Today's Message Index:
----------------------
1. 05:21 AM - Followup on prop surging (Frank Haertlein)
2. 05:49 AM - Re: Followup on prop surging (A. Dennis Savarese)
3. 06:20 AM - Re: Followup on prop surging (Brian Lloyd)
4. 09:26 AM - Re: Followup on prop surging (Richard Basiliere)
5. 09:35 AM - Re: Yaks (Jim Ivey)
6. 01:35 PM - Yak-52 spares available (A K)
7. 03:57 PM - Re: Yak-52 spares available (Mark Morgan)
8. 07:15 PM - 18 Hours (D Zeman)
9. 08:32 PM - Gday all. (egon)
10. 08:58 PM - Re: Gday all. (Jim Griffin)
11. 10:39 PM - Need M-14P Low Oil Pressure Help (Harry Hirschman)
Message 1
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| Subject: | Followup on prop surging |
--> Yak-List message posted by: "Frank Haertlein" <yak52driver@earthlink.net>
Yaksters;
I'm glad to report that my prop surging problem has stopped since I've
been pulling back the prop control fully during run ups. Now, I do it
every time and pull it all the way back.
Also, made a landing yesterday with a 90 deg crosswind at 20. I'm
wondering what is the demonstrated crosswind capability of the 52?
Frank
N9110M
Message 2
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| Subject: | Re: Followup on prop surging |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Frank,
The Russian Flight Manual procedure during run up says to run the engine at
70% RPM, then cycle the prop control 3 times during run up. It goes on to
say the RPM should drop to approximately 53% when the prop control in cycled
from full forward to full back.
The Russian Flight Manual says. "the lateral component of wind velocity must
not exceed 6 m/sec", (meters per second). One meter per second equals
196.85 feet per minute. Round to 200 feet per minute. Thus 200 x 6 = 1200
feet per minute which equals 13.63 miles per hour. Obviously you did well
in a 20 MPH crosswind.
Dennis Savarese
----- Original Message -----
From: "Frank Haertlein" <yak52driver@earthlink.net>
Subject: Yak-List: Followup on prop surging
> --> Yak-List message posted by: "Frank Haertlein"
<yak52driver@earthlink.net>
>
> Yaksters;
> I'm glad to report that my prop surging problem has stopped since I've
> been pulling back the prop control fully during run ups. Now, I do it
> every time and pull it all the way back.
>
> Also, made a landing yesterday with a 90 deg crosswind at 20. I'm
> wondering what is the demonstrated crosswind capability of the 52?
>
> Frank
> N9110M
>
>
Message 3
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| Subject: | Re: Followup on prop surging |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Frank Haertlein wrote:
> Also, made a landing yesterday with a 90 deg crosswind at 20. I'm
> wondering what is the demonstrated crosswind capability of the 52?
At this point, at least 20 kt crosswind component.
--
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
Message 4
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| Subject: | Re: Followup on prop surging |
--> Yak-List message posted by: "Richard Basiliere" <BasiliereR@ci.boulder.co.us>
Looks like 90 degrees at 20. :-) Just demonstrated.
>>> yak52driver@earthlink.net 06/30/03 06:21AM >>>
--> Yak-List message posted by: "Frank Haertlein"
<yak52driver@earthlink.net>
Yaksters;
I'm glad to report that my prop surging problem has stopped since I've
been pulling back the prop control fully during run ups. Now, I do it
every time and pull it all the way back.
Also, made a landing yesterday with a 90 deg crosswind at 20. I'm
wondering what is the demonstrated crosswind capability of the 52?
Frank
N9110M
Message 5
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--> Yak-List message posted by: Jim Ivey <jim@jimivey.com>
Gerry:
I am not in the market for any Yaks but I will post your message to the
Yak list and see what happens. I know there are members from the UK on
the Yak list. I hope things never get as problematical with
experimental exhibition aircraft as they have become in Europe.
Jim
Gerry Byrnes wrote:
> Hi Jim
>
> It's Gerry here from the Luscombe list. Don't know if you are still
> interested in the communist warbird scene (yours is/was a CJ6 which is
> the Chinese version of the Yak52, right?)
