Today's Message Index:
----------------------
1. 04:54 AM - Re: Re: Yak-List Digest: 38 Msgs - 01/15/03 (Ernie)
2. 05:56 AM - Re: Re: Yak-List Digest: 38 Msgs - 01/15/03 (Brian Lloyd)
3. 05:58 AM - Hal's New NanYak (cpayne@mc.net)
4. 06:04 AM - Re: Re: Yak-List Digest: 38 Msgs - 01/15/03 (Ernie)
5. 07:03 AM - More on the 52 crash (A. Dennis Savarese)
6. 07:23 AM - Re: Re: Yak-List Digest: 38 Msgs - 01/15/03 (Brian Lloyd)
7. 07:33 AM - Re: Re: Yak-List Digest: 38 Msgs - 01/15/03 (Ernie)
8. 07:42 AM - Re: Re: Yak-List Digest: 38 Msgs - 01/15/03 (A. Dennis Savarese)
9. 07:52 AM - Re: Re: Yak-List Digest: 38 Msgs - 01/15/03 (Brian Lloyd)
10. 08:06 AM - Re: Re: Yak-List Digest: 38 Msgs - 01/15/03 (A. Dennis Savarese)
11. 09:54 AM - electric trim (Barry Hancock)
12. 10:46 AM - Re: electric trim (Ernie)
13. 11:52 AM - Re: electric trim (Ernie)
14. 12:38 PM - Re: electric trim (Brian Lloyd)
15. 02:35 PM - Accident statistics (Roy O. Wright)
16. 03:09 PM - Re: Accident statistics (Doug)
17. 03:16 PM - Re: Accident statistics (Ernie)
18. 03:38 PM - Re: Accident statistics (dabear)
19. 03:39 PM - Re: Accident statistics (A. Dennis Savarese)
20. 03:40 PM - Re: Accident statistics (Drew Blahnick)
21. 04:06 PM - Re: Accident statistics (Roy O. Wright)
22. 04:21 PM - Re: Accident statistics (Gus Fraser)
23. 04:38 PM - Re: Accident statistics (Doug)
24. 05:05 PM - Infant Mortality? (Craig Payne)
25. 06:18 PM - Re: Yak-List Digest: 17 Msgs - 01/16/03 (John W Finley)
26. 08:40 PM - Re: Infant Mortality? (Roy O. Wright)
27. 09:03 PM - Re: SCUBA tank (Roy O. Wright)
Message 1
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| Subject: | Re: Yak-List Digest: 38 Msgs - 01/15/03 |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
I florida we routinely dive our planes into the waters off the keys. The
visibility is excellent, and the canopy allows one to dive without a mask.
Unfortunately these are short duration dives as we need some energy to pull
up out of the water. I have forgone the scuba tank since I can hold my
breath for the short dive.
Ernie
----- Original Message -----
From: "Roy O. Wright" <roy@wright.org>
Subject: Re: Yak-List: Re: Yak-List Digest: 38 Msgs - 01/15/03
> --> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
>
> What is the SCUBA tank for? Replacement or backup air tank?
>
> TIA,
> Roy
>
> At 08:59 AM 1/16/2003 -0500, John W Finley wrote:
> >--> Yak-List message posted by: John W Finley <finleycj6@juno.com>
> >
> >....BTW
> >I have a 13 cu ft. SCUBA tank ( which I highly recommend) located next to
> >my gel-cell batts. It works well....John
>
> ',,'',,'',,',,'
> Roy Wright 512.378.1234 mailto:royw@cisco.com
> Cisco Systems import com.cisco.std-disclaimer
>
>
Message 2
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| Subject: | Re: Yak-List Digest: 38 Msgs - 01/15/03 |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Ernie wrote:
> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
> I florida we routinely dive our planes into the waters off the keys. The
> visibility is excellent, and the canopy allows one to dive without a mask.
> Unfortunately these are short duration dives as we need some energy to pull
> up out of the water. I have forgone the scuba tank since I can hold my
> breath for the short dive.
Do you close the gill louvers to reduce shock cooling the cylinders?
--
Brian Lloyd 6501 Red Hook Plaza, Suite 201
brian@lloyd.com St. Thomas, VI 00802
+1.340.998.9447 - voice +1.360.838.9669 - fax
Message 3
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| Subject: | Hal's New NanYak |
--> Yak-List message posted by: cpayne@mc.net
Hal,
Will you be pre-selling cockpit tour tickets at Oskosh? Put me on the
list!
Craig Payne
--> Yak-List message posted by: "Yakjock" <Yakjock@msn.com>
Regarding trim, I have three axis electric trim on the new CJ using small servo
motors. I like it a whole bunch as it is simple to trim the plane out in all
flight circumstances. Coming back from Arizona it generally burned evenly from
both tanks. The one time it did not it was a pleasure to cross trim to put
the heavy tank up - no leg strain for the crab. One consideration on the electric
trim - installing it requires that the airfoil be recovered (and repainted).
