE effort by the Termakis factory in Lithuania and well worth the money. You can take it, the CD, to Kinkos and ask them to print it out for you. Where are you going to be based ? Hope this helps Gus Fraser -----Original Message----- From: owner-yak-list-server(at)matronics.com [mailto:owner-yak-list-server(at)matronics.com]On Behalf Of AIRRAP(at)aol.com Subject: Yak-List: Yak purchase Gentlemen (and ladies ), I'm looking for a Yak-52. My question is this-how difficult is it to get the average local mechanic up to speed on these planes? Thanks for the advice. Eric ________________________________________________________________________________
From: "A. Dennis Savarese" <adsavar(at)gte.net>
Subject: Re: Get Together
Date: Apr 25, 2002
Yep. Selma is terrific and Scott Patterson, (YPA member, FAST Lead pilot) has a YAK 52 and YAK 50 in his hangers (yes, hangers) at Selma. There are quite a few shade hangers empty at Selma as well. Hotels close by are another story. But I'm sure we could find suitable accommodations and Scott P. is "wired" in the community which will help tremendously. I'm 20 minutes away in Wetumpka, AL. The best part about Wetumpka is the fuel is $1.75 a gallon self serve. Selma is in the $2.50+ range. If it's Selma, let me know if I can help put this one together. Dennis Savarese ----- Original Message ----- From: "Jeff Linebaugh" <linedog(at)peoplepc.com> Subject: Yak-List: Get Together > > The rumor of a mid-south (TN?) get together was indeed spread at SNF and was > mentioned by Mike Filucci also. > > On the way out of Sun 'n Fun, 6 of us stopped in Selma, AL. What a PERFECT > place for a gathering. Ex-Air Force Pilot Training base. 8500' ft runway. > Huge ramp (don't ask about the "Chinese Fire Drill" that ensued upon > arrival). Very friendly locals...good hotel and food nearby. Major > maintenance on the field (in case Barry decides to venture east again > ) ). > > I would be very interested in suggesting (volunteering) to set up a fall get > together....don't think I could pack anything more in between Red Star, > Columbus, and Oshkosh... > > Jeff Linebaugh > linedog(at)peoplepc.com > > ________________________________________________________________________________
From: "A. Dennis Savarese" <adsavar(at)gte.net>
Subject: Re: Yak purchase
Date: Apr 25, 2002
Eric, I'll respond off line and we can discuss the pros and cons of your local mechanic. Dennis Savarese YAK 52 "China Doll" ----- Original Message ----- From: <AIRRAP(at)aol.com> Subject: Yak-List: Yak purchase > > Gentlemen (and ladies ), I'm looking for a Yak-52. My question is this-how > difficult is it to get the average local mechanic up to speed on these > planes? Thanks for the advice. Eric > > ________________________________________________________________________________
From: "Russ Dycus" <dycusr(at)hotmail.com>
Subject: MTW/OSH
Date: Apr 25, 2002
In preparation, especially for you newbies, for MTW/OSH I suggest that you read the following article and part two as well. There is a link to the OSH NOTAM as well here. http://www.avweb.com/oshkosh/osh2001/survive/ Russ (The notorious GIB) Dycus ________________________________________________________________________________
Date: Apr 25, 2002
From: "Terry Calloway" <TCalloway(at)datatechnique.com>
Subject: Re: Get Together
Dennis, I think you and Scotty should run with the ball. If it all possible, I'll be there. The hotel accomidations downtown were excellent. The old southern style restored and good pricing. Would be better that we'll see anywhere else this year. Right Walt,Jeff,Rodger,Keith,Barry? Selma? Yak 2's in... tc >>> adsavar(at)gte.net 04/25/02 08:09AM >>> Yep. Selma is terrific and Scott Patterson, (YPA member, FAST Lead pilot) has a YAK 52 and YAK 50 in his hangers (yes, hangers) at Selma. There are quite a few shade hangers empty at Selma as well. Hotels close by are another story. But I'm sure we could find suitable accommodations and Scott P. is "wired" in the community which will help tremendously. I'm 20 minutes away in Wetumpka, AL. The best part about Wetumpka is the fuel is $1.75 a gallon self serve. Selma is in the $2.50+ range. If it's Selma, let me know if I can help put this one together. Dennis Savarese ----- Original Message ----- From: "Jeff Linebaugh" <linedog(at)peoplepc.com> Subject: Yak-List: Get Together > > The rumor of a mid-south (TN?) get together was indeed spread at SNF and was > mentioned by Mike Filucci also. > > On the way out of Sun 'n Fun, 6 of us stopped in Selma, AL. What a PERFECT > place for a gathering. Ex-Air Force Pilot Training base. 8500' ft runway. > Huge ramp (don't ask about the "Chinese Fire Drill" that ensued upon > arrival). Very friendly locals...good hotel and food nearby. Major > maintenance on the field (in case Barry decides to venture east again > ) ). > > I would be very interested in suggesting (volunteering) to set up a fall get > together....don't think I could pack anything more in between Red Star, > Columbus, and Oshkosh... > > Jeff Linebaugh > linedog(at)peoplepc.com > > ________________________________________________________________________________
From: MFilucci(at)aol.com
Date: Apr 25, 2002
Subject: Tennessee Get Together
There is a plan in the works to hold a Fall Regional FAST Formation Clinic in Tennessee. Lynn Williams is the contact person for the event (LWilli6318(at)aol.com). The dates will be determined within the next few weeks and will be predicated on instructor availability. Mike Filucci ________________________________________________________________________________
Date: Apr 25, 2002
From: brian olofsson <brian060901(at)yahoo.com>
Eric: My personal experience is that it may not be as hard as expensive. When I could no longer maintain air pressure the "local guy" decided the air pump was bad. The replacement pump also had a problem. After the pump was again changed we had great pressure. That is after the $10 rubber in the pop off valve was also changed. Ouch! Also, for note, CJ6 air pumps are identical and work great on 52's. I'd personally like to see a few mechanics with a lot of experience rather than alot of mechanics with a little. Paul Giebudowski in Lake Village, IN. does my work, and I'm very happy. He's done my annual for the last 3yrs. He's also done a couple with Jill Hays for instruction. Last year He completely overhauled the air system on Paul Juergans 52 @ the annual. Also, I'm looking for a set of bald/but good russian tires. My first set of RUSSIANS lasted less than a season on pavement. Desser recaped them and now 4.5 yrs later they need new thread. The side walls still look great. Problem is they are out of cores and I don't want to wait the two weeks with my plane on jacks. From talking with Desser the recaps probably last longer than the new ones and I like the russian letters on the tires. Any comments/suggestions. Any one have trouble with the recaps? Thanks Brian --------------------------------- ________________________________________________________________________________
From: "A. Dennis Savarese" <adsavar(at)gte.net>
Subject: Re: Tennessee Get Together
Date: Apr 25, 2002
OK. Then I guess we should hold off on any Selma event, right? Dennis Savarese ----- Original Message ----- From: <MFilucci(at)aol.com> Subject: Yak-List: Tennessee Get Together > > There is a plan in the works to hold a Fall Regional FAST Formation Clinic in > Tennessee. Lynn Williams is the contact person for the event > (LWilli6318(at)aol.com). The dates will be determined within the next few weeks > and will be predicated on instructor availability. > > Mike Filucci > > ________________________________________________________________________________
From: "A. Dennis Savarese" <adsavar(at)gte.net>
Subject: Re:
Date: Apr 25, 2002
Brian, I'm using recaps and Desser is correct. They last much, much longer than the new Desser tires. I just removed the last set of new tires I bought from Desser. They lasted about 125 or so hours with most of the landing on pavement. I'm planning on sending these cores back for recapping. The previous set of tires was recaps and they were on for about 3 years. Still had tread, but they were out of round. That's why I removed them and replaced them with new tires from Desser. Why not purchase a new set. Then you'll have tires to rotate for recapping? BTW, if I'm not mistaken, the airlines use recaps. Dennis Savarese ----- Original Message ----- From: "brian olofsson" <brian060901(at)yahoo.com> > > > Eric: My personal experience is that it may not be as hard as expensive. When I could no longer maintain air pressure the "local guy" decided the air pump was bad. The replacement pump also had a problem. After the pump was again changed we had great pressure. That is after the $10 rubber in the pop off valve was also changed. Ouch! Also, for note, CJ6 air pumps are identical and work great on 52's. I'd personally like to see a few mechanics with a lot of experience rather than alot of mechanics with a little. Paul Giebudowski in Lake Village, IN. does my work, and I'm very happy. He's done my annual for the last 3yrs. He's also done a couple with Jill Hays for instruction. Last year He completely overhauled the air system on Paul Juergans 52 @ the annual. > > Also, I'm looking for a set of bald/but good russian tires. My first set of RUSSIANS lasted less than a season on pavement. Desser recaped them and now 4.5 yrs later they need new thread. The side walls still look great. Problem is they are out of cores and I don't want to wait the two weeks with my plane on jacks. From talking with Desser the recaps probably last longer than the new ones and I like the russian letters on the tires. Any comments/suggestions. Any one have trouble with the recaps? > > > Thanks Brian > > > --------------------------------- > > ________________________________________________________________________________
From: "Doug" <rvfltd(at)televar.com>
Subject: Re:
Date: Apr 25, 2002
Brian, Call Joe Howse for tires. When I bought all this parts inventory I did not buy his tires as I felt the tire market was Dresser's. Joe's phone is 250-748-2203 I'm posting this back to the list in case any other members need tires also. Always Yakin, Doug Sapp ----- Original Message ----- From: "brian olofsson" <brian060901(at)yahoo.com> > > > Eric: My personal experience is that it may not be as hard as expensive. When I could no longer maintain air pressure the "local guy" decided the air pump was bad. The replacement pump also had a problem. After the pump was again changed we had great pressure. That is after the $10 rubber in the pop off valve was also changed. Ouch! Also, for note, CJ6 air pumps are identical and work great on 52's. I'd personally like to see a few mechanics with a lot of experience rather than alot of mechanics with a little. Paul Giebudowski in Lake Village, IN. does my work, and I'm very happy. He's done my annual for the last 3yrs. He's also done a couple with Jill Hays for instruction. Last year He completely overhauled the air system on Paul Juergans 52 @ the annual. > > Also, I'm looking for a set of bald/but good russian tires. My first set of RUSSIANS lasted less than a season on pavement. Desser recaped them and now 4.5 yrs later they need new thread. The side walls still look great. Problem is they are out of cores and I don't want to wait the two weeks with my plane on jacks. From talking with Desser the recaps probably last longer than the new ones and I like the russian letters on the tires. Any comments/suggestions. Any one have trouble with the recaps? > > > Thanks Brian > > > --------------------------------- > > ________________________________________________________________________________
From: N4829T(at)aol.com
Date: Apr 25, 2002
Subject: Re: Landing grear?
Hey gang, Does anyone have a main gear barber pole, or know where to get one? I lost one on the way back from sun-n-fun! Regards, Jim Plumlee N31103/CJ-6A ________________________________________________________________________________
From: "Gus Fraser" <fraseg(at)itsnpt.com>
Subject: RE:
Date: Apr 25, 2002
I have two spare sets of main gear tires as I use a different size, tundra tires from a trailer. Make me an offer Gus -----Original Message----- From: owner-yak-list-server(at)matronics.com [mailto:owner-yak-list-server(at)matronics.com]On Behalf Of brian olofsson Subject: Eric: My personal experience is that it may not be as hard as expensive. When I could no longer maintain air pressure the "local guy" decided the air pump was bad. The replacement pump also had a problem. After the pump was again changed we had great pressure. That is after the $10 rubber in the pop off valve was also changed. Ouch! Also, for note, CJ6 air pumps are identical and work great on 52's. I'd personally like to see a few mechanics with a lot of experience rather than alot of mechanics with a little. Paul Giebudowski in Lake Village, IN. does my work, and I'm very happy. He's done my annual for the last 3yrs. He's also done a couple with Jill Hays for instruction. Last year He completely overhauled the air system on Paul Juergans 52 @ the annual. Also, I'm looking for a set of bald/but good russian tires. My first set of RUSSIANS lasted less than a season on pavement. Desser recaped them and now 4.5 yrs later they need new thread. The side walls still look great. Problem is they are out of cores and I don't want to wait the two weeks with my plane on jacks. From talking with Desser the recaps probably last longer than the new ones and I like the russian letters on the tires. Any comments/suggestions. Any one have trouble with the recaps? Thanks Brian --------------------------------- ________________________________________________________________________________
From: CW9371(at)aol.com
Date: Apr 25, 2002
Subject: Re: Yak Insurance on yaks or cjs
I am starting to look for a aircraft now that my F1 rocket is sold and i am back on my feet. I am liking the Yak 52tw, but then again my budget fits a used one better. However i am not sure what insurance runs on these. I know that my f1 is just about uninsurable now so thats why i didnt get a new kit, Anyways if people could let me know what there paying and with what agency i would appreciate it and also who i should talk to about purchasing a yak. thanks chris wilcox ________________________________________________________________________________
Date: Apr 25, 2002
From: brian olofsson <brian060901(at)yahoo.com>
Subject: Re:
Hi Dennis: yah, that's what I'm planning on if I cann't find a set with the fancy russian letters. Thanks Brian Brian, I'm using recaps and Desser is correct. They last much, much longer than the new Desser tires. I just removed the last set of new tires I bought from Desser. They lasted about 125 or so hours with most of the landing on pavement. I'm planning on sending these cores back for recapping. The previous set of tires was recaps and they were on for about 3 years. Still had tread, but they were out of round. That's why I removed them and replaced them with new tires from Desser. Why not purchase a new set. Then you'll have tires to rotate for recapping? BTW, if I'm not mistaken, the airlines use recaps. Dennis Savarese ----- Original Message ----- From: "brian olofsson" > > > Eric: My personal experience is that it may not be as hard as expensive. When I could no longer maintain air pressure the "local guy" decided the air pump was bad. The replacement pump also had a problem. After the pump was again changed we had great pressure. That is after the $10 rubber in the pop off valve was also changed. Ouch! Also, for note, CJ6 air pumps are identical and work great on 52's. I'd personally like to see a few mechanics with a lot of experience rather than alot of mechanics with a little. Paul Giebudowski in Lake Village, IN. does my work, and I'm very happy. He's done my annual for the last 3yrs. He's also done a couple with Jill Hays for instruction. Last year He completely overhauled the air system on Paul Juergans 52 @ the annual. > > Also, I'm looking for a set of bald/but good russian tires. My first set of RUSSIANS lasted less than a season on pavement. Desser recaped them and now 4.5 yrs later they need new thread. The side walls still look great. Problem is they are out of cores and I don't want to wait the two weeks with my plane on jacks. From talking with Desser the recaps probably last longer than the new ones and I like the russian letters on the tires. Any comments/suggestions. Any one have trouble with the recaps? > > > Thanks Brian > > > --------------------------------- > > --------------------------------- ________________________________________________________________________________
From: "A. Dennis Savarese" <adsavar(at)gte.net>
Subject: Re: Yak Insurance on yaks or cjs
Date: Apr 25, 2002
Last year I switched to Cannon Aviation Insurance - Tom Johnson - 480-951-1566. Best rates and VERY accommodating. It was Jeff Linebaugh's (CJ6) original recommendation. Best move I've made. Dennis Savarese YAK 52 "China Doll" ----- Original Message ----- From: <CW9371(at)aol.com> Subject: Yak-List: Re: Yak Insurance on yaks or cjs > > I am starting to look for a aircraft now that my F1 rocket is sold and i am > back on my feet. I am liking the Yak 52tw, but then again my budget fits a > used one better. However i am not sure what insurance runs on these. I know > that my f1 is just about uninsurable now so thats why i didnt get a new kit, > Anyways if people could let me know what there paying and with what agency i > would appreciate it and also who i should talk to about purchasing a yak. > > thanks > chris wilcox > > ________________________________________________________________________________
From: "Gus Fraser" <fraseg(at)itsnpt.com>
Subject: Re: Yak Insurance on yaks or cjs
Date: Apr 25, 2002
I get mine from Cannon, can't recommend them enough great people -----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: Re: Yak Insurance on yaks or cjs Last year I switched to Cannon Aviation Insurance - Tom Johnson - 480-951-1566. Best rates and VERY accommodating. It was Jeff Linebaugh's (CJ6) original recommendation. Best move I've made. Dennis Savarese YAK 52 "China Doll" ----- Original Message ----- From: <CW9371(at)aol.com> Subject: Yak-List: Re: Yak Insurance on yaks or cjs > > I am starting to look for a aircraft now that my F1 rocket is sold and i am > back on my feet. I am liking the Yak 52tw, but then again my budget fits a > used one better. However i am not sure what insurance runs on these. I know > that my f1 is just about uninsurable now so thats why i didnt get a new kit, > Anyways if people could let me know what there paying and with what agency i > would appreciate it and also who i should talk to about purchasing a yak. > > thanks > chris wilcox > > ________________________________________________________________________________
From: VDesi10492(at)aol.com
Date: Apr 25, 2002
Subject: Re: Yak Insurance on yaks or cjs
Hi Chris, I got my insurance from Avemco and it cost me about 35% less then what I would have paid thru Cannon. Avemco did want a lot of paperwork though. Good luck Dave DeSimone vdesi10492(at)AOL.com ________________________________________________________________________________
Date: Apr 25, 2002
From: Michael DiMarco <mgdimarco(at)yahoo.com>
Subject: Re: Yak Insurance on yaks or cjs
$2400/yr through Cannon's EAA Warbird program for me. Its reducable for approved training events. Mike --- CW9371(at)aol.com wrote: > > I am starting to look for a aircraft now that my F1 rocket is sold > and i am > back on my feet. I am liking the Yak 52tw, but then again my > budget fits a > used one better. However i am not sure what insurance runs on > these. I know > that my f1 is just about uninsurable now so thats why i didnt get a > new kit, > Anyways if people could let me know what there paying and with what > agency i > would appreciate it and also who i should talk to about purchasing > a yak. > > thanks > chris wilcox > > > > > messages. > > > > > > http://games.yahoo.com/ ________________________________________________________________________________
Date: Apr 26, 2002
From: lannon <lannon(at)look.ca>
Subject: Your password
--- StripMime Report -- processed MIME parts --- multipart/alternative text/html audio/x-midi application/octet-stream --- StripMime Errors --- A message with no text/plain section was received. The entire body of the message was removed. Please resend the email using plaintext formatting --- ________________________________________________________________________________
Date: Apr 26, 2002
From: Mark Schrick <schrick(at)pacbell.net>
Subject: Yak Insurance on yaks or cjs
wrote: >You can Check with Cannon Aviation at 800-851-2997. They insure a lot of >Yaks. The actual cost depends on your circumstances ( hrs, accident history, >hull value etc.) Typical for $100,000 hull value and normal liability is in >the $3000 to $4000 per year. >George Coy >-----Original Message----- >From: Mark Schrick [mailto:schrick(at)pacbell.net] >Sent: Thursday, April 25, 2002 11:51 PM >To: gesoco(at)together.net >Cc: Lisa Torrey >Subject: (fwd) Yak-List: Re: Yak Insurance on yaks or cjs > > > >> >>I am starting to look for a aircraft now that my F1 rocket is sold and i am >>back on my feet. I am liking the Yak 52tw, but then again my budget fits >a >>used one better. However i am not sure what insurance runs on these. I >know >>that my f1 is just about uninsurable now so thats why i didnt get a new >kit, >>Anyways if people could let me know what there paying and with what agency >i >>would appreciate it and also who i should talk to about purchasing a yak. >> >>thanks >>chris wilcox ************************************************************ Mark Schrick 966 Wallace Drive San Jose, CA 95120-1848 (408) 323-5150 Phone/Fax (408) 391-6664 (Cell) schrick(at)pacbell.net ************************************************************ ________________________________________________________________________________
From: YakPilot27(at)cs.com
Date: Apr 26, 2002
Subject: Yak Insurance
Just received my renewal from Avemco for my Yak-52. Total premium for the upcoming year will be $2073 for 85K hull coverage with $300 in motion deductible and 1M liability coverage limited to 100K per person. Until last year, never used to have the per person limit on the liability coverage. However, finding "smooth" liability coverage is now very difficult and expensive. Also included is static display and fly-by coverage in waivered and non-waivered airspace even if being reimbursed for expenses. This is important as some non-commercial policies consider reimbursement of expenses to be a commercial operation thus invalidating any coverage. Bob M. ________________________________________________________________________________
Date: Apr 26, 2002
From: "Richard Basiliere" <BasiliereR(at)ci.boulder.co.us>
Subject: Re: Yak Insurance on yaks or cjs
Falcon, the IAC suggested choice is $2,200 for the YAK-55 @ $65,000 and right at $4,000 for the SU-29 @150,000. Rick >>> schrick(at)pacbell.net 04/26/02 07:09AM >>> wrote: >You can Check with Cannon Aviation at 800-851-2997. They insure a lot of >Yaks. The actual cost depends on your circumstances ( hrs, accident history, >hull value etc.) Typical for $100,000 hull value and normal liability is in >the $3000 to $4000 per year. >George Coy >-----Original Message----- >From: Mark Schrick [mailto:schrick(at)pacbell.net] >Sent: Thursday, April 25, 2002 11:51 PM >To: gesoco(at)together.net >Cc: Lisa Torrey >Subject: (fwd) Yak-List: Re: Yak Insurance on yaks or cjs > > > >> >>I am starting to look for a aircraft now that my F1 rocket is sold and i am >>back on my feet. I am liking the Yak 52tw, but then again my budget fits >a >>used one better. However i am not sure what insurance runs on these. I >know >>that my f1 is just about uninsurable now so thats why i didnt get a new >kit, >>Anyways if people could let me know what there paying and with what agency >i >>would appreciate it and also who i should talk to about purchasing a yak. >> >>thanks >>chris wilcox ************************************************************ Mark Schrick 966 Wallace Drive San Jose, CA 95120-1848 (408) 323-5150 Phone/Fax (408) 391-6664 (Cell) schrick(at)pacbell.net ************************************************************ ________________________________________________________________________________
From: "Jeff Linebaugh" <linedog(at)peoplepc.com>
Subject: Insurance for Nanchang CJ-6A
Date: Apr 27, 2002
OK guys....just got my quote for insurance on my CJ.... Cannon Aviation Insurance quoted me just over $1800 for the "standard coverage's" (including fly-by and formation). Don't know how anybody could beat That by 30%....would be curious to hear what the actual quote was from AVEMCO...they wouldn't even give me a quote in years past..... As a side note- Cannon does a LOT of Warbirds, they come out to our gatherings, AND help Sponsor some of our events...(i.e. they pay money to help offset our costs for the events). I like to patronize companies like that.... Jeff Linebaugh linedog(at)peoplepc.com ________________________________________________________________________________
From: "Jeff Linebaugh" <linedog(at)peoplepc.com>
Subject: Uneven fuel burn...
Date: Apr 27, 2002
OK guys, I know we have beaten this do death, but I may have some new insight....wada ya'll think... After months of very even fuel burn, on the way back from SNF I had the right tank "hang-up" and wasn't even sure it was feeding. Landed just to make sure...it was several gallons higher than the left. Here's my observation: normally I leave the fuel level down about 1/4 to 1/2 inch from the top (I read that was what we were supposed to do in one of the manuals sometime back--I'll have to go back and find it...) This time, the airplanes were fueled when we got to the airport and mine was filled to overflowing... Do ya think this could contribute to the uneven tank feeding? Anybody else make a connection with this? Wonder if it could affect the venting. Since the right tank was feeding, I am sure it would have evened out eventually, but it is a bit unnerving to see 25/55 on the gage... Jeff Linebaugh linedog(at)peoplepc.com ________________________________________________________________________________
From: "Jeff Linebaugh" <linedog(at)peoplepc.com>
Subject: Fox News
Date: Apr 27, 2002
OK...I normally don't spam, but this one hacked me off....did anybody else see this on the AOPA website? AOPA SCOLDS FOX NEWS FOR NUKE PLANT SECURITY STORY AOPA President Phil Boyer sent a strongly worded letter to Fox Broadcasting Company CEO Roger Ailes on Monday, denouncing a story that ran on Ailes's Fox News Channel last week. In the televised story, reporter Douglas Kennedy claimed he and his crew rented a pilot and plane from a flight school, and were able to loiter over the Indian Point Nuclear Power Plant in New York for 20 minutes without anyone raising an alarm. But the flight school says they were approached by Fox News to do a story on ground escape routes from the plant. The pilot contacted New York Center prior to the flight, received permission from the manager on duty, was assigned a discrete transponder code, and during the flight, remained above 2,000 feet agl and in contact with air traffic control at all times. "Your staff misrepresented themselves and the facts to obtain a sensationalistic story that unfairly alarmed a trusting public," Boyer said. Fox responded almost immediately and stood by their story. See AOPA Online. Pass it on... Jeff Linebaugh linedog(at)peoplepc.com ________________________________________________________________________________
From: VDesi10492(at)aol.com
Date: Apr 27, 2002
Subject: Re: Insurance for Nanchang CJ-6A
Hi Jeff I am a 6000 hr pilot no accidents and Cannon quoted me almost $3000 for my $75,000 Yak. The same limits with Avemco were $1780. I do not know why the difference in premium. Dave ________________________________________________________________________________
Date: Apr 27, 2002
From: Craig Payne <cpayne(at)mc.net>
Subject: Re: Insurance for Nanchang CJ-6A
Jeff, Correct you are sir. Tom Johnson of Cannon has contributed "substantially" to YPA Formation Clinics, not just Warbird events in general. That makes the difference between companies for me. Other agents only get in the WB business when business is good. Craig Payne > > As a side note- Cannon does a LOT of Warbirds, they come out to our > gatherings, AND help Sponsor some of our events...(i.e. they pay money to > help offset our costs for the events). I like to patronize companies like > that.... > > Jeff Linebaugh > linedog(at)peoplepc.com == ________________________________________________________________________________
From: MFilucci(at)aol.com
Date: Apr 27, 2002
Subject: Uneven fuel burn...
Jeff, I have always filled my tanks right to the top and it hasn't made a bit of difference on the feed -- my right tank always wants to feed first. I ferried another CJ from Portland to Chillicothe a few years ago and it fed from the left tank first (and I filled it up to the top at each fueling all the way across the country). I am convinced the asymmetrical feed has to do with the yaw. I did see one CJ that had a blocked vent line and it didn't want to feed at all. Mike Mike ________________________________________________________________________________
From: DAndMFLYAZ(at)aol.com
Date: Apr 27, 2002
Subject: Re: Uneven fuel burn...
Jeff I concur with Mike if you keep the aircraft in trim with the ball in the center the tank's will feed the same. Don ________________________________________________________________________________
Date: Apr 27, 2002
From: Walter Fricke <walterfricke(at)yahoo.com>
Subject: Re: Uneven fuel burn...
I have noticed uneven fuel burn at high altitudes. I believe the long climbout with periodic inattention to trim got the "ball rolling" and caused the uneven burn. http://health.yahoo.com ________________________________________________________________________________
From: cjpilot710(at)aol.com
Date: Apr 27, 2002
Subject: Re: Uneven fuel burn...
