Today's Message Index:
----------------------
1. 12:18 AM - Re: East Coast All Red Star (Jim Ivey)
2. 03:57 AM - Red Star National Convention Concept (Drew Blahnick)
3. 04:03 AM - Re: avoiding hydrualic lock (A. Dennis Savarese)
4. 05:03 AM - I did a stupid thing (Gus Fraser)
5. 05:29 AM - Re: Burt Rutan (Ernie)
6. 06:03 AM - All Red Star III (Alan Cockrell)
7. 11:14 AM - Oil shutoff (Barry Hancock)
8. 11:58 AM - Re: Oil shutoff (Drew Blahnick)
9. 12:03 PM - Re: Oil shutoff (A. Dennis Savarese)
10. 12:16 PM - Re: Oil shutoff (KJKimball@aol.com)
11. 01:29 PM - Re: Oil shutoff (Walt Lannon)
12. 02:06 PM - intake drain kit? (Cj6av8r@aol.com)
13. 02:17 PM - brackett air filter contact? (Cj6av8r@aol.com)
14. 03:37 PM - Re: intake drain kit? (A. Dennis Savarese)
15. 05:00 PM - Re: Oil shutoff (KJKimball@aol.com)
16. 05:05 PM - Nose wheel conversion (KingCJ6@aol.com)
17. 07:05 PM - Re: East Coast All Red Star (Steve/Wheels)
18. 07:19 PM - Intake Tube Drain Kits (Jeff Linebaugh)
19. 07:26 PM - Yak-52 compensation (Steve/Wheels)
20. 07:27 PM - Re: Yak-52 compensation (DFCPAC@aol.com)
21. 07:31 PM - looking for yak 52 (DFCPAC@aol.com)
Message 1
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| Subject: | Re: East Coast All Red Star |
--> Yak-List message posted by: Jim Ivey <jim@jimivey.com>
Was at the CAF Airsho Saturday. The fellows from Southern California had an
Antonov AN-2 and they said they get about 1 mile per gallon. Of course theirs
comes at a 90mph price. Maybe it costs more to operate an AN-2 than an L-29,
eh?
Jim Ivey
Quoting Ernie <ernest.martinez@oracle.com>:
> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
> Sure, and at about 1 mile per gallon.
>
> Ernie
> ----- Original Message -----
> From: "Gus Fraser" <fraseg@comcast.net>
> To: <yak-list@matronics.com>
> Subject: RE: Yak-List: East Coast All Red Star
>
>
> > --> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
> >
> > As the east coast is so large how about a NE and a SE ?
> >
> > Ernie that big jet of yours should get you 900 miles PDQ :)
> >
> > Gus
> >
> > -----Original Message-----
> > From: owner-yak-list-server@matronics.com
> > [mailto:owner-yak-list-server@matronics.com]On Behalf Of Ernie
> > To: yak-list@matronics.com
> > Subject: Re: Yak-List: East Coast All Red Star
> >
> >
> > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >
> > The only event in the FL area is S&F, I would say that AL or GA would be
> > more centalized, PA is 900 miles for me.
> >
> > Ernie
> > ----- Original Message -----
> > From: "Gus Fraser" <fraseg@comcast.net>
> > To: <yak-list@matronics.com>
> > Subject: RE: Yak-List: East Coast All Red Star
> >
> >
> > > --> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
> > >
> > > Drew,
> > > What distance did people travel to get to the West coast fly in ? My
> > thought
> > > is that it should be somewhere like western PA as this would be central
> > for
> > > the entire NE. There are already events in the Florida area. Thoughts ?
> > >
> > > Gus
> > >
> > > -----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: East Coast All Red Star
> > >
> > >
> > > --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
> > >
> > > Too far north for "late next year" plus we need to be as far from any
> > Class
> > > B airspace as humanly possible.
