Today's Message Index:
----------------------
1. 02:39 AM - Re: Carb Cleaning / Adjustment (A. Dennis Savarese)
2. 03:25 AM - Re: Carb Cleaning / Adjustment (Brian Lloyd)
3. 03:33 AM - Re: Carb Cleaning / Adjustment (A. Dennis Savarese)
4. 05:42 AM - Baby Boy!!!! (dabear)
5. 05:47 AM - Re: Carb Cleaning / Adjustment (Ernie)
6. 06:17 AM - Re: Baby Boy!!!! (cjpilot710@aol.com)
7. 06:38 AM - Re: Baby Boy!!!! (A. Dennis Savarese)
8. 07:06 AM - Re: Baby Boy!!!! (Terry Calloway)
9. 07:27 AM - HIGHLY IMPORTANT (Lee Taylor)
10. 07:31 AM - Re: Baby Boy!!!! (ANDREWS)
11. 07:47 AM - Re: HIGHLY IMPORTANT (Ernie)
12. 07:49 AM - VGs and spins - Bud's comments (Yakjock)
13. 08:31 AM - Re: HIGHLY IMPORTANT (Lee Taylor)
14. 08:42 AM - Re: HIGHLY IMPORTANT (A. Dennis Savarese)
15. 08:56 AM - Re: VGs and spins - Bud's comments (Walt Fricke)
16. 09:16 AM - Re: HIGHLY IMPORTANT (robert de vries)
17. 10:06 AM - Re: HIGHLY IMPORTANT (Cy Galley)
18. 10:36 AM - Re: Baby Boy!!!! (Ronald Kalemba)
19. 10:50 AM - spins MHO (Doug)
20. 11:24 AM - to all eCharts customers (Aircraft Technical Book Company)
21. 11:29 AM - [Fw: Luscombe: Dumb Hand Propping] (Jim Ivey)
22. 11:42 AM - Re: spins MHO (Lee Taylor)
23. 02:47 PM - Re: Carb Cleaning / Adjustment (Brian Lloyd)
24. 05:03 PM - Re: Baby Boy!!!! (Bob Fitzpatrick)
25. 05:12 PM - Electrical Problem Help (KingCJ6@aol.com)
26. 07:17 PM - Re: Electrical Problem Help (Walt Lannon)
27. 07:43 PM - Canopy Polish ()
28. 08:18 PM - Re: Electrical Problem Help (Ernie)
29. 08:18 PM - Re: Canopy Polish (Ernie)
30. 10:02 PM - Re: Canopy Polish (Jon Boede)
Message 1
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| Subject: | Re: Carb Cleaning / Adjustment |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Frank,
Marvel Mystery Oil works very well and is an excellent top end lubricant for
the cylinders as well as carburetor. Add about 6 oz. per 15 gallons, which
is the recommended mix ratio. Interpolate the required MMO amount each time
you fill up. Using it once will most likely not have any positive effect.
Use it religiously and you may just solve your problem. It also seems to
help the hesitation/coughing problem when moving the throttle fairly rapidly
coming off of idle. Paraphrasing what Craig Payne has said several times;
take a walk in the pits at the Reno air races and count the number of gallon
containers of MMO you see laying around. You can bet they're not drinking
it.
Good luck with it,
Dennis Savarese
----- Original Message -----
From: "Frank Haertlein" <yak52driver@earthlink.net>
Subject: Yak-List: Carb Cleaning / Adjustment
> --> Yak-List message posted by: "Frank Haertlein"
<yak52driver@earthlink.net>
>
> OK
> So you've all heard of my surging engine problem at the lower altitudes.
> Seems the general consensus is that it's a carb problem. I'm inclined to
> agree with that since the carb hasn't been touched and, other than the
> time I've flown it, the plane has been sitting for the last 7 years.
>
> Before tearing into the carb for a rebuild, I'm wondering if a carb
> cleaner in the gas might be of some use? Are there any aviation related
> fuel system cleaning products out there worth a try?
>
> Thanks in advance and thanks for all the responses on this subject (yea!
> You too Barry! :)
>
> Frank
> N9110M
>
>
Message 2
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| Subject: | Re: Carb Cleaning / Adjustment |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Lee Taylor wrote:
> build up in fuel systems and crankcases. You might try that, (Joe's
> comment was to use it the same as a two-cycle oil, mix it about 40-1
> with your gas), it certainly can't do any harm.
Yes, it can. It can reduce the octane rating of the fuel. For our round engines
designed for 70 octane (Huosai) or 80 octane (M14P) running on 100 octane fuel
it may not be a problem but for engines with a smaller detonation margins,
it could be a serious problem.
> In the oil, what I usually do is add a quart of Marvel to the
> oil about an hour before the oil is due to be drained. Since doing
> this, (many years now), I haven't had any problems with sticking
> lifters. Did have before.
I agree that MMO is a good idea in the oil. Just not in the fuel. (Unless you
are running a diesel engine in which case it makes dandy injector cleaner in
the fuel.)
--
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 3
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| Subject: | Re: Carb Cleaning / Adjustment |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
I guess we disagree on this one Brian. But that's OK. My experience with
MMO is, it has almost eliminated the hesitation when the engine is hot when
moving the throttle up from idle. This is especially nerve racking when you
are on short final and decide you need a little more power to make the
runway safely. When it hiccups and coughs and sputters, it makes the pulse
rate go up a few beats. Using the MMO religiously in my M14 has kept the
palpitations to a minimum. FWIW.
Enjoy your day.
Dennis Savarese
----- Original Message -----
From: "Brian Lloyd" <brian@lloyd.com>
Subject: Re: Yak-List: Carb Cleaning / Adjustment
> --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
>
> Lee Taylor wrote:
> > build up in fuel systems and crankcases. You might try that, (Joe's
> > comment was to use it the same as a two-cycle oil, mix it about 40-1
> > with your gas), it certainly can't do any harm.