In reading the history of the test period of the CJ-6, uneven fuel burn was a noted factor in the original prototype. Takeoff yaw and the engine running to cool, were other noted abnormalities. ________________________________________________________________________________
From: "A. Dennis Savarese" <adsavar(at)gte.net>
Subject: Re: Fox News
Date: Apr 28, 2002
Yes, I did. I also read both sides posted on AOPA's web site. It's a pretty tough call, assuming all what you read from both sides is true. Dennis Savarese ----- Original Message ----- From: "Jeff Linebaugh" <linedog(at)peoplepc.com> Subject: Yak-List: Fox News > > OK...I normally don't spam, but this one hacked me off....did anybody else > see this on the AOPA website? > > AOPA SCOLDS FOX NEWS FOR NUKE PLANT SECURITY STORY > AOPA President Phil Boyer sent a strongly worded letter to Fox Broadcasting > Company CEO Roger Ailes on Monday, denouncing a story that ran on Ailes's > Fox News Channel last week. In the televised story, reporter Douglas Kennedy > claimed he and his crew rented a pilot and plane from a flight school, and > were able to loiter over the Indian Point Nuclear Power Plant in New York > for 20 minutes without anyone raising an alarm. But the flight school says > they were approached by Fox News to do a story on ground escape routes from > the plant. The pilot contacted New York Center prior to the flight, received > permission from the manager on duty, was assigned a discrete transponder > code, and during the flight, remained above 2,000 feet agl and in contact > with air traffic control at all times. "Your staff misrepresented themselves > and the facts to obtain a sensationalistic story that unfairly alarmed a > trusting public," Boyer said. Fox responded almost immediately and stood by > their story. See AOPA Online. > > Pass it on... > > Jeff Linebaugh > linedog(at)peoplepc.com > > ________________________________________________________________________________
Date: Apr 28, 2002
From: John Alber <john(at)johnalber.com>
Subject: Insurance and Gear Warning
When getting insurance for my Yak 52, I asked whether safety features such as a gear up warning would reduce the premium. I was prompted to ask that when my agent (Aviation Insurance Resources) noted that Yak 52s seemed to be subject to a high percentage of gear up landing claims. Unfortunately, a gear warning horn didn't make any premium difference. The premium was purely a function of time in type, retract time and safety record. Nonetheless, I decided to install a gear warning horn. It cost me under $15. I used a mil-spec Sonalert 95 decibel aircraft grade 28 volt piezoelectric horn. I bought it from Mallory (http://www.mallory-sonalert.com/), but I discovered that exactly the same model is sold under the Radio Shack brand for quite a bit less. I mounted the horn on the bulkhead right behind the pilot's seat in the front cockpit. One terminal of the horn was connected to the positive lead of the flaps down light in the after cockpit, the other terminal was connected to the positive lead of the nose gear gear down light. A Zener diode was connected between the leads to prevent inappropriate cross flow between the two light circuits. When both lights are illuminated, no potential exists across the horn terminals and nothing happens (a null condition). When the flaps light is on but the nose gear light is off, there is a path to ground (through the diode to the nose gear light) and hence there is a 28 volt potential across the horn terminals. The horn goes off. I had a fairly elaborate switching circuit in mind to power the horn, using all 3 gear light circuits. I credit my A&P (Shay Everett at Central Air in Litchfield IL) with this elegant solution. It's not perfect, but it cuts the odds of a gear up landing appreciably. He has embraced the Yak with conviction and admiration. He's taken the maintenance manuals and absorbed a huge amount (he is already a radial engine mechanic). This is another example of his creativity and ability to find elegant solutions. John Alber John Alber john(at)johnalber.com Home 618-675-3553 Work 314-259-2144 --------------------------------- ________________________________________________________________________________
From: "A. Dennis Savarese" <adsavar(at)gte.net>
Subject: Re: Insurance and Gear Warning
Date: Apr 28, 2002
Interesting John. Has anyone else heard of a "high percentage" of gear up landings in the 52 or CJ for that matter? I for one would be interested in knowing the annual number of gear up landings your agent is referring to for the past say 5 years. Dennis Savarese ----- Original Message ----- From: "John Alber" <john(at)johnalber.com> Subject: Yak-List: Insurance and Gear Warning > > > When getting insurance for my Yak 52, I asked whether safety features such as a gear up warning would reduce the premium. I was prompted to ask that when my agent (Aviation Insurance Resources) noted that Yak 52s seemed to be subject to a high percentage of gear up landing claims. > > Unfortunately, a gear warning horn didn't make any premium difference. The premium was purely a function of time in type, retract time and safety record. > > Nonetheless, I decided to install a gear warning horn. It cost me under $15. I used a mil-spec Sonalert 95 decibel aircraft grade 28 volt piezoelectric horn. I bought it from Mallory (http://www.mallory-sonalert.com/), but I discovered that exactly the same model is sold under the Radio Shack brand for quite a bit less. > > I mounted the horn on the bulkhead right behind the pilot's seat in the front cockpit. One terminal of the horn was connected to the positive lead of the flaps down light in the after cockpit, the other terminal was connected to the positive lead of the nose gear gear down light. A Zener diode was connected between the leads to prevent inappropriate cross flow between the two light circuits. When both lights are illuminated, no potential exists across the horn terminals and nothing happens (a null condition). When the flaps light is on but the nose gear light is off, there is a path to ground (through the diode to the nose gear light) and hence there is a 28 volt potential across the horn terminals. The horn goes off. > > I had a fairly elaborate switching circuit in mind to power the horn, using all 3 gear light circuits. I credit my A&P (Shay Everett at Central Air in Litchfield IL) with this elegant solution. It's not perfect, but it cuts the odds of a gear up landing appreciably. He has embraced the Yak with conviction and admiration. He's taken the maintenance manuals and absorbed a huge amount (he is already a radial engine mechanic). This is another example of his creativity and ability to find elegant solutions. > > John Alber > > > John Alber > john(at)johnalber.com > Home 618-675-3553 > Work 314-259-2144 > > > --------------------------------- > > ________________________________________________________________________________
From: "A. Dennis Savarese" <adsavar(at)gte.net>
Subject: Re: Insurance and Gear Warning
Date: Apr 28, 2002
One more thought on the gear up landings on the 52. One of the most important and least checked items on the 52's landing gear system are the up-lock cylinders. Most everyone greases the hidden grease fittings but I'll bet most everyone doesn't disassemble the up-lock cylinder and inspect them for rust and broken spring clips and broken springs due to rust. And that includes during the annual condition inspection. Pull one off of your aircraft and inspect it. You'll be amazed at what you might find and what you might prevent by doing so. The air system on these aircraft generate condensation due to the nature of the beast. Condensation, which when circulated throughout the air system, causes rust and corrosion on internal parts, if not checked periodically. The up-lock cylinders can and will hang the gear in the up position if not properly maintained. I'd like to suggest a routine internal inspection of the up-lock cylinders for rust and broken parts as a positive step in reducing the number of potential gear up landings. FWIW Dennis Savarese ----- Original Message ----- From: "John Alber" <john(at)johnalber.com> Subject: Yak-List: Insurance and Gear Warning > > > When getting insurance for my Yak 52, I asked whether safety features such as a gear up warning would reduce the premium. I was prompted to ask that when my agent (Aviation Insurance Resources) noted that Yak 52s seemed to be subject to a high percentage of gear up landing claims. > > Unfortunately, a gear warning horn didn't make any premium difference. The premium was purely a function of time in type, retract time and safety record. > > Nonetheless, I decided to install a gear warning horn. It cost me under $15. I used a mil-spec Sonalert 95 decibel aircraft grade 28 volt piezoelectric horn. I bought it from Mallory (http://www.mallory-sonalert.com/), but I discovered that exactly the same model is sold under the Radio Shack brand for quite a bit less. > > I mounted the horn on the bulkhead right behind the pilot's seat in the front cockpit. One terminal of the horn was connected to the positive lead of the flaps down light in the after cockpit, the other terminal was connected to the positive lead of the nose gear gear down light. A Zener diode was connected between the leads to prevent inappropriate cross flow between the two light circuits. When both lights are illuminated, no potential exists across the horn terminals and nothing happens (a null condition). When the flaps light is on but the nose gear light is off, there is a path to ground (through the diode to the nose gear light) and hence there is a 28 volt potential across the horn terminals. The horn goes off. > > I had a fairly elaborate switching circuit in mind to power the horn, using all 3 gear light circuits. I credit my A&P (Shay Everett at Central Air in Litchfield IL) with this elegant solution. It's not perfect, but it cuts the odds of a gear up landing appreciably. He has embraced the Yak with conviction and admiration. He's taken the maintenance manuals and absorbed a huge amount (he is already a radial engine mechanic). This is another example of his creativity and ability to find elegant solutions. > > John Alber > > > John Alber > john(at)johnalber.com > Home 618-675-3553 > Work 314-259-2144 > > > --------------------------------- > > ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: CJ Newbie
Date: Apr 28, 2002
Hi all, I just got myself a CJ and am new to your forum. My first concerns are replacing my exhaust clamps and eventually going stainless, and I want to remove the original radios in the airplane. I would be very grateful for a lead on where I can purchase the clamps and I would appreciate some weight and balance info for removing the radios. I plan on keeping the inverters for the AI and DG, but I dont know which is which. Any help and or advice is readily welcomed. I also own an L-29 and will be joining YPA soon. Thanks in advance. Ernie "Grasshopper" Martinez N7NF ________________________________________________________________________________
Date: Apr 28, 2002
Subject: Fuel feed
From: "Barry W. Hancock" <radialpower(at)cox.net>
> > I have always filled my tanks right to the top and it hasn't made a bit > of > difference on the feed -- my right tank always wants to feed first. I > ferried > another CJ from Portland to Chillicothe a few years ago and it fed from > the > left tank first (and I filled it up to the top at each fueling all the > way > across the country). I am convinced the asymmetrical feed has to do > with the > yaw. I did see one CJ that had a blocked vent line and it didn't want > to feed > at all. > > Mike > > Mike > Mike Mike, et al, I would second that motion. I have again (after the new paint job) been able to get mine trimmed out for hands off, S&L, ball centered flight at cruise. Sometimes my tanks feed virtually evenly, other times my right tank is ahead of my left by up to 20L. I am very curious to see how my 3x electrical trim will affect this situation. Also, I'm putting seperate loops in the vent system of the project, which will make the vent tube lengths equal. Now, before someone goes off half-cocked about the reasons that it won't work, save your carpel-tunnel for something else because these things are already installed. Save your comments for when I post the results, good or bad. Barry ________________________________________________________________________________
Date: Apr 28, 2002
Subject: OSH house
From: "Barry W. Hancock" <radialpower(at)cox.net>
Unfortunately, there has not been even close to adequate response for the OSH house. Therefore I'm am letting it go. The unfortunate thing is this house will probably not be available to us in future years, as the party that uses it this year will have first dibs on it next year. As for me, I'll stay at MTW and "commute" to OSH... Barry ________________________________________________________________________________
From: "Janet Davidson" <gbvfx(at)hotmail.com>
Subject: Insurance for Nanchang CJ-6A
Date: Apr 28, 2002
Jeff, et al Interested to read your comments about Cannon and insurance quotes. I have just received this years quote for my Nanchang, which is the same price as last year. I don't know the exact amount, but its around $1800. I spoke to Avemco twice. First time the woman just was not interested and told me that they wouldn't insure the aircraft. I guess it was near her lunch break or something. I phoned back about 2 weeks later, and got a very helpful guy, but there was some complication over insuring my passenger, so it was a non-starter. I was very impressed with Cannon last year. They were very helpful and flexible about insuring the Nanchang while it was still "British", before the FAA approved everything. Unfortunately, while at SNF this year, when standing with a group of Nanchang gentlemen who had just landed and were still dressed in flying gear, Mr Johnston came over, introduced himself to the 3 gentlemen, and completely ignored me. Call me old fashioned, but I found that rather rude, and, if there was another insurance company available I would be tempted to move. I guess money talks, and Cannon offer the coverage that I need, so I'll stick with them just now so that when it stops snowing here, I'll be safe to fly! Janet > >From: "Jeff Linebaugh" <linedog(at)peoplepc.com> >Subject: Yak-List: Insurance for Nanchang CJ-6A > > >OK guys....just got my quote for insurance on my CJ.... > >Cannon Aviation Insurance quoted me just over $1800 for the "standard >coverage's" (including fly-by and formation). Don't know how anybody could >beat That by 30%....would be curious to hear what the actual quote was from >AVEMCO...they wouldn't even give me a quote in years past..... > >As a side note- Cannon does a LOT of Warbirds, they come out to our >gatherings, AND help Sponsor some of our events...(i.e. they pay money to >help offset our costs for the events). I like to patronize companies like >that.... > > >Jeff Linebaugh >linedog(at)peoplepc.com > > MSN Photos is the easiest way to share and print your photos: http://photos.msn.com/support/worldwide.aspx ________________________________________________________________________________
Date: Apr 28, 2002
From: Walter Fricke <walterfricke(at)yahoo.com>
Subject: Re: Insurance for Nanchang CJ-6A
--- Janet Davidson wrote: > > > Jeff, et al > > Interested to read your comments about Cannon and > insurance quotes. I have > just received this years quote for my Nanchang, > which is the same price as > last year. I don't know the exact amount, but its > around $1800. > > I spoke to Avemco twice. First time the woman just > was not interested and > told me that they wouldn't insure the aircraft. I > guess it was near her > lunch break or something. I phoned back about 2 > weeks later, and got a very > helpful guy, but there was some complication over > insuring my passenger, so > it was a non-starter. > > I was very impressed with Cannon last year. They > were very helpful and > flexible about insuring the Nanchang while it was > still "British", before > the FAA approved everything. > > Unfortunately, while at SNF this year, when standing > with a group of > Nanchang gentlemen who had just landed and were > still dressed in flying > gear, Mr Johnston came over, introduced himself to > the 3 gentlemen, and > completely ignored me. Call me old fashioned, but I > found that rather rude, > and, if there was another insurance company > available I would be tempted to > move. > > I guess money talks, and Cannon offer the coverage > that I need, so I'll > stick with them just now so that when it stops > snowing here, I'll be safe to > fly! > > Janet > > > > >From: "Jeff Linebaugh" <linedog(at)peoplepc.com> > >Subject: Yak-List: Insurance for Nanchang CJ-6A > > > > > > >OK guys....just got my quote for insurance on my > CJ.... > > > >Cannon Aviation Insurance quoted me just over $1800 > for the "standard > >coverage's" (including fly-by and formation). > Don't know how anybody could > >beat That by 30%....would be curious to hear what > the actual quote was from > >AVEMCO...they wouldn't even give me a quote in > years past..... > > > >As a side note- Cannon does a LOT of Warbirds, they > come out to our > >gatherings, AND help Sponsor some of our > events...(i.e. they pay money to > >help offset our costs for the events). I like to > patronize companies like > >that.... > > > > > >Jeff Linebaugh > >linedog(at)peoplepc.com > > > > > > > MSN Photos is the easiest way to share and print > your photos: > http://photos.msn.com/support/worldwide.aspx > > > > 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://health.yahoo.com ________________________________________________________________________________
Date: Apr 28, 2002
From: gho <gho(at)concentric.net>
Subject: Re: OSH house
Barry, My wife and I need space for OSH, if it isn't too late we'll join up, George Olmsted ________________________________________________________________________________
From: EyeBLS(at)aol.com
Date: Apr 29, 2002
Subject: Re: Fuel feed
Whenever I find the tanks on my CJ are not feeding equally, I slip with the full tank higher and waggle the rudders and find that feed equals out. Unequal feed comes from not flying the airplane in perfect yaw compensation. Live with it eb ________________________________________________________________________________
From: "Russ Dycus" <dycusr(at)hotmail.com>
Subject:
Date: Apr 29, 2002
Saw this in AVweb today and thought it worhty of passing on. Russ HEADS-UP FOR GARMIN GPS III PILOT AND GPSMAP 195 OWNERS: In recent days, GARMIN International received a couple of user reports of GPS III Pilot and GPSMAP 195 portable navigators seeming to lock up when users entered a VOR or waypoint name starting with the letters X, Y or Z. Turns out this glitch was triggered by the introduction of some new intersections in the latest Jeppesen database update. On April 24, GARMIN released a free operating software update that corrects the problem. NOTE: If this means you, see AVweb's NewsWire for more, plus a direct link to download bug-fixing software, at <http://avweb.com/n/?18a>. ________________________________________________________________________________
Date: Apr 29, 2002
Subject: OSH house
From: "Barry W. Hancock" <radialpower(at)cox.net>
> Barry, > > My wife and I need space for OSH, if it isn't too late we'll join up, > > George Olmsted > George, Unfortunately, you are only the 3rd positive response, and I needed 7. I notified the renter this morning. Janet Davidson had expressed an interest, so you might want to contact her. Cheers, Barry ________________________________________________________________________________
Date: Apr 29, 2002
From: Michael DiMarco <mgdimarco(at)yahoo.com>
Subject: Posting Photos
How do I post photos to the yak-list? Mike http://health.yahoo.com ________________________________________________________________________________
From: cpayne(at)mc.net
Subject: Pics
Date: Apr 29, 2002
Dave, Short answer: you don't. You send them to: supercub(at)pig.net and Carol posts them on the YPA Gallery for all to admire. Craig "check out my bird on top" Payne How do I post photos to the yak-list? Mike http://health.yahoo.com ________________________________________________________________________________
From: "Paul Fitzgerald" <paulcfitzgerald(at)attbi.com>
Subject: Microair Radio
Date: Apr 29, 2002
Anyone out there have any experience with a Microair radio in a CJ or a Yak? I've heard a report that they aren't too clear in close formation. Trying to get some feedback before I choose the Microair or the Becker. Thanks, Paul Fitzgerald ________________________________________________________________________________
Date: Apr 29, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: Microair Radio
At 01:53 PM 4/29/2002, you wrote: > >Anyone out there have any experience with a Microair radio in a CJ or a >Yak? I've heard a report that they aren't too clear in close formation. > Trying to get some feedback before I choose the Microair or the Becker. I have suffered with a Microair in a CJ in formation. They suck. They suffer from overload from the transmitters in the nearby aircraft. OTOH, if you limit your formations to 1/2 mi separation between aircraft the Microair works just peachy. I would bet that the Becker with the remote electronics package would work much better. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: Apr 29, 2002
From: Jim Ivey <jim(at)jimivey.com>
Subject: Re: Microair Radio
Good information on the Microair. I have always liked them and never heard the close-in formation comments By the way, Microair just released it's compact round transponder for sale (after a long wait). They will also be releasing a LED remote control head model in the Fall. Good link: http://www.wingsandwheels.com/page1.htm Jim Ivey Brian Lloyd wrote: > >At 01:53 PM 4/29/2002, you wrote: > >> >>Anyone out there have any experience with a Microair radio in a CJ or a >>Yak? I've heard a report that they aren't too clear in close formation. >> Trying to get some feedback before I choose the Microair or the Becker. >> > >I have suffered with a Microair in a CJ in formation. They suck. They >suffer from overload from the transmitters in the nearby aircraft. > >OTOH, if you limit your formations to 1/2 mi separation between aircraft >the Microair works just peachy. > >I would bet that the Becker with the remote electronics package would work >much better. > > >Brian Lloyd >brian(at)lloyd.com >+1.530.676.1113 - voice >+1.360.838.9669 - fax > > ________________________________________________________________________________
Date: Apr 29, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: Microair Radio
At 02:28 PM 4/29/2002, you wrote: > >Good information on the Microair. I have always liked them and never >heard the close-in formation comments In addition to the extremely poor performance in formation I also found the small knobs and switches to be a pain to manipulate in the cockpit. This would be a radio I would purchase only if real estate was so precious that there was no alternative whatsoever. If you can fit a 6" wide radio at all, the UPS Apollo radios are the best I have ever used from a transmission and reception point of view. One other feature that makes the UPS radios a first-choice is the ability to monitor the standby frequency while still listening to the main frequency. This lets you tune in and listen to the ATIS while still listening for a call from ATC. If ATC calls the radio mutes the standby channel. This give you two-comm-radio functionality with just one radio. >By the way, Microair just released it's compact round transponder for >sale (after a long wait). They will also be releasing a LED remote >control head model in the Fall. I have been burned by transponders in the past (Garmin and Terra). This is an area where I would like to stick to the tried-and-true also. Transponders that have never given me any problems: King KT-76A Narco AT-50 and AT-150 Apollo SL-70 Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: Apr 29, 2002
From: Jim Ivey <jim(at)jimivey.com>
Subject: Re: Microair Radio
Count me in on the Apollo series. I've installed and used an SL-40 and flown an SL-30. Top notch and the second frequency feature is a revelation to everybody who uses them. No cooling, multi voltage and great transmission and reception. The built-in intercom in the SL-40 is acceptable in Ercoupes and Cessnas, but a CJ ought to have something separate like the high-noise version of the PS Engineering PM1000II or one of their audio panels. Jim "Still have a Terrible 760D in the CJ" Ivey Brian Lloyd wrote: >If you can fit a 6" wide radio at all, the UPS Apollo radios are the best I >have ever used from a transmission and reception point of view. One other >feature that makes the UPS radios a first-choice is the ability to monitor >the standby frequency while still listening to the main frequency. This >lets you tune in and listen to the ATIS while still listening for a call >from ATC. If ATC calls the radio mutes the standby channel. This give you >two-comm-radio functionality with just one radio. > ________________________________________________________________________________
From: "Frank Haertlein" <yak52driver(at)earthlink.net>
Subject: Microair Radio
Date: Apr 29, 2002
Paul The biggest problem with the Microair is that it's a 12 volt unit. Frank Chino -----Original Message----- From: owner-yak-list-server(at)matronics.com [mailto:owner-yak-list-server(at)matronics.com] On Behalf Of Paul Fitzgerald Subject: Yak-List: Microair Radio Anyone out there have any experience with a Microair radio in a CJ or a Yak? I've heard a report that they aren't too clear in close formation. Trying to get some feedback before I choose the Microair or the Becker. Thanks, Paul Fitzgerald ________________________________________________________________________________
Date: Apr 29, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Microair Radio
At 05:27 PM 4/29/2002, you wrote: > >Paul >The biggest problem with the Microair is that it's a 12 volt unit. That is easily fixed with an external regulator box, something that is readily available. Being able to work the knobs or being able to talk to your wingman requires changes to the radio. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
From: cjpilot710(at)aol.com
Date: Apr 29, 2002
Subject: schedule
Just so folks will know where I'm at. Tomorrow at O dark AM, I'll leave Del. for FD44. Over night there to pick up my gear and head out for SFO (and MER) at O dark AM on the 1st. via UAL. Anyone who needs to get a hold of me, try my cell phone #386-569-7060 ________________________________________________________________________________
From: "Frank Stelwagon" <pfstelwagon(at)earthlink.net>
Subject: Microaire Radios
Date: Apr 29, 2002
--- StripMime Report -- processed MIME parts --- text/html --- StripMime Errors --- A message with no text/plain section was received. The entire body of the message was removed. Please resend the email using plaintext formatting --- ________________________________________________________________________________
Date: Apr 30, 2002
Subject: space saving radios
From: "Barry W. Hancock" <radialpower(at)cox.net>
If depth is not an issue, Becker avionics are a good way to go. I have several friends that use them and speak highly of them. They fit in a 2 1/4 hole. They have the basic lineup (comm, xpndr, vor, etc.) in this configuration. I believe their web site is www.beckerusa.com, but don't quote me on that one. Barry ________________________________________________________________________________
Date: Apr 30, 2002
From: Mark Schrick <schrick(at)pacbell.net>
Subject: Space saving radios (Becker Radio / Transponder) Discount for
YPA members Barry, What is really funny is I'm a Becker Dealer for California (Accurate Aviation Specialists). Over a year ago I posted that I would give any YPA members a 10% discount for any Becker Radio (4201) and the new transponder. I guess it is time to bring it up again. I have used the Microair in my Taylorcraft L2B and it works fine but the Becker is more refined and does have clearer transmissions in my situation. The Becker is 1 inch longer (7 inches deep) than the Microair but this has not been an issue for CJ6 or Yak 52 drivers. If I could do it over again I would go Becker Radio / Transponder in the panel and not have to cut any new holes. Cleaner install also. Good luck and here is the web site so you can choose yourself. www.beckerusa.com Mark Schrick YAK 52W 400 HP PS. Hope everyone is coming to the REDSTAR Gathering this weekend at Castle AFB. Over 50 planes have registered. Should be the largest gathering of Yaks since the MAY DAY PARADE. > >If depth is not an issue, Becker avionics are a good way to go. I have >several friends that use them and speak highly of them. They fit in a 2 >1/4 hole. They have the basic lineup (comm, xpndr, vor, etc.) in this >configuration. I believe their web site is www.beckerusa.com, but don't >quote me on that one. > >Barry > > ************************************************************ Mark Schrick 966 Wallace Drive San Jose, CA 95120-1848 (408) 323-5150 Phone/Fax (408) 391-6664 (Cell) schrick(at)pacbell.net ************************************************************ ________________________________________________________________________________
From: "Fraser, Gus" <gus.fraser(at)gs.com>
Subject: FW: Yak 52 Safety and Proficiency Training, July 2002
Date: Apr 30, 2002
Dear all Gena is coming to America for the dates stated below. As Stewart points out a location for his second week is not yet final. Any suggestions ? If you are interested please contact Stewart directly as he is setting this one up. This is the thing to do to answer all of those Yak 52 spinning questions which came out recently. I strongly recommend this training. Gus Fraser -----Original Message----- From: Stewart Nicholson [mailto:stewart(at)mfrmatrix.com] Dear Yak 52 Pilots, Gennady Elfimov (from Skytrace www.skytrace.co.uk) is tentatively planning to offer Yak 52 safety and proficiency training in the U.S. July 5-22 inclusive. He expects to be at Doylestown, PA (DYL) for the first week. The location for the second week is to be determined based on response. Please let us know if you are interested in flying with Gena, your location and preferred dates. Also for venues other than DYL, Gena needs volunteers to coordinate local arrangements and training schedule - please advise if you would be interested in helping out. Since most of you are Skytrace alumni, you will be familiar with the content, format and pricing which will be similar to previous years' sessions. If not, let me know and I will forward more info. If you know of any others who may be interested in the training, please forward this note. Hope you're all keeping well and I look forward to hearing from you. Best Regards, Stewart Nicholson ________________________________________________________________________________
Date: May 01, 2002
Subject: spin training
From: "Barry W. Hancock" <radialpower(at)cox.net>
> > Dear all Gena is coming to America for the dates stated below. As > Stewart > points out a location for his second week is not yet final. Any > suggestions > ? If you are interested please contact Stewart directly as he is setting > this one up. This is the thing to do to answer all of those Yak 52 > spinning > questions which came out recently. I strongly recommend this training. > If he could move his trip back a week, he could end in MTW. This is a win win. I'm a CJ driver but would love to get spin training in a -52. I'm sure I'm not alone. Furthermore, this would bring more -52's to the event and give them a stronger showing at OSH. It sure was nice to have a 4-ship of -52's at Sun 'n Fun...it'd nice to double that at OSH! Off to Red Star.....42 re-confirmed attendees this week!!! Looks like we'll have a MiG 17, MiG 21, L-29, L-39, and Yak 11 to spice up the ramp as well. Should be a great time. If you're in the area and still haven't committed, you're certainly welcome to attend. Frankly, with array of aircraft and long time experts that will be there, Saturday is a "don't miss" day. My cell phone is below if you're thinking of coming. Barry 949.300.5510 ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: Re: spin training
Date: May 01, 2002
Where is RedStar? I have both a CJ and an L-29 which I would enjoy bringing. Ernie ----- Original Message ----- From: "Barry W. Hancock" <radialpower(at)cox.net> Subject: Yak-List: spin training > > > > > Dear all Gena is coming to America for the dates stated below. As > > Stewart > > points out a location for his second week is not yet final. Any > > suggestions > > ? If you are interested please contact Stewart directly as he is setting > > this one up. This is the thing to do to answer all of those Yak 52 > > spinning > > questions which came out recently. I strongly recommend this training. > > > If he could move his trip back a week, he could end in MTW. This is a > win win. I'm a CJ driver but would love to get spin training in a -52. > I'm sure I'm not alone. Furthermore, this would bring more -52's to the > event and give them a stronger showing at OSH. It sure was nice to have > a 4-ship of -52's at Sun 'n Fun...it'd nice to double that at OSH! > > Off to Red Star.....42 re-confirmed attendees this week!!! Looks like > we'll have a MiG 17, MiG 21, L-29, L-39, and Yak 11 to spice up the ramp > as well. Should be a great time. If you're in the area and still > haven't committed, you're certainly welcome to attend. Frankly, with > array of aircraft and long time experts that will be there, Saturday is > a "don't miss" day. My cell phone is below if you're thinking of coming. > > Barry > 949.300.5510 > > ________________________________________________________________________________
Date: May 01, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: spin training
At 08:47 AM 5/1/2002, you wrote: > >Where is RedStar? I have both a CJ and an L-29 which I would enjoy bringing. Castle AFB, now Castle airport (MER), Atwater, CA. It is near Merced, CA, in the Central Valley, about 100 nm SE of Sacramento. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
From: "Mark Schrick" <schrick(at)pacbell.net>
Subject: Re: spin training (Redstar Fly-in) THIS WEEKEND ; BE THERE!!!!!!!!!
