Today's Message Index:
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1. 05:05 AM - Re: Re: Fuel transfer tests=QUOTED_EMAIL_TEXT,REFERENCES,SPAM_PHRASE_01_02, SUBJECT_IS_LIST,USER_AGENT_OE,USER_IN_WHITELIST version=2.43 (Ernie)
2. 07:25 AM - Electrical system (Deon Esterhuizen)
3. 07:36 AM - Aircraft Name (Terry Calloway)
4. 07:43 AM - Re: Aircraft Name (Rob)
5. 08:33 AM - Re: Aircraft Name (Andrew Zheng \(China\))
6. 01:32 PM - Re: Fuel Transfer (Doug Thayer)
7. 02:32 PM - Re: Re: Fuel Transfer (Ernie)
8. 07:57 PM - Warbirds alive and well in SoCal (Barry Hancock)
9. 08:06 PM - Re: Warbirds alive and well in SoCal (cjpilot710@aol.com)
10. 08:11 PM - Re: mags (cjpilot710@aol.com)
11. 08:18 PM - Re: Trim (Craig Payne)
12. 11:02 PM - strange objects part xxx (robert de vries)
Message 1
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| Subject: | Re: Fuel transfer tests=QUOTED_EMAIL_TEXT,REFERENCES,SPAM_PHRASE_01_02, |
SUBJECT_IS_LIST,USER_AGENT_OE,USER_IN_WHITELIST
version=2.43
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
I have a CJ, my plane TEE's off at the top of the LH tank not the wing root.
----- Original Message -----
From: "Walt Lannon" <lannon@look.ca>
Subject: Re: Yak-List: Re: Fuel transfer
tests=QUOTED_EMAIL_TEXT,REFERENCES,SPAM_PHRASE_01_02,
SUBJECT_IS_LIST,USER_AGENT_OE,USER_IN_WHITELIST version=2.43
> --> Yak-List message posted by: "Walt Lannon" <lannon@look.ca>
>
>
> ----- Original Message -----
> From: "Ernie" <ernest.martinez@oracle.com>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: Re: Fuel transfer
>
>
> > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >
> > I agree with everything you said, I swapped caps just to see if one cap
> was
> > in fact venting at all, didnt fix the prob.
> > And since my vent goes into the right tank first and the left tank is
the
> > one draining faster, then I dont think the vent is the problem, (again
> vent
> > obstruction before the right tank would cause even pressure to both
tanks,
> > obstruction between tanks would cause right tank to drain easier)
> Ernie;
> I presume you are describing the CJ6 vent system. If it is the 52 I
> apologize in advance since I know nothing about it.
> The vent system is "T"eed to both LH & RH tanks immediately after the vent
> inlet in the LH wing root.
> The "T" at the RH tank connects the header tank to the vent system.
> You note that the left tank is feeding first. I refer to this as a RH fuel
> feed problem. If it is a vent problem, this indicates a problem in the RH
> vent system. The same would also apply to a sticking flapper valve.
> Cheers;
> Walt
>
> >
> >
>
>
Message 2
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| Subject: | Electrical system |
--> Yak-List message posted by: "Deon Esterhuizen" <desterhuizen@hyphos360.com>
Walt, Dennis
I must apologize - I was actually referring to the battery relay input
when I referred to the busbar. What is interesting is that the input to
the relay reads 24 volt but the moment I try to make the relay switch
the voltage drops to zero. The resistance between the battery terminal
(Battery disconnected) and the Battery relay input(disconnected)is very
high +/- 15K ohm so this makes sense that when you demand amps for the
coil to energize, the voltage has to drop because of the high resistance
(Current = Voltage divided by Resistance). It must be a bad connection
between my battery and the relay input since the stranded wire is so
thick I do not think it can be broken. I checked my master switch and it
is ok.
The main battery wire must go to some connector block somewhere in the
fuselage that is corroded or something. I now have to find it.
Deon
-----Original Message-----
From: Walt Lannon [mailto:lannon@look.ca]
Subject: Re: Yak-List:
tests=QUOTED_EMAIL_TEXT,REFERENCES,SPAM_PHRASE_00_01,
SUBJECT_IS_LIST,USER_AGENT_OE,USER_IN_WHITELIST version=2.43
--> Yak-List message posted by: "Walt Lannon" <lannon@look.ca>
----- Original Message -----
From: "Deon Esterhuizen" <desterhuizen@hyphos360.com>
Subject: Yak-List:
> --> Yak-List message posted by: "Deon Esterhuizen"
<desterhuizen@hyphos360.com>
>
> I have a very strange problem on my Yak-52. Intermittently when I flip
> the master switch on and then any other switch such as the engine
> instruments the power completely cuts out and every thing is dead -
> sometimes when I switch the master on this happens as well. Not a peep
> from the electrical system at all - as dead as a doornail - the over
> voltage protection button did not pop out. Try to start the plane with
> the toe lever but to no avail, everything is completely dead.
