Today's Message Index:
----------------------
1. 12:57 AM - Re: SE formation clinic (HereBostonTim@aol.com)
2. 01:05 AM - FNG (Mark Jefferies YAK UK Ltd)
3. 05:01 AM - Panel Stickers (Stuart Mackereth)
4. 05:33 AM - Re: tailwheel locks (Drew Eginton)
5. 06:37 AM - Re: Yak 18T avionics (Todd 'rogue' Wikel)
6. 06:46 AM - Microsoft Flight Sim 2002/2004 Yak-18T/AN-2/CJ-6 Models add-ons (Todd 'rogue' Wikel)
7. 06:51 AM - Re: SE formation clinic (Cy Galley)
8. 07:49 AM - Re: Re: tailwheel locks (BUTLER, FRANCIS)
9. 08:58 AM - Re: Re: tailwheel locks (BUTLER, FRANCIS)
10. 09:12 AM - Engine Glitch question (Patrick Scofield)
11. 09:52 AM - Re: Engine Glitch question (A. Dennis Savarese)
12. 10:35 AM - Re: Panel Stickers (Jorgen Nielsen)
13. 10:53 AM - Re: Panel Stickers (A. Dennis Savarese)
14. 11:22 AM - Oil Pressure update (Jorgen Nielsen)
15. 12:30 PM - Re: Panel Stickers (Deon Esterhuizen)
16. 06:56 PM - Re: Panel Stickers (Jim Duffy)
17. 10:14 PM - Tailwheel locks??? (Dean Courtney)
18. 10:31 PM - Engine glitch (Dean Courtney)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: SE formation clinic |
--> Yak-List message posted by: HereBostonTim@aol.com
FUCK OFF AND DIE...
ONE MORE E-MAIL TO ME AND YOU WILL BE ARRESTED.
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Yak-List message posted by: "Mark Jefferies YAK UK Ltd" <mark@yakuk.com>
now Gents, I believe the term (FNG) was first used by the "reds" in the UK. If
you really wish I will look in an old book and advise the date but, hey its "our"
term so don't hijack it for the US army !!!
(Ernie, the "reds" are the affectanate name for the Red Arrows, the Worlds greatest
formation team and yes they are P-in-C !!)
cheers all. MJ
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Yak-List message posted by: "Stuart Mackereth" <stuart@bramptonyork.com>
Hi
I'm about to redo all the label plates/stickers on both front and back
panels on my 52. Does anyone have a template for all the
shapes/sizes/fonts etc? Would be a lot easier if someone has done this
before, then to go and measure up all the old ones. Word or any bitmap
format would be fine.
Thanks!
Stuart
Yak 52
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: tailwheel locks |
--> Yak-List message posted by: Drew Eginton <deginton@marketswitch.com>
At 11:58 PM 12/4/2003 -0800, you wrote:
>5. 09:47 AM - Yak-50 (Richard Goode)
> 6. 10:54 AM - Yak 50 crosswinds (Dean Courtney)
Thanks to Richard, Dean, and Tom.
I have to say I don't understand the big shrug over this issue. I
understand why a heavy aircraft like a Mustang, designed in an era when
there were at least four and probably six runways from which to choose,
might lock the tailwheel when in the taxi or landing configuration. But
it's a fact that if one locks the tailwheel with stick full aft, the
vertical axis is forfeited; if the stick is neutralized in order to
manipulate direction, lateral axis control is forfeited. So, if one
assumes that one flies tailwheel aircraft from engine start to engine
shutdown (versus only when the wheels are up) this is problematic because
it is designed to exploit only 2 of 3 control axes at any moment. Further,
it would seem to guarantee higher sideloads on that long gear; on a
blustery day, one can pin the tailwheel or correct directionally -- but not
both at the same time ((unless one wants to try to steer while pinning an
aircraft to a runway at 100 kph by differential braking (no thanks)). All
of my tailwheel time (about 700 hours) is in a J-3 and Decathlon, which are
light and squirrelly in a good blow on the ground, and interesting to
wheel-land in a quartering blow, but the Yak is light as well. The only
incident I've ever had occurred at 3 mph on the ramp in a Decathlon in 20
mph gusting 30, and I will never take control authority for granted in a
light tailwheel plane again. I didn't even get to say "watch this" before
I ruined a prop and crank.