Date: May 01, 2002
Redstar is at Castle AFB in Atwater, Ca (Merced). It starts THURSDAY May 2nd through SUNDAY May 5th. www.allredstar.com is where all the information is located. Bring the L-29 due to 6 other L-39 will also be there. Could be the only L-29 there. Good luck and hope to see EVERYONE THERE this weekend. Over 50 aircraft have signed up for this great event. Largest Russian gathering since the MAY DAY PARADE........ Regards Mark Schrick YAK 52W 400 HP San Jose, CA Mark Schrick 966 Wallace Drive San Jose, CA 95120 (408) 323-5150(H) or (408) 391-6664 (Car) >--- Original Message --- >From: Ernie <ernie(at)gscinc.com> >To: yak-list(at)matronics.com >Date: 5/1/02 7:47:57 AM > > >Where is RedStar? I have both a CJ and an L-29 which I would enjoy bringing. > >Ernie >----- Original Message ----- >From: "Barry W. Hancock" <radialpower(at)cox.net> >To: >Subject: Yak-List: spin training > > >> >> > >> > Dear all Gena is coming to America for the dates stated below. As >> > Stewart >> > points out a location for his second week is not yet final. Any >> > suggestions >> > ? If you are interested please contact Stewart directly as he is setting >> > this one up. This is the thing to do to answer all of those Yak 52 >> > spinning >> > questions which came out recently. I strongly recommend this training. >> > >> If he could move his trip back a week, he could end in MTW. This is a >> win win. I'm a CJ driver but would love to get spin training in a -52. >> I'm sure I'm not alone. Furthermore, this would bring more -52's to the >> event and give them a stronger showing at OSH. It sure was nice to have >> a 4-ship of -52's at Sun 'n Fun...it'd nice to double that at OSH! >> >> Off to Red Star.....42 re-confirmed attendees this week!!! Looks like >> we'll have a MiG 17, MiG 21, L-29, L-39, and Yak 11 to spice up the ramp >> as well. Should be a great time. If you're in the area and still >> haven't committed, you're certainly welcome to attend. Frankly, with >> array of aircraft and long time experts that will be there, Saturday is >> a "don't miss" day. My cell phone is below if you're thinking of coming. >> >> Barry >> 949.300.5510 >> >> > > of form messages. > > ________________________________________________________________________________
From: "Avcraft, Inc." <avcraft(at)megavision.com>
Subject: MTW
Date: May 01, 2002
Count me in for MTW. Let me know if anyone's coming through Columbus, NE (OLU) and we'll go together. Discounted fuel for YPA members. Keith Harbour N73CJ ________________________________________________________________________________
From: "Fraser, Gus" <gus.fraser(at)gs.com>
Subject: Gena
Date: May 02, 2002
I will ask him about that. What dates is Redstar on ? ________________________________________________________________________________
Date: May 02, 2002
From: H30Damm(at)aol.com
Subject: Yak 50 electrics
> Hello all ! > > I am operating a Yak 50 in Germany and I have one problem : > The Generator is not charging the batterie. The red light on the panel is > always on. > I have tried to fix it, but I do not understand the system completely. I am > pretty familiar with car electrics, but this one fails me. It is the > original russian design. > There is a lot of electrical equipment behind the firewall, wich as I > understood has all something to do with the Generatorsystem. > I do not want to replace it with one of those lightweight systems. > > Can anyone explain the whole stuff to me ? > > Happy Landings ! > > Henning DE > Bremen / Germany > ________________________________________________________________________________
Date: May 02, 2002
From: "Terry Calloway" <TCalloway(at)datatechnique.com>
Subject: Re: Pics
Not exactly. Yaklist has a photo listing that can be used by going to Photo Share: http://www.matronics.com/photoshare Craig's instruction is for posting photos on the YPA website. Terry (details) Calloway >>> cpayne(at)mc.net 04/29/02 03:02PM >>> Dave, Short answer: you don't. You send them to: supercub(at)pig.net and Carol posts them on the YPA Gallery for all to admire. Craig "check out my bird on top" Payne How do I post photos to the yak-list? Mike ________________________________________________________________________________
From: FLYBOY886(at)aol.com
Date: May 02, 2002
Subject: Re: Yak-List Digest: 10 Msgs - 04/15/02
Yak list members, I have a problem with my prop on a Yak52. One of the blades has developed some very small cracks, perpendicular to the blade, about in the center of it. I have stripped all the paint off all the way to the fiberglass. If I look closely I can still see the cracks. I fly the plane mostly for aerobatics and am led to believe this was caused by a lot of flexing due to the maneuvers. Any help would be greatly appreciated. Also if anyone knows of a used prop for a 52, please let me know. Thanks in advance, John Bertelli flyboy 886(at)aol.com ________________________________________________________________________________
Date: May 02, 2002
From: Craig Payne <cpayne(at)mc.net>
Subject: Re: Pics
Yes, of course...but then the matronics pics aren't sorted by aircraft type like the YPA site. You get "photo de jour" Craig Payne Terry Calloway wrote: > > > Not exactly. Yaklist has a photo listing that can be used by going to Photo Share: http://www.matronics.com/photoshare > > Craig's instruction is for posting photos on the YPA website. > > Terry (details) Calloway > ________________________________________________________________________________
From: "A. Dennis Savarese" <adsavar(at)gte.net>
Subject: Re: Yak-List Digest: 10 Msgs - 04/15/02
Date: May 02, 2002
John, I have the exact same "cracks" on my blades. I check with Whirlwind on the west coast who does the prop reconditioning and actually sent photos of the problem. Their reply was very simple. They see this all the time and it is due to the original covering material used on the props. It is not fiberglass. Whirlwind does a complete reconditioning of the blades (I believe Jim Goolsby's prop was done by them) including stripping and recoating with fiberglass and replacing the nickel leading edge with stainless steel, balancing is included of course. They said it is not a problem. If you call Carl Hays in California, he can give you the phone number of Whirlwind. 858-292-7222. ----- Original Message ----- From: <FLYBOY886(at)aol.com> Subject: Re: Yak-List: Re: Yak-List Digest: 10 Msgs - 04/15/02 > > Yak list members, I have a problem with my prop on a Yak52. One of the blades > has developed some very small cracks, perpendicular to the blade, about in > the center of it. I have stripped all the paint off all the way to the > fiberglass. If I look closely I can still see the cracks. > I fly the plane mostly for aerobatics and am led to believe this was caused > by a lot of flexing due to the maneuvers. > Any help would be greatly appreciated. Also if anyone knows of a used prop > for a 52, please let me know. > Thanks in advance, > John Bertelli > flyboy 886(at)aol.com > > ________________________________________________________________________________
From: "Mark Jefferies , YAK UK Ltd" <yakuk(at)compuserve.com>
Subject: electrics
Date: May 03, 2002
some very simple fixes below. 1.. check the overvolts unit has not triggered. 2.. check all the fuses in the grey firwall box, take them out and wriggel the ends whilst checking we have experianced wires breaking inside making occasional contact. I think its the fuse in the centre of the box, vertically mounted if I recalll rightly. 3.. The DMP200 is faulty, lareg brown unit inthe grey box. 4.. broken straps between the varios components. All the above we have found previously on the 50 and 52. good luck, thats my last word on the subject !! From: H30Damm(at)aol.com Subject: Yak-List: Yak 50 electrics > Hello all ! > > I am operating a Yak 50 in Germany and I have one problem : > The Generator is not charging the batterie. The red light on the panel is > always on. > I have tried to fix it, but I do not understand the system completely. I am > pretty familiar with car electrics, but this one fails me. It is the > original russian design. > There is a lot of electrical equipment behind the firewall, wich as I > understood has all something to do with the Generatorsystem. > I do not want to replace it with one of those lightweight systems. > > Can anyone explain the whole stuff to me ? > > Happy Landings ! > Best regards, Mark M G Jefferies for YAK UK Ltd www.yakuk.co.uk ________________________________________________________________________________
From: H30Damm(at)aol.com
Date: May 03, 2002
Subject: Re: electrics
Thanks a lot for your help ! ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: Warble Pump
Date: May 03, 2002
The Warble pump on my CJ has stopped working. Is it possible for it to lose prime? and if so, how do I remedy the situation. I've been pumping away at it but I cant get any indication on the fuel pressure guage. The gauge works, because I can see pressure when the engine is running. Ernie ________________________________________________________________________________
From: MFilucci(at)aol.com
Date: May 03, 2002
Subject: Manitowoc/Oshkosh
Yak Drivers/Enthusiasts Planning for Manitowoc/Ohkosh, The dates for MTW will be Saturday, July 20th through Monday, July 22nd, with EAA AirVenture (OSH) beginning on Tuesday, July 23rd. We will conduct a FAST Formation Ground School that will be held on Saturday morning, the 20th. Those who wish to participate in that portion of the program should plan on a Friday the 19th arrival. The best hotel rate we have been able to find for our participants is at the Super 8. Cherly, the Manager quoted a YPA rate of $55.00 (920-684-8873). We will post a registration form on the YPA website within the next week. If you would like a form mailed or faxed to you, please let me know. I look forward to seeing you all there. Regards, Mike Filucci ________________________________________________________________________________
Date: May 03, 2002
From: "Terry Calloway" <TCalloway(at)datatechnique.com>
Subject: Re: Manitowoc/Oshkosh
A couple of questions. 1. Will YPA do a mass fly-in into OSH? 2. If so what day will this be done? 3. What days are YPA planning to fly in the airshow. Thanks; tc ________________________________________________________________________________
From: cpayne(at)mc.net
Subject: Fly-in
Date: May 03, 2002
No answer here but just an Addendum: the first WB airshow is scheduled on Wednesday. Thursday is forum day. Maybe Jets only. Friday is a WB show with possible dinner on the field. Sat & Sunday WB shows Craig Payne A couple of questions. 1. Will YPA do a mass fly-in into OSH? 2. If so what day will this be done? 3. What days are YPA planning to fly in the airshow. Thanks; tc ________________________________________________________________________________
Date: May 03, 2002
From: "Terry Calloway" <TCalloway(at)datatechnique.com>
Subject: Re: Fly-in
Just my two cents but why don't we hold MTW starting on Sunday and officially arriving at OSH on Tuesday or Wednesday when Warbirds are scheduled to fly. This is probably why not as many warbirds are around on for the weekend show. tc >>> cpayne(at)mc.net 05/03/02 03:08PM >>> No answer here but just an Addendum: the first WB airshow is scheduled on Wednesday. Thursday is forum day. Maybe Jets only. Friday is a WB show with possible dinner on the field. Sat & Sunday WB shows Craig Payne A couple of questions. 1. Will YPA do a mass fly-in into OSH? 2. If so what day will this be done? 3. What days are YPA planning to fly in the airshow. Thanks; tc ________________________________________________________________________________
Date: May 03, 2002
From: Craig Payne <cpayne(at)mc.net>
Subject: Re: Warble Pump
Does the pump have any "feel" to it? pull the side cover and see if is turning the pump shaft ok. If it feels OK, you could disconnect the output end to a can for a visual look at flow. Look at your diagram in the manual where is also a check valve in the loop. Possible broken spring or shot rubber in that valve. Craig Payne Ernie wrote: > > > The Warble pump on my CJ has stopped working. Is it possible for it to > lose prime? and if so, how do I remedy the situation. I've been pumping > away at it but I cant get any indication on the fuel pressure guage. The > gauge works, because I can see pressure when the engine is running. > > Ernie > ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: Re: Warble Pump
Date: May 03, 2002
It doesnt feel much different than before, the only indication that I had that it wasnt working was that the fuel pressure gauge didnt move. The lever IS turning the pump shaft, so it either lost prime or something slong the lines of what you mentioned. Thanks Ernie ----- Original Message ----- From: "Craig Payne" <cpayne(at)mc.net> Subject: Re: Yak-List: Warble Pump > > Does the pump have any "feel" to it? pull the side cover and see if is > turning the pump shaft ok. If it feels OK, you could disconnect the > output end to a can for a visual look at flow. > > Look at your diagram in the manual where is also a check valve in the > loop. Possible broken spring or shot rubber in that valve. > > Craig Payne > > Ernie wrote: > > > > > > The Warble pump on my CJ has stopped working. Is it possible for it to > > lose prime? and if so, how do I remedy the situation. I've been pumping > > away at it but I cant get any indication on the fuel pressure guage. The > > gauge works, because I can see pressure when the engine is running. > > > > Ernie > > > > ________________________________________________________________________________
From: MFilucci(at)aol.com
Date: May 03, 2002
Subject: MTW/OSH Fly-in
Terry, You can arrive any day you would like to arrive. The Saturday morning start is geared toward those who would like to participate in the FAST training program. We will also do some mass formation practice in the days leading up to our OSH arrival. For pilots like you who already are FAST qualified and have done some mass formation flying the earlier start is not as important. We are trying to take care of everyone's needs when we sponsor these fly-ins. Mike Filucci ________________________________________________________________________________
From: VDesi10492(at)aol.com
Date: May 04, 2002
Subject: Re: Prop position
Hi Guys I just got my 52 and it has an MT9 prop. In my training I was told to go full forward on the prop on final during landing. This high rpm setting makes so much drag that I have to hold almost 80% power during landing and when I pull the power back in the flare it drops like a rock. Another owner advised me to just advance the prop to about 2300 rmp on final and land that way. It lands a lot more like a normal aircraft in this manner and the tons of drag is gone. What is the best way to land a 52 with this big MT 9 drag producer? Dave DeSimone Thanks vdesi10492(at)AOL.com ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: Re: Warble Pump
Date: May 04, 2002
I actuated the pump while in flight and it primed right up. I guess it needed fuel pressure in order to prime. Ernie ----- Original Message ----- From: "Ernie" <ernie(at)gscinc.com> Subject: Re: Yak-List: Warble Pump > > It doesnt feel much different than before, the only indication that I had > that it wasnt working was that the fuel pressure gauge didnt move. The lever > IS turning the pump shaft, so it either lost prime or something slong the > lines of what you mentioned. > > Thanks > > Ernie > ----- Original Message ----- > From: "Craig Payne" <cpayne(at)mc.net> > To: > Subject: Re: Yak-List: Warble Pump > > > > > > Does the pump have any "feel" to it? pull the side cover and see if is > > turning the pump shaft ok. If it feels OK, you could disconnect the > > output end to a can for a visual look at flow. > > > > Look at your diagram in the manual where is also a check valve in the > > loop. Possible broken spring or shot rubber in that valve. > > > > Craig Payne > > > > Ernie wrote: > > > > > > > > > The Warble pump on my CJ has stopped working. Is it possible for it to > > > lose prime? and if so, how do I remedy the situation. I've been pumping > > > away at it but I cant get any indication on the fuel pressure guage. The > > > gauge works, because I can see pressure when the engine is running. > > > > > > Ernie > > > > > > > > > ________________________________________________________________________________
From: MARKHINZMAN(at)aol.com
Date: May 04, 2002
Subject: Landing techniques...Prop control position
It is my contention that the instruction to leave the prop in the 2300 rpm position is the most correct technique. If full power is required, then of course move all levers to the max power position. The stabilized approach technique works in all the propeller aircraft that I have flown. Mark Hinzman ATP CFI A&P IA ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: Oil Type
Date: May 04, 2002
What kind of oil is best suited to the 285 HP CJ engine? I live in Florida so its quite hot here. The previous owner had been using Phillips 20W 60. I've only used Aeroshell W100 in my other planes. Ernie ________________________________________________________________________________
From: "A. Dennis Savarese" <adsavar(at)gte.net>
Subject: Re: Oil Type
Date: May 04, 2002
The Phillips 25W-60 is designed for radials. Of course the Aeroshell 100 works great too. I believe many of our YPA members, including myself, use the 25W-60. http://seweb1.phillips66.com/Lube/PRODUCTS.NSF/Groups/C58B5A18ACFE83D386256A 7D004CA4BF?OpenDocument Dennis Savarese YAK 52 "China Doll" ----- Original Message ----- From: "Ernie" <ernie(at)gscinc.com> Subject: Yak-List: Oil Type > > What kind of oil is best suited to the 285 HP CJ engine? I live in > Florida so its quite hot here. The previous owner had been using > Phillips 20W 60. I've only used Aeroshell W100 in my other planes. > > Ernie > > ________________________________________________________________________________
Date: May 04, 2002
From: brian olofsson <brian060901(at)yahoo.com>
Subject: Re: Warble Pump
The Warble pump on my CJ has stopped working. Is it possible for it to lose prime? and if so, how do I remedy the situation. I've been pumping away at it but I cant get any indication on the fuel pressure guage. The gauge works, because I can see pressure when the engine is running. Ernie --------------------------------- ________________________________________________________________________________
From: "dabear" <dabear(at)damned.org>
Subject: Re: Prop position
Date: May 04, 2002
I was trained to fly the 52 differently. I kept the prop back because of the drag the rotating speed brake causes :-) I only moved it forward if I had to go around. It just meant being that much more ahead of the aircraft on final. Keep the prop and throttle back but keep airspeed at 105mph or more otherwise the sink rate is like autorotating a helicopter. Keep a little power in the flare and then pull the power out as you touch the mains. Then keep the nose up until the elevator will no longer keep it up. That is how I was told to fly the 52 and then how I flew it. Then again, I'm not a CFI, I don't fly for the airlines, I'm not paid to fly, and not many people want to ride in the back of my plane. :-) Regards, Al DeVere ----- Original Message ----- From: <VDesi10492(at)aol.com> Subject: Yak-List: Re: Prop position > > > Hi Guys > > I just got my 52 and it has an MT9 prop. In my training I was > told to go full forward on the prop on final during landing. This high rpm > setting makes so much drag that I have to hold almost 80% power during > landing and when I pull the power back in the flare it drops like a rock. > Another owner advised me to just advance the prop to about 2300 rmp on final > and land that way. It lands a lot more like a normal aircraft in this manner > and the tons of drag is gone. What is the best way to land a 52 with this > big MT 9 drag producer? > > Dave DeSimone Thanks > vdesi10492(at)AOL.com > > ===== of > ===== messages. members. > ===== http://www.matronics.com/browselist/yak-list > ===== > > ________________________________________________________________________________
From: VDesi10492(at)aol.com
Date: May 04, 2002
Subject: Re: Prop position
Al Thanks for the info. I flew in 30kts of wind today and I used the Prop rpm back method and it flew really well. There is a lot of drag with the prop forward. thanks again Dave DeSimone vdesi10492(at)AOL.com ________________________________________________________________________________
Date: May 04, 2002
From: "Terry Calloway" <TCalloway(at)datatechnique.com>
Subject: Re: Prop position
>I'm not paid to fly, and not many people want to ride in the back of my >plane. :-) I suspect you'll get more people asking now that you are flying a CJ. tc :-) ________________________________________________________________________________
From: "dabear" <dabear(at)damned.org>
Subject: Re: Prop position
Date: May 04, 2002
The 52 is flown differently from "standard planes" and even from it's sister ship the CJ6. The main cause is the high horse power and the drag of the 52. Put the flaps down, the gear down, the prop forward and if you are not careful you could find yourself with little airspeed extremely quick. Then again, I absolutely loved the way it flew. I'm trying to figure out a way to put speed brakes on the CJ so that I can descend as quickly and as easily as the 52. :-) Regards, Al DeVere ----- Original Message ----- From: <VDesi10492(at)aol.com> Subject: Re: Yak-List: Re: Prop position > > > Al > > Thanks for the info. I flew in 30kts of wind today and I used the > Prop rpm back method and it flew really well. There is a lot of drag with > the prop forward. > > > thanks again > Dave DeSimone > vdesi10492(at)AOL.com > > ===== of > ===== messages. members. > ===== http://www.matronics.com/browselist/yak-list > ===== > > ________________________________________________________________________________
From: KILOUSMC(at)aol.com
Date: May 04, 2002
Subject: (no subject)
Terry, I like your idea of a Tuesday/Wednesday arrival at MTW and hopefully stage from there through Thursday. The cost of a room is cheaper and you don't have to stand in line for a Head Call. Bob ________________________________________________________________________________
From: pjuer <pjuer(at)earthlink.net>
Subject: Your password
Date: May 04, 2002
--- StripMime Report -- processed MIME parts --- multipart/alternative text/html audio/x-wav application/octet-stream --- StripMime Errors --- A message with no text/plain section was received. The entire body of the message was removed. Please resend the email using plaintext formatting --- ________________________________________________________________________________
Date: May 05, 2002
From: John Alber <john(at)johnalber.com>
Subject: Yak 52 prop position
Happens I've had instruction from proponents on both sides of the prop position issue. Steve Beaver of Classic Aerobatics did my transition training (an excellent instructor). He taught me to fly a steep approach at 70% RPM and 165 to 170 kph, with MP at 4 The landings work out well. Gena of Skytrace (also an excellent instructor) taught me the Russian way--prop moved to 100% on final, approachg flown VERY steep at 160-165 kph with the throttle at idle. Gena's theory is that the lag time associated with the prop spinning up to max RPM might be critical on a go around. If you have a very high sink rate and the go around decision point is close to the ground, I can see his point. I've been continuing to experiment with both approaches. The 70% approaches are easier and so are a logical choice for transition training. The 100% approaches make for shorter landings, but judging the low-float flare is a little harder. The key to making the 100% approaches work is to stay at pattern altitude until about half way down a close-in base leg. With the 70% approach, I can just make a 1000 foot turn off (i.e. land in 1000 feet). If I land at 100 %, I can make a 900 foot turn off. If I had to go into a very short field, I'd use the 100% approach and fly 150-155 kph. At that speed it flares like a brick, so it pays not to flare too high. The last technique is also a good one for spot landings. You can see the landing point easily on final and you will not float once you flare. John Alber John Alber john(at)johnalber.com Home 618-675-3553 Work 314-259-2144 --------------------------------- ________________________________________________________________________________
From: "Russ Dycus" <dycusr(at)hotmail.com>
Subject: Al's Backseat
Date: May 05, 2002
Al, Here is one guy who will ride in your backseat anyday, of course not with a parachute and good life insurance............................................. :- Then again, I'm not a CFI, I don't fly for the airlines, I'm not paid to fly, and not many people want to ride in the back of my plane. :-) ________________________________________________________________________________
Date: May 06, 2002
From: Michael DiMarco <mgdimarco(at)yahoo.com>
Subject: Warbird Camping
I haven't got response from the EAA on this. So where to warbirds camp? Vintage Camping? Warbird parking? Mike http://health.yahoo.com ________________________________________________________________________________
From: cpayne(at)mc.net
Subject: WB Camping
Date: May 06, 2002
Mike, WB camping consists of a small area up the road (West) from where Yak parking is. Through the parking lot, past the CAP camp. There is room for tents and small campers. BIG BOYS have motor homes that sit nearby in WB parking but I'm not sure any Yak/CJ guys have made the "A" list yet. Craig Payne I haven't got response from the EAA on this. So where to warbirds camp? Vintage Camping? Warbird parking? Mike ________________________________________________________________________________
Date: May 06, 2002
Subject: Red Star, wobble pump
From: "Barry W. Hancock" <radialpower(at)cox.net>
Back from Red Star, what a blast! 43 aircraft in total including a MiG 21 demo, 2 L-39's, an L-29 that flew 5 hops a day (and demonstrated the Immelman pattern entry:), formation training, and some of the best ACM training in the world, literally. I'm sure Drew will write a full report, if he hasn't already. As for the wobble pump being a part of the start sequence, I see many guys do this. I wonder why? I have never had even the slightest problem starting either the 285 or the 360 and I don't use the wobble pump at all. For the 285 it's just 6 shots of prime, 6 blades, and presto. For the M14P, I use 6-8 (depending on outside temp), 6 blades and presto. Hope to see you all at next year's Red Star, or better yet, the Red Star ACM clinic in Feb. You cannot have more fun in an airplane and the ONLY place to learn is with highly qualified instructors such as the ones at Red Star - it's ten times more involved than formation flying. I'm glad I waited to "do battle" until I had adult supervision. Trying it on your own is Russian Roulette, as far as I'm concerned. As the chief says, fly safe, fly smart. Barry ________________________________________________________________________________
From: "Mark Schrick" <schrick(at)pacbell.net>
Subject: Red Star follow up
Date: May 06, 2002
Barry, DIDO !!!!! What a blast! Great flying, Great friends and lots of new friends. This was by far the best flying event I have attend and can not wait for Februray. By the way, the total was 46 aircraft because 3 Yak 52 drivers came in but left two hours later. I just want to make sure we get the right count because WHAT A GREAT START!! Easy to miss because everyone was always flying or in briefings. The 8 plane formation on Sunday looked great in the pictures and boy does it look GOOD and TIGHT!! The instructors were great (including Barry - joking) and I have found a new level of disapline and fun in flying. I really didn't want to come back to work. Looking forward to helping on the next one. Thank you to all that attended and put in so much work. I don't know anyone that didn't have a blast!! Regular airshows will never be the same !!!! All that didn't come this year.....You have to be there next year. All that came...See you on the CRUD TABLE for Friday night. Fly safe and Thank you for the new friendships started. Mark "Shrek" Schrick Yak 52W 400HP San Jose, CA Mark Schrick 966 Wallace Drive San Jose, CA 95120 (408) 323-5150(H) or (408) 391-6664 (Car) >--- Original Message --- >From: "Barry W. Hancock" <radialpower(at)cox.net> >To: Yaklist >Date: 5/6/02 9:46:09 AM > > >Back from Red Star, what a blast! 43 aircraft in total including a MiG >21 demo, 2 L-39's, an L-29 that flew 5 hops a day (and demonstrated the >Immelman pattern entry:), formation training, and some of the best ACM >training in the world, literally. I'm sure Drew will write a full >report, if he hasn't already. > >As for the wobble pump being a part of the start sequence, I see many >guys do this. I wonder why? I have never had even the slightest >problem starting either the 285 or the 360 and I don't use the wobble >pump at all. For the 285 it's just 6 shots of prime, 6 blades, and >presto. For the M14P, I use 6-8 (depending on outside temp), 6 blades >and presto. > >Hope to see you all at next year's Red Star, or better yet, the Red Star >ACM clinic in Feb. You cannot have more fun in an airplane and the ONLY >place to learn is with highly qualified instructors such as the ones at >Red Star - it's ten times more involved than formation flying. I'm glad >I waited to "do battle" until I had adult supervision. Trying it on >your own is Russian Roulette, as far as I'm concerned. As the chief >says, fly safe, fly smart. > > >Barry > > of form messages. > > ________________________________________________________________________________
From: cjpilot710(at)aol.com
Date: May 06, 2002
Subject: Fwd: CIVA
In a message dated 5/4/02 7:55:11 AM Eastern Daylight Time, WaltOrth writes: > U.S. SELECTED TO HOST 2003 WORLD AEROBATIC CHAMPIONSHIPS > Competition to be held at Lakeland, Florida June 25-July 4, 2003 --- > The International Aerobatics Commission (CIVA) announced this week that the > United States has been selected as host country for the XXII World Aerobatic > Championships in 2003. The championships will be held June 25 through July > 4, 2003, at the Sun 'n Fun Fly-in campus at the Lakeland-Linder Regional > Airport in Lakeland, Florida. The International Aerobatic Club as the > governing body for aerobatics in the United States, in partnership with Sun > 'n Fun and the United States Aerobatic Foundation, will coordinate the > 10-day affair. Between 800-1000 pilots, officials and judges from 15-20 > countries are expected to participate, along with the top aerobatic pilots > from around the world. A press conference will formally announce the > selection on Wednesday, May 8, at 10 a.m. at Sun 'n Fun headquarters in > Lakeland. > 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: Sat, 4 May 2002 07:55:11 EDT Subject: CIVA WHOUGHTON(at)broward.org, Wb2ngz(at)aol.com, fschlafly(at)sprynet.com, RFJM9870(at)aol.com, luckykeith(at)surewest.net, vinnietirado(at)netzero.net, dorth(at)yahoo.com, pstuts(at)mindspring.com, LMP(at)atkinson-diner.com, Huntons(at)mac.com, jg8s(at)281.com, BobGin(at)olypen.com, david(at)sfla.net, CGair(at)aol.com, popesickel(at)mindspring.com, cjpilot710(at)aol.com, JoeJCM(at)aol.com, F86f(at)aol.com, jimhir(at)bellsouth.net, lspipes(at)msn.com, flytmb(at)earthlink.net, HHA134(at)juno.com, sunsetbay82(at)hotmail.com, SLauff(at)aol.com U.S. SELECTED TO HOST 2003 WORLD AEROBATIC CHAMPIONSHIPS Competition to be held at Lakeland, Florida June 25-July 4, 2003 --- The International Aerobatics Commission (CIVA) announced this week that the United States has been selected as host country for the XXII World Aerobatic Championships in 2003. The championships will be held June 25 through July 4, 2003, at the Sun 'n Fun Fly-in campus at the Lakeland-Linder Regional Airport in Lakeland, Florida. The International Aerobatic Club as the governing body for aerobatics in the United States, in partnership with Sun 'n Fun and the United States Aerobatic Foundation, will coordinate the 10-day affair. Between 800-1000 pilots, officials and judges from 15-20 countries are expected to participate, along with the top aerobatic pilots from around the world. A press conference will formally announce the selection on Wednesday, May 8, at 10 a.m. at Sun 'n Fun headquarters in Lakeland. ......................... U.S. SELECTED TO HOST 2003 WORLD AEROBATIC CHAMPIONSHIPS Competition to be held at Lakeland, Florida June 25-July 4, 2003 --- The International Aerobatics Commission (CIVA) announced this week that the United States has been selected as host country for the XXII World Aerobatic Championships in 2003. The championships will be held June 25 through July 4, 2003, at the Sun 'n Fun Fly-in campus at the Lakeland-Linder Regional Airport in Lakeland, Florida. The International Aerobatic Club as the governing body for aerobatics in the United States, in partnership with Sun 'n Fun and the United States Aerobatic Foundation, will coordinate the 10-day affair. Between 800-1000 pilots, officials and judges from 15-20 countries are expected to participate, along with the top aerobatic pilots from around the world. A press conference will formally announce the selection on Wednesday, May 8, at 10 a.m. at Sun 'n Fun headquarters in Lakeland. ......................... ________________________________________________________________________________
From: cjpilot710(at)aol.com
Date: May 06, 2002
Subject: Re: Oil Type
In a message dated 5/4/02 1:30:11 PM Eastern Daylight Time, ernie(at)gscinc.com writes: > > What kind of oil is best suited to the 285 HP CJ engine? I live in > Florida so its quite hot here. The previous owner had been using > Phillips 20W 60. I've only used Aeroshell W100 in my other planes. > > Ernie > W100 or W120 is just fine down 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: "Frank Haertlein" <yak52driver(at)earthlink.net>
Subject: M14P in a Wilga
Date: May 06, 2002
Yaksters............ Got a buddy that bent a rod in his stock Wilga motor. He wants to replace the stock Wilga motor with an M14P. Is this a bolt in proposition with the existing Wilga motor mounts? If not, what has to be done to fit an M14P into a Wilga? Seems a lot of the systems on board the Wilga are similar to a Yak-52 so maybe it's a simple bolt in affair? Anyone want to give their thoughts? Thanks in Advance Frank Chino PS Any of you guys seen a Wilga up close? Dammn! It's way bigger than I thought it was! The pictures you see in various rags don't do justice to how big this plane is! Does it sit tall or what? Seems it could handle most any rough field situation.......Makes me wanna get one! ________________________________________________________________________________
From: cjpilot710(at)aol.com
Date: May 06, 2002
Subject: RED STAR
Just back from RED STAR. Well, I think I just reach a new level of fun on the fun meter. With a couple of beers, the game of Crud, is definitely doable for an old guy like me. At least until the sun rises the next morning. I got a "bolter" call on the carrier landing trials. But I lay it down to the inexperience of the wire crew and that "Sly" had a prejustice against old GI vets. I also I got to put faces on to e-mail names and thus new friends too. The FBO and airport were perfect. The RED STAR setup was very good. Staff folks working their collective butts off. Lots and lots of CJs. Also Yaks and jets too. Even a couple of flybys by a MIG-21. I took a ride in a L-29 with supped up engine (JT-12). At $135,000, that is quite the bang for the buck, I've seen in a while. Takeoff to 18,000' in less than 2 minutes. Much more keep and go than a normal powered L-29. If you're looking into a WB jet, check this out. Really. Gave lots of recommendation and check rides. Nice to see "new sticks" out there. A new saying created over wine at the banquet. "Life is full of under currents. You better know how to swim." Well, I've got to explain this grain on my face to my wife. She thought I went out there to 'work.' 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 ________________________________________________________________________________
Date: May 06, 2002
From: Michael DiMarco <mgdimarco(at)yahoo.com>
Subject: Kissimmee Hangars
Phase One of the new hangars in Kissimmee are nearly complete. Rates still look like $300 for a T, $375 for a T and a half (end unit), and $450 for a 40x40. These are links to pictures from March. As you can see, the T hangars are huge. Around 40x32x12. Call Todd and HollandSheltair 407-425-0388. http://www.geocities.com/mgdimarco/back_of_t.jpg http://www.geocities.com/mgdimarco/end_unit.jpg http://www.geocities.com/mgdimarco/end_unit_side.jpg http://www.geocities.com/mgdimarco/from_back_of_half.jpg http://www.geocities.com/mgdimarco/straight_t.jpg Mike http://health.yahoo.com ________________________________________________________________________________