>
> I measured continuity between the positive lead of the battery
> (disconnect it from the battery) and the 30amp busbar located in the
> fiberglass relay box located on the right hand side of the firewall
and
> found that there was a very high resistance between the battery lead
and
> the busbar - it seems that there must be a current protection or
> something between the battery and the busbar, although the electrical
> schematic does not have an indication of such a device between the
> battery and the busbar.
Deon;
A continuity test between the battery + lead and the 30 amp bus as
described
above should show no continuity since the battery relay is not energized
and
the relay contacts are open. However, if the battery master switch is
on,
there will be continuity through the relay coil and the meter will read
the
coil resistance. Power for the relay coil is usually taken from the
battery
cable (where it connects to the relay CONTACTOR terminal), directly to
the
battery master switch and from there back to the relay COIL terminal.
This
is a small wire, probably #20.
I would suspect a problem in that circuit, a loose or corroded
connection,
broken wire or a faulty master switch. I have no specific knowledge of
the
Yak 52 but this area is basic to any aircraft. It is possible that the
switch is a breaker type though that is not generally the case. If so
the
breaker mechanism could be faulty.
Walt
>
>
Message 3
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--> Yak-List message posted by: "Terry Calloway" <TCalloway@datatechnique.com>
Anyone ever heard of a Hongzhuan 502?
tc
Message 4
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--> Yak-List message posted by: Rob <Rob@metrol.com>
Does it come with boiled or fried rice?
-----Original Message-----
From: Terry Calloway [mailto:TCalloway@datatechnique.com]
Subject: Yak-List: Aircraft Name
--> Yak-List message posted by: "Terry Calloway"
<TCalloway@datatechnique.com>
Anyone ever heard of a Hongzhuan 502?
tc
Message 5
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| Subject: | Re: Aircraft Name |
--> Yak-List message posted by: "Andrew Zheng \(China\)" <cjcyak@163bj.com>
Terry,
It looks like Chinese engine factory name. Hongzhuan is a name of city and 502
is the factory code like 320 is Nanchang factory. I will make sure late. My time
here is 12:30 am. Watching for tennis game.
Andrew Zheng from China
----- Original Message -----
From: "Terry Calloway" <TCalloway@datatechnique.com>
Subject: Yak-List: Aircraft Name
> --> Yak-List message posted by: "Terry Calloway" <TCalloway@datatechnique.com>
>
> Anyone ever heard of a Hongzhuan 502?
> tc
>
>
>
>
>
>
>
Message 6
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| Subject: | Re: Fuel Transfer |
--> Yak-List message posted by: "Doug Thayer" <doug.thayer@charter.net>
Subject: Re: Yak-List: Re: Fuel transfer
--> Yak-List message posted by: "Doug" <rvfltd@televar.com>
Doug Thayer wrote:
> I would suggest figuring out whether the problem is balance, venting or
> flappers first. Level the airplane, take off fuel caps and start draining
> fuel. If it drains evenly it is not the flappers. If it doesn't, it is
> something in the flappers or fuel lines between the wing tank and
> consumption tanks.
I could almost agree but the effects of ram air into the wing root vent
cannot be realized when up on jacks in the hanger. This may be the "wild
card" that is causing some of the problems. I once read somewhere that this
vent should be cut at a long angle, facing into the relitive air flow, and
be bent forward approx 13 degrees. I have been looking at various CJ and
have discovered that some are in fact "belled out" on the tip to catch more
wind. One in fact had a larger tube slipped over the stock tube. The
larger tube was greatly expanded at the opening. Is it posible that X
amount of air pressure in flight is necessary for a constant and equal flow?
Or conversly is too much pressure causing the unequal flow?
When the aircraft is up on jacks in the hangar with fuel caps off, the
head pressure in both tanks are equal. It WILL tell if the problem is the
vent. If the fuel STILL doesn't feed correctly it WASN'T the vent system,
it is something else. I have tried numerous fixes including flying for 30
minutes with full left rudder, (my left tank didn't feed), sore left leg,
lots of knifeedge time but still no feedee. Changed out flappers, got fuel
feed.