> > > Dennis
> > >
> > >
> > > ----- Original Message -----
> > > From: "Tim Gagnon" <niftyyak50@msn.com>
> > > To: <yak-list@matronics.com>
> > > Subject: Yak-List: East Coast All Red Star
> > >
> > >
> > > > --> Yak-List message posted by: "Tim Gagnon" <niftyyak50@msn.com>
> > > >
> > > > Looks like we need a East Coast event. I have helped produce a few
> > > airshows
> > > > and aviation events and would be happy to have one in the Cincinnati
> > area.
> > > > Anyone interested in that? Probably could not have it by next
> > year...maybe
> > > > late next year??
> > > >
> > > > Thoughts!?
> > > >
> > > > Tim Gagnon
> > > > Yak-50 84-2805....uhmmmm or 2305......huh?
> > > >
> > > > Help protect your PC. Get a FREE computer virus scan online from
> > McAfee.
> > > >
> > > >
> > >
> > >
> >
> >
>
>
>
>
>
>
Message 2
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| Subject: | Red Star National Convention Concept |
--> Yak-List message posted by: "Drew Blahnick" <aapilot@adelphia.net>
Folks,
I've read the multiple posts on aviators interest in a "convention" under the ARS
format 'somewhere'. I realize that posts in this list can be misinterpreted,
so let's give this subject a shot, you may not agree with some of these points
and you can e-mail me directly off list as required. ARS wasn't error free
of course, such things never will be, but from that experience here is my position
on this subject.
First, let's establish WHAT you want before the WHEN or WHERE (I don't know what
everyone wants, so I will state what I believe everyone's referring to)
For this concept:
You DO NOT want only a yak and CJ (I might mention this as "under 400HP" later)
only fly-in for formation training.
You want a multi-subject convention, from MX, Flight Safety, Competitions, etc...
You want a event program that invites all Red Star aviators, jet to prop, warbird,
aerobatic, sport, etc.
You want a large event, with max attendance...
So this is the WHAT [ hope that's close ]
Here is the WHAT of ARS, or at least the little vision I had for it starting out:
A convention that attracts just about every RS aviator in the region, teaches several
subjects, entertains. A "fun gig" if you will. Financially it's supported
by the attendees in the beginning (watch this), but it's unique nature attracts
a large number of aviators, and this means heavy metal WWII classics and
our jet drivers as well as our under 400HP class...this energy is focused in
a marketing campaign to attract media attention, which I then use to approach
major sponsors...which in turn helps finance the event...sponsors and media add
gravity to the event, the marketing machine is cranked up a notch, more aviators
attend, some with new/established airshow acts, many with FAST formation
cards, altitude waiver cards, etc....The event provides these aviators a great
time among folks they know, they wanted it, here it is...in return, after a
few years, these aviators fill the content of a growing single day public event
for a small community, such as I have here at Castle, where they once supported
the Air Force base community before the AFB closed...and this growing gate
and merchandise revenue, along with sponsors, helps reduce the general cost to
the attendees, helps fund the event ops, etc. For this to work, the event has
to be clear of most regional (western) major airshows.
WHERE:
It should be close to a major population center, but not restricted because of
it - this place should really be served by a major airline hub. Castle is too
far from such facilities, not too bad, but has some other valuable assets.
It should be, for a national convention, centrally located and further south than
north (not saying it has to be down south, and I'm not speaking of "The South",
as in plantations and trucks with gunracks ;) but if you have to pick one
side over the other, I would 'nudge' south). If you make it difficult for national
media to attend a small fringe event - they won't. That mantra can be repeated
for attendees, the public, sponsors, etc.
WHEN:
When can you get there with the best chance of not freezing, 75% chance of no visible
moisture over the duration of the event, and no major airshows to compete
with? What month and what weekend is that?
+++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
Here are my thoughts on this:
WHAT:
see above
WHERE:
Outside Dallas Fort Worth, well clear of class B. Dallas is served by a major hub, is equally painful for the majority of members. Texas, as I found through posting a registration form on www.allredstar.com has quite a few RS aviators who are not YPA members (although I hope they will join). Nothing going in TX? March North, Oklahoma City, Kansas City. Don't put it in a small airport off in the booneys, don't pull too far east or west because you think it's going to be more 'convenient' for the organizer, while hurting even the perception of equality in national attendance; I'm 5.5 hours drive from Castle and 2+15 flight time in the CJ. I head there twice before the event.