Date: May 06, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: wobble pump
> >As for the wobble pump being a part of the start sequence, I see many >guys do this. I wonder why? I have never had even the slightest >problem starting either the 285 or the 360 and I don't use the wobble >pump at all. For the 285 it's just 6 shots of prime, 6 blades, and >presto. For the M14P, I use 6-8 (depending on outside temp), 6 blades >and presto. Yes, either airplane will start and run just fine without using the wobble pump but there are three good reasons for using it: 1. it ensures that the engine-driven fuel pump has prime and is not sucking air (unlikely but very possible on a hot day); 2. it ensures that there is fuel already in the carburetor so that it can do its thing as soon as the engine start sucking air; 3. it verifies for the pilot that the wobble pump is actually working. It would be a rude surprise to find out that the wobble pump is TU should the engine-driven fuel pump pack it in at 100' on take-off. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: May 06, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Red Star ACM
> >Hope to see you all at next year's Red Star, or better yet, the Red Star >ACM clinic in Feb. You cannot have more fun in an airplane and the ONLY >place to learn is with highly qualified instructors such as the ones at >Red Star - it's ten times more involved than formation flying. I'm glad >I waited to "do battle" until I had adult supervision. Trying it on >your own is Russian Roulette, as far as I'm concerned. As the chief >says, fly safe, fly smart. It certainly is different and the experience you gain doing formation is amazingly useful when you start the ACM track. It was great fun test flying the ACM hop syllabus with Barry Hancock in the other plane. The instructors Ace and Cary (Moto) did a great job. I learned a lot and I want to do it again. And I want to publicly apologize to Barry for waxing him when I was supposed to be defensive. I was trying to make the exercise more meaningful by making it more difficult to get me and I guess I got overzealous. Sorry Barry. ; ) Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: May 06, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: Warble Pump
At 07:52 AM 5/4/2002, you wrote: > >I actuated the pump while in flight and it primed right up. I guess it >needed fuel pressure in order to prime. It shouldn't since (as I recall since I don't have the fuel diagram in front of me) there is a bypass check valve that allows the engine driven pump to draw fuel through the bypass and not involve the wobble pump. If the wobble pump can't pull its own prime from the tank then its outlet valve could be leaking or there could be a leak upstream from the wobble pump allowing air into the line and preventing the wobble pump from priming itself. Regardless, if the wobble pump won't self-prime on the ground, there is some kind of problem and you should trouble-shoot it. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: May 06, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: Landing techniques...Prop control position
At 09:14 AM 5/4/2002, you wrote: > >It is my contention that the instruction to leave the prop in the 2300 rpm >position is the most correct technique. If full power is required, then of >course move all levers to the max power position. The stabilized approach >technique works in all the propeller aircraft that I have flown. You can fly a stabilized approach with the prop control full forward, you just need to carry a bit more power (open throttle) and you need to carry it all the way to a landing. This is not at all unusual in many twins and larger aircraft. Frankly I would prefer to have the improved drag and power response with the prop lever fully forward so that I would have much more control over my flight path. This is my opinion. Your mileage may vary. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: May 06, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: Oil Type
> >What kind of oil is best suited to the 285 HP CJ engine? I live in >Florida so its quite hot here. The previous owner had been using >Phillips 20W 60. I've only used Aeroshell W100 in my other planes. 100W will work. 120W will work. 25W60 will work. I use Phillips 25W60 myself on the basis of the very positive experiences of the California Department of Forestry in their fleet of radial-powered Grumman S2Fs. They got better performance from 25W60 than from straight-weight oil including fewer engine failures. They have good statistics on their fleet over many years so the results appear statistically valid. 25W60 also has the advantage of flowing much more readily when the engine is cold thus getting oil to the bearings more quickly when the engine starts. I am certain that there are others who have a different opinion. You should listen to them too and make up your own mind. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
From: cpayne(at)mc.net
Subject: Yet more Oil
Date: May 07, 2002
25W60 also has the advantage of flowing much more readily when the engine is cold thus getting oil to the bearings more quickly when the engine starts. I am certain that there are others who have a different opinion. You should listen to them too and make up your own mind. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax As always, this is one topic that wears better than any engine. Doesn't seem to matter what the engine type is, subject is always the same. Just read an article on the Penn Yan shop in Aircraft Maintenance. They specify a straight weight (avaition) oil for their remans and not a multi-weight as it can cause leaky valve covers and sticking valves. Not sure why but these are flat engines. Craig Payne ________________________________________________________________________________
Date: May 07, 2002
From: "Terry Calloway" <TCalloway(at)datatechnique.com>
Subject: Re: Red Star, wobble pump
>Back from Red Star, what a blast! > >Hope to see you all at next year's Red Star, or better yet, the Red Star >ACM clinic in Feb. Barry, Wouldn't a February date virtually eliminate anyone on the right side of the Rockies? tc ________________________________________________________________________________
Date: May 07, 2002
From: Jim Ivey <jim(at)jimivey.com>
Subject: Re: Yet more Oil
And then there is Covington, who will not honor their warranty unless you use Philips 25W60 exclusively, from break in on. Many radial ag operators have begun to swear by 25W60 and these guys see some of the most severe operating conditions out there. I live in the hot desert and go with 50W (W100) in the Winter and 60W (W120) in the Summer. The only time I changed my regime (AvBlend added) I had problems so I have reverted to the tried and true with my engine. Were I to start with a fresh overhaul I would probably go with the 25W60. Jim cpayne(at)mc.net wrote: > > >25W60 also has the advantage of flowing much more readily when the engine >is cold thus getting oil to the bearings more quickly when the engine starts. > >I am certain that there are others who have a different opinion. You >should listen to them too and make up your own mind. > > >Brian Lloyd >brian(at)lloyd.com >+1.530.676.1113 - voice >+1.360.838.9669 - fax > >As always, this is one topic that wears better than any engine. Doesn't >seem to matter what the engine type is, subject is always the same. Just >read an article on the Penn Yan shop in Aircraft Maintenance. They specify >a straight weight (avaition) oil for their remans and not a multi-weight >as it can cause leaky valve covers and sticking valves. Not sure why but >these are flat engines. > >Craig Payne > > ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: Re: Warble Pump
Date: May 07, 2002
Well, its working fine now and its kind of hard to troubleshoot something that aint broke :). In the meantime I'll just keep an eye on it. I was taught to use the warble pump as part of my start-up sequence so I guess I'll just continue for now. Ernie ----- Original Message ----- From: "Brian Lloyd" <brian(at)lloyd.com> Subject: Re: Yak-List: Warble Pump > > At 07:52 AM 5/4/2002, you wrote: > > > >I actuated the pump while in flight and it primed right up. I guess it > >needed fuel pressure in order to prime. > > It shouldn't since (as I recall since I don't have the fuel diagram in > front of me) there is a bypass check valve that allows the engine driven > pump to draw fuel through the bypass and not involve the wobble pump. If > the wobble pump can't pull its own prime from the tank then its outlet > valve could be leaking or there could be a leak upstream from the wobble > pump allowing air into the line and preventing the wobble pump from priming > itself. > > Regardless, if the wobble pump won't self-prime on the ground, there is > some kind of problem and you should trouble-shoot it. > > > Brian Lloyd > brian(at)lloyd.com > +1.530.676.1113 - voice > +1.360.838.9669 - fax > > ________________________________________________________________________________
Date: May 07, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: Yet more Oil
On Tue, 7 May 2002 cpayne(at)mc.net wrote: > As always, this is one topic that wears better than any engine. Doesn't > seem to matter what the engine type is, subject is always the same. Just > read an article on the Penn Yan shop in Aircraft Maintenance. They specify > a straight weight (avaition) oil for their remans and not a multi-weight > as it can cause leaky valve covers and sticking valves. Not sure why but > these are flat engines. And the big radial engine overhauler that does the R-1820 in Julie Clark's T-28 requires 25W60 or the warrantee is void. As I said, your mileage may vary. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 ________________________________________________________________________________
From: cpayne(at)mc.net
Subject: OSH NOTAM out
Date: May 07, 2002
Yakker's If you are coming to MTW/OSH, the NOTAM is now out and available in hardcopy or download. Use the eaa.org site. SIGNIFICANT CHANGES this year, even for warbirds. There are 4 "flow routes", coded by colors, as well as the runway colored dots. Biggest WB change is that MINIMUM speed is 150KTS to use. They will also mix in turbine traffic with the WB arrival. Yak-52's: you guys have hooks somewhere so the CJ's can give you a tow up to required speed? Craig Payne ________________________________________________________________________________
From: "Coffey, John" <john.coffey(at)attws.com>
Subject: Cruise speed
Date: May 07, 2002
Yak Meisters, I'm curious about Yak-52 & CJ cruising speeds. Can anyone provide some/all of following cruise speed numbers? YAK-52 (specify 360 or 400hp, 2-blade or 3-blade prop): - 55% Cruise speeed - 65% Cruise speed - 82% Cruise speed - 100% Cruise speed CJ-6 (specify 285, 360 or 400hp, 2-blade or 3-blade prop): - 55% Cruise speed - 65% Cruise speed - 82% Cruise speed - 100% Cruise speed Thanks, John Coffey Yak-55m owner/lover Cruise speed Yak Meisters, I'm curious about Yak-52 CJ cruising speeds. Can anyone provide some/all of following cruise speed numbers? YAK-52 (specify 360 or 400hp, 2-blade or 3-blade prop): - 55% Cruise speeed - 65% Cruise speed - 82% Cruise speed - 100% Cruise speed CJ-6 (specify 285, 360 or 400hp, 2-blade or 3-blade prop): - 55% Cruise speed - 65% Cruise speed - 82% Cruise speed - 100% Cruise speed Thanks, John Coffey Yak-55m owner/lover ________________________________________________________________________________
From: "A. Dennis Savarese" <adsavar(at)gte.net>
Subject: Re: Cruise speed
Date: May 07, 2002
Now let's ALL be honest here! No fudging the proverbial "5 knots faster than any other". Dennis Savarese ----- Original Message ----- From: "Coffey, John" <john.coffey(at)attws.com> Subject: Yak-List: Cruise speed > > Yak Meisters, > > I'm curious about Yak-52 & CJ cruising speeds. > > Can anyone provide some/all of following cruise speed numbers? > > YAK-52 (specify 360 or 400hp, 2-blade or 3-blade prop): > - 55% Cruise speeed > - 65% Cruise speed > - 82% Cruise speed > - 100% Cruise speed > > CJ-6 (specify 285, 360 or 400hp, 2-blade or 3-blade prop): > - 55% Cruise speed > - 65% Cruise speed > - 82% Cruise speed > - 100% Cruise speed > > Thanks, > John Coffey > Yak-55m owner/lover > > > > > > Cruise speed > > > > Yak Meisters, > > > I'm curious about Yak-52 CJ cruising speeds. > > > Can anyone provide some/all of following cruise speed numbers? > > > YAK-52 (specify 360 or 400hp, 2-blade or 3-blade prop): > - 55% Cruise speeed > - 65% Cruise speed > - 82% Cruise speed > - 100% Cruise speed > > > CJ-6 (specify 285, 360 or 400hp, 2-blade or 3-blade prop): > - 55% Cruise speed > - 65% Cruise speed > - 82% Cruise speed > - 100% Cruise speed > > > Thanks, > John Coffey > Yak-55m owner/lover > > > > > > ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: Re: Yet more Oil
Date: May 07, 2002
I guess I'll continue to use it then. On another note. I'm thinking of sending my spare exhaust pieces to a company called Jet-Hot (www.Jet-Hot.com) The have a ceramic/mettalic coating process which is supposed to make the parts last much longer and also improve performance by dissipating heat. Does anyone have any experience with this? Also I seem to have an abundance of RH exhaust parts, but I need the LH Upper and the 2 mid pieces. Anyone want to trade? I also have an extensive spares kit including MAG's, compressors, generators, tons of brake pads, and other assorted parts. Ernie ----- Original Message ----- From: "Brian Lloyd" <brian(at)lloyd.com> Subject: Re: Yak-List: Yet more Oil > > On Tue, 7 May 2002 cpayne(at)mc.net wrote: > > > As always, this is one topic that wears better than any engine. Doesn't > > seem to matter what the engine type is, subject is always the same. Just > > read an article on the Penn Yan shop in Aircraft Maintenance. They specify > > a straight weight (avaition) oil for their remans and not a multi-weight > > as it can cause leaky valve covers and sticking valves. Not sure why but > > these are flat engines. > > And the big radial engine overhauler that does the R-1820 in Julie Clark's > T-28 requires 25W60 or the warrantee is void. > > As I said, your mileage may vary. > > Brian Lloyd > brian(at)lloyd.com > +1.530.676.1113 > > ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: Re: Cruise speed
Date: May 07, 2002
I'd love to know what the MP/RPM combinations produce 55% 65% 75% and 85% on a 285HP CJ with the 2 blade prop. Ernie ----- Original Message ----- From: "A. Dennis Savarese" <adsavar(at)gte.net> Subject: Re: Yak-List: Cruise speed > > Now let's ALL be honest here! No fudging the proverbial "5 knots faster > than any other". > Dennis Savarese > ----- Original Message ----- > From: "Coffey, John" <john.coffey(at)attws.com> > To: > Subject: Yak-List: Cruise speed > > > > > > Yak Meisters, > > > > I'm curious about Yak-52 & CJ cruising speeds. > > > > Can anyone provide some/all of following cruise speed numbers? > > > > YAK-52 (specify 360 or 400hp, 2-blade or 3-blade prop): > > - 55% Cruise speeed > > - 65% Cruise speed > > - 82% Cruise speed > > - 100% Cruise speed > > > > CJ-6 (specify 285, 360 or 400hp, 2-blade or 3-blade prop): > > - 55% Cruise speed > > - 65% Cruise speed > > - 82% Cruise speed > > - 100% Cruise speed > > > > Thanks, > > John Coffey > > Yak-55m owner/lover > > > > > > > > > > > > Cruise speed > > > > > > > > Yak Meisters, > > > > > > I'm curious about Yak-52 CJ cruising speeds. > > > > > > Can anyone provide some/all of following cruise speed > numbers? > > > > > > YAK-52 (specify 360 or 400hp, 2-blade or 3-blade > prop): > > - 55% Cruise speeed > > - 65% Cruise speed > > - 82% Cruise speed > > - 100% Cruise speed > > > > > > CJ-6 (specify 285, 360 or 400hp, 2-blade or 3-blade > prop): > > - 55% Cruise speed > > - 65% Cruise speed > > - 82% Cruise speed > > - 100% Cruise speed > > > > > > Thanks, > > John Coffey > > Yak-55m owner/lover > > > > > > > > > > > > > > ________________________________________________________________________________
Date: May 07, 2002
From: Craig Payne <cpayne(at)mc.net>
Subject: Re: Cruise speed
A. Dennis Savarese wrote: > > > Now let's ALL be honest here! No fudging the proverbial "5 knots faster > than any other". > Dennis Savarese There's one sure way to find that out. A race perhaps?? Forget any % setting less than the proven Sukhoi AB method: - Take A lever and push it full forward. - Push the other lever forward and let it B. Of course, Huosai's have a mixture lever so set for Best Power. Craig Payne ________________________________________________________________________________
From: "Doug" <rvfltd(at)televar.com>
Subject: Re:exhaust
Date: May 07, 2001
Ernie, Ceramic coating used STEEL systems is a waste of money, as the coating seems to not adhere properly if the system has been used. I have no experience with coating a used STAINLESS system so I have no idea if it will adhere properly. We have found however that coating the new STAINLESS system causes the engine to run cooler. Rather the coating will make the stainless system last longer is anybody's guess. The coated or uncoated life of a stainless steel system seems to be unknown at this point as no one has been able to wear one out yet. The STEEL system seems to have a very limited life in humid areas of the country, while up in dryer areas I have known them to last for 500-700 hours. Give me a call @ 509-826-4610, maybe we can get together on your excess spares. I have lots of spare exhaust parts, I can most likely fill in your missing parts and make your set complete. Always Yakin, Doug Sapp ________________________________________________________________________________
Date: May 07, 2002
From: brian olofsson <brian060901(at)yahoo.com>
Question: I change my oil every 25-35hrs, I also add aprox. a guart q2-3hrs depending on acro or not. Thus somewhat changing it between changes. 50 in the winter 60 in the summer. Question is? Is this too often or not enough. Is this what every one would consider normal oil use/loss? Thanks Brian --------------------------------- ________________________________________________________________________________
From: "Drew" <aapilot(at)adelphia.net>
Subject: On RED STAR from Red Star
Date: May 07, 2002
Folks, Thanks for showing at Red Star West; you made it happen! From having a Mig 21 closer than you will ever see at a blue star airshow, to 'dollar rides' in a P&W Super L-29 to a P-51 and L-39 in tight formation to systems, egress and 2, 4 and mass form training to the Black Eagles ACM course and the largest gathering of Yaks and Nanchangs ever seen outside Oshkosh, it was a full plate to say the least. I was debriefed by the county officials this morning and they were beaming at the success of the event and specifically noted how professional this group of pilots were. They want Red Star back. Red Star West will be the flagship event for this community on the west coast, it will open the summer season - A quick summary on a promise I made to you at the banquet; To make Red Star West 03, or any of the other RS events the best run they can be, I will respond to every direct e-mail suggestion, idea, etc. Many I'm keenly aware of (more polos, more bedding, no tardy air ops officers ;) . By e-mailing me directly, you are, in effect, designing your own Red Star airshow without expending 100s of man hours in the process - what a deal. Please e-mail me directly. Photos: Please send me your photos via e-mail attachment, or mail me a disk/negatives, etc. that you would like to become public record via the web site. They may also find themselves in other print media items as well. The web site will be in an update process for a short period, and then will display the best of this event, and other content for the Red Star community, I will let you know via the list... Thanks to our community of vendors who attended or helped sponsor this: Even if your business models overlap, you're all in this together; Doug Sapp - CJ-6A Parts and Aircraft sales. Jim Selby Enterprises - CJ-6A Service and Aircraft sales. Carl Hayes - Yak/M-14P imports and parts Vladimir Yastremski - M-14P/Engine and Aircraft service Mark Shrick - Yak 52 import/sales and support and winner of the Olga award for his clean machine! Red Sky Aviation - Yak aircraft imports/sales and support. Cannon Aviation Insurance Garmin of Merced Allen Silvers - Parachute use/inspection and egress training. I would like to remind the weary warriors of Friday nights "last man standing" tournament that the "50 mission survivor" bronze statue has left the country, and is residing in Canada of all places! This was totally unexpected and we will be fielding a crack team of crud players to insure it's return to America at our next meeting. The web site will shortly have a picture of this cruddy looking aviator statue and will track it's location - I understand the Canadians are going to parade it around all their events/fly-ins sneering at the Americans... Carrier landing training will also recommence, I too boltered being an AF guy on my first bounce off the deck; but with good calls from the carrier air boss (Ranger), I snagged the three wire and was left hanging my nose off the deck, hell of a site to see the bow of the ship and the cold boiling ocean just inches in front of me - or in this case the beer-drenched dirty carpets of the club... The Black Eagles Air Combat School would like to recognize Brian "sparky" Lloyd, Barry "B-Dog" Hancock, Skip "Ranger" Slyfield and Kieth "Zendar" Frost who completed Basic Offensive BFM-1 (OBFM1). The programs chief instructor, Lt Col Cary "Moto" Vendon [F-5 Aggressors] is working with me on the expansion of the Black Eagles and we will have a very professional stable of Top Gun and Fighter Weapons School cadre to administer the program. Thanks also to our USAF fighter instructor, "Ace" Ellinwood. Listen to what Barry had to say in his post; go to a Red Star event where the Black Eagles are training; please don't take any risks with your mount with an empty back seat. We will be holding an advanced tactics fly-in specifically for this type of flying. Currently, that event is slated for the California desert near Palm Springs (you can't fly and fight without a good golf game in between ya know!). So for those on the right side of the Rockies, you can swing low and "Tac 90 right" to Red Star SouthWest. I've already completed the site surveys for the targeted airfields. Currently, February is the planned month for this, where the WX is severe clear, dry and 70-75 and you have ample time to plan your schedules - and receive FAST formation training, which is required if you do not have a military aviator back ground (you now have another great reason to get FAST qualed outside of flying in wavered airspace). We had: Zero Reported Injuries Zero Reported Aircraft Incidents Zero Reported "Oh Sh--ts" About 30 very slight hang overs and minor aches from "last man standing" 46+/- total airplanes at some time or another Finally, the web site will let you know how we did financially, I'm negotiating a break on the power/utility/rental fees due to the overwhelming success of Red Star and my promise to return, I'll let you know how we do...for grins, you ate through nearly $3700 and production (some of these are one time, non-repeatable) was around $2500. Man hours were beyond my ability to count - I run out of fingers and toes... Drew. Drew A. Blahnick Red Star Inc. Cell 310-493-4245 www.allredstar.com Communism: lousy politics - great airplanes! ________________________________________________________________________________
From: "Drew" <aapilot(at)adelphia.net>
Subject: Red Star cont...
Date: May 07, 2002
Part II I have had a few e-mails about a summer-ending/late fall event on the West side, presumably because you don't want to wait until 2003 to get the crud title back from the Canadians: please e-mail me directly on this interest. Two a year is very doable for such a large region as this. If you are living in the Central or Eastern parts and would like information on CD Rom for a Red Star Central/East, e-mail me, I will help you in any way possible. We have most of the ground work now laid, have learned the hard organizational lessons, our ground coordinator (Jim) had a great time and is staying on, as is the other members, such our event mechanic and L-29 pilot Steve Kalmar, who flew my sister and may soon be dating her (man, this is conflict of interest; I'm going to have little Hungarians running around!). I am bringing on a new Air Ops Officer, and he will be a Red Star aircraft owner/operator. And my merchandising contractor has "polo" stamped on his forehead.... For next year, expect a much larger jet showing based on a conversation I just had with the Mig driver.... Drew A. Blahnick Red Star Inc. Cell 310-493-4245 www.allredstar.com Communism: lousy politics - great airplanes! ________________________________________________________________________________
Date: May 07, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Red Star in February
At 06:52 AM 5/7/2002, you wrote: > > >Back from Red Star, what a blast! > > > >Hope to see you all at next year's Red Star, or better yet, the Red Star > >ACM clinic in Feb. > >Barry, > >Wouldn't a February date virtually eliminate anyone on the right side of >the Rockies? Why? I fly over the Rockies in winter. That can be almost the best time. I won't do it in a winter storm but when the high pressure settles in the weather will be cold and severe clear, wonderful for flying albeit a bit cold in the cockpit. The latter can be alleviated with thermal socks, thermal underwear, flight suit, fleece-lined leather jacket, nomex gloves with a silk glove liner under, and a helmet. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: May 07, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: Cruise speed
At 12:45 PM 5/7/2002, you wrote: > >Yak Meisters, > >I'm curious about Yak-52 & CJ cruising speeds. > >Can anyone provide some/all of following cruise speed numbers? > >YAK-52 (specify 360 or 400hp, 2-blade or 3-blade prop): >- 55% Cruise speeed >- 65% Cruise speed >- 82% Cruise speed >- 100% Cruise speed > >CJ-6 (specify 285, 360 or 400hp, 2-blade or 3-blade prop): >- 55% Cruise speed >- 65% Cruise speed >- 82% Cruise speed >- 100% Cruise speed For those of you who want to figure this out I will happily provide an Excel spreadsheet that will convert three GPS legs (GS + ground track) into TAS + winds aloft. This is the only way to avoid errors in the pitot-static system. Most CJ6A static systems leak like a sieve and the low pressure in the cockpit leads to wildly optimistic indicated airspeeds. F'rinstance, the airplane I was flying at Castle was indicating 20 knots over the IAS of my wingman in cruise whose P/S system was repaired, sealed, and IFR certified. So don't count on your IAS to be anywhere near accurate. Calibrate it with your GPS. 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:
Date: May 07, 2002
A quart every 2-3 hours is very good. At least from my perspective. For 2 1/2 yrs now, my M14 uses just about a quart per hour. So when someone asks, I always say 1 qt. per hour. Oil changes are religiously done at 25 hours. Dennis Savarese ----- Original Message ----- From: "brian olofsson" <brian060901(at)yahoo.com> > > > Question: > > I change my oil every 25-35hrs, I also add aprox. a guart q2-3hrs depending on acro or not. Thus somewhat changing it between changes. 50 in the winter 60 in the summer. Question is? Is this too often or not enough. Is this what every one would consider normal oil use/loss? > > Thanks Brian > > > --------------------------------- > > ________________________________________________________________________________
Date: May 07, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Power settings (was: Cruise speed)
At 01:50 PM 5/7/2002, you wrote: > >I'd love to know what the MP/RPM combinations produce 55% 65% 75% and 85% on >a 285HP CJ with the 2 blade prop. That is a tough one because we don't have test cell data (at least not that I have been able to scare up). OTOH, rated power (285 hp) on the 285 is supposed to occur at 2250 RPM and 840 mm (33") MAP. At sea level you can reduce RPM, MAP, or both by an appropriate percentage to get into the ballpark. Thus if you reduce both RPM and MAP by 10% to 2025 and 756 mm (29.7") you should be producing approximately 80%. OTOH, temperature and pressure altitude has a substantial effect on the engine's output power so the above only works at sea level at STP (+15C, 760mm, 1013.2mb, or 29.92"). Above that the reduction in ambient pressure improves exhaust scavenging and improves output slightly, at least it does in normally-aspirated flat engines. I am not sure how the supercharger changes this. 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: Red Star in February
Date: May 07, 2002
.....or in a Yak 52 and simply dress normal and turn the heat on. Dennis Savarese ----- Original Message ----- From: "Brian Lloyd" <brian(at)lloyd.com> Subject: Yak-List: Red Star in February > > At 06:52 AM 5/7/2002, you wrote: > > > > >Back from Red Star, what a blast! > > > > > >Hope to see you all at next year's Red Star, or better yet, the Red Star > > >ACM clinic in Feb. > > > >Barry, > > > >Wouldn't a February date virtually eliminate anyone on the right side of > >the Rockies? > > Why? I fly over the Rockies in winter. That can be almost the best > time. I won't do it in a winter storm but when the high pressure settles > in the weather will be cold and severe clear, wonderful for flying albeit a > bit cold in the cockpit. The latter can be alleviated with thermal socks, > thermal underwear, flight suit, fleece-lined leather jacket, nomex gloves > with a silk glove liner under, and a helmet. > > > Brian Lloyd > brian(at)lloyd.com > +1.530.676.1113 - voice > +1.360.838.9669 - fax > > ________________________________________________________________________________
From: ByronMFox(at)aol.com
Date: May 07, 2002
Subject: Red Star
> You've done a great job on Red Star, Drew. Please also give my thanks to > Jim and Tom. > If you can, sleep in for a couple of days. > > As a rank newbie, it was a pleasure to put names and faces together at > last. > Moreover, I can't remember meeting such a uniformly pleasant, self-effacing > > group in my life. Casual observers might assume that testosterone overload > > might poison such a gathering. Nothing could have been father from the > truth. > > Thanks for a great weekend. I learned a TON from some extraordinary people. > > ...Blitz ________________________________________________________________________________
Date: May 07, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re:exhaust
At 03:27 PM 5/7/2001, you wrote: > >The coated or uncoated life of a stainless steel system seems to be unknown >at this point as no one has been able to wear one out yet. The STEEL system >seems to have a very limited life in humid areas of the country, while up in >dryer areas I have known them to last for 500-700 hours. Betty's stock steel exhaust system now has over 700 hours and we can find no signs of erosion or cracking so far. Regular flying seems to help. Or perhaps we just think the right kinds of thoughts. 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: Cruise speed
Date: May 07, 2002
You are so right Brian! On the Yak 52, just pull the plug on static line hose that used to be connected to the flight recorder and bingo, 10 more knots. I thought I had an exceptionally fast Yak 52. Boy did that feel good until I found out about it. One day it dawned on me why when I opened or closed the canopy during flight that my airspeed would change.....pressure differential on an open static line. Dennis Savarese ----- Original Message ----- From: "Brian Lloyd" <brian(at)lloyd.com> Subject: Re: Yak-List: Cruise speed > > At 12:45 PM 5/7/2002, you wrote: > > > >Yak Meisters, > > > >I'm curious about Yak-52 & CJ cruising speeds. > > > >Can anyone provide some/all of following cruise speed numbers? > > > >YAK-52 (specify 360 or 400hp, 2-blade or 3-blade prop): > >- 55% Cruise speeed > >- 65% Cruise speed > >- 82% Cruise speed > >- 100% Cruise speed > > > >CJ-6 (specify 285, 360 or 400hp, 2-blade or 3-blade prop): > >- 55% Cruise speed > >- 65% Cruise speed > >- 82% Cruise speed > >- 100% Cruise speed > > For those of you who want to figure this out I will happily provide an > Excel spreadsheet that will convert three GPS legs (GS + ground track) into > TAS + winds aloft. This is the only way to avoid errors in the > pitot-static system. Most CJ6A static systems leak like a sieve and the > low pressure in the cockpit leads to wildly optimistic indicated airspeeds. > > F'rinstance, the airplane I was flying at Castle was indicating 20 knots > over the IAS of my wingman in cruise whose P/S system was repaired, sealed, > and IFR certified. So don't count on your IAS to be anywhere near > accurate. Calibrate it with your GPS. > > > Brian Lloyd > brian(at)lloyd.com > +1.530.676.1113 - voice > +1.360.838.9669 - fax > > ________________________________________________________________________________
Date: May 07, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: oil change interval
At 05:07 PM 5/7/2002, you wrote: > > >Question: > >I change my oil every 25-35hrs, I also add aprox. a guart q2-3hrs >depending on acro or not. Thus somewhat changing it between changes. 50 in >the winter 60 in the summer. Question is? Is this too often or not >enough. Is this what every one would consider normal oil use/loss? If you have a Housai engine the Chinese manual says change the oil every 100 hours. Given that they IRAN them every 600 hours makes me suspect that number for our use. My engine uses a quart every 2-3 hours also and my oil change interval is 50 hours. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: May 07, 2002
From: "Terry Calloway" <TCalloway(at)datatechnique.com>
Subject: Re: Red Star in February
And pass up an opportunity to wear silk gloves? :-) Or, is it that you're warm enough because you're wearing all the cloths you can take or have room to pack? tc >>> adsavar(at)gte.net 05/07/02 08:45PM >>> .....or in a Yak 52 and simply dress normal and turn the heat on. Dennis Savarese ----- Original Message ----- From: "Brian Lloyd" <brian(at)lloyd.com> Subject: Yak-List: Red Star in February > > At 06:52 AM 5/7/2002, you wrote: > > > > >Back from Red Star, what a blast! > > > > > >Hope to see you all at next year's Red Star, or better yet, the Red Star > > >ACM clinic in Feb. > > > >Barry, > > > >Wouldn't a February date virtually eliminate anyone on the right side of > >the Rockies? > > Why? I fly over the Rockies in winter. That can be almost the best > time. I won't do it in a winter storm but when the high pressure settles > in the weather will be cold and severe clear, wonderful for flying albeit a > bit cold in the cockpit. The latter can be alleviated with thermal socks, > thermal underwear, flight suit, fleece-lined leather jacket, nomex gloves > with a silk glove liner under, and a helmet. > > > Brian Lloyd > brian(at)lloyd.com > +1.530.676.1113 - voice > +1.360.838.9669 - fax > ________________________________________________________________________________
Date: May 07, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Flying the Rockies in February
At 06:45 PM 5/7/2002, you wrote: > >.....or in a Yak 52 and simply dress normal and turn the heat on. And land every hour just before having to declare a fuel emergency. : ) So tell me, why couldn't the Chinese put a heater in the CJ6A and why couldn't the Soviets put a fuel tank in the Yak-52? Do the design teams get together and try to figure out a way to annoy the pilots? I can hear it now: "Comrade General, the test pilots praise the handling characteristics highly. They feel that the aircraft is a close to perfect as it can be." "They do? Quickly! Reduce the size of the fuel tank and then eliminate the heater so that they will not become comfortable and complacent and ignore the fuel state." "Yes Comrade General." Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: May 07, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: Red Star in February
At 06:49 PM 5/7/2002, you wrote: > >And pass up an opportunity to wear silk gloves? :-) Ooooohh, Yessss! They feel soooooo good against my soft, silky skin. >Or, is it that you're warm enough because you're wearing all the cloths >you can take or have room to pack? My CJ has a baggage compartment that will hold two folding bikes and luggage for two people for at least a week. And if I leave the folding bikes behind I can carry all the clothes my wife wants to wear for two weeks. ; ) Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
From: "dabear" <dabear(at)damned.org>
Subject: Re: Red Star cont...