Semper Fi,
Doug Thayer
Message 7
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| Subject: | Re: Fuel Transfer |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
Well, today was a long fuel feed monitoring flight, after 2 tankfuls of
fuel, I've come to this conclusion. It IS trim, but not rudder....aileron! I
bent my rudder tab a bit to influence a little more left rudder...all that
did was make the plane fly cockeyed, where I had to hold a little right
rudder to keep her flying straight, but she had a slight tendency to want to
roll right, so I went up again holding a little right rudder and a wee
amount of left aileron and viola!! fuel burn was 15 gal in both tanks. So
now I can spend the next month bending tabs untill I can make the plane fly
straight again.
Second problem.
Many thanks to Denniss Savarese for lending me his charging adapter, held
air for about a week. Now my right strut is getting soft again, so either I
have a slow leak, or it may have softened up because we're having a cold
snap here this week. I'll have to charge it up again. If in fact its a strut
seal, how hard is it to change the strut?
Ernie
----- Original Message -----
From: "Doug Thayer" <doug.thayer@charter.net>
Subject: Yak-List: Re: Fuel Transfer
> --> Yak-List message posted by: "Doug Thayer" <doug.thayer@charter.net>
>
> Subject: Re: Yak-List: Re: Fuel transfer
>
> --> Yak-List message posted by: "Doug" <rvfltd@televar.com>
>
>
> Doug Thayer wrote:
> > I would suggest figuring out whether the problem is balance, venting or
> > flappers first. Level the airplane, take off fuel caps and start
draining
> > fuel. If it drains evenly it is not the flappers. If it doesn't, it is
> > something in the flappers or fuel lines between the wing tank and
> > consumption tanks.
>
> I could almost agree but the effects of ram air into the wing root vent
> cannot be realized when up on jacks in the hanger. This may be the "wild
> card" that is causing some of the problems. I once read somewhere that
this
> vent should be cut at a long angle, facing into the relitive air flow, and
> be bent forward approx 13 degrees. I have been looking at various CJ and
> have discovered that some are in fact "belled out" on the tip to catch
more
> wind. One in fact had a larger tube slipped over the stock tube. The
> larger tube was greatly expanded at the opening. Is it posible that X
> amount of air pressure in flight is necessary for a constant and equal
flow?
> Or conversly is too much pressure causing the unequal flow?
>
> When the aircraft is up on jacks in the hangar with fuel caps off, the
> head pressure in both tanks are equal. It WILL tell if the problem is the
> vent. If the fuel STILL doesn't feed correctly it WASN'T the vent system,
> it is something else. I have tried numerous fixes including flying for 30
> minutes with full left rudder, (my left tank didn't feed), sore left leg,
> lots of knifeedge time but still no feedee. Changed out flappers, got
fuel
> feed.
>
> Semper Fi,
> Doug Thayer
>
>
Message 8
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| Subject: | Warbirds alive and well in SoCal |
--> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
Well, went up to Camarillo today to show the Super Pickle to an
interested party...and it turned into an airshow.
First I got to demonstrate the go-around capabilities of a CJ when tower
called a T-28 into "position and hold" when I was on a half mile final
out of the overhead. As I taxied back, I watched another T-28 take off,
followed by a Ryan PT-9. Not long after that Drew pulled up in #43. We
were accompanied on the ramp by two MA-39's (only 5 in the world -
they're an L-39 on steroids). After lunch with the prospective buyer,
we walked back out to the airplanes and were greeted by the arrival of
two more T-28's, an F8F Bearcat in the overhead, and then, as if to show
Red Star aircraft we're out in numbers as well, a Yak-3 taxiied by for
T.O. 20 minutes later, he ripped into the pattern and must have an in
with the tower because there's no way he was doing anywhere close to 250
knots. Finally, as Drew and I were briefing our flight back down south,
the owner of the MA-39's (not sure I have the designation right, but I
know for sure it's an L-39 on roids) drove up and introduced himself.
Turns out he has 3 CJ's in Illinois.
Drew and I blasted out of CMA with a formation TO and then a low
transition over the hills of Malibu back down the coast. Over the top
of LAX with a triple-7 on the roll, some wing work, a little tac form
and some tail chase to cap off the day.
Yes indeed, warbirds are alive and well in SoCal.
Barry Hancock
949.300.5510
www.allredstar.com
California Condors Squadron
"Communism - Lousy Politics, Great Airplanes"
Message 9
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| Subject: | Re: Warbirds alive and well in SoCal |
--> Yak-List message posted by: cjpilot710@aol.com
Good to hear that.
BUT tomorrow, sad to say, I have ground school on the B-17.
