Today's Message Index:
----------------------
1. 12:50 AM - crotch strap (Mark Jefferies)
2. 05:51 AM - Re: Let's re-examine wing and airframe fatigue life (A. Dennis Savarese)
3. 07:33 AM - Compressor (Tom Johnson)
4. 08:38 AM - Re: Compressor (Gus Fraser)
5. 08:51 AM - Re: Compressor (A. Dennis Savarese)
6. 09:44 AM - Re: Compressor (Gus Fraser)
7. 10:25 AM - Re: Compressor (William Halverson)
8. 07:38 PM - Compressor failure solved. (Tom Johnson)
9. 09:19 PM - emergency bottle leak (Rick Swanson)
Message 1
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--> Yak-List message posted by: "Mark Jefferies" <mark@yakuk.com>
I hope everyone has removed the "A" frame crotch strap attachment extension. There
is a directive on this as in some configurations THE CONTROLS WILL GET JAMED,
guess what the result is!!!
MJ
Bill,
As I recall the attachment fitting on the crotch strap in the 52 is somewhat
unique so we sent it to Hooker when ordering the harness and they duplicated
the old strap length when it was sewn in. Great harness and good people to
work with, call them.
bob
Message 2
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| Subject: | Re: Let's re-examine wing and airframe fatigue life |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Frank,
As far as I'm concerned this issue is over. Anyone who wishes to debate it
further can do so off-list. I also concur with your comments and will also
continue to fly my airplane with the same utmost confidence in it's
structural integrity.
Thank you for what I interpret as your agreement with my previous posts.
Dennis Savarese
----- Original Message -----
From: "Frank Haertlein" <yak52driver@earthlink.net>
Subject: Yak-List: Let's re-examine wing and airframe fatigue life
> --> Yak-List message posted by: "Frank Haertlein"
<yak52driver@earthlink.net>
>
> Dennis;
> If we are worried about YAK-52's shedding wings then you seriously have
> to consider the weaker wings on the CJ-6 or most any other aircraft.
> Judging from what I've read, CJ-6's should be grounded....that is they
> usually have much higher airframe hours than YAK-52's. But then,
> realistically, the CJ-6 wing is strong and the YAK-52 wing is stronger
> yet so where the hell is this going?.
>
> The 100% over design load margin engineered into the YAK-52 speaks to
> it's superior strength. I might add that 100% over design is a standard
> of strength seldom seen in Western aircraft. I can't imagine someone
> pulling plus 7G and minus 5G every time they flew their aircraft. You'd
> have to fly like a crazy maniac every time you flew to approach the
> design service life of YAK-52 wings. Who do you know that flies like
> that?
>
> If you want to apply the benefits of a realistic engineering analysis on
> the airframe life of your airplane you would need to quantify the number
> and severity of "G" cycles the wings are subject to. Most any other
> method of measuring wing fatigue life is a guess. Short of having a data
> acquisition system logging "G" data every time you flew, wing fatigue
> life is at best a conservative estimate. Most engineers will take the
> worst case scenario and publish specifications for that scenario. This
> "engineered scenario" has little relation to the reality of how we fly
> our planes. Do we all slam and bang our airplanes around every flight?
> That seems to me what you'd have to do to approach the design limits of
> the airframe.
>
> A more accurate approach to design service life would be to integrate a
> data logging system into our aircraft that logs all "G" data for the
> life of the aircraft. This data would serve as a cumulative meter of "G"
> loading and thus would be much more accurate in estimating design
> service life than a typical "conservative engineering estimate" could
> ever hope to achieve. There is a severe disconnect between the realities
> of our flying and engineering estimates (I would add that this estimate
> is biased in favor of your spending more on possibly un-needed
> upgrades). With the advent of glass cot pits and computers in aircraft,
> quantifying airframe stresses would be an easily achievable goal and
> thus once and for all eliminating the guess work on airframe life that
> seems to work to our disadvantage.
>
> Frank
> N911OM
>
> PS...... For now, I will continue to venture forth with the utmost of
> confidence in the brute strength and railroad tie stiffness of the
> YAK-52 wing.
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of A. Dennis
> Savarese
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Yak 52 Service Bulletin 107
>
>
> --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
>
> One has to understand and realize that most of the YAK 52's that have
> been imported and will be imported have considerably low airframe times.