Date: May 07, 2002
Drew, I'd like the information and would set up a Red Star East. What I'd like to say is that if you could hold off until February, I'll hold something in September time frame. That will offset our two events and allow people from both coasts to participate. BTW, I'm going to cancel my OSH trip next year and head to your Red Star. Looking forward to that in a big way. Thanks for any assistance you can offer. Regards, Al DeVere ----- Original Message ----- From: "Drew" <aapilot(at)adelphia.net> Subject: Yak-List: Red Star cont... > > Part II > > I have had a few e-mails about a summer-ending/late fall event on the > West side, presumably because you don't want to wait until 2003 to get > the crud title back from the Canadians: please e-mail me directly on > this interest. Two a year is very doable for such a large region as > this. If you are living in the Central or Eastern parts and would like > information on CD Rom for a Red Star Central/East, e-mail me, I will > help you in any way possible. We have most of the ground work now laid, > have learned the hard organizational lessons, our ground coordinator > (Jim) had a great time and is staying on, as is the other members, such > our event mechanic and L-29 pilot Steve Kalmar, who flew my sister and > may soon be dating her (man, this is conflict of interest; I'm going to > have little Hungarians running around!). I am bringing on a new Air Ops > Officer, and he will be a Red Star aircraft owner/operator. And my > merchandising contractor has "polo" stamped on his forehead.... > > For next year, expect a much larger jet showing based on a conversation > I just had with the Mig driver.... > > Drew A. Blahnick > Red Star Inc. > Cell 310-493-4245 > www.allredstar.com > Communism: lousy politics - great airplanes! > > ===== of > ===== messages. members. > ===== http://www.matronics.com/browselist/yak-list > ===== > > ________________________________________________________________________________
From: "dabear" <dabear(at)damned.org>
Subject: Re: Cruise speed
Date: May 07, 2002
Brian, Please send the spreadsheet. Regards, Al DeVere ----- Original Message ----- From: "Brian Lloyd" <brian(at)lloyd.com> Subject: Re: Yak-List: Cruise speed > > At 12:45 PM 5/7/2002, you wrote: > > > >Yak Meisters, > > > >I'm curious about Yak-52 & CJ cruising speeds. > > > >Can anyone provide some/all of following cruise speed numbers? > > > >YAK-52 (specify 360 or 400hp, 2-blade or 3-blade prop): > >- 55% Cruise speeed > >- 65% Cruise speed > >- 82% Cruise speed > >- 100% Cruise speed > > > >CJ-6 (specify 285, 360 or 400hp, 2-blade or 3-blade prop): > >- 55% Cruise speed > >- 65% Cruise speed > >- 82% Cruise speed > >- 100% Cruise speed > > For those of you who want to figure this out I will happily provide an > Excel spreadsheet that will convert three GPS legs (GS + ground track) into > TAS + winds aloft. This is the only way to avoid errors in the > pitot-static system. Most CJ6A static systems leak like a sieve and the > low pressure in the cockpit leads to wildly optimistic indicated airspeeds. > > F'rinstance, the airplane I was flying at Castle was indicating 20 knots > over the IAS of my wingman in cruise whose P/S system was repaired, sealed, > and IFR certified. So don't count on your IAS to be anywhere near > accurate. Calibrate it with your GPS. > > > 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: "Drew" <aapilot(at)adelphia.net>
Subject: Re: Red Star cont...
Date: May 07, 2002
Sure Al, I will contact you off list. I'm compiling the docs on CDs I can ship to you, Drew Drew A. Blahnick Red Star Inc. Cell 310-493-4245 www.allredstar.com Communism: lousy politics - great airplanes! ----- Original Message ----- From: dabear To: yak-list(at)matronics.com Sent: Tuesday, May 07, 2002 7:37 PM Subject: Re: Yak-List: Red Star cont... Drew, I'd like the information and would set up a Red Star East. What I'd like to say is that if you could hold off until February, I'll hold something in September time frame. That will offset our two events and allow people from both coasts to participate. BTW, I'm going to cancel my OSH trip next year and head to your Red Star. Looking forward to that in a big way. Thanks for any assistance you can offer. Regards, Al DeVere ----- Original Message ----- From: "Drew" <aapilot(at)adelphia.net> To: Subject: Yak-List: Red Star cont... > > Part II > > I have had a few e-mails about a summer-ending/late fall event on the > West side, presumably because you don't want to wait until 2003 to get > the crud title back from the Canadians: please e-mail me directly on > this interest. Two a year is very doable for such a large region as > this. If you are living in the Central or Eastern parts and would like > information on CD Rom for a Red Star Central/East, e-mail me, I will > help you in any way possible. We have most of the ground work now laid, > have learned the hard organizational lessons, our ground coordinator > (Jim) had a great time and is staying on, as is the other members, such > our event mechanic and L-29 pilot Steve Kalmar, who flew my sister and > may soon be dating her (man, this is conflict of interest; I'm going to > have little Hungarians running around!). I am bringing on a new Air Ops > Officer, and he will be a Red Star aircraft owner/operator. And my > merchandising contractor has "polo" stamped on his forehead.... > > For next year, expect a much larger jet showing based on a conversation > I just had with the Mig driver.... > > Drew A. Blahnick > Red Star Inc. > Cell 310-493-4245 > www.allredstar.com > Communism: lousy politics - great airplanes! > > of > messages. members. > http://www.matronics.com/browselist/yak-list > > > = = messages. = = ________________________________________________________________________________
From: jackron(at)att.net
Subject: Re: your mail
Date: May 08, 2002
Brian, I change mine every 25 hrs. There is no oil filter on the Housi. Oil is cheep, engines are expensive. Ron (count me in for Red Star next spring)Swanson -- > > > Question: > > I change my oil every 25-35hrs, I also add aprox. a guart q2-3hrs depending on > acro or not. Thus somewhat changing it between changes. 50 in the winter 60 in > the summer. Question is? Is this too often or not enough. Is this what every > one would consider normal oil use/loss? > > Thanks Brian > > > --------------------------------- > > > > > > ________________________________________________________________________________
From: jackron(at)att.net
Subject: Re: Yet more Oil
Date: May 08, 2002
Earnie, I sent my Stearman exhausts to Jet Hot and was very pleased with the results (mostly cosmetic). The stuff adheres well and stays shiny though 3-400 hrs, One note: When I told them it was for an airplane, they refused the work, stating liability reasons. I called them back a hour later and told them I wanted my airboat exhausts coated. No problem. Ron Swanson -- > > I guess I'll continue to use it then. > > On another note. I'm thinking of sending my spare exhaust pieces to a > company called Jet-Hot (www.Jet-Hot.com) The have a ceramic/mettalic coating > process which is supposed to make the parts last much longer and also > improve performance by dissipating heat. Does anyone have any experience > with this? Also I seem to have an abundance of RH exhaust parts, but I need > the LH Upper and the 2 mid pieces. Anyone want to trade? I also have an > extensive spares kit including MAG's, compressors, generators, tons of brake > pads, and other assorted parts. > > Ernie > ----- Original Message ----- > From: "Brian Lloyd" <brian(at)lloyd.com> > To: > Subject: Re: Yak-List: Yet more Oil > > > > > > On Tue, 7 May 2002 cpayne(at)mc.net wrote: > > > > > As always, this is one topic that wears better than any engine. Doesn't > > > seem to matter what the engine type is, subject is always the same. Just > > > read an article on the Penn Yan shop in Aircraft Maintenance. They > specify > > > a straight weight (avaition) oil for their remans and not a multi-weight > > > as it can cause leaky valve covers and sticking valves. Not sure why but > > > these are flat engines. > > > > And the big radial engine overhauler that does the R-1820 in Julie Clark's > > T-28 requires 25W60 or the warrantee is void. > > > > As I said, your mileage may vary. > > > > Brian Lloyd > > brian(at)lloyd.com > > +1.530.676.1113 > > > > > > > > > > ________________________________________________________________________________
Date: May 07, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: oil cost
At 09:58 PM 5/7/2002, you wrote: > >Brian, I change mine every 25 hrs. There is no oil >filter on the Housi. Oil is cheep, engines are >expensive. I sold a Housai engine for $4000. A year or so ago you couldn't give them away. I have to buy oil. Each oil change is about 20 quarts. Let's assume that the oil is $2.50/qt. That means each oil change is $50. If my engine lasts 1200 hours and I change oil every 50 hours I will spend $1200 over the life of the engine. Will changing the oil every 25 hours increase the life of the engine enough to offset the $1200 extra you are spending? I dunno. But an extra $1200 seems pretty significant to me. If you are worried about dirt then I would spend some money on an oil filter adaptor. That is a LOT cheaper than the extra oil you use. This back-of-the-napkin analysis is worth every penny you paid for it. YMMV. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
From: jackron(at)att.net
Subject: Re: oil cost
Date: May 08, 2002
Brian, This is one of those things that is a personal decision. There's more to the price of an engine than its purchase price. (I seem to remember a $40,000 figure being bandied about) There's the airframe and my sweet ass attached to it. I spend a lot of time over water, and 200' trees. No place to go if that engine gives it up. Most of the guys around here, (Juneau,AK) fly round engines of the Pratt and Whitney variety, and change their oil 25-30 hours. They, and I use Aero Shell 100 or 80 depending on the season. Thanks for the tip on the oil filter, I'll look into it. Ron Swanson -- > > At 09:58 PM 5/7/2002, you wrote: > > > >Brian, I change mine every 25 hrs. There is no oil > >filter on the Housi. Oil is cheep, engines are > >expensive. > > I sold a Housai engine for $4000. A year or so ago you couldn't give them > away. I have to buy oil. > > Each oil change is about 20 quarts. Let's assume that the oil is > $2.50/qt. That means each oil change is $50. If my engine lasts 1200 > hours and I change oil every 50 hours I will spend $1200 over the life of > the engine. Will changing the oil every 25 hours increase the life of the > engine enough to offset the $1200 extra you are spending? I dunno. But an > extra $1200 seems pretty significant to me. > > If you are worried about dirt then I would spend some money on an oil > filter adaptor. That is a LOT cheaper than the extra oil you use. > > This back-of-the-napkin analysis is worth every penny you paid for it. YMMV. > > > Brian Lloyd > brian(at)lloyd.com > +1.530.676.1113 - voice > +1.360.838.9669 - fax > > > > > > ________________________________________________________________________________
Date: May 07, 2002
From: Wes Warner <wes(at)lppcs.com>
Subject: Hotels at SNF
Can anyone that stayed at a hotel at SNF please let me know about it? I'm trying to schedule for next year. I'm not super picky, just a clean room is good for me. Thanks, Wes ________________________________________________________________________________
From: cjpilot710(at)aol.com
Date: May 08, 2002
Subject: Re: Hotels at SNF
In a message dated 5/8/02 2:23:17 AM Eastern Daylight Time, wes(at)lppcs.com writes: > > > Can anyone that stayed at a hotel at SNF please let me know about it? > I'm trying to schedule for next year. I'm not super picky, just a > clean room is good for me. > > We stayed at the Howard Johnson in Winter Heaven. It was right next door to the Holiday Inn where the EAA WB folks stay. It was about 6 miles from Bartow airport and about 10 miles east of Lakeland. I think the group was satisfied with it. 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
Date: May 08, 2002
Subject: Re: Cruise speed
In a message dated 5/7/02 10:48:51 PM Eastern Daylight Time, dabear(at)damned.org writes: > > >Can anyone provide some/all of following cruise speed numbers? > > > > > >YAK-52 (specify 360 or 400hp, 2-blade or 3-blade prop): > > >- 55% Cruise speeed > > >- 65% Cruise speed > > >- 82% Cruise speed > > >- 100% Cruise speed > > > > > >CJ-6 (specify 285, 360 or 400hp, 2-blade or 3-blade prop): > > >- 55% Cruise speed > > >- 65% Cruise speed > > >- 82% Cruise speed > > >- 100% Cruise speed > One way to obtain this data is for a number of operators to run a single flight test. IOW, the owner of a Yak-52 360hp - 2 blade prop, fly the 55% to 100% profiles. The owner of a CJ-6A with a 360 hp - 3 blade prop, do the same. ( I'll be happy to fly the CJ-6A 360hp - 2 blade test) The constants should be ground speed reading via GPS (in knots), as near sea level as possible, and eliminate the wind effects. Someone (Brain) could work out the power setting for each of the configurations. The test pilot would fly those numbers on his/her gages. The results will be tainted somewhat by lots of variables, but an idea of how much the performance change between configurations, may become apparent. This could be a fun group effort. 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: MFilucci(at)aol.com
Date: May 08, 2002
Subject: Admin
Drew, There is one more admin item I forgot to talk to you about. All Yak drivers who are insured with Cannon Aviation Insurance receive a discount if they participate in a formal YPA training program (such as the FAST Ground School and flight training). I normally send a list of all the participants to Bob Cannon and he checks off the guys that he insures. Regards, Mike Filucci ________________________________________________________________________________
From: "Genzlinger, Reade" <ReadeG(at)Cairnwood.com>
Subject: FW: Yak -52, Wilga, M-14P, etc.
Date: May 08, 2002
RE: Wilga and M-14P. I own both a Yak-52 (1996) and Wilga 80 (1993). The Wilga engine is essentially a de-rated M-14P (360 to 252 hp). I have heard that the M-14P will retrofit to the Wilga, but I do not have any first hand knowledge of it. There is an article in the Aug/Sept 2000 issue of Northern Pilot Magazine about a Wilga 80 with M-14P that you may want to reference (http://www.northernpilot.com/). The spares that came with the Wilga are remarkably similar to the spares that came with the Yak (mountains of stuff came with each). Air start valves are identical as well as plugs, gaskets, gauges and so forth. Wilga uses air only for the starting system. Brakes are hydraulic, flaps are lever operated. The Wilga is an amazing short field, utility aircraft. I was attracted to it for its typical eastern European engineering philosophy - over engineered and overbuilt. And it can carry 4, full fuel and then all your gear. The landing gear is massive and the trailing link system makes almost every landing a greaser - especially on grass. It does make a statement on the ramp - it sits high and is ready for work. In Europe it routinely tows two gliders at a time (procedure in manual is very detailed about this). Visibility is fantastic. It can make an approach for landing that will challenge most helicopters! OK - so it only goes 85 knots - what's the hurry. About 1000 were built (http://homepages.tesco.net/~aleks.richard/polish.aviation/pzlhome.html). It is now produced as a Wilga 2000 with IO-540 up front - wrong sound! RE: Yak-52 and landings. The DOSAAF procedure is structured around a philosophy of high and tight patterns. No low and slow 3 mile finals. The ability of the aircraft to descend in a steep and stable profile is fantastic. Full forward on prop and just under 4 on MP also sets you up for the least delay in transition to full power for go-around. The book on speeds, in kilometers, is 170 downwind, gear down and prop 70% and MP=4. Remain at pattern altitude until turn to base (btw- the turn is 110 degrees in DOSAAF pattern). Apply flaps and full fine pitch and turn to final - establish 150-160 on final approach. Control decent with throttle. Full idle and flair. For short field I slow down to 150 and flatten out final a little. It is a dream to land - you can keep the nose off for quite awhile especially with a GIB. RE: Oil - I use Phillips 25-60. Great for all weather and very reasonably priced - I use a lot of oil between two round engines! Both consume 1 liter per hour. The quality of all US oil is so superior to what theses engines were designed to use that any brand offers a benefit (using proper weights for conditions). RE: Starting - a rule of thumb we've developed from the M-14 book is one prime to the cylinders for every 10 degrees ambient temp (F) is below 100 C. For example, when it's 50 F you would prime 5 times, 40 F would be 6 prime pulling at least one blade per prime. Gena Elfimov showed us how we could get a cold start (February in PA) on first blade by setting the prop just so in compression stroke. I'm pretty good at it, but haven't quite got it on the first blade every time. He also pointed out that they wait about 2 minutes before start for fuel to vaporize. Hot start needs no prime and the book says not to pull the prop through on hot engine. Best starting engines I have ever seen. Looking forward to Gena's visit this summer. Some of the finest instruction I have ever had. Thorough, precise, very patient, direct, meticulous, and the best Russian accent using the Queens English you will ever hear! It makes his post flight debriefings bearable! Reade Genzlinger Cairnwood Cooperative Corporation 215.914.0370 readeg(at)cairnwood.com ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: Re:exhaust
Date: May 08, 2002
Thanks Doug, I was talking about ceramic coating my NEW exaust pieces, not the old ones. If you have the left hand pieces I have extra right hand pieces. Ernie ----- Original Message ----- From: "Doug" <rvfltd(at)televar.com> Subject: Yak-List: Re:exhaust > > Ernie, > Ceramic coating used STEEL systems is a waste of money, as the coating seems > to not adhere properly if the system has been used. I have no experience > with coating a used STAINLESS system so I have no idea if it will adhere > properly. We have found however that coating the new STAINLESS system > causes the engine to run cooler. Rather the coating will make the stainless > system last longer is anybody's guess. > > The coated or uncoated life of a stainless steel system seems to be unknown > at this point as no one has been able to wear one out yet. The STEEL system > seems to have a very limited life in humid areas of the country, while up in > dryer areas I have known them to last for 500-700 hours. > > > Give me a call @ 509-826-4610, maybe we can get together on your excess > spares. I have lots of spare exhaust parts, I can most likely fill in your > missing parts and make your set complete. > > Always Yakin, > Doug Sapp > > ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: Re: On RED STAR from Red Star
Date: May 08, 2002
Any chance of holding something similar to Red Star on the east Coast prefferably Florida? Ernie ----- Original Message ----- From: "Drew" <aapilot(at)adelphia.net> Subject: Yak-List: On RED STAR from Red Star > > > Folks, > > Thanks for showing at Red Star West; you made it happen! From having a > Mig 21 closer than you will ever see at a blue star airshow, to 'dollar > rides' in a P&W Super L-29 to a P-51 and L-39 in tight formation to > systems, egress and 2, 4 and mass form training to the Black Eagles ACM > course and the largest gathering of Yaks and Nanchangs ever seen outside > Oshkosh, it was a full plate to say the least. I was debriefed by the > county officials this morning and they were beaming at the success of > the event and specifically noted how professional this group of pilots > were. They want Red Star back. > > Red Star West will be the flagship event for this community on the west > coast, it will open the summer season - > > A quick summary on a promise I made to you at the banquet; > > To make Red Star West 03, or any of the other RS events the best run > they can be, I will respond to every direct e-mail suggestion, idea, > etc. Many I'm keenly aware of (more polos, more bedding, no tardy air > ops officers ;) . By e-mailing me directly, you are, in effect, > designing your own Red Star airshow without expending 100s of man hours > in the process - what a deal. Please e-mail me directly. > > Photos: Please send me your photos via e-mail attachment, or mail me a > disk/negatives, etc. that you would like to become public record via the > web site. They may also find themselves in other print media items as > well. > > The web site will be in an update process for a short period, and then > will display the best of this event, and other content for the Red Star > community, I will let you know via the list... > > Thanks to our community of vendors who attended or helped sponsor this: > Even if your business models overlap, you're all in this together; > > Doug Sapp - CJ-6A Parts and Aircraft sales. > > Jim Selby Enterprises - CJ-6A Service and Aircraft sales. > > Carl Hayes - Yak/M-14P imports and parts > > Vladimir Yastremski - M-14P/Engine and Aircraft service > > Mark Shrick - Yak 52 import/sales and support and winner of the Olga > award for his clean machine! > > Red Sky Aviation - Yak aircraft imports/sales and support. > > Cannon Aviation Insurance > > Garmin of Merced > > Allen Silvers - Parachute use/inspection and egress training. > > > I would like to remind the weary warriors of Friday nights "last man > standing" tournament that the "50 mission survivor" bronze statue has > left the country, and is residing in Canada of all places! This was > totally unexpected and we will be fielding a crack team of crud players > to insure it's return to America at our next meeting. The web site will > shortly have a picture of this cruddy looking aviator statue and will > track it's location - I understand the Canadians are going to parade it > around all their events/fly-ins sneering at the Americans... > > Carrier landing training will also recommence, I too boltered being an > AF guy on my first bounce off the deck; but with good calls from the > carrier air boss (Ranger), I snagged the three wire and was left hanging > my nose off the deck, hell of a site to see the bow of the ship and the > cold boiling ocean just inches in front of me - or in this case the > beer-drenched dirty carpets of the club... > > The Black Eagles Air Combat School would like to recognize Brian > "sparky" Lloyd, Barry "B-Dog" Hancock, Skip "Ranger" Slyfield and Kieth > "Zendar" Frost who completed Basic Offensive BFM-1 (OBFM1). The > programs chief instructor, Lt Col Cary "Moto" Vendon [F-5 Aggressors] is > working with me on the expansion of the Black Eagles and we will have a > very professional stable of Top Gun and Fighter Weapons School cadre to > administer the program. Thanks also to our USAF fighter instructor, > "Ace" Ellinwood. Listen to what Barry had to say in his post; go to a > Red Star event where the Black Eagles are training; please don't take > any risks with your mount with an empty back seat. We will be holding > an advanced tactics fly-in specifically for this type of flying. > Currently, that event is slated for the California desert near Palm > Springs (you can't fly and fight without a good golf game in between ya > know!). So for those on the right side of the Rockies, you can swing > low and "Tac 90 right" to Red Star SouthWest. I've already completed > the site surveys for the targeted airfields. Currently, February is the > planned month for this, where the WX is severe clear, dry and 70-75 and > you have ample time to plan your schedules - and receive FAST formation > training, which is required if you do not have a military aviator back > ground (you now have another great reason to get FAST qualed outside of > flying in wavered airspace). > > We had: > > Zero Reported Injuries > Zero Reported Aircraft Incidents > Zero Reported "Oh Sh--ts" > About 30 very slight hang overs and minor aches from "last man standing" > 46+/- total airplanes at some time or another > > > Finally, the web site will let you know how we did financially, I'm > negotiating a break on the power/utility/rental fees due to the > overwhelming success of Red Star and my promise to return, I'll let you > know how we do...for grins, you ate through nearly $3700 and production > (some of these are one time, non-repeatable) was around $2500. Man > hours were beyond my ability to count - I run out of fingers and toes... > > Drew. > > > Drew A. Blahnick > Red Star Inc. > Cell 310-493-4245 > www.allredstar.com > Communism: lousy politics - great airplanes! > > ________________________________________________________________________________
From: "Russ Dycus" <dycusr(at)hotmail.com>
Subject: Winter flying
Date: May 08, 2002
Mind you this ONLY works for the One In Front, the GIB will still need all the gear Brian mentioned. >.....or in a Yak 52 and simply dress normal and turn the heat on. >Dennis Savarese Russ (The notorious GIB, who has flew at 10,500; in winter; in a 52 and was very thankful for the hot tub later) Dycus ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: Re: Yet more Oil
Date: May 08, 2002
Thanks, I've got a guy here locally that does the ceramic coating, but its only rated for 1300 degrees F, considering EGT's can reach 1600, I would think there might be a problem. Ernie ----- Original Message ----- From: <jackron(at)att.net> Subject: Re: Yak-List: Yet more Oil > > Earnie, I sent my Stearman exhausts to Jet Hot and was > very pleased with the results (mostly cosmetic). The > stuff adheres well and stays shiny though 3-400 hrs, One > note: When I told them it was for an airplane, they > refused the work, stating liability reasons. I called > them back a hour later and told them I wanted my airboat > exhausts coated. No problem. Ron Swanson > > -- > > > > > > I guess I'll continue to use it then. > > > > On another note. I'm thinking of sending my spare exhaust pieces to a > > company called Jet-Hot (www.Jet-Hot.com) The have a ceramic/mettalic coating > > process which is supposed to make the parts last much longer and also > > improve performance by dissipating heat. Does anyone have any experience > > with this? Also I seem to have an abundance of RH exhaust parts, but I need > > the LH Upper and the 2 mid pieces. Anyone want to trade? I also have an > > extensive spares kit including MAG's, compressors, generators, tons of brake > > pads, and other assorted parts. > > > > Ernie > > ----- Original Message ----- > > From: "Brian Lloyd" <brian(at)lloyd.com> > > To: > > Subject: Re: Yak-List: Yet more Oil > > > > > > > > > > On Tue, 7 May 2002 cpayne(at)mc.net wrote: > > > > > > > As always, this is one topic that wears better than any engine. Doesn't > > > > seem to matter what the engine type is, subject is always the same. Just > > > > read an article on the Penn Yan shop in Aircraft Maintenance. They > > specify > > > > a straight weight (avaition) oil for their remans and not a multi-weight > > > > as it can cause leaky valve covers and sticking valves. Not sure why but > > > > these are flat engines. > > > > > > And the big radial engine overhauler that does the R-1820 in Julie Clark's > > > T-28 requires 25W60 or the warrantee is void. > > > > > > As I said, your mileage may vary. > > > > > > Brian Lloyd > > > brian(at)lloyd.com > > > +1.530.676.1113 > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: "Drew" <aapilot(at)adelphia.net>
Subject: Re: Admin
Date: May 08, 2002
Perfect, I'm working on the web site now and am collecting the participant rolls-will send to Bob. Talk soon, Drew Drew A. Blahnick Red Star Inc. Cell 310-493-4245 www.allredstar.com Communism: lousy politics - great airplanes! ----- Original Message ----- From: MFilucci(at)aol.com To: yak-list(at)matronics.com Sent: Wednesday, May 08, 2002 6:04 AM Subject: Yak-List: Admin Drew, There is one more admin item I forgot to talk to you about. All Yak drivers who are insured with Cannon Aviation Insurance receive a discount if they participate in a formal YPA training program (such as the FAST Ground School and flight training). I normally send a list of all the participants to Bob Cannon and he checks off the guys that he insures. Regards, Mike Filucci = = messages. = = ________________________________________________________________________________
From: "Doug" <rvfltd(at)televar.com>
Subject: Re: Winter flying
Date: May 08, 2002
Russ, Consider this: Yak 18T cabin heat muff is on the opposite side as the Yak 52, maybe we could give your gib his own heater?? Or the PIC could bask in the winter sun in his thong---boy that's an ugly thought! Always Yakin, Doug Sapp ----- Original Message ----- From: "Russ Dycus" <dycusr(at)hotmail.com> Subject: Yak-List: Winter flying > > Mind you this ONLY works for the One In Front, the GIB will still need > all the gear Brian mentioned. > > > >.....or in a Yak 52 and simply dress normal and turn the heat on. > >Dennis Savarese > > > Russ (The notorious GIB, who has flew at 10,500; in winter; in a 52 and > was very thankful for the hot tub later) Dycus > > ________________________________________________________________________________
From: "Drew" <aapilot(at)adelphia.net>
Subject: Re: On RED STAR from Red Star
Date: May 08, 2002
Red Star East is in the works, give us about two weeks to make an initial presentation on the list and start the process full swing... Drew A. Blahnick Red Star Inc. Cell 310-493-4245 www.allredstar.com Communism: lousy politics - great airplanes! ----- Original Message ----- From: Ernie To: yak-list(at)matronics.com Sent: Wednesday, May 08, 2002 7:22 AM Subject: Re: Yak-List: On RED STAR from Red Star Any chance of holding something similar to Red Star on the east Coast prefferably Florida? Ernie ----- Original Message ----- From: "Drew" <aapilot(at)adelphia.net> To: Subject: Yak-List: On RED STAR from Red Star > > > Folks, > > Thanks for showing at Red Star West; you made it happen! From having a > Mig 21 closer than you will ever see at a blue star airshow, to 'dollar > rides' in a P&W Super L-29 to a P-51 and L-39 in tight formation to > systems, egress and 2, 4 and mass form training to the Black Eagles ACM > course and the largest gathering of Yaks and Nanchangs ever seen outside > Oshkosh, it was a full plate to say the least. I was debriefed by the > county officials this morning and they were beaming at the success of > the event and specifically noted how professional this group of pilots > were. They want Red Star back. > > Red Star West will be the flagship event for this community on the west > coast, it will open the summer season - > > A quick summary on a promise I made to you at the banquet; > > To make Red Star West 03, or any of the other RS events the best run > they can be, I will respond to every direct e-mail suggestion, idea, > etc. Many I'm keenly aware of (more polos, more bedding, no tardy air > ops officers ;) . By e-mailing me directly, you are, in effect, > designing your own Red Star airshow without expending 100s of man hours > in the process - what a deal. Please e-mail me directly. > > Photos: Please send me your photos via e-mail attachment, or mail me a > disk/negatives, etc. that you would like to become public record via the > web site. They may also find themselves in other print media items as > well. > > The web site will be in an update process for a short period, and then > will display the best of this event, and other content for the Red Star > community, I will let you know via the list... > > Thanks to our community of vendors who attended or helped sponsor this: > Even if your business models overlap, you're all in this together; > > Doug Sapp - CJ-6A Parts and Aircraft sales. > > Jim Selby Enterprises - CJ-6A Service and Aircraft sales. > > Carl Hayes - Yak/M-14P imports and parts > > Vladimir Yastremski - M-14P/Engine and Aircraft service > > Mark Shrick - Yak 52 import/sales and support and winner of the Olga > award for his clean machine! > > Red Sky Aviation - Yak aircraft imports/sales and support. > > Cannon Aviation Insurance > > Garmin of Merced > > Allen Silvers - Parachute use/inspection and egress training. > > > I would like to remind the weary warriors of Friday nights "last man > standing" tournament that the "50 mission survivor" bronze statue has > left the country, and is residing in Canada of all places! This was > totally unexpected and we will be fielding a crack team of crud players > to insure it's return to America at our next meeting. The web site will > shortly have a picture of this cruddy looking aviator statue and will > track it's location - I understand the Canadians are going to parade it > around all their events/fly-ins sneering at the Americans... > > Carrier landing training will also recommence, I too boltered being an > AF guy on my first bounce off the deck; but with good calls from the > carrier air boss (Ranger), I snagged the three wire and was left hanging > my nose off the deck, hell of a site to see the bow of the ship and the > cold boiling ocean just inches in front of me - or in this case the > beer-drenched dirty carpets of the club... > > The Black Eagles Air Combat School would like to recognize Brian > "sparky" Lloyd, Barry "B-Dog" Hancock, Skip "Ranger" Slyfield and Kieth > "Zendar" Frost who completed Basic Offensive BFM-1 (OBFM1). The > programs chief instructor, Lt Col Cary "Moto" Vendon [F-5 Aggressors] is > working with me on the expansion of the Black Eagles and we will have a > very professional stable of Top Gun and Fighter Weapons School cadre to > administer the program. Thanks also to our USAF fighter instructor, > "Ace" Ellinwood. Listen to what Barry had to say in his post; go to a > Red Star event where the Black Eagles are training; please don't take > any risks with your mount with an empty back seat. We will be holding > an advanced tactics fly-in specifically for this type of flying. > Currently, that event is slated for the California desert near Palm > Springs (you can't fly and fight without a good golf game in between ya > know!). So for those on the right side of the Rockies, you can swing > low and "Tac 90 right" to Red Star SouthWest. I've already completed > the site surveys for the targeted airfields. Currently, February is the > planned month for this, where the WX is severe clear, dry and 70-75 and > you have ample time to plan your schedules - and receive FAST formation > training, which is required if you do not have a military aviator back > ground (you now have another great reason to get FAST qualed outside of > flying in wavered airspace). > > We had: > > Zero Reported Injuries > Zero Reported Aircraft Incidents > Zero Reported "Oh Sh--ts" > About 30 very slight hang overs and minor aches from "last man standing" > 46+/- total airplanes at some time or another > > > Finally, the web site will let you know how we did financially, I'm > negotiating a break on the power/utility/rental fees due to the > overwhelming success of Red Star and my promise to return, I'll let you > know how we do...for grins, you ate through nearly $3700 and production > (some of these are one time, non-repeatable) was around $2500. Man > hours were beyond my ability to count - I run out of fingers and toes... > > Drew. > > > Drew A. Blahnick > Red Star Inc. > Cell 310-493-4245 > www.allredstar.com > Communism: lousy politics - great airplanes! > > = = messages. = = ________________________________________________________________________________
