Today's Message Index:
----------------------
1. 05:16 AM - Vortice Generators (VGs) (Frank Haertlein)
2. 06:38 AM - Re: Vortice Generators (VGs) (Rick Basiliere)
3. 12:02 PM - Computer problems (Doug)
4. 04:40 PM - THIS IS REALLY WIERD (Frank Haertlein)
5. 05:31 PM - Yak 12's or PZL 101A ? (David Stroud)
6. 05:36 PM - Re: Yak 12's or PZL 101A ? (Doug)
7. 08:56 PM - Re: Followup on prop surging (Ron)
8. 09:03 PM - yak-52 flight instruments (JGibson912@aol.com)
9. 09:32 PM - Nose Art. (egon)
Message 1
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| Subject: | Vortice Generators (VGs) |
--> Yak-List message posted by: "Frank Haertlein" <yak52driver@earthlink.net>
Yaksters:
Someone, not too long ago, set a world record for the number of spins. I
think it was in Sweden or Switzerland and it was something like 300
spins before he pulled out. Why do I bring this up? Well.......I'm
willing to bet that if you aft loaded that airplane it would become
unrecoverable in a spin.
I'm sure we can all agree that if you aft load a CJ6, a 52, a Cessna 152
or even a 172 that they would all become unrecoverable. I'm also sure we
can agree that, within proper weight & balance, they are all
recoverable.
Which brings me to the same question that Dennis asked......"I'm curious
as to why an expert such as Bud would say " he never spins ANY
airplane"?
It just don't make no sense.........maybe Bud just doesn't like to do
spins?
Frank
N9110M
PS... Or is the post about Bud "trolling"? ;)
Message 2
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| Subject: | Vortice Generators (VGs) |
--> Yak-List message posted by: "Rick Basiliere" <discrab@earthlink.net>
Folks; It would seem that someone is being misinformed on this Bud Granley
thing. I have in my hand as I write this documentation from my first
Yak-52. It is a copy from the "aircraft journey log / Carnet De route
D'aeronef" for the Yak-52 sn#9311614 NX52CG. "N.S.Granley" sig, Neal I
think, started flying it 12/12/93. Between the dates 29 Mar & 4/7/95 there
were 6 flights (4 of them with 2 on board so there is a witness somewhere)
signed by N.S. Granley, (maybe it's not the same guy? I was told this is Bud
by Ron Kelly from whom I purchased the a/c). In this person's handwriting
"Phase 1 Flt chks for airworthiness-checked Vne 420 kph-stalls-rolls
loops-snaps-SPINS (emphasis added by me) Lomcevek-engine setting".(sic) As
Joe Friday would say those are just the facts.
I flew the airplane, I think, 300 hrs from Basic to Intermediate and
obviously spun the crap out of her. I was given dual by both Azat Zaydullin
and Vladimer Radomsky, at least 50 hours and since all the tumbles taught
me, Lomkcevak, Adel Weiss, Abracadabra, all culminate in a flat inverted
accelerated spin, yes, we spun 'er. I also gave dual, me 220-230# in the
rear with 140-170#ers in the front, all possible spins, upright-inverted,
normal and accelerated with up to 5 turns, oh yes, crossover-spins for my
IAC patch. I LOVE the Yak-52, what an honest airplane, I'll own one again.
Please don't fear spins, learn about them get good quality dual, your
confidence will increase. By all means - if you don't like them don't get
pressured into doing them. They are safe - but too many good pilots have
lost their lives doing them.
Maybe Bud's statement was taken out of context. I was told when I first got
my low altitude waiver from ICAS ACE Ed Bowes, super duper guy BTW,
NEVER-NEVER use a spin "in your Airshow routine". Maybe that was it. Also,
it is mandatory by ICAS to demonstrate a 3 turn upright spin in order to
receive your low altitude waiver for Air Shows from ICAS. I do believe Bud
does Air Shows (I also hear quite well). He had to spin something at some
time.