>
> I have two friends here with Yaks for sale, one is a 52 in good flying
> condition with about 1500 hours a/f, engine is lower, and the other is
> an 18T (four seats), low hours, in immaculate condition. Both are well
> maintained honest aircraft. The guys are getting totally fed up with
> the increasingly burnedsome paperwork jungle that prevails here.
>
> Is there a market for these in the US on Experimental? Not sure of the
> economics of shipping these to the US to sell, but thought I'd try and
> help them out by getting some preliminary info.
>
> Blue skies
>
> Gerry
>
>
Message 6
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| Subject: | Yak-52 spares available |
--> Yak-List message posted by: A K <www555ru@yahoo.com>
Hi guys!
we still have some spares available for your Yaks-52.
Let me know what you need and price expected.
We prefer payment in advance.
truly yours,
Alexandr
Moldova (eastern Europe)
tel: 373 91 797 54
__________________________________
Message 7
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| Subject: | Re: Yak-52 spares available |
--> Yak-List message posted by: "Mark Morgan" <aircraftmanager@msn.com>
Just bought a '82 Yak52 from George Coy. Needs alot of TLC. What do you
have? Any fairings? Cowlings? Hardware, like bearings, or anything. Price,
well whatever you feel comfortable with.
Mark Morgan
513.312.5244
>From: A K <www555ru@yahoo.com>
>Reply-To: yak-list@matronics.com
>To: yak-list@matronics.com
>Subject: Yak-List: Yak-52 spares available
>Date: Mon, 30 Jun 2003 13:34:53 -0700 (PDT)
>
>--> Yak-List message posted by: A K <www555ru@yahoo.com>
>
>Hi guys!
>
>we still have some spares available for your Yaks-52.
>
>Let me know what you need and price expected.
>
>We prefer payment in advance.
>
>truly yours,
>
>Alexandr
>Moldova (eastern Europe)
>tel: 373 91 797 54
>
>
>__________________________________
>
>
Message 8
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--> Yak-List message posted by: D Zeman <curious_wings@yahoo.com>
18 Hours (29.06-30.06.2003)
Sunday, Linton and I decided to fly over to Dover
(4XX) to drop off our Yak parachutes for packing. We
had dropped off his recreational chute a few weeks
back for an emergency chute re-pack and he planned on
going for a jump or two as well.
Dover Municipal Airport is about 45nm NE of OXX and is
positioned near the Trovarish River. The flight over
at 7500 MSL was uneventful and we were flying just
above the fluffies. Touchdown, groundwork and
parachute logistics took an hour or so before he was
ready to attempt a jump. Off in the West, we could
see a cloud formation develop, but it looked rather
localized and had the infinitesimal possibility of not
developing further. In the time it took Linton to
pack his main chute (15 min) for his recreation jump,
referred to as a "hop and pop", the acting Midwest
Mother Nature Director of "all thinks evil to
aviation" had matured this small cloud into an
all-threatening storm that had surrounded the airport
in all directions excluding 30 degrees to the North.
The rain started, then started; booms of thunder and
flashes of ground-contact lighting followed.
Linton and I tied down the plane and made it to the
main hangar where the bi-fold door was still raised.
The two jump planes (a pair of ragged out Cessna 182s)
were parked just outside the hangar, non-secured. The
rain continued and then the wind started. The rain
began to pool and run into the hangar. Toads were
abandoning the surroundings and coming into the hangar
for refuge. The wind began to pick up more and more.
The wings of the jump planes began to rock and sway
back and forth. We offered to assist pushing them
into the hangar, but the owner refused our proposal.
Insurance? A sound came from the sky that sounded like
a turboprop, minute at first. Then it became
extremely loud and changed pitch representing a
reverse thrust maneuver. "What was that!" was spoken
and on the faces of everyone in the hangar. "Was that
a tornado?" I remarked. "Naa, probably a plane sat
down on the short runway to escape the sky" was the
consensus of the crowd.
The wind slowly diminished and the rain continued
heavy for another 20 minutes. We left the hangar and
began looking around. The first thing that I searched
for was the phantom turboprop; none to be found! Good
thing I had decided to tie the Yak down!