Anyhow, thanks for the notes and the great news that the plane has enough
rudder authority, anyhow, to land in above-book conditions.
Just trying to use my feet,
--drew
===============
Drew Eginton
Chairman, CEO & President
Marketswitch Corporation
108 Powers Court
Dulles, VA 20166
www.marketswitch.com
vox: 703.444.6873
efax: 703.783.8696
assistant: Laura Meltzer: 703.444.6750 ext. 232
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Yak 18T avionics |
--> Yak-List message posted by: "Todd 'rogue' Wikel" <twikel@comcast.net>
Yes I'd like a website info also...
----- Original Message -----
From: "Bruce Campbell" <baruch@intelligentflight.com>
Subject: Yak-List: Yak 18T avionics
> --> Yak-List message posted by: "Bruce Campbell"
<baruch@intelligentflight.com>
>
> Is there any web-able documentation on the std russian avionics on a Yak
18T?
>
> Bruce Campbell
> YAK 52 N82623
>
>
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Microsoft Flight Sim 2002/2004 Yak-18T/AN-2/CJ-6 Models add-ons |
--> Yak-List message posted by: "Todd 'rogue' Wikel" <twikel@comcast.net>
I have found some airplane add-ons for Microsoft Flight Sim 2002/2004 for many
of the Yaks, AN-2 and CJ-6s. I can put them up on the web if anyone would like
a copy...they are public add-ons.
I also have found a Plastic model kit of a Yak-18T. It took me over a year to
run it down. Not sure if link is allowed to be post to the list. If it's ok...then
I post it up. They are about $60 USD and ship from England. And don't
order it with the cheapest freight....mine took 7 weeks to get to me by a slow
boat from England....
Todd Wikel
Dallas, TX
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: SE formation clinic |
--> Yak-List message posted by: "Cy Galley" <cgalley@qcbc.org>
Hey Bozo,
Scroll down and unsubscribe. You were able to subscribe so you can show
your intelligence by unsubscribing rather than your poor taste comment which
gets you nothing except the contempt of other readers. These other readers
cannot unsubscribe you... You must do it.
----- Original Message -----
From: <HereBostonTim@aol.com>
Subject: Re: Yak-List: SE formation clinic
> --> Yak-List message posted by: HereBostonTim@aol.com
>
> FUCK OFF AND DIE...
> ONE MORE E-MAIL TO ME AND YOU WILL BE ARRESTED.
>
>
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: tailwheel locks |
--> Yak-List message posted by: "BUTLER, FRANCIS" <FRANCIS_BUTLER@butler-machinery.com>
I have to say I don't understand the big shrug over this issue. I
understand why a heavy aircraft like a Mustang, designed in an era when
there were at least four and probably six runways from which to choose,
might lock the tailwheel when in the taxi or landing configuration. But
it's a fact that if one locks the tailwheel with stick full aft, the
vertical axis is forfeited; if the stick is neutralized in order to
manipulate direction, lateral axis control is forfeited. So, if one
assumes that one flies tailwheel aircraft from engine start to engine
shutdown (versus only when the wheels are up) this is problematic because
it is designed to exploit only 2 of 3 control axes at any moment. Further,
it would seem to guarantee higher sideloads on that long gear; on a
blustery day, one can pin the tailwheel or correct directionally -- but not
both at the same time ((unless one wants to try to steer while pinning an
aircraft to a runway at 100 kph by differential braking (no thanks)). All
of my tailwheel time (about 700 hours) is in a J-3 and Decathlon, which are
light and squirrelly in a good blow on the ground, and interesting to
wheel-land in a quartering blow, but the Yak is light as well. The only
incident I've ever had occurred at 3 mph on the ramp in a Decathlon in 20
mph gusting 30, and I will never take control authority for granted in a
light tailwheel plane again. I didn't even get to say "watch this" before
I ruined a prop and crank.
Anyhow, thanks for the notes and the great news that the plane has enough
rudder authority, anyhow, to land in above-book conditions.