> Like 400, 500, 600 or 700 hours as an example. The aircraft that I will
> bring in
> are zero time, airframe, engine and prop. Complete overhauls. I
> would
> agree with your analogy in paragraph one of your email if the YAK 52 had
> an equivalent number of airframe hours as a 150/152 and 172. But, using
> my own personal airplane as the example, this airplane was imported with
> 505 hours total time in 1996. It stopped flying in 1991. I know how I
> have flown it and quite frankly, it's been babied compared to it's
> previous life. I have owned the airplane almost 4 years now. The
> previous US owner flew it pretty much just like l do. Given these
> facts, it is unlikely this airplane in 500 hours of flight time in 10
> years of flying (humm, let's see, that's only about 50 hours a year) in
> a former eastern block country was "driven closer to their (its)
> structural design limits more often and for longer periods of time than
> are C-150s and C-172s." compared to a 22 year old 152/172 with 8000 plus
> hours on it.
>
> I completely agree with you about YAK 52's shedding wings anytime soon
> though. Dennis Savarese
>
> ----- Original Message -----
> From: "Brian Lloyd" <brian@lloyd.com>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: Yak 52 Service Bulletin 107
>
>
> > --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
> >
> > A. Dennis Savarese wrote:
> > > a YAK 52 at 1000 hours or even 5000 hours with or without SB107
> > > versus a 150/152 with an national average of around 8500 hours or a
> > > 172 with
> 17,000
> > > hours? Which one would you have more confidence in it's structural
> > > integrity?
> >
> > Aluminum structures have a fatigue life which steel structures
> > ususally
> don't
> > (it depends on the type of steel). As the load approaches the design
> limits the
> > fatigue life gets *much* shorter. I suspect that Yak-52s are driven
> closer to
> > their structural design limits more often and for longers periods of
> > time
> than
> > are C-150s and C-172s.
> >
> > Regardless, I doubt that Yak-52s are likely to start shedding wings
> > any
> time soon.
> >
> > --
> >
> > 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
> > GMT-4
> >
> >
>
>
> direct advertising on the Matronics Forums.
>
>
Message 3
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--> Yak-List message posted by: "Tom Johnson" <tjohnson@cannonaviation.com>
I pulled my compressor, from the Yak today.
Not too bad to get off. It wanted some blood, and grunting, but once the
blood was dripping pretty good, it slid right out.
It does require blood from BOTH hands, so don't be shy. :)
It took me less than 2 hours, which included several breaks, including some "first
aid" breaks (its a Safety Wire minefield in there!)
Now that I've done it, next time it would be a 45 minute job.
Had to remove the big exhaust stack with the heat muff, and the blast tube
for compressor cooling.
Immediately obvious that the "Sheer Couple" had failed (er, . . performed?).
I disassembled the compressor piston and cylinder.
"Somewhat over-engineered" is an understatement.
I got the feeling that Stalin himself oversaw the design of this
compressor - at gunpoint.
I'd estimate the cylinder to be about 50cc.
Same as a small scooter motor.
The piston itself appears to be milled from one giant hunk of metal.
There are 5 (five!) massive compression rings on the piston.
It's a marvel. Things that make you go "Wow".
I suspect the joy of flying would wear out far sooner than an AK-50T
compressor.
I'll try to take some pictures, It's really impressive.
The whole airplane is built this way, why are we discussing fatigue?
We'll ALL be back in diapers .. . . . . .
Tj
Message 4
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--> Yak-List message posted by: Gus Fraser <fraseg@comcast.net>
I agree Tom,
We have a saying in England that when something is built like the Yak it is
built like a brick s$%t house. I always say that the main spar would not
look out of place with a train running along it. Last year I was involved
with the FAA in post crash analysis of a 52. The inspector said, "if ever I
crash I want to crash in one of these". The aircraft descended into trees
cutting a 100' swathe through 3 - 8 inch tree trunks. Yes the leading edge
was a bit beat up but the wings and spar were lust like they came from the
shop. So, not only is this type the Russian tractor it also has a really
efficient weed wacker attached :)
Gus
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Tom Johnson
Subject: Yak-List: Compressor
--> Yak-List message posted by: "Tom Johnson" <tjohnson@cannonaviation.com>
I pulled my compressor, from the Yak today.