Date: May 08, 2002
From: "Terry Calloway" <TCalloway(at)datatechnique.com>
Subject: Re: On RED STAR from Red Star
Sure maybe it could held at your FBO. Let's see... There's east coast and then there's Florida in it self. Which one will it be? :-) All this talk about events and no one is saying anything about our annual event in Nebraska next month. What's the deal here? tc >>> ernie(at)gscinc.com 05/08/02 09:22AM >>> Any chance of holding something similar to Red Star on the east Coast prefferably Florida? Ernie ________________________________________________________________________________
From: "Cy Galley" <cgalley(at)qcbc.org>
Subject: Re: Yet more Oil
Date: May 08, 2002
The EGT probe is surrounded in the hot gas stream and doesn't get the cooling of outside air like the exhaust pipes that one side has cooling air, The pipe is probably much cooler overall than the tip of the probe. Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh Editor, EAA Safety Programs cgalley(at)qcbc.org or experimenter(at)eaa.org Always looking for articles for the Experimenter ----- Original Message ----- From: "Ernie" <ernie(at)gscinc.com> Subject: Re: Yak-List: Yet more Oil Thanks, I've got a guy here locally that does the ceramic coating, but its only rated for 1300 degrees F, considering EGT's can reach 1600, I would think there might be a problem. Ernie ----- Original Message ----- From: <jackron(at)att.net> Subject: Re: Yak-List: Yet more Oil > > Earnie, I sent my Stearman exhausts to Jet Hot and was > very pleased with the results (mostly cosmetic). The > stuff adheres well and stays shiny though 3-400 hrs, One > note: When I told them it was for an airplane, they > refused the work, stating liability reasons. I called > them back a hour later and told them I wanted my airboat > exhausts coated. No problem. Ron Swanson > > -- > > > > > > I guess I'll continue to use it then. > > > > On another note. I'm thinking of sending my spare exhaust pieces to a > > company called Jet-Hot (www.Jet-Hot.com) The have a ceramic/mettalic coating > > process which is supposed to make the parts last much longer and also > > improve performance by dissipating heat. Does anyone have any experience > > with this? Also I seem to have an abundance of RH exhaust parts, but I need > > the LH Upper and the 2 mid pieces. Anyone want to trade? I also have an > > extensive spares kit including MAG's, compressors, generators, tons of brake > > pads, and other assorted parts. > > > > Ernie > > ----- Original Message ----- > > From: "Brian Lloyd" <brian(at)lloyd.com> > > To: > > Subject: Re: Yak-List: Yet more Oil > > > > > > > > > > On Tue, 7 May 2002 cpayne(at)mc.net wrote: > > > > > > > As always, this is one topic that wears better than any engine. Doesn't > > > > seem to matter what the engine type is, subject is always the same. Just > > > > read an article on the Penn Yan shop in Aircraft Maintenance. They > > specify > > > > a straight weight (avaition) oil for their remans and not a multi-weight > > > > as it can cause leaky valve covers and sticking valves. Not sure why but > > > > these are flat engines. > > > > > > And the big radial engine overhauler that does the R-1820 in Julie Clark's > > > T-28 requires 25W60 or the warrantee is void. > > > > > > As I said, your mileage may vary. > > > > > > Brian Lloyd > > > brian(at)lloyd.com > > > +1.530.676.1113 > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
Date: May 08, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: oil cost
At 11:18 PM 5/7/2002, you wrote: > >Brian, This is one of those things that is a personal >decision. There's more to the price of an engine than >its purchase price. (I seem to remember a $40,000 figure >being bandied about) That is what the Chinese want for a new engine. It is a ridiculous and no one is buying when they can get a brand-new M14P 360 hp engine for $16,000. $4000 is much closer to the price for a low-time used Housai engine. >There's the airframe and my sweet >ass attached to it. I spend a lot of time over water, >and 200' trees. No place to go if that engine gives it >up. Most of the guys around here, (Juneau,AK) fly round >engines of the Pratt and Whitney variety, and change >their oil 25-30 hours. They, and I use Aero Shell 100 >or 80 depending on the season. Thanks for the tip on the >oil filter, I'll look into it. Well, the CDF has determined that they get fewer engine failures running 25W60. (The CDF expects something like six engine failures in their fleet of S2Fs every year.) I would say that speaks rather highly for 25W60 over straight-weight oil and it is nice to see an organization that has the statistics instead of gut feel to make a determination. Still, the question was in regard to dollars and cents, not safety. Rarely has an engine *failure* been attributed to changing oil less often. Sure dirty oil can increase wear and require an overhaul at an earlier time than if the oil is kept clean but that does not necessarily equate to engine failure. There is a point of diminishing financial return. Changing your oil every hour will not make the engine last forever and it would cost a heck of a lot. Never changing your oil saves on oil but your engine will probably wear out 300 hours. Neither is cost effective. So what oil change interval will result in the lowest per-hour operating cost? If you change your oil twice as often, will the engine last enough longer so that the extra $1,200 you pay for oil will pay you back in not having to pay to swap engines quite so soon? My point is that, if you are going to invest extra money, you are better off investing in an oil filter than in investing in more frequent oil changes. Let the filter get rid of the dirt and then change the oil when it no longer has the requisite lubricating properties as recommended by the oil manufacturers who know how their oil works. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
From: MFilucci(at)aol.com
Date: May 08, 2002
Subject: Nebraska Fly-in
Keith Harbor has been working hard on the ground in Nebraska getting all the logistical items checked off for our annual fly-in. Kirk Ihlenburg has also been working behind the scenes to plan this year's annual event. We are just four weeks away from the gathering of Yak Drivers so here is some preliminary info to help you make your plans. The Fly-In dates are June 5-9th at the Columbus Airport (KOLU). We will offer a FAST Formation Ground School on the morning of the 5th for those who are new to the formation game as well as those who would like to refresh their memory. There will be systems training, flight training and formation training for those who are interested. The YPA will host a barbecue at the airfield one evening and will also sponsor the banquet on Saturday night. These two events are included in the registration fee. Other perks included in the fee are free water/refreshments daily in operations, a significantly reduced fuel fee and a Fly-In T-shirt. We are waiting to hear from some event sponsors before we determine the cost, but it should be a very reasonable fee and an excellent value for your dollar spent. There is no need to rent a car unless you want to because Keith has an open-air bus available to transport us to/from the hotel and restaurants. Nevertheless, cars are available for rent at a reasonable cost (see below). Hotel Info We have a Block of rooms reserved under YPA / Avcraft @: Victorian Inn Motel. Phone 402.562.7595 King Size $44.65 - $49.00 per night Queen Doubles $51.20 per night Rental Cars Columbus Auto Mart. 402.564.4952 $20 per day Enterprise Rent-a-car 800.736.8222 AvGas 100LL @ cost plus 25 cents (at today's cost, that would be $1.67/gal) Smoke Oil Available at no cost for those who qualify and choose to burn up the aerobatic box (on field) Drew ddi a great job of kicking off the flying season on the West Coast with RedStar, here's your chance to keep the great flying and camaraderie going right on into the summer. Also, I hear there is talk of yet more Crud. We will have the registration form posted on the YPA website within the next week or so, as soon as we hear from all of our sponsors and set the fee. The plan continues to evolve, but this should be enough info to get you started. Look forward to seeing you all there. Mike Filucci ________________________________________________________________________________
Date: May 08, 2002
Subject: OH, PLEASE!
From: "Barry W. Hancock" <radialpower(at)cox.net>
> And I want to publicly apologize to Barry for waxing him when I was > supposed to be defensive. I was trying to make the exercise more > meaningful by making it more difficult to get me and I guess I got > overzealous. Sorry Barry. If that isn't a backhanded attempt at boasting, as unqualified as it may be, I don't know what is. :) Simply put, you guys broke the ROE, which disqualifies any "snap shot" kill you may think you got. Really tho', it was an outstanding time. The building block approach used by the program insures safety (in as much as it's possible when you're trying to close on a guy and match lift vectors so you can fill his cockpit with lead). The Red Star ACM Clinic in Feb. will be a great time, put it on your calendar now. I mean, how often can you get a current Marine or USAF Aggressor pilot in your back seat showing you how to put your pipper on your buddies? Barry ________________________________________________________________________________
Date: May 08, 2002
Subject: Red Star ACM clinic
From: "Barry W. Hancock" <radialpower(at)cox.net>
> Barry, > > Wouldn't a February date virtually eliminate anyone on the right side > of the Rockies? > > tc TC, You're probably right, just more reason to have a regional one of your own....then we can have the 3 or 5 regions come together for a "Red Flag" competition. You see, guys, this is only the beginning of something that could be very large, fun, and standardized from coast to coast. You just gotta think big and have a "can do" attitude, it will happen if we have enough guys like Drew with enough energy and spare girlfriends to make it happen. Barry ________________________________________________________________________________
From: "Mark Schrick" <schrick(at)pacbell.net>
Subject: OH, PLEASE!
Date: May 08, 2002
Barry, What you really need is a Marine pilot in a YAK 52 to wax thier tail.......then no snap shot needed. Now that is ACM flying at its best. But I did enjoy you as my instructor in my Yak 52. GREAT TIME at Redstar.... Hope to get the group together again soon. Mark "Shrek" Schrick Yak 52W Mark Schrick 966 Wallace Drive San Jose, CA 95120 (408) 323-5150(H) or (408) 391-6664 (Car) >--- Original Message --- >From: "Barry W. Hancock" <radialpower(at)cox.net> >To: Yaklist >Date: 5/8/02 4:12:54 PM > > >> And I want to publicly apologize to Barry for waxing him when I was >> supposed to be defensive. I was trying to make the exercise more >> meaningful by making it more difficult to get me and I guess I got >> overzealous. Sorry Barry. > >If that isn't a backhanded attempt at boasting, as unqualified as it may >be, I don't know what is. :) > >Simply put, you guys broke the ROE, which disqualifies any "snap shot" >kill you may think you got. > >Really tho', it was an outstanding time. The building block approach >used by the program insures safety (in as much as it's possible when >you're trying to close on a guy and match lift vectors so you can fill >his cockpit with lead). The Red Star ACM Clinic in Feb. will be a great >time, put it on your calendar now. I mean, how often can you get a >current Marine or USAF Aggressor pilot in your back seat showing you how >to put your pipper on your buddies? > >Barry > > of form messages. > > ________________________________________________________________________________
Date: May 08, 2002
Subject: -52 v. CJ ACM
From: "Barry W. Hancock" <radialpower(at)cox.net>
Well, Mark, since you opened the door.... "In the hands of equal pilots, the CJ is a better ACM machine than the -52" - from a highly qualified ACM instructor who flew both planes at Red Star. Sorry to be the one to break it to you. However, you can show up at the ACM clinic next February and prove him wrong, err, WONG! I hope Keith can get the holes patched in his airplane quick enough to be there. I'm still pulling parts of his bird out of my leading edges.... :) For those of you who were not there, the entire ACM training consisted of incremental building blocks that were scripted with an O-fensive (for my friends in Canada) and defensive ship. By the time the training is over you are both streaming hydraulic fluid (or was that red stuff blood?:) and grinning from ear to ear... Barry ________________________________________________________________________________
From: "Jeff Linebaugh" <linedog(at)peoplepc.com>
Subject: Red Star
Date: May 08, 2002
I would like to add my accolades for the fine job Drew did with the First Ever Red Star. Considering that it was the first of its kind....or even NOT considering it was the first time..... it was a great event. ...brought a bunch of people together from different camps. It was refreshing to see everyone blend together and exchange ideas and skills! It is of course the people that make such get togethers so memorable.... I think we all went home with a bunch of new knowledge, long wish lists, new friends, and great anticipations for the next Red Star. BTW....finally figured out why I failed miserably at getting that $500 Crud Tournament Prize....it was the first time I ever played crud out of a flight suit...musta thrown me out of CG.... NEXT time......! Jeff Linebaugh linedog(at)peoplepc.com ________________________________________________________________________________
From: "A. Dennis Savarese" <adsavar(at)gte.net>
Subject: Re: -52 v. CJ ACM
Date: May 08, 2002
Has anyone seen those fake bullet holes that stick to any surface? They sure do look real and wouldn't it be kinda neat to "award" a bullet hole to each person who loses (or wins for that matter) his/her "fight"! BTW, no adhesive necessary. Dennis Savarese ----- Original Message ----- From: "Barry W. Hancock" <radialpower(at)cox.net> Subject: Yak-List: -52 v. CJ ACM > > Well, Mark, since you opened the door.... > > "In the hands of equal pilots, the CJ is a better ACM machine than the > -52" - from a highly qualified ACM instructor who flew both planes at > Red Star. Sorry to be the one to break it to you. However, you can > show up at the ACM clinic next February and prove him wrong, err, WONG! > > I hope Keith can get the holes patched in his airplane quick enough to > be there. I'm still pulling parts of his bird out of my leading > edges.... :) > > For those of you who were not there, the entire ACM training consisted > of incremental building blocks that were scripted with an O-fensive (for > my friends in Canada) and defensive ship. By the time the training is > over you are both streaming hydraulic fluid (or was that red stuff > blood?:) and grinning from ear to ear... > > Barry > > ________________________________________________________________________________
From: "Mark Schrick" <schrick(at)pacbell.net>
Subject: -52 v. CJ ACM (Round 2)
Date: May 08, 2002
Now Barry, Do you need to be YAK-SLAPPED? Keith has not stopped talking about the ACM training and CAN'T WAIT to get back to learning more on ACM. He said the most fun he has had with clothes on. Funny, I saw his YAK 52 yesterday and it looked like all of his parts were there? You must of mistaken his plane for a Cessna 150 that you shot down.... BTW, great time and great breakfest meeting we had Sunday. You have to come up some weekend and play with guys. (Formation, ACM, ect...) Great looking paint job on your CJ. I have a lot of pictures of your plane that I will send to you. Next round of abuse to begin........ Mark "Shrek" Schrick YAK52 Loyal Pilot Mark Schrick 966 Wallace Drive San Jose, CA 95120 (408) 323-5150(H) or (408) 391-6664 (Car) >--- Original Message --- >From: "Barry W. Hancock" <radialpower(at)cox.net> >To: Yaklist >Date: 5/8/02 4:58:00 PM > > >Well, Mark, since you opened the door.... > >"In the hands of equal pilots, the CJ is a better ACM machine than the >-52" - from a highly qualified ACM instructor who flew both planes at >Red Star. Sorry to be the one to break it to you. However, you can >show up at the ACM clinic next February and prove him wrong, err, WONG! > >I hope Keith can get the holes patched in his airplane quick enough to >be there. I'm still pulling parts of his bird out of my leading >edges.... :) > >For those of you who were not there, the entire ACM training consisted >of incremental building blocks that were scripted with an O-fensive (for >my friends in Canada) and defensive ship. By the time the training is >over you are both streaming hydraulic fluid (or was that red stuff >blood?:) and grinning from ear to ear... > >Barry > > of form messages. > > ________________________________________________________________________________
From: "Jeff Linebaugh" <linedog(at)peoplepc.com>
Subject: Flight Helmets
Date: May 08, 2002
I had several people ask about my Flight Helmet at Red Star... for those who I said I'd pass the info to.... The company I bought from is Merit Apparel. http://www.meritapparel.com/helmets.htm Great support and nice people. My Helmet is an LH 50 by "CGF" (french made). Made of Kevlar and Carbon fiber, it is lighter than the the USAF HGU-55P and has a retractable tinted visor with a very low profile visor housing. (I seemed to have a propensity to scratch my HGU-55P visor, so this was a plus.) Mine came installed with the Oregon Aero Hush kit, and Zeta Liner. ANR is available.... These folks also sell flight suits, etc....good group of people. FYI Jeff Linebaugh linedog(at)peoplepc.com ________________________________________________________________________________
Date: May 08, 2002
From: Craig Payne <cpayne(at)mc.net>
Subject: Re: OH, PLEASE!
Barry W. Hancock wrote: > > Simply put, you guys broke the ROE, which disqualifies any "snap shot" > kill you may think you got. Barry, Isn't the 1st Rule Of Engagement: "there are no rules" ?? Craig "nuke 'em on the ground first" Payne ________________________________________________________________________________
From: "A. Dennis Savarese" <adsavar(at)gte.net>
Subject: Re: -52 v. CJ ACM (Round 2)
Date: May 08, 2002
Mark, As another loyal YAK 52 pilot, if we really want a Marine in the back seat, I'll get my full bird colonel brother who is the senior Harrier pilot in the Marine Corp to "volunteer" his services to ONLY us YAK 52 guys. He also taught ACM at Meridian in A4's when he was a captain. We may have to twist his little finger, but that's about all. BTW, he's in your part of the country; Yuma, AZ where he commands Marine Air Group 13. Dennis Savarese ----- Original Message ----- From: "Mark Schrick" <schrick(at)pacbell.net> Subject: RE: Yak-List: -52 v. CJ ACM (Round 2) > > > Now Barry, > > Do you need to be YAK-SLAPPED? > > Keith has not stopped talking about the ACM training and CAN'T > WAIT to get back to learning more on ACM. He said the most fun > he has had with clothes on. > > Funny, I saw his YAK 52 yesterday and it looked like all of his > parts were there? You must of mistaken his plane for a Cessna > 150 that you shot down.... > > BTW, great time and great breakfest meeting we had Sunday. You > have to come up some weekend and play with guys. (Formation, > ACM, ect...) Great looking paint job on your CJ. I have a lot > of pictures of your plane that I will send to you. > > Next round of abuse to begin........ > > Mark "Shrek" Schrick > YAK52 Loyal Pilot > > > Mark Schrick > 966 Wallace Drive > San Jose, CA 95120 > (408) 323-5150(H) or (408) 391-6664 (Car) > > > >--- Original Message --- > >From: "Barry W. Hancock" <radialpower(at)cox.net> > >To: Yaklist > >Date: 5/8/02 4:58:00 PM > > > > > > >Well, Mark, since you opened the door.... > > > >"In the hands of equal pilots, the CJ is a better ACM machine > than the > >-52" - from a highly qualified ACM instructor who flew both > planes at > >Red Star. Sorry to be the one to break it to you. However, > you can > >show up at the ACM clinic next February and prove him wrong, > err, WONG! > > > >I hope Keith can get the holes patched in his airplane quick > enough to > >be there. I'm still pulling parts of his bird out of my leading > > >edges.... :) > > > >For those of you who were not there, the entire ACM training > consisted > >of incremental building blocks that were scripted with an O-fensive > (for > >my friends in Canada) and defensive ship. By the time the training > is > >over you are both streaming hydraulic fluid (or was that red > stuff > >blood?:) and grinning from ear to ear... > > > >Barry > > > > > of > form > messages. > > > > > > ________________________________________________________________________________
From: cjpilot710(at)aol.com
Date: May 08, 2002
Subject: Re: Flight Helmets
In a message dated 5/8/02 10:31:08 PM Eastern Daylight Time, linedog(at)peoplepc.com writes: > I had several people ask about my Flight Helmet at Red Star... for those who > I said I'd pass the info to.... > The company I bought from is Merit Apparel. > http://www.meritapparel.com/helmets.htm Great support and nice people. > My Helmet is an LH 50 by "CGF" (french made). Made of Kevlar and Carbon > fiber, it is lighter than the the USAF HGU-55P and has a retractable tinted > visor with a very low profile visor housing. (I seemed to have a propensity > to scratch my HGU-55P visor, so this was a plus.) Mine came installed with > the Oregon Aero Hush kit, and Zeta Liner. ANR is available.... > These folks also sell flight suits, etc....good group of people. > FYI > Jeff Linebaugh > The girls asked about MY helmet. Mine has that vintage look. Girls like experienced men. ;-} 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: "Frank Haertlein" <yak52driver(at)earthlink.net>
Subject: -52 v. CJ ACM (Round 2)
Date: May 08, 2002
Barry Your ass is grass and the YAK-52 is the lawnmower......hehehe Frank Chino ________________________________________________________________________________
From: cjpilot710(at)aol.com
Date: May 08, 2002
Subject: Re: OH, PLEASE!
In a message dated 5/8/02 10:45:44 PM Eastern Daylight Time, cpayne(at)mc.net writes: > Barry W. Hancock wrote: > > > > > Simply put, you guys broke the ROE, which disqualifies any "snap shot" > > kill you may think you got. > > Barry, > > Isn't the 1st Rule Of Engagement: "there are no rules" ?? > > Craig "nuke 'em on the ground first" Payne > > Ah Craig! You're my kind of killer!!!!!!! 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 ________________________________________________________________________________
Date: May 08, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: OH, PLEASE!
At 05:12 PM 5/8/2002, you wrote: > > > And I want to publicly apologize to Barry for waxing him when I was > > supposed to be defensive. I was trying to make the exercise more > > meaningful by making it more difficult to get me and I guess I got > > overzealous. Sorry Barry. > >If that isn't a backhanded attempt at boasting, as unqualified as it may >be, I don't know what is. :) Who? Me? Humph. Seriously, I was wondering how long it would take you to respond. : ) >Simply put, you guys broke the ROE, which disqualifies any "snap shot" >kill you may think you got. I thought I was trying to make it more realistic for you. I am so ashamed. Oh, and it wasn't any snap shot. We just kinda hung out there with the pipper on you until it really didn't matter. >Really tho', it was an outstanding time. The building block approach >used by the program insures safety (in as much as it's possible when >you're trying to close on a guy and match lift vectors so you can fill >his cockpit with lead). The Red Star ACM Clinic in Feb. will be a great >time, put it on your calendar now. I mean, how often can you get a >current Marine or USAF Aggressor pilot in your back seat showing you how >to put your pipper on your buddies? All kidding aside, I second Barry's comments. It was good fun and quite comfortable, well as comfortable as 4.5 Gs ever gets. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
From: "Mark Jefferies , YAK UK Ltd" <yakuk(at)compuserve.com>
Subject: Wilga
Date: May 09, 2002
The Wilga can be converted to take the M14P, we have done it. There is also a PZL "stc" I believe to do the same. The ROC is at about 10m/sec I believe. We did experiments with 3 different prop lengths. The a/c is now in new Zealand. If anyone else wants a "Wilga special" please contact of list. We fully overhaul the a/c do the AD's, test fly then box for shipping or you may take it in flight to the USA. Last summer a Wilga flew to USA from the UK, quite a long journey!!! Best regards, Mark M G Jefferies for YAK UK Ltd www.yakuk.co.uk RE: Wilga and M-14P. I own both a Yak-52 (1996) and Wilga 80 (1993). The Wilga engine is essentially a de-rated M-14P (360 to 252 hp). I have heard that the M-14P will retrofit to the Wilga, but I do not have any first hand knowledge of it. There is an article in the Aug/Sept 2000 issue of Northern Pilot Magazine about a Wilga 80 with M-14P that you may want to reference (http://www.northernpilot.com/). The spares that came with the Wilga are remarkably similar to the spares that came with the Yak (mountains of stuff came with each). Air start valves are identical as well as plugs, gaskets, gauges and so forth. Wilga uses air only for the starting system. Brakes are hydraulic, flaps are lever operated. The Wilga is an amazing short field, utility aircraft. I was attracted to it for its typical eastern European engineering philosophy - over engineered and overbuilt. And it can carry 4, full fuel and then all your gear. The landing gear is massive and the trailing link system makes almost every landing a greaser - especially on grass. It does make a statement on the ramp - it sits high and is ready for work. In Europe it routinely tows two gliders at a time (procedure in manual is very detailed about this). Visibility is fantastic. It can make an approach for landing that will challenge most helicopters! OK - so it only goes 85 knots - what's the hurry. About 1000 were built (http://homepages.tesco.net/~aleks.richard/polish.aviation/pzlhome.html). It is now produced as a Wilga 2000 with IO-540 up front - wrong sound! ________________________________________________________________________________
Date: May 09, 2002
Subject: Rules
From: "Barry W. Hancock" <radialpower(at)cox.net>
> > Simply put, you guys broke the ROE, which disqualifies any "snap shot" > kill you may think you got. > > Barry, > > Isn't the 1st Rule Of Engagement: "there are no rules" ?? > > Craig "nuke 'em on the ground first" Payne Craig, It's actually "if you ain't cheatin' you ain't tryin'". In a fangs out, "just make sure you don't hit me" fight, yes. In the safety first, step-by-step, training environment, NO. But if people want to talk about how many home runs they hit in batting practice... :) As for Frank's comment about me being the grass, I guess ignorance is bliss. Barry "the fun's just beginning at 4.5 G's" ________________________________________________________________________________
From: "Jeff Linebaugh" <linedog(at)peoplepc.com>
Subject: Red Star Contact Info
Date: May 09, 2002
Hey Drew, I for one would think it great if you could share the list of folks who attended Red Star with the yak-list....also contact information so that we can stay in touch. I saw a bunch of cool ideas on airplanes. Little things like the skirt on the rear canopy of some of the Canadian airplanes....they obviously know more about the cold than we do..... I'd like to be able to pick folks brains about stuff like this.... Jeff Linebaugh linedog(at)peoplepc.com ________________________________________________________________________________
From: cpayne(at)mc.net
Subject: More Dog in the Fight
Date: May 09, 2002
As for Frank's comment about me being the grass, I guess ignorance is bliss. Barry "the fun's just beginning at 4.5 G's" "Big Dog" Barry, In your humble opinion...is your airplane a better dogfighter now with the M14P ?? Craig "save me a grandstand seat for the big 52/CJ battle" Payne ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: Power Settings
Date: May 09, 2002
Hi All, Could someone tell me what the power settings are for the CJ with the 285 HP. Mainly I'd like to know what a safe max cruise would be if I'm in a hurry and what best economy would be for range and finally where I should keep it for acro manuvers. I've been flying around at 600" MP at 1800 RPM for x-country and 700" and 2200 around the pattern, I'd like to know what the max power settings would be for best speed without hurting the engine lets say for a 2 hr trip. Ernie ________________________________________________________________________________
Date: May 09, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: More Dog in the Fight
> >In your humble opinion...is your airplane a better dogfighter now with the >M14P ?? > >Craig "save me a grandstand seat for the big 52/CJ battle" Payne I am going to comment here because I was in the other airplane (285 hp CJ6A) during the first engagement and can comment on how things looked from my side. Barry will have to comment from his because he had a different viewpoint. Things got interesting when we were high-aspect (turn in, head-on, pass to the left). The instructor in Barry's acft (Cary "Moto") would call "fight's on" when we passed. Even tho' I was defensive, my reaction was to prevent him from closing the angle by immediately pulling into a high yo-yo. That would put me slow, high, and on the inside of the turn. Barry appeared to break into me in the horizontal plane. The result was that I was now within 45 degrees of his heading (I had made up about 135 degrees at this point). At that point I could stay on the inside of the turn. It was almost like a join-up as I was able to hold him on a constant bearing as I came down again. My feeling was that the airplanes were relatively evenly matched but Barry wasn't being as aggressive as I was. (After all, this was supposed to be training.) Afterward we talked and I had been pulling 0.2G to 0.4G more than he during the engagement. There is no doubt in my mind that, had Barry been more "fangs out" I would have had a much harder time of it. Also, if I had his extra power I would have gone vertical where the power would have given me more advantage. In my case, by being a little slow I was able to keep the turn rate up while keeping the aircraft near best L/D (AoA indicators are really nice) so I wasn't bleeding energy quite as fast. Barry, how did you see it? The interesting exchange would be between a CJ6A and Mark Schrick's 400hp Yak-52 with the 3-bladed prop. The engine and prop might make up for the drag of the Yak and give it better vertical penetration. Even so, the CJ can control the fight by being able to break contact at will just by diving away. Yeah, it was *really* fun. I don't think this makes me a fighter pilot but I started to get some idea of how one gains advantage in a fur-ball. I am looking forward to doing more of this. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: May 09, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: Power Settings
At 01:39 PM 5/9/2002, you wrote: > >Hi All, > >Could someone tell me what the power settings are for the CJ with the >285 HP. Mainly I'd like to know what a safe max cruise would be if I'm >in a hurry and what best economy would be for range and finally where I >should keep it for acro manuvers. I've been flying around at 600" MP at >1800 RPM for x-country and 700" and 2200 around the pattern, I'd like to >know what the max power settings would be for best speed without hurting >the engine lets say for a 2 hr trip. Max continuous power is 2250 RPM and 710 mm (28") hg MAP. You can maintain this all day long (theoretically). For acro I normally use 2150 RPM and 685 mm (27") hg MAP. Fuel burn seems to be about 16 GPH in this configuration. For economy cruise I do the following: Climb to 11,500', reduce the MAP by 25mm (1") with the throttle, set 1850 RPM, and lean for peak EGT. This yields 105 kts indicated and about 135 kts true. Fuel flow is about 11.2-11.5 GPH. With a 20 kt tailwind I was able to fly a 450 nm leg with 45 minute reserves in three hours thus avoiding an intermediate fuel stop. This saves a lot of time and gas. -*>WARNING<*- Don't do this unless you have experimented with power settings and have verified your fuel burn. I verified my fuel burn with these power setting on previous hops so I knew I was safe. Always, always, always err on the conservative side. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
From: "Drew" <aapilot(at)adelphia.net>
Subject: Return the "last man standing" to the U.S.