Just trying to use my feet,
--drew
===============
Drew Eginton
Chairman, CEO & President
Marketswitch Corporation
108 Powers Court
Dulles, VA 20166
www.marketswitch.com
vox: 703.444.6873
efax: 703.783.8696
assistant: Laura Meltzer: 703.444.6750 ext. 232
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: tailwheel locks |
--> Yak-List message posted by: "BUTLER, FRANCIS" <FRANCIS_BUTLER@butler-machinery.com>
Drew
No one says you have to taxi with the tailwheel locked. I still don't understand
how your giving up any control axis on the ground. The tailwheel locks, the
stick doesn't.
The 50 is designed to be landed in the three point configuration with stick aft,
tailwheel locked. If you want to wheel land yours with stick forward and tailwheel
unlocked, go for it, but your probably going to get tailwheel shimmy.
I know of one guy that has modified his tailwheel locking mechanism so the tailwheel
remains locked unless the stick is damn near all the way forward. I believe
this was done in order to wheel land his 50 and avoid the shimmy that is
common when landing with unlocked tailwheel. I can give you his contact information
if your interested in his mod.
I was ferrying a 50 and landed in winds just off centerline 26 Knots gusting to
37K. High wind landings can be done but I wouldn't recommend it. I think I
landed the thing 4 times by the time it was done flying and had a very difficult
time taxiing to the ramp. I felt fortunate not to have balled it up, and quit
for the day.
There are many windy days where a 50 or any taildragger should be left in the hanger.
I bet you thought the same when you dinged the decatholon....
Regards,
F. Butler
Yak 50 N612BM
Drew Eginton [mailto:deginton@marketswitch.com]
Subject: Yak-List: Re: tailwheel locks
--> Yak-List message posted by: Drew Eginton <deginton@marketswitch.com>
At 11:58 PM 12/4/2003 -0800, you wrote:
>5. 09:47 AM - Yak-50 (Richard Goode)
> 6. 10:54 AM - Yak 50 crosswinds (Dean Courtney)
Thanks to Richard, Dean, and Tom.
I have to say I don't understand the big shrug over this issue. I
understand why a heavy aircraft like a Mustang, designed in an era when
there were at least four and probably six runways from which to choose,
might lock the tailwheel when in the taxi or landing configuration. But
it's a fact that if one locks the tailwheel with stick full aft, the
vertical axis is forfeited; if the stick is neutralized in order to
manipulate direction, lateral axis control is forfeited. So, if one
assumes that one flies tailwheel aircraft from engine start to engine
shutdown (versus only when the wheels are up) this is problematic because
it is designed to exploit only 2 of 3 control axes at any moment. Further,
it would seem to guarantee higher sideloads on that long gear; on a
blustery day, one can pin the tailwheel or correct directionally -- but not
both at the same time ((unless one wants to try to steer while pinning an
aircraft to a runway at 100 kph by differential braking (no thanks)). All
of my tailwheel time (about 700 hours) is in a J-3 and Decathlon, which are
light and squirrelly in a good blow on the ground, and interesting to
wheel-land in a quartering blow, but the Yak is light as well. The only
incident I've ever had occurred at 3 mph on the ramp in a Decathlon in 20
mph gusting 30, and I will never take control authority for granted in a
light tailwheel plane again. I didn't even get to say "watch this" before
I ruined a prop and crank.
Anyhow, thanks for the notes and the great news that the plane has enough
rudder authority, anyhow, to land in above-book conditions.
Just trying to use my feet,
--drew
===============
Drew Eginton
Chairman, CEO & President
Marketswitch Corporation
108 Powers Court
Dulles, VA 20166
www.marketswitch.com
vox: 703.444.6873
efax: 703.783.8696
assistant: Laura Meltzer: 703.444.6750 ext. 232
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Engine Glitch question |
--> Yak-List message posted by: Patrick Scofield <patrick@designworx.com>
Damn, it happened again.
Flying out of Flagstaff Pulliam field 7, 011' MSl for Mesa Falcon
Field, on a full power takoff the droning zen of an M-14 in full
takeoff song was interrupted by a 'backfire' a singular halting chuff
that was accompanied in the cockpit with a sulfurous fuel/exhaust odor.
I added carb heat (Icing?) and continued on, eventually reducing the
rpm's in steps to 2100 -- Thump/Chuff!! It is disturbing to ones calm
when your mill makes these noises.
