Today's Message Index:
----------------------
1. 07:59 AM - I have just seen.... (Barry Hancock)
2. 08:37 AM - Re: I have just seen.... (Petri, David S. CDR NNSOC)
3. 08:43 AM - Re: YAK Paint (Rick Basiliere)
4. 12:38 PM - hammerheads (Dave Laird)
5. 01:38 PM - Starting Question (Ernie)
6. 01:45 PM - Re: Starting Question (ron wasson)
7. 02:32 PM - Re: Starting Question (Brian Lloyd)
8. 02:33 PM - Re: YAK Paint (Brian Lloyd)
9. 03:04 PM - Re: Starting Question (Doug)
10. 03:55 PM - Re: Starting Question (Ernie)
11. 04:10 PM - Re: Starting Question (Ernie)
12. 05:16 PM - Re: Starting Question (Brian Lloyd)
13. 06:14 PM - Re: Starting Question (A. Dennis Savarese)
14. 06:35 PM - Tonights program (Ernie)
15. 09:19 PM - Wiring Diagram (Dennis Von Ruden)
16. 09:28 PM - Re: hammerheads (Rick Basiliere)
17. 09:53 PM - Re: hammerheads (eugene stansbery)
18. 10:51 PM - Re: hammerheads (cjpilot710@aol.com)
Message 1
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| Subject: | I have just seen.... |
--> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
...one of the great historical moments of my lifetime....again paid for
with the blood of American soldiers. We have liberated a people and
given them something most of them have never experienced - hope.
To all those on this list that have served our country, we are indebted
to you, we are proud of you.
Cheers,
Barry
Barry Hancock
Red Stars, Inc.
949.300.5510
www.allredstar.com
"Communism - Lousy Politics, Great Airplanes"
Message 2
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| Subject: | I have just seen.... |
--> Yak-List message posted by: "Petri, David S. CDR NNSOC" <David.Petri@ARSPACE.ARMY.MIL>
I particularly enjoyed watching the fellas dragging the statue head back and
forth in the background of a fixed camera shot. Good thing the Marines
brought along their tank extractor vehicle.
Cheers,
Dave
-----Original Message-----
From: Barry Hancock [mailto:radialpower@cox.net]
Subject: Yak-List: I have just seen....
--> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
...one of the great historical moments of my lifetime....again paid for
with the blood of American soldiers. We have liberated a people and
given them something most of them have never experienced - hope.
To all those on this list that have served our country, we are indebted
to you, we are proud of you.
Cheers,
Barry
Barry Hancock
Red Stars, Inc.
949.300.5510
www.allredstar.com
"Communism - Lousy Politics, Great Airplanes"
Message 3
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--> Yak-List message posted by: "Rick Basiliere" <discrab@earthlink.net>
Not a sage, but... George Coy had my Yak-55 done in Acri-Glo a two part
epoxy paint from what I know. The paint job is not only beautiful, see
photo list, but durable. The portions that get exhaust burns clean right
up. I couldn't be more pleased. The fabric sections, the elevator and
rudder have stood up perfectly to Advanced and Unlimited competitive
aerobatics, Tailslides, tumbles, etc. Paint job now 6 years old. Rick B
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Frank Haertlein
Subject: Yak-List: YAK Paint
--> Yak-List message posted by: "Frank Haertlein"
<yak52driver@earthlink.net>
Yaksters;
I'm getting some conflicting advice when it comes to paint selection for
my 52. I know enough to choose a flexible paint since we have cloth
control surfaces. It's my understanding that a poli-urethane is the best
selection (i.e. Imron is one brand of poli-urethane although an
expensive one).
What prompts me to write is weather or not to use a one step process
that doesn't require a clear coat or to use the two part process that
does. Any sage out there want to enlighten us laymen on the intricacies
of paint selection?
Frank
N911OM
Message 4
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--> Yak-List message posted by: Dave Laird <dave@davelaird.com>
ok.... I've had my CJ for several months now...
I did my checkout with Brian Lloyd (it was his aircraft I bought).
I do simple recreational akro in it...
Here's the problem:
My Hammerheads suck!
I have only done ONE that felt right to me.... you guys/girls know,
like the aircraft is pivoting around your belly-button? only one of
those... :(
Other than that, I have had many psuedo hammerheads....
that look ok from the ground...but in the cockpit just don't "feel"
right.
I have had them try to go into an inverted spin.
I have had them rotate nose down over the top...
So, I need someone near Dallas to help me!
