Today's Message Index:
----------------------
1. 12:58 AM - Re: Docs and Bonanzas (Brian Lloyd)
2. 04:51 AM - ARS Expenses (cpayne@joimail.com)
3. 06:04 AM - East coast mini Red Star event???? (James Enkema)
4. 07:06 AM - Re: East coast mini Red Star event???? (cjpilot710@aol.com)
5. 07:49 AM - terror in the skies (Brian Lloyd)
6. 08:13 AM - Re: All Red Star 2004 Itinerary (ANDREWS)
7. 08:29 AM - Re: terror in the skies (cjpilot710@aol.com)
8. 09:10 AM - Re: LED replacements for LDG LIGHTS (Dave Laird)
9. 09:53 AM - Re: LED replacements for LDG LIGHTS (Doug Sapp)
10. 10:07 AM - Re: LED replacements for LDG LIGHTS (Dave Laird)
11. 10:09 AM - Re: Hal? (Doug Sapp)
12. 10:28 AM - ARS Registration fixed (Barry Hancock)
13. 10:52 AM - Threads and Insurance (Tom Johnson)
14. 10:57 AM - CJ uplock issue? (Dave Laird)
15. 12:14 PM - Re: CJ uplock issue? (cjpilot710@aol.com)
16. 12:29 PM - Re: CJ uplock issue? (ByronMFox@aol.com)
17. 12:48 PM - Re: Hal? (ByronMFox@aol.com)
18. 03:58 PM - Effect of horsepower increase on brake holding power (Bill Halverson)
19. 04:22 PM - Re: terror in the skies (Jorgen Nielsen)
20. 05:16 PM - Brakes (jay reiter)
21. 07:03 PM - Re: terror in the skies (Brian Lloyd)
22. 08:28 PM - Re: Docs and Bonanzas (YakL1@aol.com)
23. 08:31 PM - Re: terror in the skies (Walt Fricke)
24. 08:42 PM - M14P engine wanted (Frank Haertlein)
25. 08:57 PM - Re: CJ uplock issue? (A. Dennis Savarese)
Message 1
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| Subject: | Re: Docs and Bonanzas |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
James Enkema wrote:
> John if I practiced medicine like most big bird drivers (jet jockeys) fly YAKs,
CJ's and Bonanzas I would not have my license long.
Doctors, as a class, seem to have more than their fair share of individuals who
have too much, how shall I put this, "confidence." Military pilots, especially
those that drive single- and dual-seat aircraft, are another group that suffers
from this. They often have misplaced confidence when they climb into smaller,
less-capable aircraft. (BTW, you can put rich, successful business people
in that category too.)
Getting back to doctors, I know it is not all of 'em but it is enough to recognize
a trend. I don't know why this is but I suspect it is environmental. I see
the same thing in politicians, especially congress critters. In the case of
the latter I think my father once put it pretty well when he was talking about
how the staff and employees on Capitol Hill suck up to their collective bosses,
"It is so prevalent that we start to believe our own bullshit." After being
universally treated like gods they start to believe it. I think that doctors
and airline pilots experience the same thing where they work. They have so
much skill and success in one area that they think it is transferable to other
areas.
The problem is, it is not transferable. I have a pretty good ego (anyone: please
feel free to argue with me on this) so I have to really watch myself when I
fly. The airplane demands the diligence that comes from humility. I know that
whenever I start to think that my fecal material is lacking an offensive odor
the airplane slaps me up side the head in some way as a reminder. The problem
is, when that happens, it may require more skill than usual to convert potential
accident/incident into yet another hangar story. Since doctors focus their
energies primarily elsewhere, the balance in the "skill" bank may not be
able to cover the amount of the current experiential invoice. Work-related pressures
that decrease awareness/attention (stress) just make the situation worse.
We are wonderful, complicated, flexible, but imperfect machines. Being as safe
as possible when we fly requires that we concentrate on the imperfect part.
The low-time pilot who lacks that supreme confidence may back off from a dangerous
situation where the pilot with too much confidence boldly goes forward.
We reach our point of skill and then our confidence surpasses our skill leading
us into situations where our skill cannot help us escape.
So don't concentrate on the jabs at doctors. They are a convenient subgroup that
happens to exhibit this behavior and seems to prefer the Bobanza. But we all
suffer from this malady to some extent or another.
--
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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--> Yak-List message posted by: "cpayne@joimail.com" <cpayne@joimail.com>
After organizing numerous events, including some Yak Pilots
Club/Association get togethers, I can see that this year's
All RedStar event looks well worth the value. Too bad I
couldn't afford the 2000 bucks in avgas to get there and
back from FLA.
Consider also the value received from the training
opportunities; compare against what some warbird flight
school operators charge....I'm also certain that the catered
meals will be wonderful; Full California Cuisine! Pass the
Quiche please, my yogurt is getting warm.
Maybe next year I'll come there and kick some Schwarzenegger
Squadron butt.
Craig Payne
Message 3
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| Subject: | East coast mini Red Star event???? |
--> Yak-List message posted by: "James Enkema" <lennoxlimited@earthlink.net>
Great Red Star events on the West end of the island but is there no organization
on the East coast? Sun and Fun around the corner but I'm looking for fly in
events in the Charleston, SC....Myrtle Beach....Columbia...areas. The Red Star
event would be great but just don't have the time to be off to make the 4000
plus mile journey. At one time I owned a Swift and that organization has a lot
going on. Events were scheduled around the country to accommodate others besides
locals. Formation clinics, safety seminars, maintenance issues..in our
case would be great to have licensed parachute packers (to pack for a fee) instructors
in our make and type for additional training. I guess what I am saying
is there anything like that happening on the East Coast? If not are there
those reading this thread that would have an interest in getting one started
or any of these specific events. Most instructors are located west of the Mason
Dixon but we could fly one or two in for a few days. Sun and Fun is coming
up and maybe we can all talk about it then.