FYI,I have had my CJ for 7 years and the M-14 in it for 6. I've flown
it for over 600 hours and I am comfortable with it.
This happened before on the way to Red-Star this year. Leaving out of
Apple Valley California in a four ship with Don Andrews, Rich Tichacek,
and Greg Medford. We where crossing the Tehachapis and beginning to
climb over a solid cloud deck and Thump/Chuff! then the odor, about 7
seconds later Thump/Chuff again, full power-Thump/Chuff. I advised lead
that I had a problem (voice a little high in pitch)and we reviewed
options. High power settings reduced the frequency of the Thump/Chuff
but still not good, It seemed that carb heat and higher CHT made the
difference. We continued on to Red-Star and enroute the problem
eventually went away.
In talking to people at Red Star , Carb Icing, California moisture and
the altitude was the opinion, I took the foam cover off of the Brackett
air filter. This phenomenon only seems to occur above 6,500', severe
clear or cloudy, cold or warm don't change it. High CHT and Carb heat
don't seem to entirely abate it, Fuel flows are fine and consistent.
A Round engine mechanic at FFZ suggested an induction leak, I wondered
if the pressure carb could cause it. I am earnestly out of my depth
here. Any opinions would help.
Patrick Scofield
N4184W Alien Invasion
www.designworx.com/n4184w
Bus. 480-968-4125
Fax. 480-968-4126
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Engine Glitch question |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Patrick,
You may want to look at the physical attachment of the carburetor and make
sure it is secure. We have had other M14's where the carburetor has come
loose and has caused the obvious induction/air-fuel ratio problems.
Secondly, the problem may just be internal to the carburetor's altitude
control aneroid capsule because the pressure carburetor adjusts for
atmospheric pressure. Although I am not a carburetor expert, in reading the
M14 maintenance manual, section 073.10.03, page 15, paragraph 2.2.9
"Altitude Control" talks about its function. On page 1 of this same
section under 1. General, it states in paragraph 2, "The carburetor is of a
floatless, single-barrel type. To insure engine pickup, the carburetor
features mechanical and air acceleration pumps: an altitude control is
provided to adjust mixture quality in climbing."
Good luck,
Dennis
----- Original Message -----
From: "Patrick Scofield" <patrick@designworx.com>
Subject: Yak-List: Engine Glitch question
> --> Yak-List message posted by: Patrick Scofield <patrick@designworx.com>
>
> Damn, it happened again.
>
> Flying out of Flagstaff Pulliam field 7, 011' MSl for Mesa Falcon
> Field, on a full power takoff the droning zen of an M-14 in full
> takeoff song was interrupted by a 'backfire' a singular halting chuff
> that was accompanied in the cockpit with a sulfurous fuel/exhaust odor.
> I added carb heat (Icing?) and continued on, eventually reducing the
> rpm's in steps to 2100 -- Thump/Chuff!! It is disturbing to ones calm
> when your mill makes these noises.
>
> FYI,I have had my CJ for 7 years and the M-14 in it for 6. I've flown
> it for over 600 hours and I am comfortable with it.
>
> This happened before on the way to Red-Star this year. Leaving out of
> Apple Valley California in a four ship with Don Andrews, Rich Tichacek,
> and Greg Medford. We where crossing the Tehachapis and beginning to
> climb over a solid cloud deck and Thump/Chuff! then the odor, about 7
> seconds later Thump/Chuff again, full power-Thump/Chuff. I advised lead
> that I had a problem (voice a little high in pitch)and we reviewed
> options. High power settings reduced the frequency of the Thump/Chuff
> but still not good, It seemed that carb heat and higher CHT made the
> difference. We continued on to Red-Star and enroute the problem
> eventually went away.
>
> In talking to people at Red Star , Carb Icing, California moisture and
> the altitude was the opinion, I took the foam cover off of the Brackett
> air filter. This phenomenon only seems to occur above 6,500', severe
> clear or cloudy, cold or warm don't change it. High CHT and Carb heat
> don't seem to entirely abate it, Fuel flows are fine and consistent.
>
> A Round engine mechanic at FFZ suggested an induction leak, I wondered
> if the pressure carb could cause it. I am earnestly out of my depth
> here. Any opinions would help.