When we did the initial CG on the new plane it called for a bunch of weight in
the back. We loaded it and test flew the plane and found it didn't have near
the handling characteristics of my old plan with no weight. So we pulled out
all but the lead in the skid and it works great. I am reluctant to put a bunch
of weight in the far aft position given the momentum it can build up. I'd rather
be nose heavy when empty, carrying enough weight so that I don't run out
of trim on approach and am not going to be a lawn dart if I lose power. On the
other hand, I can carry full fuel (74 gallons), a good sized GIB (Like Russ)
and a hefty cargo load and not be aft CG. If I had much fixed weight back there
I'd leave a bunch of the rest on the ground. ( I should mention that I have
a smoke system in back and will have two light weight Kevlar tanks - one for
back up air, the other for O2).
Message 4
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| Subject: | Re: Yak-List Digest: 38 Msgs - 01/15/03 |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
No, but I do close the oil cooler door, it causes a pitch down tendency in
the water.
Ernie
----- Original Message -----
From: "Brian Lloyd" <brian@lloyd.com>
Subject: Re: Yak-List: Re: Yak-List Digest: 38 Msgs - 01/15/03
> --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
>
> Ernie wrote:
> > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >
> > I florida we routinely dive our planes into the waters off the keys. The
> > visibility is excellent, and the canopy allows one to dive without a
mask.
> > Unfortunately these are short duration dives as we need some energy to
pull
> > up out of the water. I have forgone the scuba tank since I can hold my
> > breath for the short dive.
>
> Do you close the gill louvers to reduce shock cooling the cylinders?
>
> --
> Brian Lloyd 6501 Red Hook Plaza, Suite 201
> brian@lloyd.com St. Thomas, VI 00802
> +1.340.998.9447 - voice +1.360.838.9669 - fax
>
>
Message 5
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| Subject: | More on the 52 crash |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Received this from my son this morning, who lives in SLC. It's sad, to say
the least.
http://www.sltrib.com/2003/Jan/01172003/utah/utah.asp
Dennis Savarese
Message 6
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| Subject: | Re: Yak-List Digest: 38 Msgs - 01/15/03 |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Ernie wrote:
> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
> No, but I do close the oil cooler door, it causes a pitch down tendency in
> the water.
Ahh, I should have realized that right away. When I work out the moment arm on
the oil cooler door and the drag due to the viscosity of salt water at 28C
flowing at 73 kts (I am making an assumption here and I need to know if your
entry speed is greater than that), it is very clear that the pitch-down moment
will be quite noticable and will require approximately 7.934 newtons (1.784 lbs)
of additional backpressure on the stick to counteract. My apologies for my
extremely fuzzy thinking on this.
--
Brian Lloyd 6501 Red Hook Plaza, Suite 201
brian@lloyd.com St. Thomas, VI 00802
+1.340.998.9447 - voice +1.360.838.9669 - fax
Message 7
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| Subject: | Re: Yak-List Digest: 38 Msgs - 01/15/03 |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
No prob.
Ernie
----- Original Message -----
From: "Brian Lloyd" <brian@lloyd.com>
Subject: Re: Yak-List: Re: Yak-List Digest: 38 Msgs - 01/15/03
> --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
>
> Ernie wrote:
> > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >
> > No, but I do close the oil cooler door, it causes a pitch down tendency
in
> > the water.
>
> Ahh, I should have realized that right away. When I work out the moment
arm on
> the oil cooler door and the drag due to the viscosity of salt water at 28C
> flowing at 73 kts (I am making an assumption here and I need to know if
your
> entry speed is greater than that), it is very clear that the pitch-down
moment
> will be quite noticable and will require approximately 7.934 newtons
(1.784 lbs)
> of additional backpressure on the stick to counteract. My apologies for
my
> extremely fuzzy thinking on this.
>
> --
>
> Brian Lloyd 6501 Red Hook Plaza, Suite 201
> brian@lloyd.com St. Thomas, VI 00802
> +1.340.998.9447 - voice +1.360.838.9669 - fax
>
>
Message 8
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| Subject: | Re: Yak-List Digest: 38 Msgs - 01/15/03 |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
You're too much Brian! :-)
Dennis Savarese
----- Original Message -----
From: "Brian Lloyd" <brian@lloyd.com>
Subject: Re: Yak-List: Re: Yak-List Digest: 38 Msgs - 01/15/03
> --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
>
> Ernie wrote:
> > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >
> > No, but I do close the oil cooler door, it causes a pitch down tendency
in
> > the water.
>
> Ahh, I should have realized that right away. When I work out the moment
arm on
> the oil cooler door and the drag due to the viscosity of salt water at 28C
> flowing at 73 kts (I am making an assumption here and I need to know if
your
> entry speed is greater than that), it is very clear that the pitch-down
moment
> will be quite noticable and will require approximately 7.934 newtons
(1.784 lbs)
> of additional backpressure on the stick to counteract. My apologies for
my
> extremely fuzzy thinking on this.