Not too bad to get off. It wanted some blood, and grunting, but once the
blood was dripping pretty good, it slid right out.
It does require blood from BOTH hands, so don't be shy. :)
It took me less than 2 hours, which included several breaks, including some
"first aid" breaks (its a Safety Wire minefield in there!)
Now that I've done it, next time it would be a 45 minute job.
Had to remove the big exhaust stack with the heat muff, and the blast tube
for compressor cooling.
Immediately obvious that the "Sheer Couple" had failed (er, . . performed?).
I disassembled the compressor piston and cylinder.
"Somewhat over-engineered" is an understatement.
I got the feeling that Stalin himself oversaw the design of this
compressor - at gunpoint.
I'd estimate the cylinder to be about 50cc.
Same as a small scooter motor.
The piston itself appears to be milled from one giant hunk of metal.
There are 5 (five!) massive compression rings on the piston.
It's a marvel. Things that make you go "Wow".
I suspect the joy of flying would wear out far sooner than an AK-50T
compressor.
I'll try to take some pictures, It's really impressive.
The whole airplane is built this way, why are we discussing fatigue?
We'll ALL be back in diapers .. . . . . .
Tj
Message 5
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--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
I love your humor Gus. That's clearly one of the best ones I've heard in
awhile. Now I know what to do with derelict YAK's. Turn them into weed
whackers! As WE say here in the "bubba" state of Alabama, "Yeah, Buddy"!
Dennis Savarese
----- Original Message -----
From: "Gus Fraser" <fraseg@comcast.net>
Subject: RE: Yak-List: Compressor
> --> Yak-List message posted by: Gus Fraser <fraseg@comcast.net>
>
> I agree Tom,
>
> We have a saying in England that when something is built like the Yak it
is
> built like a brick s$%t house. I always say that the main spar would not
> look out of place with a train running along it. Last year I was involved
> with the FAA in post crash analysis of a 52. The inspector said, "if ever
I
> crash I want to crash in one of these". The aircraft descended into trees
> cutting a 100' swathe through 3 - 8 inch tree trunks. Yes the leading edge
> was a bit beat up but the wings and spar were lust like they came from the
> shop. So, not only is this type the Russian tractor it also has a really
> efficient weed wacker attached :)
>
> Gus
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com]On Behalf Of Tom Johnson
> To: yak-list@matronics.com
> Subject: Yak-List: Compressor
>
>
> --> Yak-List message posted by: "Tom Johnson"
<tjohnson@cannonaviation.com>
>
> I pulled my compressor, from the Yak today.
> Not too bad to get off. It wanted some blood, and grunting, but once the
> blood was dripping pretty good, it slid right out.
> It does require blood from BOTH hands, so don't be shy. :)
> It took me less than 2 hours, which included several breaks, including
some
> "first aid" breaks (its a Safety Wire minefield in there!)
> Now that I've done it, next time it would be a 45 minute job.
>
> Had to remove the big exhaust stack with the heat muff, and the blast tube
> for compressor cooling.
>
> Immediately obvious that the "Sheer Couple" had failed (er, . .
performed?).
>
> I disassembled the compressor piston and cylinder.
> "Somewhat over-engineered" is an understatement.
> I got the feeling that Stalin himself oversaw the design of this
> compressor - at gunpoint.
>
> I'd estimate the cylinder to be about 50cc.
> Same as a small scooter motor.
> The piston itself appears to be milled from one giant hunk of metal.
> There are 5 (five!) massive compression rings on the piston.
>
> It's a marvel. Things that make you go "Wow".
>
> I suspect the joy of flying would wear out far sooner than an AK-50T
> compressor.
> I'll try to take some pictures, It's really impressive.
>
> The whole airplane is built this way, why are we discussing fatigue?
> We'll ALL be back in diapers .. . . . . .
>
> Tj
>
>
Message 6
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--> Yak-List message posted by: Gus Fraser <fraseg@comcast.net>
OK, just one more joke...
Three airforce doctors are drinking in the bar.
D1. What is your favorite type of airman to work on ?
D2. I like pilots they are always in great condition and require very little
maintenance.
D3. I like engineers. They always come with a complete set of diagrams and
are really well put together (just like a Yak)
D1. Well I like navigators and WOs they only have two moving parts, their
mouths and their ass, and they are interchangeable.
Barum dum.