I think I just don't have the timing down right. I have never let a
botched Hammer develop into a tail-slide... but I think that this fear
of tail-slides is working AGAINST me. I did a couple of GREAT Hammers
in an Extra 300L... and I have way more "feel" (read:experience) in the
CJ than I did in the 300L. But I let the speed bleed WAY down in the
Extra...and it had enough power to make me look good and rotate
beautifully... (and it didn't matter if I let it get too slow and it
turned into a tail slide, 'cuz it wouldn't break!)
Any help from the list would be great!
"Betty", my CJ6A, is a stock 285HP version.
All my Hammerheads are to the right.
Do you use an actual airspeed? I can't seem to look inside to the
panel at that point of the maneuver.
Or do you guys/girls wait for the slipstream buffet before pushing the
rudder?
Dave Laird
N63536 "Betty"
Dallas
Message 5
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| Subject: | Starting Question |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
Guys/Gals
Last Sun coming home from S&F I had started my engine as usual, then a spat of
mechanical problems with other airplanes forced me to shut down, when I tried
to re-start, the prop turned a few blades then stopped and hissed. I got out,
move the prop, and it did it again, I then moved the prop by hand one more time
and she started.
I performed a compression check and my compressions are mostly mid 70's with a
low of 68 and a high of 79.
Does anyone know why this may have happned??? I've had two subsequent starts without
a problem.
Ernie
Message 6
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| Subject: | Re: Starting Question |
--> Yak-List message posted by: ron wasson <ronwasson@mindspring.com>
You might have a sticking or leaking valve that allows the starter air to
escape from that cylinder. If that cyl is one of the first to get air then
you do not have enough push to get past it to the next. Most valve problems
are exhaust and you will hear the hiss in the exhaust as the starter air
escapes.
Ron
Message 7
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| Subject: | Re: Starting Question |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Ernie wrote:
> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
> Guys/Gals
>
> tried to re-start, the prop turned a few blades then stopped and hissed. I
> got out, move the prop, and it did it again, I then moved the prop by hand
> one more time and she started.
>
> Does anyone know why this may have happned??? I've had two subsequent starts
> without a problem.
Check your air distributor timing.
--
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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--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Frank Haertlein wrote:
> --> Yak-List message posted by: "Frank Haertlein" <yak52driver@earthlink.net>
>
> Yaksters;
>
> I'm getting some conflicting advice when it comes to paint selection for
> my 52. I know enough to choose a flexible paint since we have cloth
> control surfaces. It's my understanding that a poli-urethane is the best
> selection (i.e. Imron is one brand of poli-urethane although an
> expensive one).
>
> What prompts me to write is weather or not to use a one step process
> that doesn't require a clear coat or to use the two part process that
> does. Any sage out there want to enlighten us laymen on the intricacies
> of paint selection?
I prefer a two-part linear polyurethane paint like Imron, Awlgrip, etc.
Aircraft Finishing Systems has a waterborne linear polyurethane coating system
for aircraft that is a lot easier and safer to apply.
If you go with linear polyurethane you won't need a clear coat if you are
careful. I just did the hulls of my boat using Awlgrip and we applied it by
roller and then brushed it out (no spray). The gloss is fantastic and no
clear-coat was needed.
My CJ was done with Imron and it didn't need a clear-coat either.
--
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: Starting Question |
--> Yak-List message posted by: "Doug" <rvfltd@televar.com>
You have a gunked up distribution valve, it's not rotating properly. I have
never timed one myself, so take care when to take it apart to get it put
back together the same way. Good luck
Doug Sapp
----- Original Message -----
From: "Ernie" <ernest.martinez@oracle.com>
Subject: Yak-List: Starting Question
> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
> Guys/Gals
>
> Last Sun coming home from S&F I had started my engine as usual, then a
spat of mechanical problems with other airplanes forced me to shut down,
when I tried to re-start, the prop turned a few blades then stopped and
hissed. I got out, move the prop, and it did it again, I then moved the prop
by hand one more time and she started.
>
> I performed a compression check and my compressions are mostly mid 70's
with a low of 68 and a high of 79.
>
> Does anyone know why this may have happned??? I've had two subsequent
starts without a problem.
>
> Ernie
>
>
Message 10
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| Subject: | Re: Starting Question |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
And how do I accomplish that may I ask???