>
> --
>
> Brian Lloyd 6501 Red Hook Plaza, Suite 201
> brian@lloyd.com St. Thomas, VI 00802
> +1.340.998.9447 - voice +1.360.838.9669 - fax
>
>
Message 9
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| Subject: | Re: Yak-List Digest: 38 Msgs - 01/15/03 |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
A. Dennis Savarese wrote:
> --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
>
> You're too much Brian! :-)
There is an old saying that one should always remember:
"The first liar never stands a chance."
--
Brian Lloyd 6501 Red Hook Plaza, Suite 201
brian@lloyd.com St. Thomas, VI 00802
+1.340.998.9447 - voice +1.360.838.9669 - fax
Message 10
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| Subject: | Re: Yak-List Digest: 38 Msgs - 01/15/03 |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
As we say here in Alabama, "Yeah buddy!"
----- Original Message -----
From: "Brian Lloyd" <brian@lloyd.com>
Subject: Re: Yak-List: Re: Yak-List Digest: 38 Msgs - 01/15/03
> --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
>
> A. Dennis Savarese wrote:
> > --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
> >
> > You're too much Brian! :-)
>
> There is an old saying that one should always remember:
>
> "The first liar never stands a chance."
>
> --
>
> Brian Lloyd 6501 Red Hook Plaza, Suite 201
> brian@lloyd.com St. Thomas, VI 00802
> +1.340.998.9447 - voice +1.360.838.9669 - fax
>
>
>
>
>
>
>
Message 11
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--> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
On Thursday, January 16, 2003, at 11:58 PM, Yak-List Digest Server wrote:
> The most popular approach is the small electric servo trim system from
> Mac.
Mac was bought by Ray Allen Company....
http://www.rayallencompany.com/. I have installed 3 axis trim in my
airplane...Rich Tichacek has it in his as well and really likes it. My
flight tests are about 10 days away, and i'll be happy to report results.
Some say that 3 axis electric trim isn't necessary. I agree, but it
sure will be nice...
Barry Hancock
949.300.5510
www.allredstar.com
California Condors Squadron
"Communism - Lousy Politics, Great Airplanes"
Message 12
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| Subject: | Re: electric trim |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
I'm curious to know how the trim surfaces were incoporated into the rudder
and the ailerons.
Ernie
----- Original Message -----
From: "Barry Hancock" <radialpower@cox.net>
Subject: Yak-List: electric trim
> --> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
>
>
> On Thursday, January 16, 2003, at 11:58 PM, Yak-List Digest Server wrote:
>
> > The most popular approach is the small electric servo trim system from
> > Mac.
>
> Mac was bought by Ray Allen Company....
> http://www.rayallencompany.com/. I have installed 3 axis trim in my
> airplane...Rich Tichacek has it in his as well and really likes it. My
> flight tests are about 10 days away, and i'll be happy to report results.
>
> Some say that 3 axis electric trim isn't necessary. I agree, but it
> sure will be nice...
>
> Barry Hancock
> 949.300.5510
> www.allredstar.com
> California Condors Squadron
> "Communism - Lousy Politics, Great Airplanes"
>
>
Message 13
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| Subject: | Re: electric trim |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
I guess ones doesnt need moveable trim surfaces, just use the servo's to
deflect a certain amount of aileron or rudder.
Ernie
----- Original Message -----
From: "Barry Hancock" <radialpower@cox.net>
Subject: Yak-List: electric trim
> --> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
>
>
> On Thursday, January 16, 2003, at 11:58 PM, Yak-List Digest Server wrote:
>
> > The most popular approach is the small electric servo trim system from
> > Mac.
>
> Mac was bought by Ray Allen Company....
> http://www.rayallencompany.com/. I have installed 3 axis trim in my
> airplane...Rich Tichacek has it in his as well and really likes it. My
> flight tests are about 10 days away, and i'll be happy to report results.
>
> Some say that 3 axis electric trim isn't necessary. I agree, but it
> sure will be nice...
>
> Barry Hancock
> 949.300.5510
> www.allredstar.com
> California Condors Squadron
> "Communism - Lousy Politics, Great Airplanes"
>
>
Message 14
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| Subject: | Re: electric trim |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Ernie wrote:
> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
> I guess ones doesnt need moveable trim surfaces, just use the servo's to
> deflect a certain amount of aileron or rudder.
You can do that through a bias spring but it changes the feel of the controls.
Given that we all like the control harmony of the existing controls, I suspect
most will opt for movable trim tabs.
I have decided to go ahead with eletric trim in The Project but I am going to
figure out how to retain the existing manual pitch trim using a magnetic clutch
so that you can still fly the airplane if the electric trim fails.