Here are the regional association member counts using the current regions posted
on the website (these geographical regions subject to change)
NW:24
SW:60
NC:39
SC:39
NE:45 (most appear in the southern portion)
SE:60
WHEN:
Annually, some weekend in May or June to start off the season, or late fall to
end it, starting in 2005.
MONEY:
It's gonna cost, and in the algorithm noted above, the event is born on the shoulders
of RS attendee fees, but I approached this issue this way: I'm gonna plan
this thing so the 'entertainment and educational value' is always significantly
larger than the cost. This doesn't mean it's cheap, just that the majority
of attendees, my friends, come away with the opinion they were damn glad they
made it and look forward to whatever I dream up for next year.
ORGANIZER:
I know I've mentioned organizing on this level is work, but did I mention organizing
on this level is actually work? When you do something like this that is
basically "uncharted" (new concept), you have to expect you will find very few
folks who will jump in with both feet, but lots of verbal volunteers. Name a
division, site surveys, sponsors, media, facility prep, document production,
catering, etc., all require many, many hours invested. Someone has to be responsible
for things getting accomplished, and in the end you can not blame a 'volunteer'
who didn't get the shirt orders in on time; well I guess you could,
but it won't help your plight, all the attendees won't give a sh_t about that
volunteer, they will be asking you what the hecks up, if this scenario is replicated
enough times, you are in for a crappy four days at the event...
STAFF:
Basically volunteers to head up each division, the ICAS manual does a good job
of listing them for a public event, but for ARS they are a bit less daunting (smaller
event, less public issues, no hired acts and no/little vendor contracting).
Organizer
Chairmen of:
Registration (also can be the budget officer, collects $$)
Marketing & Advertising
Sponsors
Facilities (if you are relying on multiple facilities on airport owned by the county/city,
etc. Will they heat em, cool em, turn the power on, etc.)
Ramp Ops & Security (site survey req'd - use site survey checklist)
Air Ops (airspace plan, FAA freq program, emergency action plan in coord. with
local fire dept/CFAR)
Flight Scheduling (in event mostly)
Documents/Training Materials
Volunteer Coordinator (boy scouts, CAP, etc.)
Off site Contracts (hotels, cars, rest, catering etc., catering can be separated
out if it's relied on a lot)
Merchandise
Awards (design, ordering,production and shipment)
Insurance and Liability (as req'd)
Training Officers in FAST, ACM, Bomb Drop, Aerobatics, MX, etc. etc. Sponsors
will also present (prop mx for example)
How many of these can one guy cover? Depends on the size of the event.
Can I take a lot of the footwork done with ARS and shift it to ARS national? Absolutely,
but it still requires staffing of course, but certainly less (merchandising
for example is set). Some of you might have been surprised under "WHEN"
above, it states "2005": you can rush something in 6 months, but I would
concentrate on building up your association (membership, training programs, etc.),
and use 2004 to fully plan the event, market it aggressively ("the buzz",
)....try the following to determine the resolve of RS aviators for a mass gathering
, make OSH 2004 your Red Star Convention center. In other words, to determine
if a stand alone national RS convention would gain attendance, I challenge
us to have 55 - 60 member aircraft and even more member-only (airline fly-ins
to attend Osh), jet to prop, at Osh 2004. That's about 20% of our membership...
If we can do that, you can discuss the national convention face to face
with 60+ or more owner-members and determine the energy around such a concept.
What I'm about to say next is to demonstrate that after two years with ARS, I do
not have all the answers....In October I'm attending the ICAS academy at the
Salinas International Airshow (basically a program to shadow the management,
operations, contracting, etc.) and heading to the airboss school (taught by Ed
Schneider, Oshkosh airboss by the way) and an organizers business dev. course
at the December ICAS convention in Dallas. I hope something comes out of this
training besides money from my wallet ;) I'll let you know after the convention...