>
> Yes, it can. It can reduce the octane rating of the fuel. For our round
engines designed for 70 octane (Huosai) or 80 octane (M14P) running on 100
octane fuel it may not be a problem but for engines with a smaller
detonation margins, it could be a serious problem.
>
> > In the oil, what I usually do is add a quart of Marvel to the
> > oil about an hour before the oil is due to be drained. Since doing
> > this, (many years now), I haven't had any problems with sticking
> > lifters. Did have before.
>
> I agree that MMO is a good idea in the oil. Just not in the fuel.
(Unless you are running a diesel engine in which case it makes dandy
injector cleaner in the fuel.)
>
> --
>
> 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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--> Yak-List message posted by: "dabear" <dabear@damned.org>
Today at 8:41 am, Albert R. "Randy" DeVere III arrived weighing in a
9.5 lbs 21.5 inches long. Mother and Baby doing well. Father has
been questionable for 30+ years.
Regards,
Al DeVere
Message 5
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| Subject: | Re: Carb Cleaning / Adjustment |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
I've put about 300 hrs on my airplane since I bought it a little over a year
ago, and I have been mixing MMO in the fuel (but not in the oil) since then.
I have a 300 gal tank which is where I pre-mix the fuel and MMO using the
prescribed ration on the bottle.
My engine never coughed hiccuped or otherwise farted when I pulled the
throttle to idle on final. I dont know what its doing to the engines innards
but the old fogies here swear by it. One guy actually mixed some MMO and gas
in a clear bottle several years ago and shook it, then he put it on the
shelf. I never saw this but he claimed that in the several years that he had
the stuff on the shelf the MMO never came out of suspension. He seems to
thing that the magical ingredient in MMO is phosphorus, which for whatever
reason helps preserve critical engine parts.
Anyway I keep using it since it doesnt seem to hurt and I'm superstisous
when it comes to airplanes. The one day I dont add it my engine will sieze,
or the first time I dont pull the prop through 12 times, it'll hyd lock, or
the first time I dont wear my chute, I'll need to bail out.
Ernie
----- Original Message -----
From: "A. Dennis Savarese" <adsavar@gte.net>
Subject: Re: Yak-List: Carb Cleaning / Adjustment
> --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
>
> I guess we disagree on this one Brian. But that's OK. My experience with
> MMO is, it has almost eliminated the hesitation when the engine is hot
when
> moving the throttle up from idle. This is especially nerve racking when
you
> are on short final and decide you need a little more power to make the
> runway safely. When it hiccups and coughs and sputters, it makes the
pulse
> rate go up a few beats. Using the MMO religiously in my M14 has kept the
> palpitations to a minimum. FWIW.
> Enjoy your day.
> Dennis Savarese
>
> ----- Original Message -----
> From: "Brian Lloyd" <brian@lloyd.com>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: Carb Cleaning / Adjustment
>
>
> > --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
> >
> > Lee Taylor wrote:
> > > build up in fuel systems and crankcases. You might try that, (Joe's
> > > comment was to use it the same as a two-cycle oil, mix it about 40-1
> > > with your gas), it certainly can't do any harm.
> >
> > Yes, it can. It can reduce the octane rating of the fuel. For our
round
> engines designed for 70 octane (Huosai) or 80 octane (M14P) running on 100
> octane fuel it may not be a problem but for engines with a smaller
> detonation margins, it could be a serious problem.
> >
> > > In the oil, what I usually do is add a quart of Marvel to the
> > > oil about an hour before the oil is due to be drained. Since doing
> > > this, (many years now), I haven't had any problems with sticking
> > > lifters. Did have before.
> >
> > I agree that MMO is a good idea in the oil. Just not in the fuel.
> (Unless you are running a diesel engine in which case it makes dandy
> injector cleaner in the fuel.)
> >
> > --
> >
> > 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 6
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| Subject: | Re: Baby Boy!!!! |
--> Yak-List message posted by: cjpilot710@aol.com
In a message dated 7/10/2003 8:42:55 AM Eastern Daylight Time,
dabear@damned.org writes:
>
> Today at 8:41 am, Albert R. "Randy" DeVere III arrived weighing in a
> 9.5 lbs 21.5 inches long. Mother and Baby doing well. Father has
> been questionable for 30+ years.
>
> Regards,
>
> Al DeVere
>
>
Way to go Al! Didn't know you had it in ya! :-}
Message 7
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| Subject: | Re: Baby Boy!!!! |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Congratulations to you and your wife Al.
Dennis Savarese
----- Original Message -----
From: "dabear" <dabear@damned.org>
Subject: Yak-List: Baby Boy!!!!
> --> Yak-List message posted by: "dabear" <dabear@damned.org>
>
>
> Today at 8:41 am, Albert R. "Randy" DeVere III arrived weighing in a
> 9.5 lbs 21.5 inches long. Mother and Baby doing well. Father has
> been questionable for 30+ years.
>
> Regards,
>
> Al DeVere
>
>
>
>
>
>
Message 8
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| Subject: | Re: Baby Boy!!!! |
--> Yak-List message posted by: "Terry Calloway" <TCalloway@datatechnique.com>
Way to go Al! Does this mean you can make it to Oshkosh now? :)
tc
Today at 8:41 am, Albert R. "Randy" DeVere III arrived weighing in a
9.5 lbs 21.5 inches long. Mother and Baby doing well. Father has
been questionable for 30+ years.
Regards,
Al DeVere
Message 9
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| Subject: | HIGHLY IMPORTANT |
--> Yak-List message posted by: "Lee Taylor" <leetay@idcomm.com>
Guys, we just had a major accident here in Denver, that every
single one of us needs to think about seriously, again, one especially
since we are constantly working around the props.