Respectfully, Rick
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Frank Haertlein
Subject: Yak-List: Vortice Generators (VGs)
--> Yak-List message posted by: "Frank Haertlein"
<yak52driver@earthlink.net>
Yaksters:
Someone, not too long ago, set a world record for the number of spins. I
think it was in Sweden or Switzerland and it was something like 300
spins before he pulled out. Why do I bring this up? Well.......I'm
willing to bet that if you aft loaded that airplane it would become
unrecoverable in a spin.
I'm sure we can all agree that if you aft load a CJ6, a 52, a Cessna 152
or even a 172 that they would all become unrecoverable. I'm also sure we
can agree that, within proper weight & balance, they are all
recoverable.
Which brings me to the same question that Dennis asked......"I'm curious
as to why an expert such as Bud would say " he never spins ANY
airplane"?
It just don't make no sense.........maybe Bud just doesn't like to do
spins?
Frank
N9110M
PS... Or is the post about Bud "trolling"? ;)
Message 3
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| Subject: | Computer problems |
--> Yak-List message posted by: "Doug" <rvfltd@televar.com>
Today my computer was struggling with a email from the yak list (photo share),
and in the ensuing series of cussing and lame attempts on my part to "help" it
get past the problem it seems that my inbox file was corrupted and is no longer
retrievable. So if you have emailed me within the past week about parts,
yak questions, or have been trying to notify me that I have won the lottery,
please resend the messages. My "inbox" had several hundred emails which I was
saving for notes and or reminders needing action, seems to not be here anymore.
So, if you are waiting for something from me and you dont get it shortly,
give me a call (509-826-4610) or drop me another email. Very sorry for any problems
that this may cause.
In deep poop in Omak,
Doug
Message 4
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| Subject: | THIS IS REALLY WIERD |
--> Yak-List message posted by: "Frank Haertlein" <yak52driver@earthlink.net>
Yaksters;
THIS IS REALLY WEIRD! Today, I went to the Santa Paula Airport (elev
300Ft) for their "First Sunday of every the Month" Event. About six
hours later we decided to leave for home. Anyway, to make a long story
short, my engine started "surging" again and didn't want to keep running
below 50% RPM. The problem persisted even after the engine was warmed
up. There was a direct tailwind of maybe 20Knts as I warmed up and
taxied to the run-up area. The problem went away when I turned to face
into the wind...... it idled normally with no surging!.
To make the story even more weird, when I got back to my home airport
(CAL CITY elev 2450), I had no problems at all even when I again taxied
with a strong tailwind. In summary, here are the symptoms.....
1 The engine surges when faced with a strong tailwind.
2 It only happens at airports with elevations near sea level. (Same
thing happened at Montgomery field (elev about 300Ft) but there was no
tailwind.
3 There is no evidence of surging when field elevations are greater than
about 1200 Ft.
Anyone want to venture a guess as to what's going on here?
Thanks in advance...
Frank
N9110M
California City, California.
Message 5
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| Subject: | Yak 12's or PZL 101A ? |
--> Yak-List message posted by: "David Stroud" <davestroud@rogers.com>
Would anyone on the list know of any Yak 12's or PZL 101A's that might be available
in need of some work?
An airframe with no engine and in need of recover etc. would be of particular interest
as it would fit nicely into
the homebuilt regs in Canada. Thanks.
Dave Stroud
Message 6
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| Subject: | Re: Yak 12's or PZL 101A ? |
--> Yak-List message posted by: "Doug" <rvfltd@televar.com>
David,
Yes I know of several in Russia, It just depends on how much money you want
to spend. Give me some idea as to your budget. I know of 2 (flying) on
amphibious floats, 1 on gear (flying) and 2 others in need of being built.
Best,
doug
----- Original Message -----
From: "David Stroud" <davestroud@rogers.com>
Subject: Yak-List: Yak 12's or PZL 101A ?
> --> Yak-List message posted by: "David Stroud" <davestroud@rogers.com>
>
> Would anyone on the list know of any Yak 12's or PZL 101A's that might be
available in need of some work?