Gus
:)
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of A. Dennis
Savarese
Subject: Re: Yak-List: Compressor
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
I love your humor Gus. That's clearly one of the best ones I've heard in
awhile. Now I know what to do with derelict YAK's. Turn them into weed
whackers! As WE say here in the "bubba" state of Alabama, "Yeah, Buddy"!
Dennis Savarese
----- Original Message -----
From: "Gus Fraser" <fraseg@comcast.net>
Subject: RE: Yak-List: Compressor
> --> Yak-List message posted by: Gus Fraser <fraseg@comcast.net>
>
> I agree Tom,
>
> We have a saying in England that when something is built like the Yak it
is
> built like a brick s$%t house. I always say that the main spar would not
> look out of place with a train running along it. Last year I was involved
> with the FAA in post crash analysis of a 52. The inspector said, "if ever
I
> crash I want to crash in one of these". The aircraft descended into trees
> cutting a 100' swathe through 3 - 8 inch tree trunks. Yes the leading edge
> was a bit beat up but the wings and spar were lust like they came from the
> shop. So, not only is this type the Russian tractor it also has a really
> efficient weed wacker attached :)
>
> Gus
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com]On Behalf Of Tom Johnson
> To: yak-list@matronics.com
> Subject: Yak-List: Compressor
>
>
> --> Yak-List message posted by: "Tom Johnson"
<tjohnson@cannonaviation.com>
>
> I pulled my compressor, from the Yak today.
> Not too bad to get off. It wanted some blood, and grunting, but once the
> blood was dripping pretty good, it slid right out.
> It does require blood from BOTH hands, so don't be shy. :)
> It took me less than 2 hours, which included several breaks, including
some
> "first aid" breaks (its a Safety Wire minefield in there!)
> Now that I've done it, next time it would be a 45 minute job.
>
> Had to remove the big exhaust stack with the heat muff, and the blast tube
> for compressor cooling.
>
> Immediately obvious that the "Sheer Couple" had failed (er, . .
performed?).
>
> I disassembled the compressor piston and cylinder.
> "Somewhat over-engineered" is an understatement.
> I got the feeling that Stalin himself oversaw the design of this
> compressor - at gunpoint.
>
> I'd estimate the cylinder to be about 50cc.
> Same as a small scooter motor.
> The piston itself appears to be milled from one giant hunk of metal.
> There are 5 (five!) massive compression rings on the piston.
>
> It's a marvel. Things that make you go "Wow".
>
> I suspect the joy of flying would wear out far sooner than an AK-50T
> compressor.
> I'll try to take some pictures, It's really impressive.
>
> The whole airplane is built this way, why are we discussing fatigue?
> We'll ALL be back in diapers .. . . . . .
>
> Tj
>
>
Message 7
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--> Yak-List message posted by: William Halverson <william@netpros.net>
I just had an annual for the Yak-55.
The 'compressor problem' was a split HP hose from the compressor outlet
valve to the snot bottle. This had escaped my local mechanic had caused
a lot of wasted trouble shooting time [the external surface of the hose
is a mesh steel fabric and no split was visible].
I plan on getting an adapter made up so I can use my scubatank to
pressurize the HP hose ...
Something else my annual mechanic suggested: setting the popoff valve
to release at only 45Atm instead of 60.
Comments/ ideas solicited?
Bill Halverson
Message 8
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| Subject: | Compressor failure solved. |
--> Yak-List message posted by: "Tom Johnson" <tjohnson@cannonaviation.com>
Solved the compressor failure story today.
Shear couple had failed, otherwise compressor internals looked good.
Went down stream a bit to the filter.
Filter was missing all the internals, except the metal screen at the bottom which
was plugged.
Plugged solid.
Can't blame the compressor, it did its job, the shear couple did its job.
The last annual? . . . .
Tj
Message 9
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| Subject: | emergency bottle leak |
--> Yak-List message posted by: "Rick Swanson" <rswanson@hometownnrh.net>
The emergency bottle on my Yak 52 has a slow leak and I just today noticed (I usually
just fill it on the ground before flight) that the engine pump isn't filling
the bottle in flight. I am guessing that the 2 are somehow connected (sticking
valve between the pump and the bottle?) but was hoping one of you smart
guys might have some insight into my problem. Thanks.
Rick Swanson
7078Y
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