Chuck Clemen is the owner of a beautiful Fairchild Ranger, and
one of the most experienced, most cautious, most "fuddy-duddy" adherents
to checklists that I have ever known. Every time I have ridden with
him, he ALWAYS goes thru a complete oral prior-to-takeoff briefing about
anticipated actions, especially when I was with him in his 310. Almost,
"Ah, C'MON, Chuck, lets just go FLYING!" I've never known him to screw
up a checklist.
Well, day before yesterday, he did. He forgot to do a complete
shutdown checklist.
Pushed the plane back into the hangar, chocked it, (how many of
you guys chock a plane inside the hangar?), and, because the Fairchild
has a wood prop, walked around and moved the prop to horizontal, as
always.
The mag switch wasn't off, and guess what?
Chuck now has one very thoroughly broken right hand, several
bones that might require surgery, and a broken finger on the other hand.
He is very lucky to be alive. That prop could have just as easily split
his skull. He was moving the prop right and was out of its way, except
for his hands.
We are in the process now of writing an article about the
incident for publication in one of the magazines, and I just got back
the pictures of him in front of the plane with his heavily-bandaged
hands.
We all know the "proper procedures", we all know the dangers, we
all RELIGEOUSLY follow the correct techniques for working around and
moving our props, RIGHT? (Whoo, man, do I wish I could historically say
that, thinking back over the years).
God, guys, be sure we do. EVERY SINGLE TIME!!!!! Chuck's one of
the most totally careful guys I know. He was careless just once.
Lee Taylor
Message 10
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| Subject: | Re: Baby Boy!!!! |
--> Yak-List message posted by: "ANDREWS" <dandmaz@cox.net>
Congratulation's Al, glad to hear everything went well.
Don Andrews
----- Original Message -----
From: "dabear" <dabear@damned.org>
Subject: Yak-List: Baby Boy!!!!
> --> Yak-List message posted by: "dabear" <dabear@damned.org>
>
>
> Today at 8:41 am, Albert R. "Randy" DeVere III arrived weighing in a
> 9.5 lbs 21.5 inches long. Mother and Baby doing well. Father has
> been questionable for 30+ years.
>
> Regards,
>
> Al DeVere
>
>
>
>
>
>
>
Message 11
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| Subject: | Re: HIGHLY IMPORTANT |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
Everytime I push my plane out of the hangar and start my walk around, I
always find myself putting my hands on the prop to walk it through, then I
pause and remember that I didnt look in the cockpit first to check the mag
switch. A good idea would be to put a "Remove Before Flight" pennant right
on the prop with a reminder to check mags first.
Ernie
----- Original Message -----
From: "Lee Taylor" <leetay@idcomm.com>
Subject: Yak-List: HIGHLY IMPORTANT
> --> Yak-List message posted by: "Lee Taylor" <leetay@idcomm.com>
>
> Guys, we just had a major accident here in Denver, that every
> single one of us needs to think about seriously, again, one especially
> since we are constantly working around the props.
> Chuck Clemen is the owner of a beautiful Fairchild Ranger, and
> one of the most experienced, most cautious, most "fuddy-duddy" adherents
> to checklists that I have ever known. Every time I have ridden with
> him, he ALWAYS goes thru a complete oral prior-to-takeoff briefing about
> anticipated actions, especially when I was with him in his 310. Almost,
> "Ah, C'MON, Chuck, lets just go FLYING!" I've never known him to screw
> up a checklist.
> Well, day before yesterday, he did. He forgot to do a complete
> shutdown checklist.
> Pushed the plane back into the hangar, chocked it, (how many of
> you guys chock a plane inside the hangar?), and, because the Fairchild
> has a wood prop, walked around and moved the prop to horizontal, as
> always.
> The mag switch wasn't off, and guess what?
> Chuck now has one very thoroughly broken right hand, several
> bones that might require surgery, and a broken finger on the other hand.
> He is very lucky to be alive. That prop could have just as easily split
> his skull. He was moving the prop right and was out of its way, except
> for his hands.
> We are in the process now of writing an article about the
> incident for publication in one of the magazines, and I just got back
> the pictures of him in front of the plane with his heavily-bandaged
> hands.
> We all know the "proper procedures", we all know the dangers, we
> all RELIGEOUSLY follow the correct techniques for working around and
> moving our props, RIGHT? (Whoo, man, do I wish I could historically say
> that, thinking back over the years).
> God, guys, be sure we do. EVERY SINGLE TIME!!!!! Chuck's one of
> the most totally careful guys I know. He was careless just once.
>
> Lee Taylor
>
>
Message 12
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| Subject: | VGs and spins - Bud's comments |
--> Yak-List message posted by: "Yakjock" <Yakjock@msn.com>
Lads and Lassies,
The following are two emails Bud Granley sent back to me after I forwarded the
comments from the Yak List to him.
Like Jerry Painter, I've watched Bud's shows and have had the pleasure to fly with
him and his son Ross. Both are outstanding pilots and people. Bud is something
along the lines of Pappy Goolsby: knowledgeable and happy to share (and
a wee bit thinner).
Bud and Ross fly a Yak 55, Yak 18T, Fouga and a T-6.
Hi Hal:
I love the VG's. I had mine done at Arlington. You might talk to the fellows there
this week. Paul Robertson did mine.
I picked up 10 % on the stall, already have a rivet bumpy wing.
Eddie Andreini Yak-9's stall went from 94 to 72 knots on the stall. His wing is
verrry smooth.
Spinning!!! I recommend that people practice accelerated stalls to the flick, and
avoid going into the spin. Spins kill people. Recognizing the pre spin stall
and recovery is much more useful.
See you at Arlington, Bud
Hi Hal:
Wow! I will have to buy Jerry a drink or two, or possibly he's already had a couple.