>
>
> Patrick Scofield
> N4184W Alien Invasion
> www.designworx.com/n4184w
>
> Bus. 480-968-4125
> Fax. 480-968-4126
>
>
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Yak-List message posted by: "Jorgen Nielsen" <jorgen.nielsen@mweb.co.za>
Don't have those sorry. But what I do have are cards I made up to replace
the original russian cards (those on the RHS behind plastic). Mine
originally came showed oil dilution tables etc, some were unreadable. So I
made new ones for: engine settings, entry speeds, local airports (freq,
rwy), airspeed limitations. Anyone want them as templates let me know & I
will email direct. I laminated mine and cut to size.
Jorgen
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Stuart
Mackereth
Subject: Yak-List: Panel Stickers
--> Yak-List message posted by: "Stuart Mackereth" <stuart@bramptonyork.com>
Hi
I'm about to redo all the label plates/stickers on both front and back
panels on my 52. Does anyone have a template for all the
shapes/sizes/fonts etc? Would be a lot easier if someone has done this
before, then to go and measure up all the old ones. Word or any bitmap
format would be fine.
Thanks!
Stuart
Yak 52
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Panel Stickers |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
I'll take a set Jorgen. And thanks for making them available.
Dennis Savarese
adsavar@gte.net
----- Original Message -----
From: "Jorgen Nielsen" <jorgen.nielsen@mweb.co.za>
Subject: RE: Yak-List: Panel Stickers
> --> Yak-List message posted by: "Jorgen Nielsen"
<jorgen.nielsen@mweb.co.za>
>
> Don't have those sorry. But what I do have are cards I made up to replace
> the original russian cards (those on the RHS behind plastic). Mine
> originally came showed oil dilution tables etc, some were unreadable. So
I
> made new ones for: engine settings, entry speeds, local airports (freq,
> rwy), airspeed limitations. Anyone want them as templates let me know & I
> will email direct. I laminated mine and cut to size.
>
> Jorgen
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com]On Behalf Of Stuart
> Mackereth
> To: yak-list@matronics.com
> Subject: Yak-List: Panel Stickers
>
>
> --> Yak-List message posted by: "Stuart Mackereth"
<stuart@bramptonyork.com>
>
> Hi
>
> I'm about to redo all the label plates/stickers on both front and back
> panels on my 52. Does anyone have a template for all the
> shapes/sizes/fonts etc? Would be a lot easier if someone has done this
> before, then to go and measure up all the old ones. Word or any bitmap
> format would be fine.
>
> Thanks!
> Stuart
> Yak 52
>
>
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Oil Pressure update |
--> Yak-List message posted by: "Jorgen Nielsen" <jorgen.nielsen@mweb.co.za>
For those interested in the oil pressure issue (or lack of it):
Took Wednesday off work, removed bottom cowl, tied up & back the top cowl.
Washed engine down with paraffin gun. Then removed and washed all filters,
and washed out oil tank with unleaded petrol.
Changed my prop seals while I was at it.
Removed regulator, noted a ridge all round that was quite pronounced.
Fitted shiny new regulator and screwed in the spring adjuster till it felt
right. Then sat back & admired my handiwork, the spotless engine, the
expertly wire locked nuts / bolts etc. (Never used that funny twisty pliers
thingies before). Then double & triple checked everything.
Then added 15l of W120 one litre at a time, cause the top cowling was tied
back & up. That was fun, it was by now dark, and I had to decant out of a
20l can that cut me each time I tipped it, into a cut off 1l plastic
container, then reach up and carefully pour the oil into the tank. (15
times) At least towards the end the 20l can was lighter so did not cut me
too badly.
Then I lay on the tar smoking a cigarette, wondering if my back would ever
return to normal.
After thinking the only way to repair my back was by stretching it by
hanging inverted, I fired up the engine. A solid 5.5 kg/cm was the reward.
First time. Now that's luck. Waited for oil to warm up, dropped down to
5.2.
So I went back today to refit the cowls etc., and top up oil to 15l, then
took her up. First flight was straight and level, to rule out possibility
of weird results from flop tube error. Results as below:
Oil filled to 15 litres.
