Today's Message Index:
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1. 05:52 AM - W&B, fuel tanks (Brian Lloyd)
2. 06:05 AM - Re: M14P engine history (Jim Bernier)
3. 10:07 AM - Re: M14P engine history (Gus Fraser)
4. 06:45 PM - Nanchang CJ figures (Gus Fraser)
Message 1
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--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Yak-List message posted by: "Jerry Painter" <wild.blue@verizon.net>
> The thing I like about using the ADF for ballast is that is quickly and
> easily removable--never been a fan of scuba bottles, Cornelius pumps,
> lead etc. that are fixed dead weight.
I have never been a fan of any sort of unnecessary fixed weight but since one often
needs to add weight to achieve proper CG, it might as well provide something
useful as well. When you leave the ADF in there it does nothing but add weight
so it may as well be lead. Mount a removable bottle or pump there that
is still removable and you can have your cake and eat it too. It is there when
you fly cross country but easily removed when you want to put someone in the
back seat for some yank 'n bank.
> Besides, propping is easy
And extremely dangerous. I have never heard of anyone being hurt or killed by
a scuba bottle when refilling their air system. The aviation world abounds with
stories of people maimed or killed when hand propping.
> and seldom required, barring brain fade of some sort.
It doesn't happen often but it happens when it is least convenient. And brain
fade happens. Sure as the sun will come up tomorrow, someone in this group will
leave their air valve open and need to refill the system. (Not to mention
worn air valves that have a very slow leak.)
> I've always been concerned about the polar moment of inertia of
> additional fuel tanks. Not only do you have a very real possibility
> (likelihood?) of going over max gross wt,
Do you not do a W&B before you fly? I have all the W&B data on my aircraft in
my PDA so it takes me about 15 seconds to do a W&B. It isn't likely I will go
over max gross if I am at all diligent.
> it sounds like Drew's tank
> setup allows uncommanded fuel transfer between tanks.
If it is the one I think he has, it is a standard tank, not an aux tank. It is
just better fitted to the compartment so it carries more fuel. As to the fuel
moving outboard, it makes no difference. If the fuel tank is full there is
no motion of the fuel at all so PMoI doesn't change. And as fuel is burned the
PMoI is reduced relative to a full tank even if the fuel does move to the outboard
side of the tank during a spin.
> Yak-52W's and
> TW's have a mickey mouse setup requiring transfer from the aux tanks to
> main tanks using pumps. Venting is suspect at best and uncommanded fuel
> transfer can occur through the pumps, even when they're not running.
This I agree with 100%. Aux tanks with electric transfer pumps are a kludge and
prone to failure. There are so many failure modes that it just doesn't bear
discussing. I suspect there are a number of airplanes at the bottom of the Atlantic
because electrical failure rendered their transfer pumps and hence aux
fuel unusable.
--
Brian Lloyd 6501 Red Hook Plaza
brian@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
Message 2
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| Subject: | Re: M14P engine history |
--> Yak-List message posted by: "Jim Bernier" <JBernier@dart.org>
I believe that many individuals would like to see this information. I would personally
like to know the physical differences that allow the M14P to turn 2900
RPM while the HS6A turns a mere 2350 rpm. Keep the info available to all concerned.
Jim B
Message 3
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| Subject: | M14P engine history |
--> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
Russian Hamsters are bigger than Chinese hamsters :))))
Gus
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Jim Bernier
Subject: Re: Yak-List: M14P engine history
--> Yak-List message posted by: "Jim Bernier" <JBernier@dart.org>
I believe that many individuals would like to see this information. I would
personally like to know the physical differences that allow the M14P to turn
2900 RPM while the HS6A turns a mere 2350 rpm. Keep the info available to
all concerned.
Jim B
Message 4
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| Subject: | Nanchang CJ figures |
--> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
Folks,
Can someone send me the book values for a CJ for the following
Empty weight
HP
Glide ratio
Va
Vs0
Thanks
Gus
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