Go ahead and post the response. On spins; It's not that I don't ever do them, but
I emphasize that training yourself to recover the airplane before it goes into
an accidental spin, and being aware that an abrupt pull of the stick at low
speed may result in a spin. Once an unintentional spin is at low altitude is
entered, a world of hurt has been entered.
(Hal's note: The following refers to a fatal crash of a Yak 52 in Washington State
two or so years ago. The "Alex" referred to was the Russian fighter pilot
who defected some years ago with his plane and later wrote a book about it.
The two men - both pilots - had been flying with several other airplanes, got
out ahead and were asked to come back around to the formation / gaggle. On turning
back at slow speed the pilot flying stalled the airplane. Bud owned the
plane.)
On the Yak-52 accident, the aircraft was stalled at 1200 feet, and the stick was
held back for the subsequent fall to the ground. The aircraft was trying to
fly, but responded to the stick inputs. It hit the ground with the tail first
in a falling leaf type descent. Recovery would have been immediate had they let
the airplane get its head with a little speed, even though pointing at the ground.
We had done many airshows and been totally tumbled much lower than that
altitude. I suspect that Mike wasn't able to over power Alex, who had a history
it turns out of grabbing the stick and resorting to panic. The first picture
of ground rush after the first snap resulted in a series of stalls trying to
avoid the ground. The airplane would have loved to have gotten a couple of more
knots.
Bud
Message 13
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| Subject: | HIGHLY IMPORTANT |
--> Yak-List message posted by: "Lee Taylor" <leetay@idcomm.com>
UPDATE ON CHUCK'S CONDITION:
3 1/2 hours in surgery last night, twelve pins in the bones in
his hands, and three reconstructed tendons. He is expected to recover
almost fully.
Message 14
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| Subject: | Re: HIGHLY IMPORTANT |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
That's great news on Chuck's.
----- Original Message -----
From: "Lee Taylor" <leetay@idcomm.com>
Subject: RE: Yak-List: HIGHLY IMPORTANT
> --> Yak-List message posted by: "Lee Taylor" <leetay@idcomm.com>
>
>
> UPDATE ON CHUCK'S CONDITION:
>
> 3 1/2 hours in surgery last night, twelve pins in the bones in
> his hands, and three reconstructed tendons. He is expected to recover
> almost fully.
>
>
>
>
>
>
Message 15
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| Subject: | Re: VGs and spins - Bud's comments |
--> Yak-List message posted by: Walt Fricke <walterfricke@yahoo.com>
Good post and comments by Bud here on teaching incipient spin recognition and recovery.
I taught spins in sailplanes years ago and had one VERY memorable occasion with
booming thermals in which the newly minted commercial pilot and I took the K-13
up and down in a series of 7 to10 turn spins and recoveries for about an hour.
Thought I had taught him all he needed to know about spins. The next weekend
he was "stretching the glide" in a 1-26 when a slightly cross controlled
turn from base to final put him over the top in a snap entry to an unrecoverable
spin into the ground. Fortunately the tube structure of the Schwiezer saved
his life.....but not before busting his legs almost beyond recognition.
I learned more about what's important in spin instruction in 10 seconds (on hearing
of his accident) than all the "fully developed" spin recovery I'd been taught
and practiced while getting my instructor's rating.
And for Al Devere: Come to OSH (MTW) and get your first good night's sleep in
weeks! (You'd better be pulling triple duty until then though!)
Congratulations!
Walt
--> Yak-List message posted by: "Yakjock"
Lads and Lassies,
The following are two emails Bud Granley sent back to me after I forwarded the
comments from the Yak List to him.
Like Jerry Painter, I've watched Bud's shows and have had the pleasure to fly with
him and his son Ross. Both are outstanding pilots and people. Bud is something
along the lines of Pappy Goolsby: knowledgeable and happy to share (and a
wee bit thinner).
Bud and Ross fly a Yak 55, Yak 18T, Fouga and a T-6.
Hi Hal:
I love the VG's. I had mine done at Arlington. You might talk to the fellows there
this week. Paul Robertson did mine.
I picked up 10 % on the stall, already have a rivet bumpy wing.
Eddie Andreini Yak-9's stall went from 94 to 72 knots on the stall. His wing is
verrry smooth.
Spinning!!! I recommend that people practice accelerated stalls to the flick, and
avoid going into the spin. Spins kill people. Recognizing the pre spin stall
and recovery is much more useful.
See you at Arlington, Bud
Hi Hal:
Wow! I will have to buy Jerry a drink or two, or possibly he's already had a couple.
Go ahead and post the response. On spins; It's not that I don't ever do them, but
I emphasize that training yourself to recover the airplane before it goes into
an accidental spin, and being aware that an abrupt pull of the stick at low
speed may result in a spin. Once an unintentional spin is at low altitude is
entered, a world of hurt has been entered.
(Hal's note: The following refers to a fatal crash of a Yak 52 in Washington State
two or so years ago. The "Alex" referred to was the Russian fighter pilot
who defected some years ago with his plane and later wrote a book about it. The
two men - both pilots - had been flying with several other airplanes, got out
ahead and were asked to come back around to the formation / gaggle. On turning
back at slow speed the pilot flying stalled the airplane. Bud owned the plane.)
On the Yak-52 accident, the aircraft was stalled at 1200 feet, and the stick was
held back for the subsequent fall to the ground. The aircraft was trying to
fly, but responded to the stick inputs. It hit the ground with the tail first
in a falling leaf type descent. Recovery would have been immediate had they let
the airplane get its head with a little speed, even though pointing at the ground.
We had done many airshows and been totally tumbled much lower than that
altitude. I suspect that Mike wasn't able to over power Alex, who had a history
it turns out of grabbing the stick and resorting to panic. The first picture
of ground rush after the first snap resulted in a series of stalls trying to
avoid the ground. The airplane would have loved to have gotten a couple of more
knots.