The break in the rain made me consider trying to get
my plane in the air and our butts home. The clouds to
the West still looked rather wicked and the idea was
soon shelved. During the lull, I managed to top off
the fuel tanks in the Yak just in case the opportunity
was not available when the weather opened the sky for
our return. Hours passed and the weather continued.
Nightfall was coming soon and since this aerodrome did
not have a weather station, I called Flight Service.
Two hours was the projected time before a possible
lift-off, an hour or so after dark. Since the weather
even after dark was expected to be mottled at times,
it was decided to stay grounded until daylight. The
airport owner offered to give us a ride into town to
look for a motel. A 5 mile ride in the jump-seat of a
compact pickup truck delivered us to a Super 8 motel.
Being rain soaked and partially dried a multitude of
times, the warm room was very comforting. Another
trip through nature's elements got us to a Wal-Mart
and back where we purchased our evening meal.
When 6AM came, the sky was a soothing sight; high
cloud coverage with good visibility. The continental
breakfast continued our "good feeling" morning. One
question remained; how would we get back to the
airport? Really, we both knew the answer, but it was
going unsaid even as we downed our raisin bran.
"Simpleville doesn't have a taxi service" was the
response from the motel front desk clerk. With that
response, we started our walk toward the airport.
Slightly over 3 miles into our hike we came across a
very small community with the only sign of life being
a Casey's quickmart sitting next to the road. I used
the payphone to call Flight Service again and
confirmed the weather was VFR although some rain and
thunderstorm cells were projected to exist within our
path during the projected flight timeline. The
briefer was certain they could be easily seen and
avoided; our destination was reporting high ceilings
and good visibility. We continued on foot. Shortly
after leaving the blacktop for the remaining 1.5 miles
via gravel roads, a passing farmer offered us a ride
to the airport in his truck! Boy that helped! My
legs were starting to tighten from the cold and wet
cycles as well as the mileage!
We found the airport deserted, as expected, and the
plane was sitting tall in the morning air just waiting
for her pilot to arrive and free her from the earthly
restraints. But one more surprise awaited us.
Tie-downs removed, preflight completed and we took our
seemingly larger than normal "one giant leap" onto the
left wing to enter the cockpits. Scanning the gauges
as I strapped on my kneeboard housed checklist, I
noticed the needle indicating the main air system tank
was pointing towards "1" (actually slightly less than
1). The gauge has an indication range of 0-6 with 4.5
being normal and 1.5 being the lowest I have ever
successfully started the aircraft. A cold start after
an evening of torrential rains did not leave me with
much confidence. I asked Linton to close his mag
switch and exit the plane for a complete
"prime-and-prop-turn" pre-start sequence giving us the
best chance for the engine to fire on the first
blades. Linton and I worked together to get the
calculated 8 primes into the mixture collector and the
prop turned through one blade for each prime. I went
through my pre-start checklist and popped the airstart
valve (the normal "pop" was replaced by a muffled
"poot") to elevate any restrictions to the remaining
pressurized air reaching the distributor and the
cylinders with enough energy to turn the engine the
few needed blades. Just as I placed my finger on the
start button, but before I pressed, I asked Linton
"Did we remember to turn the back mags on?" No we had
not! This could have been disastrous; managing to get
the engine to turn a few blades and fire just to have
it die again since the rear mags were off! Linton
jumped up on the wing, engaged the back mags and
jumped back down. I double checked everything again
and placed my finger in the start button. The engine,
although hesitant, turned a blade and then "pow"; a
cylinder fired followed by another then another. A
flick of my ring finger engaged my front mags and the
engine began to purr. With a new start record ready
to be reported, Linton hopped into the back of the
Yak; after a warm-up, taxi and run-up our wheels broke
free of the asphalt and we were homebound.
The flight home pointed us on a 240 heading with dark
clouds to the direct West. We did not have to deviate
once from our straight-line path and experienced a
nice 15 knot tailwind. 20 minutes later, we were
reporting the right downwind for runway 36 at OXX. A
few minutes later NXXXXX was tucked back in her rain
and toad resistant home. Linton and I chucked a bit
over the thoughts and memories of the past 18 hours
then departed for our Monday routines.
Are you looking for a moral? Feel free to choose any
2 of the following...