Ernie
----- Original Message -----
From: "Brian Lloyd" <brian@lloyd.com>
Subject: Re: Yak-List: Starting Question
> --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
>
> Ernie wrote:
> > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >
> > Guys/Gals
> >
> > tried to re-start, the prop turned a few blades then stopped and hissed.
I
> > got out, move the prop, and it did it again, I then moved the prop by
hand
> > one more time and she started.
> >
> > Does anyone know why this may have happned??? I've had two subsequent
starts
> > without a problem.
>
> Check your air distributor timing.
> --
>
> 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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| Subject: | Re: Starting Question |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
Thanks Guys,
It may have been a heat problem since I've never started the engine while it
was hot like that and my air was depleted a bit from the first start. If it
happens again I'll consider taking the distributor apart :(
Ernie
----- Original Message -----
From: "Doug" <rvfltd@televar.com>
Subject: Re: Yak-List: Starting Question
> --> Yak-List message posted by: "Doug" <rvfltd@televar.com>
>
> You have a gunked up distribution valve, it's not rotating properly. I
have
> never timed one myself, so take care when to take it apart to get it put
> back together the same way. Good luck
>
> Doug Sapp
> ----- Original Message -----
> From: "Ernie" <ernest.martinez@oracle.com>
> To: <yak-list@matronics.com>
> Subject: Yak-List: Starting Question
>
>
> > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >
> > Guys/Gals
> >
> > Last Sun coming home from S&F I had started my engine as usual, then a
> spat of mechanical problems with other airplanes forced me to shut down,
> when I tried to re-start, the prop turned a few blades then stopped and
> hissed. I got out, move the prop, and it did it again, I then moved the
prop
> by hand one more time and she started.
> >
> > I performed a compression check and my compressions are mostly mid 70's
> with a low of 68 and a high of 79.
> >
> > Does anyone know why this may have happned??? I've had two subsequent
> starts without a problem.
> >
> > Ernie
> >
> >
>
>
Message 12
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| Subject: | Re: Starting Question |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Ernie wrote:
> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
> And how do I accomplish that may I ask???
Oh, you would ask that question, wouldn't you. :-)
I think I can see from the explooded drawings how it is done but I am not going
to claim to be an authority in this area. That is the long way of saying, "I
don't know for sure but I can guess." Let's see if someone else responds.
--
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 13
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| Subject: | Re: Starting Question |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
If it is an exhaust valve Ernie, you can easily lap the valve while it
remains in the cylinder. Solves many an exhaust valve problem. Could also
be something in the air distributor. But more than likely Ron is right on
the money.
Dennis Savarese
----- Original Message -----
From: "ron wasson" <ronwasson@mindspring.com>
Subject: Re: Yak-List: Starting Question
> --> Yak-List message posted by: ron wasson <ronwasson@mindspring.com>
>
> You might have a sticking or leaking valve that allows the starter air to
> escape from that cylinder. If that cyl is one of the first to get air then
> you do not have enough push to get past it to the next. Most valve
problems
> are exhaust and you will hear the hiss in the exhaust as the starter air
> escapes.
>
> Ron
>
>
Message 14
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| Subject: | Tonights program |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
I'm sitting here watching Lester Holt interviewing Col Hackworth and I'm shocked
at what I heard.
Firstly Mr Holt addressed the Col, as "One of the few military analysts who supported
the plan"
My Butt!!! Just last week on your program the good Col, was on saying that this
was Vietnam all over again and that we didnt send enough troops and he then proceeded
to compare Sec, Donald Rumsfeld to Robert MacNamara saying that "he looks
like Macnamara with his steel rimmed glasses trying to fight the war on the
cheap"
I've been jumping between Fox News and your broadcast during the course of the
war and I enjoyed your not so right wing coverage of the war, but this has got
me hopping mad. It seems Mr Holt will say anything to defend his analyst vs
the other broadcasters "Arm Chair Generals".
I dont mind if Hackworth backpeddles his way out of his analysys, but your network
shouldnt help him. Geeze I may as well be watching Al Jazeera.
Ernie Martinez
Message 15
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--> Yak-List message posted by: "Dennis Von Ruden" <dvonruden@generalequip.com>
I am in the process of completing a long and quality restoration program
for my CJ. The original wiring was removed along with the original
radios, etc. I am now attempting to rewire the aircraft and am wondering
if someone who has already rewired their aircraft might have a more
simplified wiring diagram that could be purchased. Although my formal
education is in aeronautical engineering...I can assure you that we did
not spend a lot of time at the University of Minnesota figuring out how
to wire aircraft. I have all the original wiring diagrams and everything
available off the web.