--
Brian Lloyd 6501 Red Hook Plaza, Suite 201
brian@lloyd.com St. Thomas, VI 00802
+1.340.998.9447 - voice +1.360.838.9669 - fax
Message 15
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| Subject: | Accident statistics |
--> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
Howdy,
I just pulled and read all the NTSB reports for Yakovlev and Nanchang
aircraft. I then attempted to categorize the primary causes and
thought y'all might be interested, so here they are:
qty cause
5 too low aerobatic
1 alcohol + too low aerobatics
1 insufficient altitude
1 hit tower scud running (tower not on current sectional)
5 mechanical
2 mechanical + inadvertent stall
1 clogged fuel vent
1 mag on while hand rotating prop
2 inadvertent stall
3 bad landing
1 out of fuel
1 mid-air collision on short final
1 weather
1 Undetermined
Overall, my thoughts to reduce risk is to fly higher and be sure
of the mechanical state of my machine (when it finally gets here).
An interesting note was how many of the accidents were on the
ferry home flight after purchase and even one on the pre-purchase
flight itself. Maybe this is why the insurance companies want
a lot of dual now a days.
Have fun,
Roy
',,'',,'',,',,'
Roy Wright 512.378.1234 mailto:royw@cisco.com
Cisco Systems import com.cisco.std-disclaimer
Message 16
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| Subject: | Re: Accident statistics |
--> Yak-List message posted by: "Doug" <rvfltd@televar.com>
It interesting to note that roughly 30% of them could have been prevented by
adding a few more wraps to the altimeter.
Always Yakin,
doug sapp
----- Original Message -----
From: "Roy O. Wright" <roy@wright.org>
Subject: Yak-List: Accident statistics
> --> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
>
> Howdy,
>
> I just pulled and read all the NTSB reports for Yakovlev and Nanchang
> aircraft. I then attempted to categorize the primary causes and
> thought y'all might be interested, so here they are:
>
> qty cause
> 5 too low aerobatic
> 1 alcohol + too low aerobatics
> 1 insufficient altitude
> 1 hit tower scud running (tower not on current sectional)
> 5 mechanical
> 2 mechanical + inadvertent stall
> 1 clogged fuel vent
> 1 mag on while hand rotating prop
> 2 inadvertent stall
> 3 bad landing
> 1 out of fuel
> 1 mid-air collision on short final
> 1 weather
> 1 Undetermined
>
> Overall, my thoughts to reduce risk is to fly higher and be sure
> of the mechanical state of my machine (when it finally gets here).
> An interesting note was how many of the accidents were on the
> ferry home flight after purchase and even one on the pre-purchase
> flight itself. Maybe this is why the insurance companies want
> a lot of dual now a days.
>
> Have fun,
> Roy
>
> ',,'',,'',,',,'
> Roy Wright 512.378.1234 mailto:royw@cisco.com
> Cisco Systems import com.cisco.std-disclaimer
>
>
Message 17
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| Subject: | Re: Accident statistics |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
hmm I'm a little dismayed at the high number of mechanical failures.
Generally in the GA world, mechanical failure is a very small percentage of
the total accident figure with something like 95% attributable to pilot
error. But I guess given the small sample not much can be extrapolated from
these numbers.
Ernie
----- Original Message -----
From: "Roy O. Wright" <roy@wright.org>
Subject: Yak-List: Accident statistics
> --> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
>
> Howdy,
>
> I just pulled and read all the NTSB reports for Yakovlev and Nanchang
> aircraft. I then attempted to categorize the primary causes and
> thought y'all might be interested, so here they are:
>
> qty cause
> 5 too low aerobatic
> 1 alcohol + too low aerobatics
> 1 insufficient altitude
> 1 hit tower scud running (tower not on current sectional)
> 5 mechanical
> 2 mechanical + inadvertent stall
> 1 clogged fuel vent
> 1 mag on while hand rotating prop
> 2 inadvertent stall
> 3 bad landing
> 1 out of fuel
> 1 mid-air collision on short final
> 1 weather
> 1 Undetermined
>
> Overall, my thoughts to reduce risk is to fly higher and be sure
> of the mechanical state of my machine (when it finally gets here).
> An interesting note was how many of the accidents were on the
> ferry home flight after purchase and even one on the pre-purchase
> flight itself. Maybe this is why the insurance companies want
> a lot of dual now a days.
>
> Have fun,
> Roy
>
> ',,'',,'',,',,'
> Roy Wright 512.378.1234 mailto:royw@cisco.com
> Cisco Systems import com.cisco.std-disclaimer
>
>
Message 18
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| Subject: | Re: Accident statistics |
--> Yak-List message posted by: "dabear" <dabear@damned.org>
Note: I'm speaking in general terms, not about specific incidents,
people, or airplanes.
I would agree if we knew the reason for the mechanical failure.
However, I would suggest that very few of the mechanical failures
were unavoidable, many were identifiable or avoidable before the
incident. Mechanical issues can often times be avoided by proper
maintenance. Using repair experts like Vlad, Yakity Yaks, Kimble's
Aviation (Sean Carroll) and others for annual inspections and other
maintenance items can identify areas where items are getting close
to failure. Also pre-flight inspections and periodic owner/pilot
inspections should pick up issues between normal maintenance
inspections. Know your systems, checklists, and your specific
airplane.