Bud
---------------------------------
Message 16
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| Subject: | Re: HIGHLY IMPORTANT |
--> Yak-List message posted by: robert de vries <redyak52@compuserve.com>
After a few nasty accidents in the UK North Weald,
I put on the tips of my paddle prop:
MAG'S OFF?
With a black waterproof marker and one of those letter making thingies
Every time you approach the prop you WILL read it and maybe double chek
inside cockpits before turning prop.
Also:NEVER turn a hot engine's prop!!
Robert
www.redyak.tk
-------------------- Begin Original Message --------------------
Message text written by INTERNET:yak-list@matronics.com
"Everytime I push my plane out of the hangar and start my walk around, I
always find myself putting my hands on the prop to walk it through, then I
pause and remember that I didnt look in the cockpit first to check the mag
switch. A good idea would be to put a "Remove Before Flight" pennant right
on the prop with a reminder to check mags first.
"
-------------------- End Original Message --------------------
Message 17
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| Subject: | Re: HIGHLY IMPORTANT |
--> Yak-List message posted by: "Cy Galley" <cgalley@qcbc.org>
Sounds like something I could use in the Safety Section of the Experimenter.
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
Editor, EAA Safety Programs
cgalley@qcbc.org or experimenter@eaa.org
Always looking for articles for the Experimenter
----- Original Message -----
From: "Lee Taylor" <leetay@idcomm.com>
Subject: Yak-List: HIGHLY IMPORTANT
> --> Yak-List message posted by: "Lee Taylor" <leetay@idcomm.com>
>
> Guys, we just had a major accident here in Denver, that every
> single one of us needs to think about seriously, again, one especially
> since we are constantly working around the props.
> Chuck Clemen is the owner of a beautiful Fairchild Ranger, and
> one of the most experienced, most cautious, most "fuddy-duddy" adherents
> to checklists that I have ever known. Every time I have ridden with
> him, he ALWAYS goes thru a complete oral prior-to-takeoff briefing about
> anticipated actions, especially when I was with him in his 310. Almost,
> "Ah, C'MON, Chuck, lets just go FLYING!" I've never known him to screw
> up a checklist.
> Well, day before yesterday, he did. He forgot to do a complete
> shutdown checklist.
> Pushed the plane back into the hangar, chocked it, (how many of
> you guys chock a plane inside the hangar?), and, because the Fairchild
> has a wood prop, walked around and moved the prop to horizontal, as
> always.
> The mag switch wasn't off, and guess what?
> Chuck now has one very thoroughly broken right hand, several
> bones that might require surgery, and a broken finger on the other hand.
> He is very lucky to be alive. That prop could have just as easily split
> his skull. He was moving the prop right and was out of its way, except
> for his hands.
> We are in the process now of writing an article about the
> incident for publication in one of the magazines, and I just got back
> the pictures of him in front of the plane with his heavily-bandaged
> hands.
> We all know the "proper procedures", we all know the dangers, we
> all RELIGEOUSLY follow the correct techniques for working around and
> moving our props, RIGHT? (Whoo, man, do I wish I could historically say
> that, thinking back over the years).
> God, guys, be sure we do. EVERY SINGLE TIME!!!!! Chuck's one of
> the most totally careful guys I know. He was careless just once.
>
> Lee Taylor
>
>
>
>
>
>
>
Message 18
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| Subject: | Re: Baby Boy!!!! |
--> Yak-List message posted by: Ronald Kalemba <emu21@sbcglobal.net>
Congrats to you and your wife! Hope to see you at MTW/OSH. Missed you at OLU.
Ron Kalemba
dabear <dabear@damned.org> wrote:
--> Yak-List message posted by: "dabear"
Today at 8:41 am, Albert R. "Randy" DeVere III arrived weighing in a
9.5 lbs 21.5 inches long. Mother and Baby doing well. Father has
been questionable for 30+ years.
Regards,
Al DeVere
Message 19
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--> Yak-List message posted by: "Doug" <rvfltd@televar.com>
The whole spin or not to spin VS safety topic is rather like the old chicken
and the egg conundrum. If you do not go out and practice spins, how will
you know instantly what to do when it happens? How many of us have
practiced spins enough to know that unsettling, slightly wormy, loose stick
feeling, in the seat of your pants which happens just before it unhooks.
Depending on the aircraft and the configuration it can be of very short
duration, but you should know this feeling, it should be like a friend once
said, "stuck like a bur to your mental sox's". My point is that if you
don't practice spinning your aircraft, and learn the feeling, see warning
signs, learn the recovery, then how are you going to save your ass (or mine
if I am with you)? If you feel that the FAA training is sufficient and all
you really need to know is how to identify a stall, in MHO you are woefully
unprepared for that one time when your reactions need to be automatic, when
you don't have the time to try to recall the proper procedures. Bud is a
excellent stick, one of the great airshow pilots, and is correct when he
says "spins do kill people", but I am sure he will agree that with practice
and full knowledge of your aircraft, spins (at altitude) are really no
problem. I would hazard to guess that the number of pilots lost while
practicing spins is very small indeed when compared to the number of people
lost to inadvertent spins into the earth. When I took my check ride for my
pvt ticket I was required to perform a 3 turn spin and recover on a heading.
But yes that was in the "good old days" you say, I would have to agree.
Doug (still spinning) Sapp
----- Original Message -----
From: "Walt Fricke" <walterfricke@yahoo.com>
Subject: Re: Yak-List: VGs and spins - Bud's comments
> --> Yak-List message posted by: Walt Fricke <walterfricke@yahoo.com>
>
> Good post and comments by Bud here on teaching incipient spin recognition
and recovery.
>
> I taught spins in sailplanes years ago and had one VERY memorable occasion
with booming thermals in which the newly minted commercial pilot and I took
the K-13 up and down in a series of 7 to10 turn spins and recoveries for
about an hour. Thought I had taught him all he needed to know about spins.