At run-up:
Oil temp 45, 70%, 5.5 kg/cm
In flight:
Oil temp 60, 81%, 5.2 kg/cm
Oil temp 62, 70%, 5.0 kg/cm
Oil temp 60, 70%, 5.0 kg/cm
Oil temp 68, 70%, 5.1 kg/cm
Flight duration was 60 minutes.
If anyone ever has to do this, one way to relieve the boredom of straight &
level with nowhere to go is by flying at 100ft. Even more fun through a
meteorite crater. Good solid test flight.
Decide to quit while I was ahead and refuel aeroplane and myself. BTW, its
useful to write results on leg while flying, although you do get strange
looks in the restaurant afterward. Then went up again for some aeros.
On aerobatic flight, initially loops, rolls, stall turn, spin OK. Then
after attempted stall turn with roll up, subsequent unintended tail slide
& spin, pressure dropped to 4. Had been steady at 5 up to then. Cycled
prop, pulled pitch all the way back, etc. Did not pick up back to 4, but
did not drop further either. So carried on flying aeros, after stall turn
again with rolls (that worked, almost) and some other as yet unnamed
manoeuvres, I noticed the pressure went back to 5 and stayed there
throughout. No further problems, even after sustained negative g, flying
upside down, spins, stall turns and lots of consecutive slow rolls. Burnt
myself trying to check oil level directly after flight, so will check next
time I fly.
So its seems there is a huge improvement. The needle is steady whereas
before it jumped around a lot more, which I had put down to vibration. I
would think there may be some dirt still in oil tank, possibly partially
obstructing the pickup, or an air leak in the pickup line. (my pickup lines
always full of hot air).
Time will tell.
Jorgen
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Yak-List message posted by: "Deon Esterhuizen" <desterhuizen@hyphos360.com>
Thanks for the offer Jorgen - I will take a set.
Deon.
-----Original Message-----
From: Jorgen Nielsen [mailto:jorgen.nielsen@mweb.co.za]
Subject: RE: Yak-List: Panel Stickers
--> Yak-List message posted by: "Jorgen Nielsen"
<jorgen.nielsen@mweb.co.za>
Don't have those sorry. But what I do have are cards I made up to
replace
the original russian cards (those on the RHS behind plastic). Mine
originally came showed oil dilution tables etc, some were unreadable.
So I
made new ones for: engine settings, entry speeds, local airports (freq,
rwy), airspeed limitations. Anyone want them as templates let me know &
I
will email direct. I laminated mine and cut to size.
Jorgen
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Stuart
Mackereth
Subject: Yak-List: Panel Stickers
--> Yak-List message posted by: "Stuart Mackereth"
<stuart@bramptonyork.com>
Hi
I'm about to redo all the label plates/stickers on both front and back
panels on my 52. Does anyone have a template for all the
shapes/sizes/fonts etc? Would be a lot easier if someone has done this
before, then to go and measure up all the old ones. Word or any bitmap
format would be fine.
Thanks!
Stuart
Yak 52
=
==
==
==
==
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Panel Stickers |
--> Yak-List message posted by: "Jim Duffy" <jduffy@webpipe.net>
I would like these also. Thanks Jim
----- Original Message -----
From: "Jorgen Nielsen" <jorgen.nielsen@mweb.co.za>
Subject: RE: Yak-List: Panel Stickers
> --> Yak-List message posted by: "Jorgen Nielsen"
<jorgen.nielsen@mweb.co.za>
>
> Don't have those sorry. But what I do have are cards I made up to replace
> the original russian cards (those on the RHS behind plastic). Mine
> originally came showed oil dilution tables etc, some were unreadable. So
I
> made new ones for: engine settings, entry speeds, local airports (freq,
> rwy), airspeed limitations. Anyone want them as templates let me know & I
> will email direct. I laminated mine and cut to size.
>
> Jorgen
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com]On Behalf Of Stuart
> Mackereth
> To: yak-list@matronics.com
> Subject: Yak-List: Panel Stickers
>
>
> --> Yak-List message posted by: "Stuart Mackereth"
<stuart@bramptonyork.com>
>
> Hi
>
> I'm about to redo all the label plates/stickers on both front and back
> panels on my 52. Does anyone have a template for all the
> shapes/sizes/fonts etc? Would be a lot easier if someone has done this
> before, then to go and measure up all the old ones. Word or any bitmap
> format would be fine.