Regards,
Al DeVere
----- Original Message -----
From: "Ernie" <ernest.martinez@oracle.com>
Subject: Re: Yak-List: Accident statistics
> --> Yak-List message posted by: "Ernie"
<ernest.martinez@oracle.com>
>
> hmm I'm a little dismayed at the high number of mechanical
failures.
> Generally in the GA world, mechanical failure is a very small
percentage of
> the total accident figure with something like 95% attributable to
pilot
> error. But I guess given the small sample not much can be
extrapolated from
> these numbers.
>
> Ernie
> ----- Original Message -----
> From: "Roy O. Wright" <roy@wright.org>
> To: <yak-list@matronics.com>
> Subject: Yak-List: Accident statistics
>
>
> > --> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
> >
> > Howdy,
> >
> > I just pulled and read all the NTSB reports for Yakovlev and
Nanchang
> > aircraft. I then attempted to categorize the primary causes and
> > thought y'all might be interested, so here they are:
> >
> > qty cause
> > 5 too low aerobatic
> > 1 alcohol + too low aerobatics
> > 1 insufficient altitude
> > 1 hit tower scud running (tower not on current
sectional)
> > 5 mechanical
> > 2 mechanical + inadvertent stall
> > 1 clogged fuel vent
> > 1 mag on while hand rotating prop
> > 2 inadvertent stall
> > 3 bad landing
> > 1 out of fuel
> > 1 mid-air collision on short final
> > 1 weather
> > 1 Undetermined
> >
> > Overall, my thoughts to reduce risk is to fly higher and be sure
> > of the mechanical state of my machine (when it finally gets
here).
> > An interesting note was how many of the accidents were on the
> > ferry home flight after purchase and even one on the
pre-purchase
> > flight itself. Maybe this is why the insurance companies want
> > a lot of dual now a days.
> >
> > Have fun,
> > Roy
> >
> > ',,'',,'',,',,'
> > Roy Wright 512.378.1234
mailto:royw@cisco.com
> > Cisco Systems import
com.cisco.std-disclaimer
> >
> >
>
>
====
>
====
>
====
>
====
>
>
Message 19
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| Subject: | Re: Accident statistics |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
I agree Ernie, but with respect to mechanical failures it could also be a
reflection of who and how the airplanes were maintained or in some cases not
preflighted (how many times have you seen that happen?). If an owner is not
a "wrench" and brings his YAK to an A&P who has absolutely no knowledge of
the aircraft and it's systems, then .....well you know the rest of the
story. This is one of the primary reasons I developed and am now offering
the YAK 52 maintenance training course to owners and/or their mechanics.
It's a safety issue.
Sometimes people can be penny wise and pound foolish.
Dennis Savarese
----- Original Message -----
From: "Ernie" <ernest.martinez@oracle.com>
Subject: Re: Yak-List: Accident statistics
> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
> hmm I'm a little dismayed at the high number of mechanical failures.
> Generally in the GA world, mechanical failure is a very small percentage
of
> the total accident figure with something like 95% attributable to pilot
> error. But I guess given the small sample not much can be extrapolated
from
> these numbers.
>
> Ernie
> ----- Original Message -----
> From: "Roy O. Wright" <roy@wright.org>
> To: <yak-list@matronics.com>
> Subject: Yak-List: Accident statistics
>
>
> > --> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
> >
> > Howdy,
> >
> > I just pulled and read all the NTSB reports for Yakovlev and Nanchang
> > aircraft. I then attempted to categorize the primary causes and
> > thought y'all might be interested, so here they are:
> >
> > qty cause
> > 5 too low aerobatic
> > 1 alcohol + too low aerobatics
> > 1 insufficient altitude
> > 1 hit tower scud running (tower not on current sectional)
> > 5 mechanical
> > 2 mechanical + inadvertent stall
> > 1 clogged fuel vent
> > 1 mag on while hand rotating prop
> > 2 inadvertent stall
> > 3 bad landing
> > 1 out of fuel
> > 1 mid-air collision on short final
> > 1 weather
> > 1 Undetermined
> >
> > Overall, my thoughts to reduce risk is to fly higher and be sure
> > of the mechanical state of my machine (when it finally gets here).
> > An interesting note was how many of the accidents were on the
> > ferry home flight after purchase and even one on the pre-purchase
> > flight itself. Maybe this is why the insurance companies want
> > a lot of dual now a days.
> >
> > Have fun,
> > Roy
> >
> > ',,'',,'',,',,'
> > Roy Wright 512.378.1234 mailto:royw@cisco.com
> > Cisco Systems import com.cisco.std-disclaimer
> >
> >
>
>
Message 20
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| Subject: | Re: Accident statistics |
--> Yak-List message posted by: "Drew Blahnick" <aapilot@adelphia.net>
Hey ye-all,
Working on a low level/altitude safety presentation for Red Star, if anyone
is attending in May who teaches aerobatics, please e-mail me.