The next weekend he was "stretching the glide" in a 1-26 when a slightly
cross controlled turn from base to final put him over the top in a snap
entry to an unrecoverable spin into the ground. Fortunately the tube
structure of the Schwiezer saved his life.....but not before busting his
legs almost beyond recognition.
>
> I learned more about what's important in spin instruction in 10 seconds
(on hearing of his accident) than all the "fully developed" spin recovery
I'd been taught and practiced while getting my instructor's rating.
>
>
> And for Al Devere: Come to OSH (MTW) and get your first good night's
sleep in weeks! (You'd better be pulling triple duty until then though!)
>
> Congratulations!
>
> Walt
>
>
> --> Yak-List message posted by: "Yakjock"
>
> Lads and Lassies,
>
> The following are two emails Bud Granley sent back to me after I forwarded
the comments from the Yak List to him.
>
> Like Jerry Painter, I've watched Bud's shows and have had the pleasure to
fly with him and his son Ross. Both are outstanding pilots and people. Bud
is something along the lines of Pappy Goolsby: knowledgeable and happy to
share (and a wee bit thinner).
>
> Bud and Ross fly a Yak 55, Yak 18T, Fouga and a T-6.
>
>
> Hi Hal:
>
> I love the VG's. I had mine done at Arlington. You might talk to the
fellows there this week. Paul Robertson did mine.
>
> I picked up 10 % on the stall, already have a rivet bumpy wing.
>
> Eddie Andreini Yak-9's stall went from 94 to 72 knots on the stall. His
wing is verrry smooth.
>
> Spinning!!! I recommend that people practice accelerated stalls to the
flick, and avoid going into the spin. Spins kill people. Recognizing the pre
spin stall and recovery is much more useful.
>
> See you at Arlington, Bud
>
>
> Hi Hal:
>
> Wow! I will have to buy Jerry a drink or two, or possibly he's already had
a couple.
>
> Go ahead and post the response. On spins; It's not that I don't ever do
them, but I emphasize that training yourself to recover the airplane before
it goes into an accidental spin, and being aware that an abrupt pull of the
stick at low speed may result in a spin. Once an unintentional spin is at
low altitude is entered, a world of hurt has been entered.
>
> (Hal's note: The following refers to a fatal crash of a Yak 52 in
Washington State two or so years ago. The "Alex" referred to was the Russian
fighter pilot who defected some years ago with his plane and later wrote a
book about it. The two men - both pilots - had been flying with several
other airplanes, got out ahead and were asked to come back around to the
formation / gaggle. On turning back at slow speed the pilot flying stalled
the airplane. Bud owned the plane.)
>
> On the Yak-52 accident, the aircraft was stalled at 1200 feet, and the
stick was held back for the subsequent fall to the ground. The aircraft was
trying to fly, but responded to the stick inputs. It hit the ground with the
tail first in a falling leaf type descent. Recovery would have been
immediate had they let the airplane get its head with a little speed, even
though pointing at the ground. We had done many airshows and been totally
tumbled much lower than that altitude. I suspect that Mike wasn't able to
over power Alex, who had a history it turns out of grabbing the stick and
resorting to panic. The first picture of ground rush after the first snap
resulted in a series of stalls trying to avoid the ground. The airplane
would have loved to have gotten a couple of more knots.
>
>
> Bud
>
>
> ---------------------------------
>
>
Message 20
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| Subject: | to all eCharts customers |
--> Yak-List message posted by: "Aircraft Technical Book Company" <winterland@rkymtnhi.com>
As of yesterday, our eCharts division has a new address. It is now a part
of our newest on-line catalog www.PilotsBooks.com
Go to PilotsBooks, click on CHARTS on the left and a new page will come up
allowing you to navigate between Sectionals, WACs, TACs, Facility
directories, wall charts, and all IFR enroute charts and terminal plates.
All else is exactly the same as before.
This is not an ownership change. Just an internal consolidation of 2
related sites.
Our company now has 3 basic divisions:
Builder's Bookstore - for the custom aircraft builder
Aircraft Technical Books - for the student and professional mechanic
PilotsBooks - for aircraft owners and pilots
...plus our 2 partnered sites KitPlanes Books and AMT Books
as someone in the movies said "the trilogy is now complete"
Thanks,
Andy
do not archive
Message 21
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| Subject: | [Fwd: Luscombe: Dumb Hand Propping] |
--> Yak-List message posted by: Jim Ivey <jim@jimivey.com>
Hi, all,
Just for fun, I've attached a story which was published in America's
Flyways Magazine some time ago.
It's easy to tell about a dumb thing someone else did. But this dumb
thing that I did is so very, very dumb, I can't resist sharing.
Besides, it may keep some other dummy from being so dumb, knowhatimean?
Anyway, the story is true. Enjoy.
Dale
Foolishness,
and wisdom
By
Dale A. Adams
I was scared. And I was sweating. It didn't bother me that I was
flying in a damaged airplane that could come apart at any moment. That
wasn't the problem. It was Skeets Taylor down there waiting for me who
had me scared. I could hear him already.
"So, what happened to you, boy? And what'd you do to my airplane? It's
all torn up and dinged up. How you gonna pay for all that damage? How
'bout it? Huh, boy?"
I felt sick.
Besides the torn fabric and the bent wing strut, I'd noticed just before
I took off, a long wrinkle on top of the wing. It was acting like a
spoiler, destroying some of the lift. It was a nuisance but I wasn't
worried about flying the airplane. My mind was swimming with the images
of how everything had gotten out of hand so quickly.
"Dale, I've never flown in a small airplane," Burt had said. "Could you
give me a ride in that thing?" Burton Devere was a long time friend of
my folks. I was flattered.
"OK, Mr. Devere. I'll swing the prop and you pull the throttle all the
way back when it starts, OK?"