> An airframe with no engine and in need of recover etc. would be of
particular interest as it would fit nicely into
> the homebuilt regs in Canada. Thanks.
>
> Dave Stroud
>
>
Message 7
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| Subject: | Re: Followup on prop surging |
--> Yak-List message posted by: "Ron" <l39parts@hotmail.com>
For certified planes, there is a regulatory requirement for crosswind that
must be "demonstrated" by the test pilot for the plane to get a type
certificate. All Pipers (that I am familiar with) have the same
demonstrated crosswind number. This number happens to be the number
required by the regs. My conclusion is that this means Piper shows
compliance with the regs rather than actually determining the maximum
crosswind that each model is capable of handling. This is what happens when
the POH is written by a lawyer rather than a test pilot: The manual proves
the plane meets the regs rather than describing the capabilities of the
plane.
The maximum crosswind a plane can handle is the crosswind that requires more
bank than you can get (with one main on the ground you can increase bank
until the wingtip touches the ground) or, more likely, when you run out of
the rudder authority to keep the nose pointed down the runway.
I once discussed crosswinds with an Eastern block factory test pilot about
and challenged him on the numbers he provided. He pulled out a series of
test reports and proved his memory was correct, although I've sucessfully
landed in crosswinds twice his maximum. I didn't really think I had hit the
plane's limit and that's why I asked. From this, I concluded that I am far
more skilled than the factory test pilots.
No, I didn't. I concluded that military airports must have more runways
than my home field and they just land on a different runway when the wind
blows from a different direction.
----- Original Message -----
From: A. Dennis Savarese <adsavar@gte.net>
Subject: Re: Yak-List: Followup on prop surging
> --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
>
> However Brian, the word "demonstrated" as used in the American POH's and
> during certification testing of our American manufactured airplanes, is
not
> used in the Russian Flight Manual. But the words "must not exceed" are
used
> when stating the crosswind velocity of 6 m/sec. In fact, the Russian
Flight
> Manual states glide for landing airspeeds (with the wing flaps extended or
> retracted) in KPH based on a headwind velocity below 10 m/sec (160 KPH)
and
> up to 15 m/sec (170 KPH). It also says, "When the wind velocity is
greater
> than 15 m/sec, the flights are banned."
> Dennis Savarese
>
> ----- Original Message -----
> From: "Brian Lloyd" <brian@lloyd.com>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: Followup on prop surging
>
>
> > --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
> >
> > Alan Cockrell wrote:
> > > --> Yak-List message posted by: "Alan Cockrell"
<yakdriver@comcast.net>
> > >
> > > How sure are we that the "Russian Flight Manual" that we have all
> > > downloaded is not actually a training manual rather than what the FAA
> > > terms a POH? (The USAF calls it the Dash-1, and the USN NATOPS) It
> > > seems to me that the low crosswind limitation would relate more to
> > > student training than aircrtaft limitations. The Yak-52 ought to be
able
> > > to easily handle crosswinds of 30 Kts or more.
> >
> > Demonstrated crosswind component and actual crosswind capability are two
> > different things. The former means, "when we were flight testing the
> > aircraft we landed it in this much of a crosswind so it will at least
> > handle that." It does not tell you what the actual crosswind capability
> > really is.
> >
> > --
> >
> > 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 8
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| Subject: | yak-52 flight instruments |
--> Yak-List message posted by: JGibson912@aol.com
hello i am new to the yak list and have just purchased a yak 52 i am
interested to know if anyone has changed their instruments to us specs also wondering
if their is anyone with in the Las Vegas Nevada area or south west who dose
any flight training for new yak owners thanks, john gibson jgibson912@aol.com
Message 9
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--> Yak-List message posted by: "egon" <egon@hinet.net.au>
Thanks Jim.
Mate, I think I have outsmarted the Fiancee. You see I only put the nose art on
one side of the CJ. Now all I have to do is make sure she only sees the opposite
side.
Rgds. Egon.
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