Drew
Drew Allen Blahnick
310.386.9181
www.allredstar.com
California Condors Squadron
"Communism: Lousy Politics - Great Airplanes"
----- Original Message -----
From: "Roy O. Wright" <roy@wright.org>
Subject: Yak-List: Accident statistics
> --> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
>
> Howdy,
>
> I just pulled and read all the NTSB reports for Yakovlev and Nanchang
> aircraft. I then attempted to categorize the primary causes and
> thought y'all might be interested, so here they are:
>
> qty cause
> 5 too low aerobatic
> 1 alcohol + too low aerobatics
> 1 insufficient altitude
> 1 hit tower scud running (tower not on current sectional)
> 5 mechanical
> 2 mechanical + inadvertent stall
> 1 clogged fuel vent
> 1 mag on while hand rotating prop
> 2 inadvertent stall
> 3 bad landing
> 1 out of fuel
> 1 mid-air collision on short final
> 1 weather
> 1 Undetermined
>
> Overall, my thoughts to reduce risk is to fly higher and be sure
> of the mechanical state of my machine (when it finally gets here).
> An interesting note was how many of the accidents were on the
> ferry home flight after purchase and even one on the pre-purchase
> flight itself. Maybe this is why the insurance companies want
> a lot of dual now a days.
>
> Have fun,
> Roy
>
> ',,'',,'',,',,'
> Roy Wright 512.378.1234 mailto:royw@cisco.com
> Cisco Systems import com.cisco.std-disclaimer
>
>
Message 21
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| Subject: | Re: Accident statistics |
--> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
Mechanical causes or contributing factors:
* in-flight failure of a carburetor/fuel line fitting
* number nine cylinder front spark plug was found ejected from the cylinder,
three others loose.
* clogged fuel vent line due to a mud dauber nest
* the brakes not available to the pilot. Factors were the improperly serviced
brake system, the improper adjustment of the brakes by maintenance personnel
* an inadequate preflight by unknown person(s), sometime before the flight, by
failing to avoid a hydraulic lock (from oil seepage) in the #5 cylinder,
which resulted in a bent connecting rod, subsequent failure of the #5 piston,
and loss of engine power
* The right main landing gear did not fully extend for an undetermined reason.
Factors that contributed to the accident were: an engine power loss for
unknown reasons and the rough terrain
* partial loss of engine power due to separation of the No.9 cylinder from the
engine
* a loss of engine power due to failure of the pressure carburetor diaphragm
which led to restricted fuel flow through the carburetor and eventual fuel
starvation.
* the pilot's operation of the airplane with a known deficiency in the fuel
selector, and his improper positioning of the fuel selector. A factor
relating to the accident was: the fuel selector's restriction of movement
Several of these were combined with inadvertent stalls.
Have fun,
Roy
At 06:16 PM 1/17/2003 -0500, Ernie wrote:
>--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
>hmm I'm a little dismayed at the high number of mechanical failures.
>Generally in the GA world, mechanical failure is a very small percentage of
>the total accident figure with something like 95% attributable to pilot
>error. But I guess given the small sample not much can be extrapolated from
>these numbers.
>
>Ernie
',,'',,'',,',,'
Roy Wright 512.378.1234 mailto:royw@cisco.com
Cisco Systems import com.cisco.std-disclaimer
Message 22
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| Subject: | Accident statistics |
--> Yak-List message posted by: Gus Fraser <fraseg@comcast.net>
* number nine cylinder front spark plug was found ejected from the cylinder,
three others loose
Nothing to do with the design of Yak aircraft. This I know.
Gus
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Roy O. Wright
Subject: Re: Yak-List: Accident statistics
--> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
Mechanical causes or contributing factors:
* in-flight failure of a carburetor/fuel line fitting
* number nine cylinder front spark plug was found ejected from the cylinder,
three others loose.
* clogged fuel vent line due to a mud dauber nest
* the brakes not available to the pilot. Factors were the improperly
serviced
brake system, the improper adjustment of the brakes by maintenance
personnel
* an inadequate preflight by unknown person(s), sometime before the flight,
by
failing to avoid a hydraulic lock (from oil seepage) in the #5 cylinder,
which resulted in a bent connecting rod, subsequent failure of the #5
piston,
and loss of engine power
* The right main landing gear did not fully extend for an undetermined
reason.
Factors that contributed to the accident were: an engine power loss for
unknown reasons and the rough terrain
* partial loss of engine power due to separation of the No.9 cylinder from
the
engine
* a loss of engine power due to failure of the pressure carburetor diaphragm
which led to restricted fuel flow through the carburetor and eventual fuel
starvation.
* the pilot's operation of the airplane with a known deficiency in the fuel
selector, and his improper positioning of the fuel selector. A factor
relating to the accident was: the fuel selector's restriction of movement
Several of these were combined with inadvertent stalls.
Have fun,
Roy
At 06:16 PM 1/17/2003 -0500, Ernie wrote:
>--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
>hmm I'm a little dismayed at the high number of mechanical failures.
>Generally in the GA world, mechanical failure is a very small percentage of
>the total accident figure with something like 95% attributable to pilot
>error. But I guess given the small sample not much can be extrapolated from
>these numbers.