As soon as the engine began to start, Burton pushed the throttle all the
way to the panel and the engine roared like an unleashed monster. For a
bare instant I was stunned.
The airplane headed straight for Burt's car. My first thought, of
course, was to try to get inside. Not a chance. I barely had time to
grab the wing strut, throwing my weight against the airplane and forcing
it to turn. It was not enough. The right wing began to ride up the
sloping back of Burt's new teardrop Chevrolet. Then the wing dropped
off the roof where the windshield is, damaging the trailing edge.
Finally the elevator structure caught on some part of Burt's car,
tearing some of fabric.
The airplane had made a half turn at that point. I still had the left
wing tip digging into the ground but everything was gaining speed and I
didn't know how long I could hold on. I could see Burt's face frozen in
panic. There was no chance that he would recover enough to begin
thinking -- and to pull the throttle back.
I didn't even see the little kid running toward the airplane. Seems now
he must have been about twelve. Somehow he managed to get the right
door open. He reached across Burt, through the tangle of his arms and
pulled the throttle back to idle. When the airplane finally stopped it
had made a full turn and sat about where it was when all this started.
The whole scene took about 30 seconds.
Now, flying home, it didn't occur to me that I should never have risked
a takeoff in a damaged airplane. My decisions were being driven by an
obsessive feeling that if I could fly it home the severity of the
situation would somehow be lessened.
Blind to all the procedures that Skeets had taught me, I landed
downwind. I had hoped that everybody would be inside and not notice my
arrival but there he stood. With a friend!
As I got out, my legs shaking, he walked up to the airplane, his casual
glances catching everything. He leaned nonchalantly against the
deformed wing strut. I waited for his tirade.
"Hi. I noticed you were in kind of a hurry with your landing." He
examined the torn fabric. "Have a bad day?"
"Well, Skeets," I stammered, "what happened was --"
"Not yet," he interrupted. "Time for that later. I want you to meet a
friend of mine. Dale, this is Mr. McClain."
McClain? McClain? It was truly over. W. M. McClain was the C.A.A.
Administrator, the man who signed my license in green ink in two places
(I still have it) and the man who revoked pilot licenses when he
determined that the pilot had screwed up. He was no nonsense, tough,
and according to some, quite ruthless. No question about it, my flying
days were over.
I suppose I shook hands with Mr. McClain like a polite young man is
supposed to do. I don't think I actually spoke. I had such a lump in
my throat I didn't dare. I do remember I reached into my left rear
pocket for my billfold, extracted my license and handed it to him. I
remember, too, that he took it and examined it carefully.
"Well, now," he said, "it's a pilot's license. And there's my
signature. Very nice. But what are you handing it to me for?"
I mumbled something, I guess. Something about him taking it eventually
when he heard what had happened.
"Well, let's just go inside and we'll all sit down and take it easy for
awhile and you can tell us about your day. Sounds like you've got quite
a story."
We did that. Skeets' wife brought us all something to drink and I told
my story, holding my glass firmly against the table with both hands to
keep them steady and trying to keep my voice from cracking. When I was
finished, neither Skeets nor Mr. McClain said anything for some very
long moments. I reached, again, into my pocket, took my license from my
billfold and laid it on the table in front of Mr. McClain. He gave me a
long look.
"Why do you keep showing me your license? I know you're a pilot. You
wouldn't be flying Skeets' airplanes if you weren't a pilot."
I don't remember our conversations after that. Something to do with
what I'd learned, that there was no sense in revoking my license if I
had become a better pilot than I had been that morning. Things like
that. I even mentioned the downwind landing. "But not a bad landing,"
Mr. McClain had said. "Kind of fast and you used up every last inch of
the runway but still a pretty good landing."
I recall that they both talked to me. An easy talk, first one then the
other, all of it reassuring. There was a little humor, a couple of
flying stories, each with an underlying tone that flying airplanes is a
serious business. The actual words are gone but there was a compassion
that day that I still remember. There was also a wisdom that I would
learn to appreciate only with time. I often think of that day and hope
that I can be, well, whatever they were and try not to judge, try not to
be unfair. I don't always remember but when I do, it seems to work.
I flew again. Different airplanes, different places. Had some wild
experiences. Made mistakes. But the humble feeling stayed. Were there
lessons to be learned from all this? Of course. Some about airplanes.
But most important, some about people who are compassionate and wise.
Those are the lessons that count. Oh yes. The little kid. He would be
about 67 years old now. How did he know what to do?
I wish I knew his name.
D. A. Adams
====
Message 22
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--> Yak-List message posted by: "Lee Taylor" <leetay@idcomm.com>
RE: Your notes on spin philosophy.
FROM: Lee Taylor
Ditto, Ditto, and ditto again
Low-level spins are to be avoided. Period. Not knowing AND NOT BEING
PROFICIENT in them means that a low-level spin WILL BE terminal.
Knowing what to do---MIGHT---get you out of it. Knowing what occurs
leading up to one, being able to recognize that is starting to happen,
THAT will hopefully keep you from ever getting into one there.
Anyone who thinks that spin training and practice is a bad idea
is not a person I want to fly with as a passenger. Just don't do 'em
low!
Lee Taylor
Message 23
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| Subject: | Re: Carb Cleaning / Adjustment |
--> 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>
>
> I guess we disagree on this one Brian.
I expected several disagreements.
> But that's OK.
Yeah, it is what makes a horse race.
> My experience with
> MMO is, it has almost eliminated the hesitation when the engine is hot when
> moving the throttle up from idle.
I find this odd because there is nothing that MMO does that is going to improve
this problem. Either your accelerator pump works or it doesn't. Either fuel
metering works or it doesn't. But I won't argue with success.
> This is especially nerve racking when you
> are on short final and decide you need a little more power to make the
> runway safely. When it hiccups and coughs and sputters, it makes the pulse
> rate go up a few beats.