I really hope this helps focus the current buzz for a national event, it's a great
idea. Oshkosh is fun, and I woudn't want our event to somehow replace our
attendance at Osh, a major public event for our association and a good time.
However, I have to admit, if I could only fly 'continental' once per year in
my #43, I would rather go a shorter distance to hang with friends I know and aircraft
I like, or is that friends I like and aircraft I know....
Drew
Drew Blahnick
Cell310-386-9181
www.yakpilots.org
"Communism: Lousy Politics - Great Airplanes"
Message 3
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| Subject: | Re: avoiding hydrualic lock |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Once again, if you install an oil shutoff coming out of the oil tank to stop
the oil from draining through the oil pump when the engine is shut down, you
are not only increasing the potential of seizing up your engine due to lack
of oil, but you are really masking the problem. The oil system already has
a valve which, when pressure is removed, shuts off the oil flow to the
engine. If you are getting excessive amounts of oil draining into your
engine when the engine is shut down, fix the problem by replacing or
repairing the oil pump. Don't add an oil shut off valve to stop the
problem. Too many people have forgotten to turn it back on and bingo, have
caused the engine to seize.
Dennis
----- Original Message -----
From: "Frank Stelwagon" <pfstelwagon@earthlink.net>
Subject: Yak-List: avoiding hydrualic lock
> --> Yak-List message posted by: "Frank Stelwagon"
<pfstelwagon@earthlink.net>
>
> Put in the intake drain system. If you really want to improve things go
with an oil shutoff out of the tank.
>
> Frank
> CJ6-A N23021
>
>
Message 4
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| Subject: | I did a stupid thing |
--> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
So that other can learn I have always been happy to report a dohhhh!!
moment.
Did a 50 hour on my aircraft this weekend and after doing lots of checks and
maint put her back together and went to ground run the engine.
Primed 5 times.
Went to pump the fuel pump, pump handle pulled out fine and would not go
back in. Damn
After tacking the cowl back off and disconnecting the fuel prime line to
check for a blockage, extracting the barrel from the hand pump I resorted to
the manual.
About to think about servicing the hand pump I remembered the fuel shutoff
valve.
After resetting the valve things, of course, were fine.
SO,
If you feel resistance on the fuel prime just check the fuel cock
One thing I did, tighten the air injectors on the cylinder head, it makes a
hell of a difference in getting the prop spinning especially with cold
weather around the corner.
Gus
Message 5
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--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
True, but what does that have to do with the price of apples in CHina?
Ernie
----- Original Message -----
From: "Brian Lloyd" <brian@lloyd.com>
Subject: Yak-List: Burt Rutan
> --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
>
> Ernie wrote:
>
> > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >
> > Who cares about Burt Rutan's opinion.
>
> Well, he did manage to build an airplane that would fly around the world
unrefueled and is about to fly the first commercial, nongovernment airplane
to carry people into space. Seems he has a knack for doing clever things,
aviation-wise. This quialifies him as a non-stupid in my book.
>
> --
>
> 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: | All Red Star III |
--> Yak-List message posted by: "Alan Cockrell" <yakdriver@comcast.net>
I vote for Sevierville Tennessee. It's a warbird friendly airport (go to the website:
http://www.tnairmuseum.com/index2.html ). It's a recreational area with plenty of interesting places to stay and things for spouses to do. It's also at the base of the most beautiful mountains in the USA---The Appalachians, of course.
Alan
Message 7
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--> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
Here we go again....
On Sunday, September 28, 2003, at 11:58 PM, Yak-List Digest Server wrote:
> Put in the intake drain system. If you really want to improve things
> go with an
> oil shutoff out of the tank.
IMO, the drain kit is a must. So is the shutoff. Yes, there is an
internal oil shutoff valve, but all it takes is for it to get a little
gunked up and it no workie. If you don't mind the oily mess and are
afraid that a valve that is engineered to fail to the open position is
going to somehow screw up your engine, then don't put it in. Added
complexity is just that. In this case, however, the risk (extremely low
to non-existent....has one failed yet?) is worth the benefit as far as
I'm concerned. It's really not worth a debate, it is simply personal
preference. I prefer to keep the oil in my engine, and not in the oil
pan on the hangar floor....