Before flying, even to a closest of destinations, get
a complete weather briefing from one source or
another.
Always take your cellphone flying with you; they
enjoy flying and come in handy from time to time.
Live to fly another day.
Always remember to close the main air valve on your
Yak even if is raining so hard you could piss your
pants and not know it.
Midwest weather sucks, believe it.
Cherish the adventure, routines blow.
__________________________________
Message 9
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--> Yak-List message posted by: "egon" <egon@hinet.net.au>
Gday everyone.I have been a lurker on the list for a while now and thought it was
high time to drop in and say hi! By way of introduction my name is Egon Mahr
and I have recently completed the restoration of my CJ. I will post a picture
on Photo Share, so if my modest computer skills survive the test, it should
be available in the next couple of days. The CJ community here in Australia is
somewhat smaller than in the States but it is slowly picking up. I look forward
to exchanging ideas and info with you guys. I have already learned a lot from
you.
Rgds.
Egon Mahr.
Message 10
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--> Yak-List message posted by: "Jim Griffin" <jgriffint28@cox.net>
Howdy Egon,
Welcome to the Yak list. You should also join the Yak pilots Assoc. for
another source of info and camraderie. I hope you are enjoying your CJ, it's
a fun plane. "Ozzies" are always welcome around the Yanks, and there are
even a few POMES that will be happy to have you here.
Jim Griffin
----- Original Message -----
From: "egon" <egon@hinet.net.au>
Subject: Yak-List: Gday all.
> --> Yak-List message posted by: "egon" <egon@hinet.net.au>
>
> Gday everyone.I have been a lurker on the list for a while now and thought
it was high time to drop in and say hi! By way of introduction my name is
Egon Mahr and I have recently completed the restoration of my CJ. I will
post a picture on Photo Share, so if my modest computer skills survive the
test, it should be available in the next couple of days. The CJ community
here in Australia is somewhat smaller than in the States but it is slowly
picking up. I look forward to exchanging ideas and info with you guys. I
have already learned a lot from you.
>
> Rgds.
> Egon Mahr.
>
>
Message 11
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| Subject: | Need M-14P Low Oil Pressure Help |
--> Yak-List message posted by: Harry Hirschman <hairball192@yahoo.com>
Everyone:
Read on if you like helping folks with maintenance
riddles. If not, please delete with my apologies for
intruding.
I've been troubleshooting a low oil-pressure condition
on my M-14P (360 hp, MTV-3) powered Interavia E-3 with
no luck and could use some advice from those more
experienced than I.
Oil Pressure Readings:
With warm engine/oil at idle power (any setting
between 30% and 40% rpm, they all read the same) the
oil-pressure in both cockpits reads 15 kg/cm2. Above
40% the oil-pressure comes up with the throttle until
at 50%, 60% and 70% power the needles in both cockpits
bounce between 30 and 35 kg/cm2. My understanding is
that the yellow range is 20-35 kg/cm2, the green range
is 35-55 kg/cm2, and that something in the 40-45 range
is optimal.
What We Did:
With a warm engine we turned the adjustment screw on
the oil pump clockwise (right) in quarter-turn
increments until it reached the stop with no change in
oil-pressure.
A friend suggested the by-pass valve may be sticking
or clogged so we removed the oil-pressure adjustment
screw, the spring, and the dealy-bob the spring pushes
against that seats into the oil pump housing. All
appeared clean, uncontaminated, and undamaged and were
reinstalled. We're pretty sure we reinstalled them
correctly because it is a very straightforward
assembly that appears pilot-proof and my friend is a
very experienced radial-engine mech (but not
experienced with the M-14P).
We repeated the adjustments in the clockwise direction
but still there was no change in oil pressure. Just
for good measure, we then turned the adjustment screw
counter-clokwise (left) until it was almost all the
way out and still the oil-pressure did not change.
Background:
The engine has 130 hrs TT and the oil was changed
about five flight hours (one month) ago. The oil
looks a healthy black, so I do not suspect an air leak
in the system (if the oil were airated (sp?) it would
look grey, right?). There is an oil filter that was
installed when the plane was originally put together.
Thanks in advance for any assistance you may be able
to provide.
Regards,
Harry Hirschman
__________________________________
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