Been there, done that, needed new shorts. In my case it was a defective flap switch
in another airplane. It retracted the flaps on short final. The ensuing
pitch change and sink rate scared the s--- out of me. I cobbed in the power
and pitched for go-around but it didn't completely arrest the sink. I initially
thought I was on the ragged edge of stall because the pitch change didn't
result in a climb. Then I realized I was accelerating like a bat out of hell.
(All of this in about 2 seconds but it sure seemed longer.) So yeah, I can
relate to wierd stuff stopping your heart on short final.
> Using the MMO religiously in my M14 has kept the palpitations to a minimum.
If it works ...
--
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 24
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| Subject: | Re: Baby Boy!!!! |
--> Yak-List message posted by: Bob Fitzpatrick <rmfitz@direcway.com>
Way to go, Al ! Good to see you have at least TWO hobbies.
bob
----- Original Message -----
From: "dabear" <dabear@damned.org>
Subject: Yak-List: Baby Boy!!!!
> --> Yak-List message posted by: "dabear" <dabear@damned.org>
>
>
> Today at 8:41 am, Albert R. "Randy" DeVere III arrived weighing in a
> 9.5 lbs 21.5 inches long. Mother and Baby doing well. Father has
> been questionable for 30+ years.
>
> Regards,
>
> Al DeVere
>
>
>
>
>
>
>
Message 25
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| Subject: | Electrical Problem Help |
--> Yak-List message posted by: KingCJ6@aol.com
Here's a strange one.
Lately, when I shut the engine down, still leaving the first 10 panel
switches on, the instruments dim and the landing gear lights go dim/dark. When
I
then shut all switches off, then turn on the first 5, all panel/instrument lights
function properly. Only when I turn the AH gyro switch on (with the engine
off), does the problem repeat. This also happens when I activate the rear gyro
switch independently.
The battery is charged, connections to the battery itself cleaned, and
generator functioning within proper range.
Any ideas/help would be greatly appreciated.
Thanks, Dave
Message 26
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| Subject: | Re: Electrical Problem Help |
tests=ORIGINAL_MESSAGE,QUOTED_EMAIL_TEXT,REFERENCES,
USER_IN_WHITELIST
version=2.55
--> Yak-List message posted by: "Walt Lannon" <lannon@look.ca>
Dave;
Energizing the front gyro compass & horizon draws an initial 20 Amps and
stabilizes at about 10 Amps. With the rear horizon on as well it is probably
about 15 Amps. The first thing I would check is your battery condition.
If that is producing at least 24 V under load then I would check the actual
draw from the compass & horiz. system.
Could be a problem with the inverter.
Walt
----- Original Message -----
From: <KingCJ6@aol.com>
Subject: Yak-List: Electrical Problem Help
> --> Yak-List message posted by: KingCJ6@aol.com
>
> Here's a strange one.
>
> Lately, when I shut the engine down, still leaving the first 10 panel
> switches on, the instruments dim and the landing gear lights go dim/dark.
When I
> then shut all switches off, then turn on the first 5, all panel/instrument
lights
> function properly. Only when I turn the AH gyro switch on (with the
engine
> off), does the problem repeat. This also happens when I activate the rear
gyro
> switch independently.
>
> The battery is charged, connections to the battery itself cleaned, and
> generator functioning within proper range.
>
> Any ideas/help would be greatly appreciated.
>
> Thanks, Dave
>
>
Message 27
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--> Yak-List message posted by: <johnhilterman1@cox.net>
Yaksters,
Looking for some advice/recommendations on a good canopy cleaner and polish.
Thanks,
John Hilterman
Message 28
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| Subject: | Re: Electrical Problem Help |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
More than likely sounds like a voltage regulator problem. I have a friend
here who has gone through 3 set of GPS's and several Nav lights due to
surging from his reg. His CJ had a US solid stae reg as opposed to the
original Chinese type. I understand that many CJ's that were imported had
their voltage regs replaced with US automotive type regulators which do not
seem to hold up. It has beed a very costly endeavor for my friend.
Just an FYI
Ernie
----- Original Message -----
From: <KingCJ6@aol.com>
Subject: Yak-List: Electrical Problem Help
> --> Yak-List message posted by: KingCJ6@aol.com
>
> Here's a strange one.
>
> Lately, when I shut the engine down, still leaving the first 10 panel
> switches on, the instruments dim and the landing gear lights go dim/dark.
When I
> then shut all switches off, then turn on the first 5, all panel/instrument
lights
> function properly. Only when I turn the AH gyro switch on (with the
engine
> off), does the problem repeat. This also happens when I activate the rear
gyro
> switch independently.
>
> The battery is charged, connections to the battery itself cleaned, and
> generator functioning within proper range.
>
> Any ideas/help would be greatly appreciated.
>
> Thanks, Dave
>
>
Message 29
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|
| Subject: | Re: Canopy Polish |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
PRIST
----- Original Message -----
From: <johnhilterman1@cox.net>
Subject: Yak-List: Canopy Polish
> --> Yak-List message posted by: <johnhilterman1@cox.net>
>
> Yaksters,
>
> Looking for some advice/recommendations on a good canopy cleaner and
polish.
>
> Thanks,
>
> John Hilterman
>
>
Message 30
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| Subject: | Re: Canopy Polish |
--> Yak-List message posted by: "Jon Boede" <jon@email.net>
I've been using Plexus and over time it seems to really be improving my
canopy.
Jon
> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
> PRIST
> ----- Original Message -----
> From: <johnhilterman1@cox.net>
> To: <yak-list@matronics.com>
> Subject: Yak-List: Canopy Polish
>
>
>> --> Yak-List message posted by: <johnhilterman1@cox.net>
>>
>> Yaksters,
>>
>> Looking for some advice/recommendations on a good canopy cleaner and
> polish.
>>
>> Thanks,
>>
>> John Hilterman
>>
>>
>
>
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