Well, into each life a little rain must fall. :]
Jim Goolsby
cjpilot710@aol.com
386-467-3313 voice
386-467-3193 fax
386-503-9820cell
"They that can give up essential liberty to obtain a little safety,
deserve neither liberty nor safety"
Benjamin Franklin 1759
"With my shield, or on it"
Trojan Warriors BC
Message 10
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--> Yak-List message posted by: cjpilot710@aol.com
In a message dated 1/13/2003 10:57:05 PM Eastern Standard Time,
cjpilot710@aol.com writes:
Jim Goolsby wrote before:
> I went to the local Aircraft Component Emporium, and found a key that with
> minor filing fit the key. I had to reindex the mag and of course retime
> it.
> Tomorrow morning I'll test run the engine.
Tried to test run the engine this afternoon. No luck. I think the capacitor
is now shorted out now. The mag is still dead as a door nail. I'll get to
it on Friday.
Jim Goolsby
cjpilot710@aol.com
386-467-3313 voice
386-467-3193 fax
386-503-9820cell
"They that can give up essential liberty to obtain a little safety,
deserve neither liberty nor safety"
Benjamin Franklin 1759
"With my shield, or on it"
Trojan Warriors BC
Message 11
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--> Yak-List message posted by: Craig Payne <cpayne@mc.net>
Ernie,
Ah, the truth dawns! Actually "trim" is a component of all axes of
flight. Finding the right balance at your given cruise speed will also
result in a lower fuel burn....or, if trimmed for the top end, the
aircraft will go faster.
I've trimmed mine for high cruise; lot's of folks don't realize how much
trim affects performance.
Craig Payne
Ernie wrote:
>
> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
> Well, today was a long fuel feed monitoring flight, after 2 tankfuls of
> fuel, I've come to this conclusion. It IS trim, but not rudder....aileron! I
> bent my rudder tab a bit to influence a little more left rudder...all that
> did was make the plane fly cockeyed, where I had to hold a little right
> rudder to keep her flying straight, but she had a slight tendency to want to
> roll right, so I went up again holding a little right rudder and a wee
> amount of left aileron and viola!! fuel burn was 15 gal in both tanks. So
> now I can spend the next month bending tabs untill I can make the plane fly
> straight again.
>
> Ernie
Message 12
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| Subject: | strange objects part xxx |
--> Yak-List message posted by: robert de vries <redyak52@compuserve.com>
My dear comrades,
I found a 'russian/lithouanian' screwdriver hidden in our -52 after 5 years
of flying!!!
Where?
Under the r-h side panel front cockpit behind the carb heat control
lever.(near emer air valve)
It was just not jamming the carb ht while pulling yellow lever back.
Although not directly a killer, a fine example of how MAINTENANCE people
forget to remove their tools from time to time.
It escaped the attention at overhoul in Bacau, Rumania AND several
inspections at EGMJ,UK (no offence to MJ; it happens!!)
We only found out by pulling off the side panel to make new wiring for a
belly-strobe assy.
I got to keep the screwdriver however!
Apart from this, during 7 years of Yakking; I myself removed several
items,hard&soft, from fuselage,discovered by slapping the Yak's belly
before EVERY flight, drilled by Gennady and others.
If it is beyond reach from rear seat; have somone pull tail to ground and
slap belly:object will move aft!!
Open flux valve cover LH-side and pick up your package!!
All alone?
Screw ground anchor in grass, use tydown-rope twice around as pulley and
secure: start slapping!!
It works:I've been there myself!
Good slappin'
Robert'Redyak'de Vries, Holland,Europe
Wanna se my Yak?
http://home.hccnet.nl/g.vander.maas/redyak52/
-------------------- Begin Original Message --------------------
Message text written by INTERNET:yak-list@matronics.com
"Byron,
Good point. Since taking his training, I now apply Gena Elfimov's belly
whack technique
to all aerobatic planes I fly. Just a couple of weeks ago I found a fuel
gauge in the tail of our Decathlon after someone else had flown it. Foreign
objects are common, according to my A&P, so much so that there has
developed
a kind of informal A&P property law of found objects. They get to keep
them.
In various planes I've had over the years, besides the fuel guage, I've
found
vice grips (in a Cessna I bought), and and AN bolt that had been riding on
an
aileron pulley in a Citabria. It was from a wing painting jig (we knew
because
it had many, many coats of paint) and had been in the wing root since the
aircraft
was new. More experienced aerobatic hands than I also recommend
periodically
pulling the inspection panels and looking, both for foreign objects and any
stress damage or other problems. It seems a good idea."
-------------------- End Original Message --------------------
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