Cheers,
Barry
Barry Hancock
Director of Operations
Red Stars, Inc.
949.300.5510
www.allredstar.com
"Communism - Lousy Politics, Great Airplanes"
Message 8
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--> Yak-List message posted by: "Drew Blahnick" <aapilot@adelphia.net>
I want to know who has invented a Nanchang engine compartment oil return kit
that isn't quite as large as the equipment I've seen on the Yak line of
aircraft, not the full clean kit with header modification, just the vent
line and breathers....
Boy I would love to come down from practicing aerobatics and not have the
clean up...
Invent it, and they will buy...the American way,
Drew
Drew Blahnick
Cell310-386-9181
www.yakpilots.org
"Communism: Lousy Politics - Great Airplanes"
----- Original Message -----
From: "Barry Hancock" <radialpower@cox.net>
Subject: Yak-List: Oil shutoff
> --> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
>
> Here we go again....
>
> On Sunday, September 28, 2003, at 11:58 PM, Yak-List Digest Server wrote:
>
> > Put in the intake drain system. If you really want to improve things
> > go with an
> > oil shutoff out of the tank.
>
> IMO, the drain kit is a must. So is the shutoff. Yes, there is an
> internal oil shutoff valve, but all it takes is for it to get a little
> gunked up and it no workie. If you don't mind the oily mess and are
> afraid that a valve that is engineered to fail to the open position is
> going to somehow screw up your engine, then don't put it in. Added
> complexity is just that. In this case, however, the risk (extremely low
> to non-existent....has one failed yet?) is worth the benefit as far as
> I'm concerned. It's really not worth a debate, it is simply personal
> preference. I prefer to keep the oil in my engine, and not in the oil
> pan on the hangar floor....
>
> Cheers,
>
> Barry
> Barry Hancock
> Director of Operations
> Red Stars, Inc.
> 949.300.5510
> www.allredstar.com
> "Communism - Lousy Politics, Great Airplanes"
>
>
Message 9
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--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Then the question is, if the valve in the oil pump fails or gets gunked up
as you say, how will you know that if you have the external oil shut off
valve in the system?
Dennis
----- Original Message -----
From: "Barry Hancock" <radialpower@cox.net>
Subject: Yak-List: Oil shutoff
> --> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
>
> Here we go again....
>
> On Sunday, September 28, 2003, at 11:58 PM, Yak-List Digest Server wrote:
>
> > Put in the intake drain system. If you really want to improve things
> > go with an
> > oil shutoff out of the tank.
>
> IMO, the drain kit is a must. So is the shutoff. Yes, there is an
> internal oil shutoff valve, but all it takes is for it to get a little
> gunked up and it no workie. If you don't mind the oily mess and are
> afraid that a valve that is engineered to fail to the open position is
> going to somehow screw up your engine, then don't put it in. Added
> complexity is just that. In this case, however, the risk (extremely low
> to non-existent....has one failed yet?) is worth the benefit as far as
> I'm concerned. It's really not worth a debate, it is simply personal
> preference. I prefer to keep the oil in my engine, and not in the oil
> pan on the hangar floor....
>
> Cheers,
>
> Barry
> Barry Hancock
> Director of Operations
> Red Stars, Inc.
> 949.300.5510
> www.allredstar.com
> "Communism - Lousy Politics, Great Airplanes"
>
>
Message 10
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--> Yak-List message posted by: KJKimball@aol.com
Drew,
We have an intake drain kit and an oil scavenge system for the M14 engines.
It has been used on the A14 as well. Available in 12 or 24 volts. We have
oil shut off valves also with a safety switch included to prevent start without
full open oil valve. Feel free to email or call for more info.
Sincerely,
Kevin Kimball, VP Engineering
Jim Kimball Enterprises, Inc.
PO Box 849, 5354Cemetery Rd.