Date: May 09, 2002
Line dog, I feel your CG pain, I to have never taken the risk of doing battle without my trusty nomeks...we will return the 'last man standing' to the lower 48 soon... Rad. Drew A. Blahnick Red Star Inc. Cell 310-493-4245 www.allredstar.com Communism: lousy politics - great airplanes! ----- Original Message ----- From: Jeff Linebaugh To: yak-list@matronics. com Sent: Wednesday, May 08, 2002 6:21 PM Subject: Yak-List: Red Star I would like to add my accolades for the fine job Drew did with the First Ever Red Star. Considering that it was the first of its kind....or even NOT considering it was the first time..... it was a great event. ...brought a bunch of people together from different camps. It was refreshing to see everyone blend together and exchange ideas and skills! It is of course the people that make such get togethers so memorable.... I think we all went home with a bunch of new knowledge, long wish lists, new friends, and great anticipations for the next Red Star. BTW....finally figured out why I failed miserably at getting that $500 Crud Tournament Prize....it was the first time I ever played crud out of a flight suit...musta thrown me out of CG.... NEXT time......! Jeff Linebaugh linedog(at)peoplepc.com = = messages. = = ________________________________________________________________________________
From: "Drew" <aapilot(at)adelphia.net>
Subject: Red Star Roll Call, Black Eagles, etc...
Date: May 09, 2002
Folks, I enjoyed coming home today, my Vegas trip to the Venetian cut short once again by my favorite airline and my employer, to read the ACM posts. But what I liked most of all, was the comments by those who went through the Black Eagles basic OBFM at Red Star West, on acknowledging the building block training approach and, in effect, distancing themselves from allowing this flight venue from becoming what it should not be. (undisciplined furballs). I spoke with a T-34 driver at my field who reminded me prior to Red Star West that his aircraft was worth $235,000.00 and had no skeletons prior to that uneventful day when, during an ACM hop by a commercial operation, something went 'snap', causing a fatal crash and changed everything for every owner/investor and pilot of the T-34. Today, three of his peers are selling their T-34s for just under $120,000. So here's my pitch; I put together the Black Eagles to bring a standardized, military step-by-step approach to ACM in the Red Star community, to avoid the fate of the T-34 for the owner, pilot, parent and investor. It is based directly on USAF Fighter Lead In School in it's approach and just to be fair, I recruited a Marine F-5 Aggressor pilot to officiate and sanitize the program. There are Navy and AF tactics instructors entering the cadre as well. It strives to teach aircraft control over aggression, and I think those who were the pigeons can attest we are on the right track. I'm working with the new web designer for allredstar.com now and there will be a sizable area reserved for the Black Eagles, with standardized training, procedures, testimonials and upcoming training dates/events. There is much to come. In the meantime, fly safe and if you are ever tempted to join in a furball, please take a moment to consider the plight of the T-34 community. We will have some great flying events and training for you in your area, I'm pretty sure of that! If you have someone in the Red Star community who wears a FWS/TGS patch and they want more information on establishing a Black Eagles unit in their region, please let us know. That said, someone has to pipe-in on Brian and Barry's snap shot debate. The WEZ is ideally a stable three second piper shot with less than 30 deg AA pulling valid lead for bullet drop and deceleration (one of the few concepts a Specter Gunship guy understands). We will adopt a tradition called the $5 rule ("beers"); if you call guns at Black Eagles and your IP doesn't validate the shot (he remains silent on the verdict until the debrief), you owe the round...this won't help you two mavericks with this one however... I've had a lot of requests for posting the roll call for Red Star West and it will go up soon (I really had to go to Vegas with Rosemary, I couldn't 'burn' through this one guys!). We are also collecting photos of you and your aircraft for the web site, send em in! Later guys, Drew Drew A. Blahnick Red Star Inc. Cell 310-493-4245 www.allredstar.com Communism: lousy politics - great airplanes! ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: Re: Power Settings
Date: May 10, 2002
Thanks, I think I'm going to change my MP guage and airspeed indicator to American. I'd rather deal with inches and knots. Thanks for giving me the formula 25mm = 1" :) On another note, I understand that the Housai 285 HP engine is supercharged. Does it over boost during takeoff and should I limit the throttle, or is it just normalized for sea level pressure? If it is normalized, what is the max ceiling? Ernie ----- Original Message ----- From: "Brian Lloyd" <brian(at)lloyd.com> Subject: Re: Yak-List: Power Settings > > At 01:39 PM 5/9/2002, you wrote: > > > >Hi All, > > > >Could someone tell me what the power settings are for the CJ with the > >285 HP. Mainly I'd like to know what a safe max cruise would be if I'm > >in a hurry and what best economy would be for range and finally where I > >should keep it for acro manuvers. I've been flying around at 600" MP at > >1800 RPM for x-country and 700" and 2200 around the pattern, I'd like to > >know what the max power settings would be for best speed without hurting > >the engine lets say for a 2 hr trip. > > Max continuous power is 2250 RPM and 710 mm (28") hg MAP. You can maintain > this all day long (theoretically). > > For acro I normally use 2150 RPM and 685 mm (27") hg MAP. Fuel burn seems > to be about 16 GPH in this configuration. > > For economy cruise I do the following: > > Climb to 11,500', reduce the MAP by 25mm (1") with the throttle, set 1850 > RPM, and lean for peak EGT. This yields 105 kts indicated and about 135 > kts true. Fuel flow is about 11.2-11.5 GPH. With a 20 kt tailwind I was > able to fly a 450 nm leg with 45 minute reserves in three hours thus > avoiding an intermediate fuel stop. This saves a lot of time and gas. > > -*>WARNING<*- Don't do this unless you have experimented with power > settings and have verified your fuel burn. I verified my fuel burn with > these power setting on previous hops so I knew I was safe. Always, always, > always err on the conservative side. > > > Brian Lloyd > brian(at)lloyd.com > +1.530.676.1113 - voice > +1.360.838.9669 - fax > > ________________________________________________________________________________
From: "Mike McCoy" <mike(at)aircraftsales.com>
Subject: Re: Power Settings
Date: May 10, 2002
Ernie, May I respectfully suggest that you get some training from a qualified CJ6A instructor. There are many people that offer these services. Trying to get the your training and info off the internet is very foolish. In addition, flying the CJ without proper training is extremely dangerous. More than one high time pilot has torn up their CJ because they didn't get training. You also need to get the appropriate pubs. The answers to all many of your questions are in the manuals. Mike McCoy ________________________________________________________________________________
Date: May 10, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: Power Settings
At 05:59 AM 5/10/2002, you wrote: > >Thanks, > >I think I'm going to change my MP guage and airspeed indicator to American. >I'd rather deal with inches and knots. Thanks for giving me the formula 25mm >= 1" :) The actual conversion is 25.4 mm = 1" ... as if you can read your MP gauge that closely. : ) >On another note, I understand that the Housai 285 HP engine is supercharged. >Does it over boost during takeoff and should I limit the throttle, or is it >just normalized for sea level pressure? If it is normalized, what is the max >ceiling? The Housai engine is indeed supercharged. It is normally capable of producing 85mm of boost over ambient pressure at 2350 RPM. It produces 80mm of boost over ambient at 2250 RPM and that is how maximum MAP is specified in the Chinese docs: ambient pressure + 85mm at 2350 RPM or ambient pressure + 80mm at 2250 RPM. Since standard pressure at sea level is 760 mm Hg maximum MAP would be 845 mm (33.2") Hg at 2350 or 800 mm (33") Hg at 2250 RPM. That is why the check list has an item to verify ambient pressure on the MAP gauge prior to engine start. You should lay hands on the Chinese manuals. They cover much of what you are asking for. I also agree with Mike that you should get some hands-on instruction from a qualified CFI to go over all aspects of the aircraft. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: May 10, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: complete CJ6A documents available on CD-ROM
I have a complete set of CJ6A documents on CD-ROM that were sent to me by Ray Stallings for distribution. From what I can tell from my first pass looking at it, it includes scanned images of all the pages of all the translated Chinese documents. Here is a list of the main sections of the CD-ROM: * Aircraft and Engine Maintenance Manuals * Electric System Schematics * Image Viewing Programs * Odds and Ends * Pilot's Flight Manual * PT-6 (CJ6) Overhaul Manual * Technical Specifications Manual * Vol 1 Structure, Ldg Gear, Control System and Pneumatic System * Vol 2 Power Plant and Special Equipment * Vol 3 Electrical, Radio, Instruments * Vol 4 HS-6A Engine * YPA Newsletters Here is the read-me note from Ray: >Calling all CJ Jockeys, > >Included on this CD is a compilation of manuals, schematics, and diagrams >for the CJ-6 aircraft. This is the result of many, many hours of work and >I am putting it in the public domain to promote safety and better systems >understanding for all CJ operators. I compiled these scans from manuals >graciously provided to me by Jim Bernier. Jim's manuals were 3rd or 4th >generation Xerox copies which accounts for the very poor quality of some >of the pages. If any of you have copies of any of the pages that are >missing or if you have a better copies of pages from one of the manuals, >please forward them to the address below. (.TIF format preferred) If I can >obtain better scans from individuals that have higher quality manuals or >that have more extensive translations, I can compile a more extensive set >of manuals that will benefit everyone in the CJ-6 community. I appreciate >any additional manuals or information that you are willing to provide me >so we can keep updating this "living document". > >Sincerely, > >Ray P. Stallings >9701 Airpark Drive >Granbury, TX 76049-4401 > >Please upload to N512CJ(at)Yahoo.com or send large amounts of data via floppy >disk, Zip Disk, or CD to the mailing address above. > >If you don't have access to a scanner, I will be glad to scan whatever you >send me and then return it to you ASAP. I plan to put all this material up on the http://www.CJ6.org web site so anyone can get at it from anywhere. I will also make copies of the CD-ROM and mail them to anyone who wants them. I am thinking that $20(US) is reasonable to cover the duplication, handling, and shipping costs. If you are outside of the US, please include a little extra to cover any extra shipping costs I am likely to incur. Note: I am *NOT* trying to make money at this. I am just trying to cover my costs in getting this to you. Also, I expect a huge response to this. Please be patient with me while I ramp up to get these to you. I have to use my poor little CD-ROM burner to duplicate them, put them in a sturdy CD-ROM mailer, and get them in the mail. I think we owe Ray a big vote of thanks for going to all the trouble to pull this information together for us. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: May 10, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: complete CJ6A documents available on CD-ROM
By the way, please respond directly to me if you want a copy of the CJ6A CD-ROM. No need to clutter up the mailing list. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
From: cpayne(at)mc.net
Subject: Training
Date: May 10, 2002
Ernie, I'll second what Mike said. In addition, the Yak Pilots Association is a valuable source of info. See the downloads section in www.yakpilots.org for the "CJ Mishap File": A revealing history as experienced by those before you. Craig Payne Ernie, May I respectfully suggest that you get some training from a qualified CJ6A instructor. There are many people that offer these services. Trying to get the your training and info off the internet is very foolish. In addition, flying the CJ without proper training is extremely dangerous. More than one high time pilot has torn up their CJ because they didn't get training. You also need to get the appropriate pubs. The answers to all many of your questions are in the manuals. Mike McCoy ________________________________________________________________________________
Date: May 10, 2002
Subject: WEZ, 285 v. 360 ACM
From: "Barry W. Hancock" <radialpower(at)cox.net>
> That said, someone has to pipe-in on Brian and Barry's snap shot debate. > The WEZ is ideally a stable three second piper shot with less than 30 > deg AA pulling valid lead for bullet drop and deceleration (one of the > few concepts a Specter Gunship guy understands). We will adopt a > tradition called the $5 rule ("beers"); if you call guns at Black Eagles > and your IP doesn't validate the shot (he remains silent on the verdict > until the debrief), you owe the round...this won't help you two > mavericks with this one however... To quote my instructor when Brian called "gunz, gunz, gunz," or as Brian said "you're dead"...."yeah, whatever" said the F-5 Aggressor pilot in my back seat. So I guess the proper call from our ship after your call would have been "knock it off, visual, beers!" :) > Brian Lloyd wrote: > Things got interesting when we were high-aspect (turn in, head-on, pass > to > the left). The instructor in Barry's acft (Cary "Moto") would call > "fight's on" when we passed. Even tho' I was defensive, my reaction > was to > prevent him from closing the angle by immediately pulling into a high > yo-yo. When you we're supposed to be in a level turn. This is the beauty of ACM though, Brian was tryin' because he was cheatin'...I expected something else and because what I expected didn't happen I lost the advantage. I think the real motive here was based on the fact that I was supposed to be getting offensive practice and Brian wanted to thwart my offensive practice because he doesn't want me flaming his tail in future engagements, so he contaminated my training. > That would put me slow, high, and on the inside of the turn. Barry > appeared to break into me in the horizontal plane. The result was > that I > was now within 45 degrees of his heading (I had made up about 135 > degrees > at this point). Don't know if it was quite that much, but the hi yo-yo did give you a faster turning rate compared to my level turn. This, by the way is one of the distinct advantages of the CJ over the -52. The -52 does not handle well at low airspeed - where the CJ can keep turning the -52 falls out of the sky. This is not an anecdotal anyalysis, I saw it happen. But I digress... > At that point I could stay on the inside of the turn. It > was almost like a join-up as I was able to hold him on a constant > bearing > as I came down again. Yes, this happened one time. My instructor and I talked afterwards about how I could have neutralized the situation. Hey, man, I 've read "Fighter Tactics" but my practical dogfighting experience was virtually zero before this. There are lots of tricks in this game, which is what makes it so cool. > > My feeling was that the airplanes were relatively evenly matched but > Barry > wasn't being as aggressive as I was. (After all, this was supposed to > be > training.) Afterward we talked and I had been pulling 0.2G to 0.4G more > than he during the engagement. Yeah, pulling 4-ish G's and looking over your shoulder is especially uncomfortable if you start the day with a kink in your neck. I literally could not pull any more because it felt like someone was sticking a hot poker in my neck. It's interesting, I routinely pull 4.5-5 G's during acro with no difficulty at all, but this is a TOTALLY different ballgame. Craning your neck around to look back and up, and not knowing what forces you're gonna exert on the airplane at any given moment makes a huge difference in G tolerance. Like anything else, you get used to it. But physical readiness plays a huge part on any given day. > > There is no doubt in my mind that, had Barry been more "fangs out" I > would > have had a much harder time of it. Also, if I had his extra power I > would > have gone vertical where the power would have given me more advantage. > In > my case, by being a little slow I was able to keep the turn rate up > while > keeping the aircraft near best L/D (AoA indicators are really nice) so I > wasn't bleeding energy quite as fast. I agree with Brian's assessment here. I even think the 285 has a little quicker turn rate than MOST M14P powered CJ's due to it being lighter and having less weight in the nose. However, the power differential, if used properly, should give you the advantage most of the time. You can remain at a higher energy state and seriously out climb the 285, which in the hands of a capable gunfighter (which I will become someday) should line your fuselage with kill stickers. Furthermore, we'll be able to get a better idea of the reality of this situation when we have more events and do more testing. Also, if we can get some good test data on turn rate, etc., this will help give a more reasoned conclusion than the "there's no reason for the M14P, the 285 waxes it in ACM even. You're sadly misguided if you want an M14P" biased, uh, "stuff" that's been out there. Guys, this is a whole new avenue for fun that we are beginning here. I cannot over stress the high risk nature of this stuff and implore all of us to not do this without professional help. Personally, it'll be many more sorties before I would do this outside of a training environment. It was encouraging to see the ACM breif at Red Star standing room only. It is fun, and the program is safe, as long as everyone involved puts safety first (this is why IP's are so important). I encourage all of you that have an interest in doing this stuff to support the Black Eagles program that Drew is putting together. In my crystal ball I see regional events leading to regional squadrons leading to a once a year national get together for ACM competition. A most worthy and noble cause! Barry (by the way, "B-dog" isn't short for Big Dog, it's short for Bear-Dog...a college "callsign") ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: Re: Power Settings
Date: May 10, 2002
I've gotten 15 hours of CJ training including stalls and spins from the previous owner Tony Smith, who is a very accomplished airshow acro pilot in Spitfires, Hurricanes, Harvards and ME 109's ( hes also the L-39 stunt pilot in "Tomorrow Never Dies) , and my acro instructor has about 10,000 hrs in F-4's and F-16's and competes in his Pitts at the intermediate level. I have the pubs but I usually like to get info from other owners who have been flying them for awhile, since a lot of data in military manuals usually dont carry through to civilian life. Example....the published procedure for engine failure in flight and an unsuccesful relight, in my L-29 is to eject! I'd rather just land the plane. A russian military instructor published this as the bailout routine " Firstly invert the plane, then apply downstick to lift the nose, as you egress the airplane, kick the stick to make the plane clear your exit" If I can make my plane do all that, then why would I bail out in the first place? I appreciate your concern, but I would never try to learn how to fly a plane from the internet and a manual. I just prefer english explanations from fellow owners rather than the poorly translated info in the manuals. I know how to roll my jet and do loops and other manuvers that I wont do in the CJ untill my acro instructor tells me I'm ready to do it. Currently I just fly straight and level and do some lazy 8s while I grow accustomed to the airplane. As long as I have this excellent resource, why not use it, I really enjoy all the input I get from this forum. Ernie ----- Original Message ----- From: "Mike McCoy" <mike(at)aircraftsales.com> Subject: Re: Yak-List: Power Settings > > Ernie, > > May I respectfully suggest that you get some training from a qualified CJ6A > instructor. There are many people that offer these services. Trying to get > the your training and info off the internet is very foolish. In addition, > flying the CJ without proper training is extremely dangerous. More than one > high time pilot has torn up their CJ because they didn't get training. You > also need to get the appropriate pubs. The answers to all many of your > questions are in the manuals. > > Mike McCoy > > ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: Re: Power Settings
Date: May 10, 2002
Thanks, LOL. The previous owner just told me to use prop full forward and full throttle for take off, and back off throttle and prop after 500'. The manual and what you say seem to confirm this, since the engine can only produce 85MM above ambient at 2350 then overboost doesnt seem to be a problem, or am I missing something? Ernie ----- Original Message ----- From: "Brian Lloyd" <brian(at)lloyd.com> Subject: Re: Yak-List: Power Settings > > At 05:59 AM 5/10/2002, you wrote: > > > >Thanks, > > > >I think I'm going to change my MP guage and airspeed indicator to American. > >I'd rather deal with inches and knots. Thanks for giving me the formula 25mm > >= 1" :) > > The actual conversion is 25.4 mm = 1" ... as if you can read your MP gauge > that closely. : ) > > >On another note, I understand that the Housai 285 HP engine is supercharged. > >Does it over boost during takeoff and should I limit the throttle, or is it > >just normalized for sea level pressure? If it is normalized, what is the max > >ceiling? > > The Housai engine is indeed supercharged. It is normally capable of > producing 85mm of boost over ambient pressure at 2350 RPM. It produces > 80mm of boost over ambient at 2250 RPM and that is how maximum MAP is > specified in the Chinese docs: ambient pressure + 85mm at 2350 RPM or > ambient pressure + 80mm at 2250 RPM. Since standard pressure at sea level > is 760 mm Hg maximum MAP would be 845 mm (33.2") Hg at 2350 or 800 mm (33") > Hg at 2250 RPM. That is why the check list has an item to verify ambient > pressure on the MAP gauge prior to engine start. > > You should lay hands on the Chinese manuals. They cover much of what you > are asking for. I also agree with Mike that you should get some hands-on > instruction from a qualified CFI to go over all aspects of the aircraft. > > > Brian Lloyd > brian(at)lloyd.com > +1.530.676.1113 - voice > +1.360.838.9669 - fax > > ________________________________________________________________________________
Date: May 10, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: Power Settings
At 09:30 AM 5/10/2002, you wrote: > >Thanks, LOL. > >The previous owner just told me to use prop full forward and full throttle >for take off, and back off throttle and prop after 500'. The manual and what >you say seem to confirm this, since the engine can only produce 85MM above >ambient at 2350 then overboost doesnt seem to be a problem, or am I missing >something? No problem. You nailed it. But I don't even back off on the throttle since turning the RPM down to 2250 will make the MAP reduction for you since the blower RPM decreases with the engine RPM which reduces available boost. My normal take-off and climb to altitude involves an RPM reduction to 2250 at 500' and then climb to altitude with full throttle. Throttle reduction comes at level off. If you climb above 6000' the MAP will already be down to max continuous MAP and you never need to touch the throttle at all if you don't want to. The engine is designed to produce rated power, i.e. ambient pressure + 80mm and 2250 RPM, for up to one hour. It rarely takes me that long to get to cruise altitude unless I am flying in the flight levels. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: Re: Power Settings
Date: May 10, 2002
I went back to the books, and finnaly found the correct numbers, apparently the 265HP motor is 35MM above ambient, then I found a section a further way back describing the setings for the 285 which showed 2350 at +85mm for takeoff and 2250 +80mm for rated for max 1 hr then low power for 3 minutes then you can resume rated for another hour. At 85mm above ambient that works out to about 1/3 "" of boost. Thats not a whole lot. Is the only difference between the 265 and the 285 just more boost pressure? Ernie ----- Original Message ----- From: "Brian Lloyd" <brian(at)lloyd.com> Subject: Re: Yak-List: Power Settings > > At 09:30 AM 5/10/2002, you wrote: > > > >Thanks, LOL. > > > >The previous owner just told me to use prop full forward and full throttle > >for take off, and back off throttle and prop after 500'. The manual and what > >you say seem to confirm this, since the engine can only produce 85MM above > >ambient at 2350 then overboost doesnt seem to be a problem, or am I missing > >something? > > No problem. You nailed it. But I don't even back off on the throttle > since turning the RPM down to 2250 will make the MAP reduction for you > since the blower RPM decreases with the engine RPM which reduces available > boost. > > My normal take-off and climb to altitude involves an RPM reduction to 2250 > at 500' and then climb to altitude with full throttle. Throttle reduction > comes at level off. If you climb above 6000' the MAP will already be down > to max continuous MAP and you never need to touch the throttle at all if > you don't want to. The engine is designed to produce rated power, i.e. > ambient pressure + 80mm and 2250 RPM, for up to one hour. It rarely takes > me that long to get to cruise altitude unless I am flying in the flight levels. > > > Brian Lloyd > brian(at)lloyd.com > +1.530.676.1113 - voice > +1.360.838.9669 - fax > > ________________________________________________________________________________
Date: May 10, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: Power Settings
At 10:45 AM 5/10/2002, you wrote: > >I went back to the books, and finnaly found the correct numbers, apparently >the 265HP motor is 35MM above ambient, then I found a section a further way >back describing the setings for the 285 which showed 2350 at +85mm for >takeoff and 2250 +80mm for rated for max 1 hr then low power for 3 minutes >then you can resume rated for another hour. > >At 85mm above ambient that works out to about 1/3 "" of boost. No, it is just a skosh more than 3" of boost (1" ~ 25mm). >Thats not a >whole lot. No, it isn't, but it is enough to make a big difference in volumetric efficiency in a low-compression engine. >Is the only difference between the 265 and the 285 just more >boost pressure? I don't know for sure but the percentage difference in MAP (a 6.2% increase in MAP) is very close to the percentage difference in horsepower (a 7.5% increase in HP) so it is very possible you are correct. A small increase in MAP over ambient will yield a substantial increase in volumetric efficiency (breathing) so I can see how it might yield an extra 1% in HP. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: May 10, 2002
From: "Terry Calloway" <TCalloway(at)datatechnique.com>
Subject: Spitfire pass / mpg attached
Check it out. This is the one I shot. tc >>> radialpower(at)cox.net 04/16/02 01:00AM >>> 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 = = = = ________________________________________________________________________________
Date: May 10, 2002
From: Craig Payne <cpayne(at)mc.net>
Subject: Re: Power Settings
Ernie, That TO scenario works for me for, use the AB method to get some altitude and then pull back to "cruise climb". Get the Chinese Pilots Manual if you want to follow the book. With the 285, I pulled back to 2250 and 700mm for the climb but this was personal choice. It's is the cruise settings where you can experiment some. With the M14P, you climb quickly so you can pull back a lot sooner for a lower pitch attitude where you can see something in front of you. BTW, Tony Smith is one smooth dude with stick & rudder. I really enjoyed his Spitfire routine at Leeward. Craig Payne Ernie wrote: > > > Thanks, LOL. > > The previous owner just told me to use prop full forward and full throttle > for take off, and back off throttle and prop after 500'. The manual and what > you say seem to confirm this, since the engine can only produce 85MM above > ambient at 2350 then overboost doesnt seem to be a problem, or am I missing > something? > > Ernie ============= ________________________________________________________________________________
From: "Mark and Alison Haskell" <markally(at)gwi.net>
Subject: Help!