>
>Ernie
',,'',,'',,',,'
Roy Wright 512.378.1234 mailto:royw@cisco.com
Cisco Systems import com.cisco.std-disclaimer
Message 23
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| Subject: | Re: Accident statistics |
--> Yak-List message posted by: "Doug" <rvfltd@televar.com>
If I recall this accident correctly the problem (more correctly the start of
the problem) was with the Russian spark plugs blowing out the center of the
plug on take off. Russian plugs seem to have this shortcoming, while the
Chinese plugs do not. I am told it's because they (Russian plugs) have
been overhauled so many times where as the Chinese plugs are new (they do
not overhaul their plugs). Has anyone out there seen this failure in a
Chinese plug?
Doug Sapp
----- Original Message -----
From: "Gus Fraser" <fraseg@comcast.net>
Subject: RE: Yak-List: Accident statistics
> --> Yak-List message posted by: Gus Fraser <fraseg@comcast.net>
>
> * number nine cylinder front spark plug was found ejected from the
cylinder,
> three others loose
> Nothing to do with the design of Yak aircraft. This I know.
>
> Gus
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com]On Behalf Of Roy O. Wright
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Accident statistics
>
>
> --> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
>
> Mechanical causes or contributing factors:
>
> * in-flight failure of a carburetor/fuel line fitting
> * number nine cylinder front spark plug was found ejected from the
cylinder,
> three others loose.
> * clogged fuel vent line due to a mud dauber nest
> * the brakes not available to the pilot. Factors were the improperly
> serviced
> brake system, the improper adjustment of the brakes by maintenance
> personnel
> * an inadequate preflight by unknown person(s), sometime before the
flight,
> by
> failing to avoid a hydraulic lock (from oil seepage) in the #5 cylinder,
> which resulted in a bent connecting rod, subsequent failure of the #5
> piston,
> and loss of engine power
> * The right main landing gear did not fully extend for an undetermined
> reason.
> Factors that contributed to the accident were: an engine power loss for
> unknown reasons and the rough terrain
> * partial loss of engine power due to separation of the No.9 cylinder from
> the
> engine
> * a loss of engine power due to failure of the pressure carburetor
diaphragm
> which led to restricted fuel flow through the carburetor and eventual
fuel
> starvation.
> * the pilot's operation of the airplane with a known deficiency in the
fuel
> selector, and his improper positioning of the fuel selector. A factor
> relating to the accident was: the fuel selector's restriction of
movement
>
> Several of these were combined with inadvertent stalls.
>
> Have fun,
> Roy
>
>
> At 06:16 PM 1/17/2003 -0500, Ernie wrote:
> >--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >
> >hmm I'm a little dismayed at the high number of mechanical failures.
> >Generally in the GA world, mechanical failure is a very small percentage
of
> >the total accident figure with something like 95% attributable to pilot
> >error. But I guess given the small sample not much can be extrapolated
from
> >these numbers.
> >
> >Ernie
>
> ',,'',,'',,',,'
> Roy Wright 512.378.1234 mailto:royw@cisco.com
> Cisco Systems import com.cisco.std-disclaimer
>
>
Message 24
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| Subject: | Infant Mortality? |
--> Yak-List message posted by: Craig Payne <cpayne@mc.net>
And these are just the REPORTED incidents. We ALL know of other,
unreported difficulties. Sometimes pilot error with the systems,
sometimes maintenance. I wonder how many of these problems occur early
in their service life after setup/restoration and FAA certification??
Craig Payne
>Roy O. Wright wrote:
>
> --> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
>
> Mechanical causes or contributing factors:
>
> * in-flight failure of a carburetor/fuel line fitting
> * number nine cylinder front spark plug was found ejected from the cylinder,
> three others loose.
> * clogged fuel vent line due to a mud dauber nest
> * the brakes not available to the pilot. Factors were the improperly serviced
> brake system, the improper adjustment of the brakes by maintenance personnel
> * an inadequate preflight by unknown person(s), sometime before the flight, by
> failing to avoid a hydraulic lock (from oil seepage) in the #5 cylinder,
> which resulted in a bent connecting rod, subsequent failure of the #5 piston,
> and loss of engine power
> * The right main landing gear did not fully extend for an undetermined reason.
> Factors that contributed to the accident were: an engine power loss for
> unknown reasons and the rough terrain
> * partial loss of engine power due to separation of the No.9 cylinder from the
> engine
> * a loss of engine power due to failure of the pressure carburetor diaphragm
> which led to restricted fuel flow through the carburetor and eventual fuel
> starvation.
> * the pilot's operation of the airplane with a known deficiency in the fuel
> selector, and his improper positioning of the fuel selector. A factor
> relating to the accident was: the fuel selector's restriction of movement
>
> Several of these were combined with inadvertent stalls.