The recent comments regarding liability are of great interest. My
company manufactures light construction equipment. I have probably been
involved with more product liability litigation than most people on this
list. However, we still need to move forward and address product
liability in a straight forth manner. If we don't fight for real change
in our system, then the bad guys will eventually win...and what really
made this country great...the chance to make a buck fair and
square...will become forever lost. Thanks for the soap box.
Dennis Von Ruden
General Equipment Company
Owatonna, MN 55060
dvonruden@generalequip.com
Message 16
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--> Yak-List message posted by: "Rick Basiliere" <discrab@earthlink.net>
Dave; Never done it in a CJ but...
1. first and foremost make sure you are vertical. Check your wing (left or
right) against the horizon. The Russians use the pitot tube on the -52s, if
the CJ has the same type of HUGE tube.
2. If I remember the -52 manual says to kick right at 70 kph, 90 if you
kick left. A good speed to start. you may "fly over" but you will in no
way tailslide.
3. If you kick right watch the left wing for vertical, when you feel slow
glance at airspeed (kick@70) on your way to look at the right wing. Note
the right wing's position relative to the earth, i.e.. lined up with or
parallel with a section line for instance. The nose should cross through
the exact spot the wing was before the kick. This is adjusted by forward or
back stick. then the left wing is watched to slice through the same spot on
the horizon. If the wing slides left or right along the horizon you are
torquing, use aileron to stop that movement.
4. I'm not sure how much feel your ship will give you for when to kick. My
Sukhoi manual says to kick right at 50 and left at 70, so there is what a
World Championship aircraft says.
5. I've seen the CJ and appreciate it. My perception of it re:hammerheads
is that the prop is small compared to Yak-52 and the rudder seems smaller so
you will have less rudder effectiveness (as you had in the Extra) so you
will need to kick sooner read: faster than other a/c. However, you should
have beaucoup (damn that French slipping out!) elevator effectiveness at
high power to allow for a great hammer, nice and straight through the
horizon.
6. With all the elevator authority you should have no problem with the
dreaded (please don't dread them) tailslides. It is very difficult (I can't
even do it) to tell flying backwards without a string on a sight gauge or
the like. So, if you fall forward or back don't fight it just push or pull
the stick to go with what the airplane is doing - don't fight it. Pull
power and the nose will point down - recover. I can't imagine a person
goofing up a hammerhead and then doing a perfect tailslide i.e.. a straight
rearward slide. It will flop.
7. The infamous and oft done "hammer-snap" to an inverted spin, you will
see them more often in Contests than competitors would hope. Usually,
Decathlons and Pitts. Aircraft with not the best slow speed authority. This
is done by kicking while the a/c is on its back. Negative up- in the
parlance. Don't be negative. If you enter an inverted spin- no big
deal -recover by power to idle, rudder opposite what you did to initiate it,
the nose will point down, fly out. Eliminate the possibility of this by
being vertical and flying the a/c - right wing - nose- left wing through the
same spot on the horizon. You won't go on your back this way. If you don't
have control to make the a/c do this pull power - flop- and try again, just
don't allow yourself to get on your back prior to the kick.
8. NOW THE BIG CAVEAT - GET THE DUAL IT TAKES TO GET YOU SAFELY AND
CONFIDENTLY THROUGH ANY AEROBATICS. REMEMBER THE RECORD FOR LOW LEVEL
AEROBATICS CAN ONLY BE TIED, AND ONLY ONCE! I really should have said this
first. Contact the IAC.org to find a local Chapter and they will be able to
direct you to a great aerobatics instructor.
Respectfully, Rick (Unlimited competitor and Yak-52 Akro instructor and
Sukhoi driver/instructor)
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Dave Laird
Subject: Yak-List: hammerheads
--> Yak-List message posted by: Dave Laird <dave@davelaird.com>
ok.... I've had my CJ for several months now...
I did my checkout with Brian Lloyd (it was his aircraft I bought).
I do simple recreational akro in it...
Here's the problem:
My Hammerheads suck!
I have only done ONE that felt right to me.... you guys/girls know,
like the aircraft is pivoting around your belly-button? only one of
those... :(
Other than that, I have had many psuedo hammerheads....
that look ok from the ground...but in the cockpit just don't "feel"
right.
I have had them try to go into an inverted spin.
I have had them rotate nose down over the top...
So, I need someone near Dallas to help me!