>
> Thanks!
> Stuart
> Yak 52
>
>
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Tailwheel locks??? |
--> Yak-List message posted by: "Dean Courtney" <deancourtney696@hotmail.com>
Drew,
I have read your post 50 times and cannot figure out what you mean by giving
up a control axis just because your tail wheel happens to lock at some point
in your control travel. You have full 3 axis control, the stick and rudder
provide that, and they don't lock.
I am a former check airman in the DC-3 and BE-18, and not in sissy warbird
daytime ops either! Night freight, all weather, all winds, all the time
(sounds like a great movie). Also taught in Cub, Citabra, Starduster, Waco,
C195, Blah, Blah.
About half had non steerable, fully locking tailwheels. The other half had
steerable, locking tailwheels. A fully locking tailwheel locks with a pin. A
steerable locking tailwheel locks with a cam action, or clutch. Ever "break"
the tailwheel around to push a Cub, or Decathlon backwards? The "break" is
the tailwheel lock. Taxiways are straight, runways generally are too. The
only time a tailwheel needs to be unlocked is to turn sharp.
Tailwheel locked, unlocked, Hell remove it! The flight controls being
flapped correctly is the ONLY thing that keeps ANY aircraft on the runway.
And you can flap the crap out of those BIG, SLOTTED, aerobatic size Yak
control surfaces to great effect, even at what feels like zero airspeed. The
tail wheel lock does not effect those movements ONE BIT.
I wholesale agree with the idea of "pinning" the tail with up elevator. You
mentioned doing this at 100 cliks? She'll fly back off. The airplane's tail
will settle when she's ready, once it touches, pin it with aft stick.
Magically you also have help keeping it behind you, because the tailwheel
lock is automatically engaged. Once that stick is back, Aileron keeps you ON
the runway, rudder, power & brakes keep you STRAIGHT with the runway.
(That little bit of locked in traction from the tailwheel doesn't hurt
either). At walking speed, the stick can come forward (alot or a little,
just rig it) to release the tail, just the same as a separate handle
installation would. The first time the tailwheel lock will actually hurt you
in a 50 is if its locked and you try to make a sharp turn. Cause its trying
to keep you STRAIGHT. Which...... until you are slow enough to be able to
move the stick forward/look down for some "tailwheel unlock handle" is
EXACTLY the whole point of this exercise!
Remember, you can rig it to engage at ANY point in the stick travel. Fully
aft only, the last 3 inches of stick travel, 1/2 travel, ect. I like mine to
engage at about 2 inches aft of elevators "in trail". Or you can rig up a
separate handle, the Waco, and DC-3 were that way. Just don't EVER quit
flapping the FLIGHT controls because you think you have to move the
tailwheel control first. Tailwheel control knob, tailwheel lock, entire
tailwheel assembly is not what keeps you on the runway. Stick and rudder bar
will.
I'm no genius, but I haven't bent one YET, (not to say I haven't seen the
grass at both sides, and the end of the runway up close a few times, lets
see...... Buffalo, Ny...BE-18...3am...heavy.....aft cg......35 gusting to 50
off the lake at 60 degrees off the runway.....yeah! that'll do it!) And it
had a separate tailwheel lock handle! :)
If any of the above came off with a "tone" it is not meant to, just wanted
to chat about tailwheel ops. Opinions are like A--holes so..........:)
Cheers!
Dean
Yak 50 84-2805
205-405-0701
deancourtney696@hotmail.com
Shop online for kids toys by age group, price range, and toy category at
MSN Shopping. No waiting for a clerk to help you! http://shopping.msn.com
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Yak-List message posted by: "Dean Courtney" <deancourtney696@hotmail.com>
FWIW,
When that "chuff" happened in the DC-3 it was usally a valve sticking
(intake) a "fart" was an exhaust valve. Changing the mixture (like you did
with carb heat) would usally cool/heat the cly enough to make it quit.
But p-carb alt control, or intake leak would be on my list too. Picky valves
do the "come and go" failures sometimes though. Thinner air may bring out a
weakness in the ignition harness too.
Cheers,
Dean
Get holiday tips for festive fun.
http://special.msn.com/network/happyholidays.armx
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|