Zellwood,FL 32798
407-889-3451 ph, 407-889-7168 fax
www.jimkimballenterprises.com
Message 11
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--> Yak-List message posted by: "Walt Lannon" <lannon@look.ca>
A few observations on oil shut-off valves, etc.
I have not seen one of the currently available valves so can't comment on
their servicability and fail safe design, they may be just fine. However I
have seen some homemade ones in the past that were definately unsafe. The
only thing that could have made them safe would have been a spring loaded
spike coming up through the seat cushion to get the pilot's attention.
The oil control valve in the Huosai (and I believe the M14P as well) is a
tiny little thing located inside the oil pump drive gear shaft. I have not
had one apart and in my hands to look at the actual oil flow but studying
the IPC drawing I am at a loss to understand how it could possibly do the
job.
As far as I can tell the oil is going to bypass it and leak through the
stationary pump gears and into the engine.
The same valve in the P&W engine is located upstream of the pump. It is a
poppet style valve about 1 1/4" in dia. and is readily removeable at oil
change when you remove the pressure oil screen.
It normally works just fine and if a problem shows up you can remove it for
reseating (lapping) and test or replacement.
Removing the Huosai/M14P equivalent looks like a major operation that should
not be undertaken by the average owner/pilot.
Walt
----- Original Message -----
From: "A. Dennis Savarese" <adsavar@gte.net>
Subject: Re: Yak-List: Oil shutoff
> --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
>
> Then the question is, if the valve in the oil pump fails or gets gunked up
> as you say, how will you know that if you have the external oil shut off
> valve in the system?
> Dennis
>
> ----- Original Message -----
> From: "Barry Hancock" <radialpower@cox.net>
> To: <yak-list@matronics.com>
> Subject: Yak-List: Oil shutoff
>
>
> > --> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
> >
> > Here we go again....
> >
> > On Sunday, September 28, 2003, at 11:58 PM, Yak-List Digest Server
wrote:
> >
> > > Put in the intake drain system. If you really want to improve things
> > > go with an
> > > oil shutoff out of the tank.
> >
> > IMO, the drain kit is a must. So is the shutoff. Yes, there is an
> > internal oil shutoff valve, but all it takes is for it to get a little
> > gunked up and it no workie. If you don't mind the oily mess and are
> > afraid that a valve that is engineered to fail to the open position is
> > going to somehow screw up your engine, then don't put it in. Added
> > complexity is just that. In this case, however, the risk (extremely low
> > to non-existent....has one failed yet?) is worth the benefit as far as
> > I'm concerned. It's really not worth a debate, it is simply personal
> > preference. I prefer to keep the oil in my engine, and not in the oil
> > pan on the hangar floor....
> >
> > Cheers,
> >
> > Barry
> > Barry Hancock
> > Director of Operations
> > Red Stars, Inc.
> > 949.300.5510
> > www.allredstar.com
> > "Communism - Lousy Politics, Great Airplanes"
> >
> >
>
>
Message 12
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| Subject: | intake drain kit? |
--> Yak-List message posted by: Cj6av8r@aol.com
Dennis mentioned this and I was interested in installing one as well. Is
someone selling this as a kit or is it home grown? What parts and pieces work
the best? Who has any thoughts on this.
Mark
Message 13
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| Subject: | brackett air filter contact? |
--> Yak-List message posted by: Cj6av8r@aol.com
Anyone have a phone number to order the brackett air filter for the CJ, and
the part number too since I can't find my paperwork on this.
Thanks, Mark
Message 14
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| Subject: | Re: intake drain kit? |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Jim Kimball Enterprises sells a very nice kit.
http://www.jimkimballenterprises.com/.
Also, if you go to my web site, www.yak-52.com, and click on MODIFICATIONS,
there is a drawing and an AN parts breakdown if you'd like to make your own.
Dennis Savarese
----- Original Message -----
From: <Cj6av8r@aol.com>
Subject: Yak-List: intake drain kit?
> --> Yak-List message posted by: Cj6av8r@aol.com
>
> Dennis mentioned this and I was interested in installing one as well. Is
> someone selling this as a kit or is it home grown? What parts and pieces
work
> the best? Who has any thoughts on this.