I think I just don't have the timing down right. I have never let a
botched Hammer develop into a tail-slide... but I think that this fear
of tail-slides is working AGAINST me. I did a couple of GREAT Hammers
in an Extra 300L... and I have way more "feel" (read:experience) in the
CJ than I did in the 300L. But I let the speed bleed WAY down in the
Extra...and it had enough power to make me look good and rotate
beautifully... (and it didn't matter if I let it get too slow and it
turned into a tail slide, 'cuz it wouldn't break!)
Any help from the list would be great!
"Betty", my CJ6A, is a stock 285HP version.
All my Hammerheads are to the right.
Do you use an actual airspeed? I can't seem to look inside to the
panel at that point of the maneuver.
Or do you guys/girls wait for the slipstream buffet before pushing the
rudder?
Dave Laird
N63536 "Betty"
Dallas
Message 17
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--> Yak-List message posted by: "eugene stansbery" <estansbery@houston.rr.com>
Dave,
My mechanic, who was an aerobatic pilot, says the rudder is too small on the
CJ to do hammerheads. You might be able to increase the area of the rudder.
He is in the Houston area if you would like to talk to him.
Gene Stansbery
N2278
----- Original Message -----
From: "Dave Laird" <dave@davelaird.com>
Subject: Yak-List: hammerheads
> --> Yak-List message posted by: Dave Laird <dave@davelaird.com>
>
> ok.... I've had my CJ for several months now...
> I did my checkout with Brian Lloyd (it was his aircraft I bought).
> I do simple recreational akro in it...
>
> Here's the problem:
>
> My Hammerheads suck!
>
> I have only done ONE that felt right to me.... you guys/girls know,
> like the aircraft is pivoting around your belly-button? only one of
> those... :(
> Other than that, I have had many psuedo hammerheads....
> that look ok from the ground...but in the cockpit just don't "feel"
> right.
> I have had them try to go into an inverted spin.
> I have had them rotate nose down over the top...
>
> So, I need someone near Dallas to help me!
>
> I think I just don't have the timing down right. I have never let a
> botched Hammer develop into a tail-slide... but I think that this fear
> of tail-slides is working AGAINST me. I did a couple of GREAT Hammers
> in an Extra 300L... and I have way more "feel" (read:experience) in the
> CJ than I did in the 300L. But I let the speed bleed WAY down in the
> Extra...and it had enough power to make me look good and rotate
> beautifully... (and it didn't matter if I let it get too slow and it
> turned into a tail slide, 'cuz it wouldn't break!)
>
>
> Any help from the list would be great!
>
> "Betty", my CJ6A, is a stock 285HP version.
> All my Hammerheads are to the right.
> Do you use an actual airspeed? I can't seem to look inside to the
> panel at that point of the maneuver.
> Or do you guys/girls wait for the slipstream buffet before pushing the
> rudder?
>
>
> Dave Laird
> N63536 "Betty"
> Dallas
>
>
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--> Yak-List message posted by: cjpilot710@aol.com
Dave,
Hammerhead turns are not the CJ's forte. I've found it harder than the
Pitts, I use to fly. In the Pitts, like you, I felt like I was rotating
around my belly button. I would close the throttle as the nose approached
the horizon to keep the prop from rolling the airplane inverted. I'd use the
elevator to position the nose across the spot on where the vertical line
crossed the horizon.
With my M-14p, paddle proped CJ, I do my little routine with the power set at
a constant 2400 rpm and 750 to 800 whatits, even though the hammerhead turns.
First, I do not go perfectly vertical, maybe 5 degrees short. At about
120-130 kph (I'm guessing here because I do this by feel and I'm watching the
right horizon) I start kicking in right rudder. I use the ailerons to keep
the wing vertical as it approaches the horizon and often find that I've had
to push the stick forward in order to get the nose to cross the horizon where
the wing was. At no time do I feel like I've rotated around the plane's
vertical axis, but flown around the right wing tip.
To do a true hammerhead in the CJ, I think the rudder is a little to small at
those low speeds plus the 5 degrees of dihedral with 3 degrees of twist,
along with its rather long fuselage, don't help. It could be that I'm doing
them totally wrong (most likely), but this seems to be the only way (for me)
to do something that looks a hammerhead. BTW I can do my little routine
which include a Cuban 8, loop, barrel roll, 4 point roll, 45 degree climb
with a half roll than a pull to level with hammerheads on each return with
the power constant and I never pull more than 2 1/2 to 3 g.
Jim
"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
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