Date: May 11, 2002
Hi guys, Congrats to all on Red Star - I sure wish I could've been there! Just too far away up here in Maine. I'm all ears when it comes to an East Coast gathering...... I need some help with weight and balance stuff. My aircraft is called a Yak-52W by the factory. (My aircraft was #4 in the Romanian Air Force batch brought over by Gesoco last year - a sister aircraft to Mark Shrick, Keith Frost, and Harry Dutson). It is a remanufactured "standard" YAK-52, without the extra fuel in the wings, and without the external baggage compartment in the rear fuselage. I do have all metal control surfaces, stock 2 blader prop, the aux fuel tank behind the back seat, a smoke tank even further back, and the western "niceities" like lights and radios, etc., but it is still a stock or original Yak-52 airframe. Here's my dilemma: my weight and balance paperwork shows "aerobatic" CG limits of -9.36 inches to -6.77 inches, and "normal" limits of -12.91 inches to -6.77 inches. When I work a problem for myself with chute (230 lbs), 32 gallons in the wings, 9 liters of oil, and 6.2 gallons of smoke oil (mosquito control), I come up with a CG forward of the aerobatic limit at -10.63". Not being able to do acro by myself seems to be a little strange - I can't fathom how the aircraft would have been designed that way. Can anyone help me with this? Would any of you who have a "stock" Yak-52 mind sharing your W&B info. with me? I have the spreadsheet from Yak-UK already (thanks!) and it makes no mention of the limits like I have with mine. I have no decription of "normal" vs. "aerobatic" in my paperwork, other than the afortementioned CG limits - I'm sure there are G limits too, but what are they for "normal"?. Perhaps the limits I have actually apply to the New manufacture YAK-52W's with the extra fuel in the wings, baggage compartment, and other changes? I've been pulling my hair out trying to figure out this one, and that's serious when your'e "follically challenged". Thanks a million in advance for your help! Mark Haskell "Maineyak!" N52MY markally(at)gwi.net Someday hoping for a Red Star fly in and Lobster bake up here in Maine! ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: Re: Power Settings
Date: May 11, 2002
Yea, he's pretty slick, I've never seen anyone fly so close to the ground on those high speed fly by's. I live here at Leeward also. Ernie ----- Original Message ----- From: "Craig Payne" <cpayne(at)mc.net> Subject: Re: Yak-List: Power Settings > > Ernie, > > That TO scenario works for me for, use the AB method to get some > altitude and then pull back to "cruise climb". Get the Chinese Pilots > Manual if you want to follow the book. With the 285, I pulled back to > 2250 and 700mm for the climb but this was personal choice. It's is the > cruise settings where you can experiment some. > > With the M14P, you climb quickly so you can pull back a lot sooner for a > lower pitch attitude where you can see something in front of you. > > BTW, Tony Smith is one smooth dude with stick & rudder. I really enjoyed > his Spitfire routine at Leeward. > > Craig Payne > > Ernie wrote: > > > > > > Thanks, LOL. > > > > The previous owner just told me to use prop full forward and full throttle > > for take off, and back off throttle and prop after 500'. The manual and what > > you say seem to confirm this, since the engine can only produce 85MM above > > ambient at 2350 then overboost doesnt seem to be a problem, or am I missing > > something? > > > > Ernie > ============= > > ________________________________________________________________________________
Date: May 11, 2002
Subject: Gauge markings
From: "Barry W. Hancock" <radialpower(at)cox.net>
> Ernie said: > I think I'm going to change my MP guage and airspeed indicator to > American. > I'd rather deal with inches and knots. Thanks for giving me the formula > 25mm > = 1" :) Ernie, If you are gong to the trouble of refacing your guages, I have something for you to consider. I recently totally re-did my cockpits. New paint, new panels, detailed and repainted every nob and handle, and OH'd and rescreened guages. If you are planning to do any formation work at all, I suggest doing both standard and metric markings on all your power guages. This is what I did and everyone that see 'em says "I wish I'd done that" or something to that effect. Not only does it make power settings a snap to translate in formation, it also allows you to look like a conversion whiz. :) Barry ________________________________________________________________________________
Date: May 11, 2002
Subject: Cruise, Tony Smith
From: "Barry W. Hancock" <radialpower(at)cox.net>
> With the M14P, you climb quickly so you can pull back a lot sooner for a > lower pitch attitude where you can see something in front of you. Yes, but you are sadly misguided to fly with the M14P. That brings up a point that Brian was talking about "leaving the power at full throttle" during cruise. This is basically what I do, except I pull off the excess throttle throw so I *just* see a drop in MP. I have yet to get a definitive answer on this, but apparently at WFO you are enrichening (sp?) the mixture. Or is this only on TO to help cool they cylinders. In my Commander I use 45" MP for T/O, unless it's hot out then I go to 48" (max) to help keep the engines cool on T/O as there are no cowl flaps. Does anybody have the definitive answers for the M14P? I know I'm being foolish to get info off the internet, but humor me... > > BTW, Tony Smith is one smooth dude with stick & rudder. I really enjoyed > his Spitfire routine at Leeward. Yeah, I think Tony fits Mike's suggestion of "qualified" instructor. I'm really sad to see Tony out of the CJ loop (although he flies one quite well in a Spit!) and it's unfortunate that he did not have more time to dedicate to our community. But then again, when I get my Spitfire, I'll ignore you guys too! I mean, isn't it part of heavy iron ownership that you turn your nose up at the lowly trainer types? :) In all seriousness, Tony is a great bloke and apparently hasn't fallen victim to the "I fly a fighter, so I'm too cool for you" attitude. Cheers, Barry ________________________________________________________________________________
Date: May 11, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: CJ6A docs on CD-ROM revisited
Ray Stallings feels that my $20 charge for duplicating the CD-ROM is excessive. He said that he had been doing it for free and that he wants it kept that way. I therefore recommend that you pick up a copy of the CJ6A documents directly from Ray. Here is his contact information: Ray P. Stallings 9701 Airpark Drive Granbury, TX 76049-4401 JetJockey(at)alumni.utexas.net He will probably request that you send him a blank writable CD-ROM and a postage-paid mailer. I have also made the information available on-line at his request. I have not built an addition to the web page yet but you can still gain access to all the documents at: http://www.cj6.org/cj6_docs As these are scans of the paper documents, they can be quite large and take a fair amount of time to download. Also, each file consists of multiple pages. When I view them from my machine using Microsoft Imaging Preview, I see all the pages. When I view them from my browser using Quick-Time, I only see the first page. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: May 11, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: mixture variation with throttle setting
At 12:59 PM 5/11/2002, you wrote: >That brings up a point that Brian was talking about "leaving the power >at full throttle" during cruise. This is basically what I do, except I >pull off the excess throttle throw so I *just* see a drop in MP. I have >yet to get a definitive answer on this, but apparently at WFO you are >enrichening (sp?) the mixture. Spam can float-type carbs have what they call an economizer valve that richens the mixture at full throttle. You can correct for this in cruise using the mixture control. I am not aware of any US pressure carbs that do this and since I do not see a corresponding increase in EGT when I pull the throttle back a tiny bit, I surmise that the Chinese pressure carb doesn't either. >Does anybody have the definitive answers for the M14P? I know I'm being >foolish to get info off the internet, but humor me... I don't think there is a huge difference between the Russian and Chinese carbs with the exception of an aneroid to adjust the mixture instead of a lever as in the Chinese carb. Personally, I would rather have the lever and an EGT gauge but making it automatic tends to keep the neophytes from breaking things. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
From: "Mark Jefferies , YAK UK Ltd" <yakuk(at)compuserve.com>
Subject: C of G
Date: May 12, 2002
Gents, C of G is math's suggest you check the moment arms + or - . The aft limit on the YAK 52/W is 27% MAC. does not matter if its aerobatic or normal. The YAK 52TW has a rear limit of 31% in normal and 28% in aerobatic. Best regards, Mark M G Jefferies for YAK UK Ltd www.yakuk.co.uk ________________________________________________________________________________
From: "Mark Jefferies , YAK UK Ltd" <yakuk(at)compuserve.com>
Subject: MP settings
Date: May 12, 2002
Why this debate about MP setting? Its all in the book, dont tell me there are no books on the a/c in the USA !! The info is also on the CD along with all manuals, maint schedule etc that we sell. Price is $120. Regarding the comments that the CJ6 CD should be given away i find this insulting to the person that took weeks of his personal time trying to help others. He should be able to charge for it. Our disk took over a year to compile, TRANSLATE, scan the pictures, hyper link etc. about 10 megs of info I think. If you dont charge and make a profit when needed businesses you rely upon to stock parts wont be there resulting in your a/c being grounded while you try and buy in china or Russia.......not a simple task as many would believe. Best regards, Mark ps we give this disk (YAK 52) away when you buy an a/c. currently we have just completed the YAK 11 manual, 300 pages all with diagram's and in English. Hyper linked word document. The next manual we are doing is the YAK 3, this is a 1945 document with colour diagram's, very interesting. We also have the same type of book for the 52 with colour diagram's, trouble is everything in Russian and it takes a while to do. We want to turn out books just like the originals but in English. ________________________________________________________________________________
Date: May 12, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: MP settings
At 02:21 AM 5/12/2002, you wrote: >Why this debate about MP setting? Its all in the book, dont tell me >there are no books on the a/c in the USA !! I have looked through the books and I don't see anything that looks at all like the kind of power setting chart I am used to seeing. Sure there are references to power settings in different configurations but they don't give any percentages or fuel flows. >The info is also on the CD >along with all manuals, maint schedule etc that we sell. Price is $120. That seems pretty reasonable. >Regarding the comments that the CJ6 CD should be given away i find this >insulting to the person that took weeks of his personal time trying to >help others. He should be able to charge for it. Just to be clear, Ray sent the CD to me so that I could put it up on the CJ6 web site and to make it available to others. I did not compile it. Since I was going to have to go out and buy blank CDs, burn and test the copies, then mail them, I thought that $20 was reasonable to cover costs. Certainly I wasn't expecting to make any money. >Our disk took over a year to compile, TRANSLATE, scan the pictures, >hyper link etc. about 10 megs of info I think. If you dont charge and >make a profit when needed businesses you rely upon to stock parts wont >be there resulting in your a/c being grounded while you try and buy in >china or Russia.......not a simple task as many would believe. This is a problem. People do not understand that the CJ6A market is a small market of a few hundred people. Small-business men like you, Doug Sapp, and a few others are providing a service but need to turn a profit in order to stay in that business. Western society is a capitalist society and profit is not evil. It is what ensures that the goods and services you want will still be there next time you want them. Now the Yak-52 market seems to me like it might be larger thus allowing you to spread the load over more customers but I don't have the demographics so I can't say for sure. >Best regards, Mark > >ps we give this disk (YAK 52) away when you buy an a/c. currently we >have just completed the YAK 11 manual, 300 pages all with diagram's and >in English. Hyper linked word document. The next manual we are doing is >the YAK 3, this is a 1945 document with colour diagram's, very >interesting. We also have the same type of book for the 52 with colour >diagram's, trouble is everything in Russian and it takes a while to do. >We want to turn out books just like the originals but in English. Cool! Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: May 12, 2002
Subject: Mixture control
From: "Barry W. Hancock" <radialpower(at)cox.net>
> Personally, I would rather have the lever > and an EGT gauge but making it automatic tends to keep the neophytes > from > breaking things. Then it should be on the 285 as well! OK, next question. I'd rather have the mixture lever as well. I know it *can* be retrofitted, but has anyone done this? I'm going to talk to Vladimir Yastremski about this as well and I'll post his remarks when I get them. If anyone will know how/if this can be done, it's him... Barry ________________________________________________________________________________
Date: May 12, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: Mixture control
At 09:06 AM 5/12/2002, you wrote: > > > Personally, I would rather have the lever > > and an EGT gauge but making it automatic tends to keep the neophytes > > from > > breaking things. > >Then it should be on the 285 as well! No, it shouldn't. There should be an EGT or O2 sensor and a mixture control and then students should be taught how to use them. Heck, I was able to teach even you how to use the mixture control in conjunction with the EGT in Betty. That implies that just about any student is capable of learning to at least that level. ; ) Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
From: "Doug" <rvfltd(at)televar.com>
Subject: Re: Free CD's
Date: May 12, 2002
Listers and lurkers, I have set back silently (well sort of), gnashing my teeth about this free CD issue. Since I personally would rather use paper than a computer screen or print out, I have not said anything, but, I echo Marks feelings 100%. To them I might add this spin: I have thousands of dollars invested in high quality bound copies, which I stock for the CJ community, my CJ Tech Spec manual has all the fold out schematics blown up 1.5 times original size and were made from the original translated version. This is not a cheap process. I would suggest that Ray's heart was/is in the right place, I am sure he has no intention of taking business away from me or anyone else. However, the problem (for me) remains....which, if any manuals should I invest my money and time in? I feel as Ray does, these manuals are very important to our safe operation and maintenance of these aircraft. I shudder to think that the chap flying even a "out of the box" CJ is to cheap to buy a $45.00 manual, but we all know at least one guy that would rather try to get along with a washed out second or third generation copy than spend the money. You all may recall that when Dave King gave me his original translated Airframe Accessory Overhaul Manual, I made it available at my cost ($22.00) to the group. The initial copying and binding cost was well over $800.00, and I still have a few copies left, recently I heard of someone bootlegging copies to save the $22.00!!. I would agree that this issue is a very "prickly" problem and that it extends to the copying of mods without the permission of the originator. True there are no STC's, patents,or maybe even copyrights (no one is real sure about the Chinese copyright issue), but the point is that if we want our vendor's, mod makers, and mechanics here tomorrow we might be well advised to give this whole issue a little more thought. As I have said many time, "there are those among us who feed their families via maintenance, mods, or parts, if you effectively remove them from the support system by diluting their ability to earn a living, they will assuredly move on to other things where they can better make a living." Once gone who will replace them? Always Yakin, Doug ( Hal and I packed 100 pounds of CJ first-aid spares to Red Star and Barry didn't even break down) Sapp ----- Original Message ----- From: "Mark Jefferies , YAK UK Ltd" <yakuk(at)compuserve.com> Subject: Yak-List: MP settings > > Why this debate about MP setting? Its all in the book, dont tell me > there are no books on the a/c in the USA !! The info is also on the CD > along with all manuals, maint schedule etc that we sell. Price is $120. > > Regarding the comments that the CJ6 CD should be given away i find this > insulting to the person that took weeks of his personal time trying to > help others. He should be able to charge for it. > > Our disk took over a year to compile, TRANSLATE, scan the pictures, > hyper link etc. about 10 megs of info I think. If you dont charge and > make a profit when needed businesses you rely upon to stock parts wont > be there resulting in your a/c being grounded while you try and buy in > china or Russia.......not a simple task as many would believe. > > Best regards, Mark > > ps we give this disk (YAK 52) away when you buy an a/c. currently we > have just completed the YAK 11 manual, 300 pages all with diagram's and > in English. Hyper linked word document. The next manual we are doing is > the YAK 3, this is a 1945 document with colour diagram's, very > interesting. We also have the same type of book for the 52 with colour > diagram's, trouble is everything in Russian and it takes a while to do. > We want to turn out books just like the originals but in English. > > ________________________________________________________________________________
Date: May 12, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Red Star break-downs
At 11:19 AM 5/12/2002, you wrote: >Always Yakin, >Doug ( Hal and I packed 100 pounds of CJ first-aid spares to Red Star and >Barry didn't even break down) Sapp Hey Doug, I did, but it was after you left. I need a front brake cable to get Dave Strawn's CJ flying again if you can spare one. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: May 12, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: Free CD's
> I have thousands of dollars invested in high quality bound copies, which I >stock for the CJ community, my CJ Tech Spec manual has all the fold out >schematics blown up 1.5 times original size and were made from the original >translated version. This is not a cheap process. I would suggest that >Ray's heart was/is in the right place, I am sure he has no intention of >taking business away from me or anyone else. However, the problem (for me) >remains....which, if any manuals should I invest my money and time in? From the centerist point of view, I think this is where the "free" CD is a good idea. I *much* prefer bound manuals when I am working. The quality is better and I can thumb through them to get to what I want much more quickly than I can on the computer. But I need to know which ones I really want. I can now look through the "free" CD and know which manual has what information and from that I can order the correct manual from you, Doug. And the person who just wants to peruse the information to gain a better understanding of the aircraft probably can't justify the cost of a full set of bound manuals. This person is not likely to be a customer so the "free" CD is a good solution. Bottom line: I don't see the "free" CD as a threat to sales. The person who needs bound manuals will buy them regardless of the existence of the "free" CD. The person who doesn't need bound manuals won't buy them regardless of the existence of the "free" CD. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
From: "Doug" <rvfltd(at)televar.com>
Subject: Re: Red Star break-downs
Date: May 12, 2002
Brian, Actually I has the brake cables in the first-aid box. I will get you one off to you tomorrow. Fed Ex or std UPS?? Please advise. Always yakin, Doug ----- Original Message ----- From: "Brian Lloyd" <brian(at)lloyd.com> Subject: Yak-List: Red Star break-downs > > At 11:19 AM 5/12/2002, you wrote: > >Always Yakin, > >Doug ( Hal and I packed 100 pounds of CJ first-aid spares to Red Star and > >Barry didn't even break down) Sapp > > Hey Doug, I did, but it was after you left. I need a front brake cable to > get Dave Strawn's CJ flying again if you can spare one. > > > Brian Lloyd > brian(at)lloyd.com > +1.530.676.1113 - voice > +1.360.838.9669 - fax > > ________________________________________________________________________________
From: "T.A. Lewis" <talewis(at)attbi.com>
Subject: Re: Power Settings
Date: May 12, 2002
----- Original Message ----- From: "Brian Lloyd" <brian(at)lloyd.com> Subject: Re: Yak-List: Power Settings > > Max continuous power is 2250 RPM and 710 mm (28") hg MAP. You can maintain > this all day long (theoretically). > > For acro I normally use 2150 RPM and 685 mm (27") hg MAP. Fuel burn seems > to be about 16 GPH in this configuration. > > For economy cruise I do the following: > > Climb to 11,500', reduce the MAP by 25mm (1") with the throttle, set 1850 > RPM, and lean for peak EGT. Brian, I am not sure what you mean when you say "peak EGT". Do you mean max EGT, or some other value? Regards, Terry Lewis > > -*>WARNING<*- Don't do this unless you have experimented with power > settings and have verified your fuel burn. I verified my fuel burn with > these power setting on previous hops so I knew I was safe. Always, always, > always err on the conservative side. > > > Brian Lloyd > brian(at)lloyd.com > +1.530.676.1113 - voice > +1.360.838.9669 - fax > > ________________________________________________________________________________
From: "Doug" <rvfltd(at)televar.com>
Subject: Re: Free CD's
Date: May 12, 2002
> From the centerist point of view, Brian Lloyd, a centerist?? Nay I say!! My point is a very simple one, and actually has little to do with lost sales due to this or any other free CD or manual. The point is, think before you offer a copy of a manual, or make another example of a mod you or someone else has purchased. Do you really have the right to do so? For example, is it ok for me to copy Bill Blackwell's smoke system or his oil shut off system? Both are great systems and doing so would save me many hours of trial and error, vendor research, valve sizing, etc. but would it be right, is this information his by virture of his research and devolopment? This is not rocket science folks. But I'm done preaching now, and like the good Mr. Gump said "that all I have to say about that"! Always Yakin, Doug Sapp ________________________________________________________________________________
Date: May 12, 2002
From: Craig Payne <cpayne(at)mc.net>
Subject: Re: MP settings
Brian Lloyd wrote: > > > At 02:21 AM 5/12/2002, you wrote: > >Why this debate about MP setting? Its all in the book, dont tell me > >there are no books on the a/c in the USA !! > > I have looked through the books and I don't see anything that looks at all > like the kind of power setting chart I am used to seeing. Sure there are > references to power settings in different configurations but they don't > give any percentages or fuel flows. > Brian; Do you have Chapter VIII, page 188 of the "Supplementary Description of the Chujiao-6 J1A Airplane" ? It has a table comparing the 260 & 285HP models with: RPM settings, MP, HP for setting and fuel flow (grams/HP-Hr). Section 2 (page 190-191) has performance curves also. Craig Payne ________________________________________________________________________________
Date: May 12, 2002
From: Craig Payne <cpayne(at)mc.net>
Subject: Re: Free CD's
Doug wrote: > > But I'm done preaching now, and like the good Mr. Gump said "that all I have > to say about that"! > > Always Yakin, > Doug Sapp Forest: So, is life Really like a box of chocolates? How about a list posted somewhere on WHAT manuals are available? I've had my airplane 7 years now and I still run across new CJ docs I never saw before. For both the CJ and Yak community, there are docs from each that apply to the other as many of our guys have learned when one part or another goes Tango Uniform. Craig Payne ________________________________________________________________________________
From: "Frank Haertlein" <yak52driver(at)earthlink.net>
Subject: Free CD's
Date: May 12, 2002
Yaksters; I created a link to the CJ documents on my links page. http://home.earthlink.net/~yak52driver After reading about the time and effort put into translating these documents I decided to remove the link. Just doesn't seem right to deny a man the fruits of his labors. That's capitalism.....we all benefit....a little of your work, a little of my work, an exchange of money and voila! We all get to eat. Now if I could just figure out a way to get to the top of the pyramid.............. Frank Chino -----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: Re: Free CD's Listers and lurkers, I have set back silently (well sort of), gnashing my teeth about this free CD issue. Since I personally would rather use paper than a computer screen or print out, I have not said anything, but, I echo Marks feelings 100%. To them I might add this spin: I have thousands of dollars invested in high quality bound copies, which I stock for the CJ community, my CJ Tech Spec manual has all the fold out schematics blown up 1.5 times original size and were made from the original translated version. This is not a cheap process. I would suggest that Ray's heart was/is in the right place, I am sure he has no intention of taking business away from me or anyone else. However, the problem (for me) remains....which, if any manuals should I invest my money and time in? I feel as Ray does, these manuals are very important to our safe operation and maintenance of these aircraft. I shudder to think that the chap flying even a "out of the box" CJ is to cheap to buy a $45.00 manual, but we all know at least one guy that would rather try to get along with a washed out second or third generation copy than spend the money. You all may recall that when Dave King gave me his original translated Airframe Accessory Overhaul Manual, I made it available at my cost ($22.00) to the group. The initial copying and binding cost was well over $800.00, and I still have a few copies left, recently I heard of someone bootlegging copies to save the $22.00!!. I would agree that this issue is a very "prickly" problem and that it extends to the copying of mods without the permission of the originator. True there are no STC's, patents,or maybe even copyrights (no one is real sure about the Chinese copyright issue), but the point is that if we want our vendor's, mod makers, and mechanics here tomorrow we might be well advised to give this whole issue a little more thought. As I have said many time, "there are those among us who feed their families via maintenance, mods, or parts, if you effectively remove them from the support system by diluting their ability to earn a living, they will assuredly move on to other things where they can better make a living." Once gone who will replace them? Always Yakin, Doug ( Hal and I packed 100 pounds of CJ first-aid spares to Red Star and Barry didn't even break down) Sapp ----- Original Message ----- From: "Mark Jefferies , YAK UK Ltd" <yakuk(at)compuserve.com> Subject: Yak-List: MP settings > > Why this debate about MP setting? Its all in the book, dont tell me > there are no books on the a/c in the USA !! The info is also on the CD > along with all manuals, maint schedule etc that we sell. Price is $120. > > Regarding the comments that the CJ6 CD should be given away i find this > insulting to the person that took weeks of his personal time trying to > help others. He should be able to charge for it. > > Our disk took over a year to compile, TRANSLATE, scan the pictures, > hyper link etc. about 10 megs of info I think. If you dont charge and > make a profit when needed businesses you rely upon to stock parts wont > be there resulting in your a/c being grounded while you try and buy in > china or Russia.......not a simple task as many would believe. > > Best regards, Mark > > ps we give this disk (YAK 52) away when you buy an a/c. currently we > have just completed the YAK 11 manual, 300 pages all with diagram's and > in English. Hyper linked word document. The next manual we are doing is > the YAK 3, this is a 1945 document with colour diagram's, very > interesting. We also have the same type of book for the 52 with colour > diagram's, trouble is everything in Russian and it takes a while to do. > We want to turn out books just like the originals but in English. > > ________________________________________________________________________________
Date: May 12, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: Power Settings
At 03:09 PM 5/12/2002, you wrote: > > > > Max continuous power is 2250 RPM and 710 mm (28") hg MAP. You can > > maintain this all day long (theoretically). > > > > For acro I normally use 2150 RPM and 685 mm (27") hg MAP. Fuel burn seems > > to be about 16 GPH in this configuration. > > > > For economy cruise I do the following: > > > > Climb to 11,500', reduce the MAP by 25mm (1") with the throttle, set 1850 > > RPM, and lean for peak EGT. > >Brian, >I am not sure what you mean when you say "peak EGT". Do you mean max EGT, or >some other value? Max EGT. Slowly lean the mixture and wait for the EGT to stabilize. As you continue to lean the EGT will continue to rise until you get to a point where further leaning results in a drop in EGT. You then want to richen the mixture to get back to the peak value. Theoretically you can run on the lean side of peak EGT but I have found that the Housai engine will start to surge. I suspect that the carb changes the mixture slightly as the mass airflow changes, the engine power then changes, which causes a change in prop pitch. It will then just cycle back and forth about 50 RPM until you richen the mixture. In spam cans you are normally admonished not to run at peak EGT or you might cause damage to the engine. This is because the cylinders in a carburated Lycoming or Continental engine get very different mixtures. One cylinder may be at 100 degrees rich of peak EGT while another is running at peak EGT. OTOH, the supercharger does a good job of further atomizing and mixing the fuel/air mix thus delivering the same mixture to all the cylinders. This lets you run closer to or even on the lean side of peak EGT, power permitting. Lean of peak operation was normal for the big radial engines in cruise. Lycoming says that once you get below about 65% power there is nothing you can do with the mixture control that will hurt the engine so I am extrapolating that to imply that running the Housai engine at peak EGT at low power settings is not going to hurt anything either. At the power settings I was talking about, 1850 RPM and about 21" MAP, I get a rough calculation of 52% power so I think we are pretty safe. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
From: "Frank Haertlein" <yak52driver(at)earthlink.net>
Subject: Re: Free CD's
Date: May 12, 2002
Quote.... "Bottom line: I don't see the "free" CD as a threat to sales" Brian Can't agree with that. Some people are so cheap it's incredible. How do you think they got so rich? Frank Chino -----Original Message----- From: owner-yak-list-server(at)matronics.com [mailto:owner-yak-list-server(at)matronics.com] On Behalf Of Brian Lloyd Subject: Yak-List: Re: Free CD's > I have thousands of dollars invested in high quality bound copies, which I >stock for the CJ community, my CJ Tech Spec manual has all the fold out >schematics blown up 1.5 times original size and were made from the original >translated version. This is not a cheap process. I would suggest that >Ray's heart was/is in the right place, I am sure he has no intention of >taking business away from me or anyone else. However, the problem (for me) >remains....which, if any manuals should I invest my money and time in? From the centerist point of view, I think this is where the "free" CD is a good idea. I *much* prefer bound manuals when I am working. The quality is better and I can thumb through them to get to what I want much more quickly than I can on the computer. But I need to know which ones I really want. I can now look through the "free" CD and know which manual has what information and from that I can order the correct manual from you, Doug. And the person who just wants to peruse the information to gain a better understanding of the aircraft probably can't justify the cost of a full set of bound manuals. This person is not likely to be a customer so the "free" CD is a good solution. Bottom line: I don't see the "free" CD as a threat to sales. The person who needs bound manuals will buy them regardless of the existence of the "free" CD. The person who doesn't need bound manuals won't buy them regardless of the existence of the "free" CD. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: May 12, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: Free CD's
At 03:14 PM 5/12/2002, you wrote: > > > From the centerist point of view, > >Brian Lloyd, a centerist?? Nay I say!! It is very easy to prove I am a centerist. People from both sides hate me equally. : ) >My point is a very simple one, and actually has little to do with lost sales >due to this or any other free CD or manual. The point is, think before you >offer a copy of a manual, or make another example of a mod you or someone >else has purchased. Do you really have the right to do so? For example, >is it ok for me to copy Bill Blackwell's smoke system or his oil shut off >system? Both are great systems and doing so would save me many hours of >trial and error, vendor research, valve sizing, etc. but would it be right, >is this information his by virture of his research and devolopment? This >is not rocket science folks. That is the problem with all this stuff. It isn't rocket science. If you do your homework you are likely to come up with something very similar. I would be willing to bet that if I told someone who builds up CJs that, "hey I heard about someone putting tanks in the wing center section just plumbed between the outer wing tanks and the header tank in the fuselage," that someone would come up with something very similar to your system (which I bought from you for The Project -- free plug for your high quality aux fuel system). OTOH I still can't imagine why someone would want to add complexity and a another point of failure to their airplane by adding an additional oil cut-off valve. The one that is already in every engine is good enough for me. >But I'm done preaching now, and like the good Mr. Gump said "that all I have >to say about that"! What's life without a little acrimony? Boring, right? Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: May 12, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: Re: MP settings
At 03:32 PM 5/12/2002, you wrote: > >Brian Lloyd wrote: > > > > > > At 02:21 AM 5/12/2002, you wrote: > > >Why this debate about MP setting? Its all in the book, dont tell me > > >there are no books on the a/c in the USA !! > > > > I have looked through the books and I don't see anything that looks at all > > like the kind of power setting chart I am used to seeing. Sure there are > > references to power settings in different configurations but they don't > > give any percentages or fuel flows. > > >Brian; > >Do you have Chapter VIII, page 188 of the "Supplementary Description of >the Chujiao-6 J1A Airplane" ? It has a table comparing the 260 & 285HP >models with: RPM settings, MP, HP for setting and fuel flow >(grams/HP-Hr). Nope, I have not seen that. OTOH, I have the "free" CD here so I can perhaps look it up. ... I did. It is there. I had not seen that before. For the rest of you (Ernie!): Power RPM MAP HP fuel flow T/O (100%) 2350 845mm 285 29.7 GPH Rated(95%) 2250 840mm 270 26.7 GPH 65% 1950 660mm 160 14.1 GPH 50% 1790 600mm 130 11.0 GPH I calculated the fuel flow from the fuel specifics (g/hp*hr) as follows: g/hp*hr * hp = g/hr g/hr * 1 lb/2200 gm = lb/hr lb/hr * 1 gal/6 lb = gal/hr I use the more conservative numbers from the fuel specific column. No correction for altitude or density altitude so I suspect these numbers are for sea level and standard temperature and pressure. >Section 2 (page 190-191) has performance curves also. Yes, there is some interesting stuff there too. For those of you who want to look at that, you can get the file from my CJ6 web site at: http://cj6.com/cj6_docs/Technical%20%20Specifications%20Manual/08%20CJ6A%20Supplementary%20%20Info.tif Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
Date: May 12, 2002
From: Brian Lloyd <brian(at)lloyd.com>
Subject: "free" CD docs on-line now
You can get to the entire contents of the "free" CD on-line at the CJ6 web site. Go to: http://www.cj6.org/cj6_docs. Note, there is an underline character between "cj6" and "docs" if you want to type it in manually. I will be adding a full set of clickable links to the documents section of the CJ6 web site sometime this week but until then you can get at them using the aforementioned URL. Brian Lloyd brian(at)lloyd.com +1.530.676.1113 - voice +1.360.838.9669 - fax ________________________________________________________________________________
From: "Mike McCoy" <mike(at)aircraftsales.com>
Subject: Cheapo
Date: May 13, 2002
I agree with what Doug and Mark said about this subject, but I am not at all surprised that someone would be too cheap to spend $45 on a manual. There are many in the CJ6A community that are too cheap to buy good airplanes, maintain their airplanes, get proper training, buy manuals, checklists, or spend money to go to the clinics. Remember the guy on the Yak list that was too cheap to spend a few dollars to attend the YPA clinic? There is a guy flying around (when his airplane is flyable) that has no training because he thought my training cost was too much. He said that he knew of CFI's charging $10 per hour in GA and was too cheap to pay more for CJ6A training. I don't know about Doug and Mark but I can't afford to eat on $10 per hour. The same guy has a "mechanic" that he pays $10 per hour to maintain his airplane. Needless to say his airplane is nearly always broken down! I won't have any contact with this person and won't sell him parts. I believe that he is a hazard to the public and the CJ6A community. I have seen several people save a few dollars purchasing a bargain basement cheap CJ and then spending tens of thousands of dollars to try to keep it flying. Several of these folks have had accidents (and yes several are on this list). Anyone lurking on this list has seen people assembling their airplanes based on the info that they got on this list and in many cases they definitely have gotten what they paid for. I certainly wouldn't fly in an airplane that was built on advice from an internet list. We also see people apparently learning to fly based on info that the have gotten from the list. Again, you get what you pay for. The fact is that flying is expensive. If you don't have the money to do things right -- I suggest bowling! Mike (I have a cheap bowling ball for sale) McCoy ________________________________________________________________________________
From: "Ernie" <ernie(at)gscinc.com>
Subject: Re: Power Settings
Date: May 13, 2002
Unfortunately, my CJ doesnt have an EGT guage and I dont think it ever came with one. So what did the original pilots do to find peak? I was told to put the mixture lever parallel to the throttle, but that sounds a bit crude.


April 23, 2002 - May 13, 2002

Yak-Archive.digest.vol-ay