>
> Have fun,
> Roy
====================================================================
Message 25
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| Subject: | Re: Yak-List Digest: 17 Msgs - 01/16/03 |
--> Yak-List message posted by: John W Finley <finleycj6@juno.com>
Roy, The SCUBA tank is for recharging the main/emergency tanks if they
are depleted and you are somewhere away from a suitable air source.
...John
Message 26
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| Subject: | Re: Infant Mortality? |
--> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
All but two reports did not have any hint at time in service.
One was imported 10 months before accident, but the owner/copilot
only had 1.5 hours in type. The other owner was reported as
afraid of the plane.
The other report just listed engine time since new as 425 hours.
I've included the links to each report in-line.
Also I tried the FAA incident/accident database query "National
Aviation Safety Data Analysis Center" at https://www.nasdac.faa.gov/pls/nasdac/NASDAC.wwa_app_module.show?p_sessionid=110949
but neither Yakovlev nor Nanchang were listed in the query's
Aircraft Make drop-down list box. So no joy.
Have fun,
Roy
At 07:06 PM 1/17/2003 -0600, Craig Payne wrote:
>--> Yak-List message posted by: Craig Payne <cpayne@mc.net>
>
>And these are just the REPORTED incidents. We ALL know of other,
>unreported difficulties. Sometimes pilot error with the systems,
>sometimes maintenance. I wonder how many of these problems occur early
>in their service life after setup/restoration and FAA certification??
>
>Craig Payne
>
>>Roy O. Wright wrote:
>>
>> --> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
>>
>> Mechanical causes or contributing factors:
>>
>> * in-flight failure of a carburetor/fuel line fitting
http://www.ntsb.gov/ntsb/brief.asp?ev_id=20020723X01182&key=1
>> * number nine cylinder front spark plug was found ejected from the cylinder,
>> three others loose.
http://www.ntsb.gov/ntsb/brief.asp?ev_id=20020722X01176&key=1
>> * clogged fuel vent line due to a mud dauber nest
http://www.ntsb.gov/ntsb/brief.asp?ev_id=20010724X01489&key=1
>> * the brakes not available to the pilot. Factors were the improperly serviced
>> brake system, the improper adjustment of the brakes by maintenance personnel
http://www.ntsb.gov/ntsb/brief.asp?ev_id=20001212X21407&key=1
>> * an inadequate preflight by unknown person(s), sometime before the flight,
by
>> failing to avoid a hydraulic lock (from oil seepage) in the #5 cylinder,
>> which resulted in a bent connecting rod, subsequent failure of the #5 piston,
>> and loss of engine power
YAK-18T:
pilot 0 hrs in type, copilot/owner 1.5 hours in type. Imported 10 months prior
to accident. This was pre-purchase flight with pilot being the purchaser.
Full details: http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20001208X06957&ntsbno=NYC97FA011&akey=1
>> * The right main landing gear did not fully extend for an undetermined reason.
>> Factors that contributed to the accident were: an engine power loss for
>> unknown reasons and the rough terrain
http://www.ntsb.gov/ntsb/brief.asp?ev_id=20001213X29500&key=1
>> * partial loss of engine power due to separation of the No.9 cylinder from the
>> engine
the engine had accumulated about 425 hours since new.
http://www.ntsb.gov/ntsb/brief.asp?ev_id=20001211X10157&key=1
>> * a loss of engine power due to failure of the pressure carburetor diaphragm
>> which led to restricted fuel flow through the carburetor and eventual fuel
>> starvation.
http://www.ntsb.gov/ntsb/brief.asp?ev_id=20001208X05747&key=1
>> * the pilot's operation of the airplane with a known deficiency in the fuel
>> selector, and his improper positioning of the fuel selector. A factor
>> relating to the accident was: the fuel selector's restriction of movement
http://www.ntsb.gov/ntsb/brief.asp?ev_id=20001207X04183&key=1
',,'',,'',,',,'
Roy Wright 512.378.1234 mailto:royw@cisco.com
Cisco Systems import com.cisco.std-disclaimer
Message 27
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|
--> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
John,
Thank you. Much better answer than diving yaks, etc... <g>
So it's not actually hooked into the air system?
I'm guessing it's plumbed so when you are on the ground and
discover the main tank is empty, you open a valve, fill the
main, close the valve. How do you handle charging it? Just
wait until the next opportunity, or does it take a feed from
the on-board compressor?
This sounds like a good mod once my yak arrives. There are
a few places that I fly that don't have much ground support...
There was also mention of kevlar tanks. Is that a dollar
vs. weight tradeoff or are there other advantages?
Also what are the recommended methods to secure the tank?
I can just picture it coming loose during hard akro. 8-O
Thank you,
Roy
At 07:16 PM 1/17/2003 -0500, you wrote:
>--> Yak-List message posted by: John W Finley <finleycj6@juno.com>
>
>Roy, The SCUBA tank is for recharging the main/emergency tanks if they
>are depleted and you are somewhere away from a suitable air source.
>...John
',,'',,'',,',,'
Roy Wright 512.378.1234 mailto:royw@cisco.com
Cisco Systems import com.cisco.std-disclaimer
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