>
> Mark
>
>
Message 15
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--> Yak-List message posted by: KJKimball@aol.com
Here is a link to see the oil shutoff valve we offer. This is one we
designed for the Pitts Model 12 which is M14P/PF powered.
You can see out intake drain kit on this page as well.
<A HREF="http://www.jimkimballenterprises.com/h_support_moose.html">Moose M14 Support
Feel free to email or call with any questions you may have.
Sincerely,
Kevin Kimball, VP Engineering
Jim Kimball Enterprises, Inc.
PO Box 849, 5354 Cemetery Rd.
Zellwood, FL 32798
407-889-3451 phone
407-889-7168 fax
<A HREF="www.jimkimballenterprises.com">www.jimkimballenterprises.com
<A HREF="www.pittsmodel12.com">www.pittsmodel12.com
Message 16
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| Subject: | Nose wheel conversion |
--> Yak-List message posted by: KingCJ6@aol.com
After 8 years of living with different out-of-balance Chinese nose tires &
wheels, we finally converted to the Cleveland nose wheel. If you haven't done
it already, you should definitely consider it. The new unit is so smooth, the
only problem you will experience during the transition is believing the nose
gear is really down when you land!
Doug Sapp now has a new conversion kit that does not require axle adapters &
installs in 5 minutes with only a crescent wrench.
Dave
Message 17
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| Subject: | Re: East Coast All Red Star |
--> Yak-List message posted by: "Steve/Wheels" <wheelsyakpilot@comcast.net>
I live in western Pa, just outside of Pittsburgh. My home base for my Yak-52
is Grove City,Pa[29D]. Located across the street from outlet malls, there is
plentiful inexpensive lodging & food. All WALKING DISTANCE from the airport.
It's got 4500' of concrete & a grass strip if needed. The FBO was #1 in PA
last year. We have 4 Yak-52's & 1 CJ within 50 miles. Sep '05 would be a
great time & this a great place for Red Star gathering.
Fly safe & check 6!
Wheels Wieland
----
Message 18
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| Subject: | Intake Tube Drain Kits |
--> Yak-List message posted by: Jeff Linebaugh <jefflinebaugh@earthlink.net>
There have been two Yak 52 drivers that have advised to "install an intake tube
quick drain kit" on an Housai HS6A. They evidently are not aware of the differences
in the M14P and the Chinese 285.
The intake tubes are different between the two engines. The M14P intake drains
have much larger "bosses" and drains. That makes installing an intake drain
system fairly easy. The 285 drains are much more "delicate": much smaller bosses
and drain plugs. Installing a drain kit has been done, but the size of the
tube used for the drain must be so small that I would not trust the oil to drain
through it in the winter time.
Also, I have seen at least two cases of intake tube drain lines failing... They
are subject to a lot of vibration. This causes at least a loss of power..and
more probably a rough running engine...and a flight suit cleaning bill. I have
seen stainless flex tube used in place of hard lines...seems to me to be a
good idea. But at best you are adding another point of "failure" to the engine...
Just some thoughts....
Jeff Linebaugh
Message 19
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| Subject: | Yak-52 compensation |
--> Yak-List message posted by: "Steve/Wheels" <wheelsyakpilot@comcast.net>
Does anyone know of a way to charge for flights in my Yak-52. Two FAA types
have told me I can give flights for free and charge $150 for a T shirt with
my Yak on it. I'd rather not go that route. Any ideas??
Thanks.
Fly safe and check 6!
Wheels Wieland
----
Message 20
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| Subject: | Re: Yak-52 compensation |
--> Yak-List message posted by: DFCPAC@aol.com
Message 21
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| Subject: | looking for yak 52 |
--> Yak-List message posted by: DFCPAC@aol.com
hi all,
i'm new to the list. i'm looking to purchase a yak 52. right now i have an
rv-4 finished in 2001, it is probly one of the nicest rv-4 around. if anyone is
interested in a trade please contact me for further information. or if the
have a yak 52 for sale outright
thank you
dan carley
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