Jim Enkema
423-773-3398 TN Mobile
843-206-3398 SC Mobile
Message 4
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| Subject: | Re: East coast mini Red Star event???? |
--> Yak-List message posted by: cjpilot710@aol.com
Those airports you mentioned are OK except that the airspace is to busy and
petrol a bit high. Craig & I found that Waycross, Ga. offered some of the best
facilities. It can even take jets now with the new runway extension. The
airspace around it is uncluttered and the country side only populated by gators
to south and a few Johnny Rebs east, north, and west. I know the leader of
the state house wants us there.
Jim Goolsby
"They that can give up essential liberty to obtain a little safety,
deserve neither liberty nor safety"
Benjamin Franklin 1759
"With my shield, or on it"
Trojan Warriors BC
"The reason older men are like fine wine. When young, they are like grapes
until some woman stomps all over them."
Unknown older man.
Message 5
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| Subject: | terror in the skies |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
The discussion about near-misses, doctors, and Bobanzas brings up something near
and dear to my heart: pure, unadulterated, paralyzing terror. I think that
more than anything else is what sets the old hands apart from the new guys. I
listen to Barry and I realize, he has never experienced loss-of-sphincter-control
terror in an aircraft. It is still a friendly place to him.
Now there is nothing wrong with that but the terror changes your perspective.
It strikes with very little warning and by the time it strikes, there is nothing
you can do but ride it out. My first experience was with a mountain wave over
the Rockies. There I was; fat, dumb, and happy one second and pulling 1G
negative the next with 2000' of altitude loss in 15 seconds. My warning ... a
slight shake of the airplane about 5 seconds before the event.
My second event was an inadvertent penetration of an embedded thunderstorm. IFR,
smooth ride, no ice, and no warning. It gets real dark, the lighting starts,
and the rain sounds like someone pouring gravel on the airplane. The turbulence
increases to severe. I throttle back, drop the gear, and concentrate on
the AI. A glance at the turn coordinator and the ASI tells me that if the AI
fails, I am not going to be able to fly the airplane partial panel. There is
nothing I can do but keep the airplane more or less upright. I can still feel
that raw terror freezing my hands into a death-grip on the yoke. I also remember
thinking that the only way I am going to live through this is to push back
the terror, fly attitude, and hope the airplane stays in one piece.
The event lasts all of about 5 hours, actually about 5 minutes by the clock. I
can still see the barely-readable AI in my mind. I can see the airspeed change
50 knots in the blink of an eye. I can feel the airplane roll 60 degrees either
side of vertical as I use almost full control deflection to bring it back.
Yeah, I was scared to friggin death!
Back then I was young, sharp, and at the top of my game on the gauges, probably
about where Barry is now in his experience -- sharp as a tack. I knew I could
handle it. Now I look at that stuff and say, "this just doesn't feel right,"
shortly thereafter accompanied by a call to ATC saying, "Frostbite Approach,
we would like to get an approach to Frostbite Falls Metro where we will be terminating
for the day. We'd like vectors to the ILS please."
I suspect that most of the other older pilots have similar experiences. They have
felt the terror at least once. It changes you. And it isn't something you
can really tell people about. No story ever prepares you for the real live
experience.
--
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 6
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| Subject: | Re: All Red Star 2004 Itinerary |
--> Yak-List message posted by: "ANDREWS" <dandmaz@cox.net>
Jay,
I suggest you contact Jim Booth for the Seventh Annual West Coast Formation
Clinic and FLY-IN, which will be held May 21-23, 2004 at Castle AFB (MER) it
is a CAF / TRARON Clinic . You must join the CAF at $250.00 + an additional
$120.00 for you as a Pilot + $15.00 grd school, $70.00 for Meals, + $70.00
for Rooms (two nights), if you are a late registration it will be an
additional $50.00. Total of around $575.00 for the weekend. Jay, you can
make your check out to "CAF GGW-WCFC 04" Website :
http:www.goldengatewing.org/formationclinic. Jim is experienced and runs
excellent Clinics.
Don Andrews
----- Original Message -----
From: "Jay Bills" <jsbinbox@yahoo.com>
Subject: Re: Yak-List: All Red Star 2004 Itinerary
> --> Yak-List message posted by: Jay Bills <jsbinbox@yahoo.com>
>
> Waaaaay too expensive!!!
>
> Barry Hancock <radialpower@cox.net> wrote:--> Yak-List message posted by:
Barry Hancock
>
> Gang,
>
> I'm currently working on getting the itinerary page up on the web site.
> Some have emailed and asked for a schedule, so here it is! The big
> thing is for *new* FAST students the ground school is Wed. afternoon
> (the 12th). Thanks!
>
> (Registration information is below the schedule)
>
> ++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
>
> 12 May Wednedsay: RPA FAST GROUND SCHOOL & CLINIC
>
> 0700 - 1830 Arrivals/In-Processing/Fam rides/Staff Meetings
> 1500 - 1800 RPA FAST Groundschool
> 1800 - 1830 Tomorrow's Preview
> 1900 - XXX Catered Dinner On-site
>
>
> 13 May Thursday: ALL RED STAR FAST/UAR TRAINING
>
> 0700 - 1700 Arrivals/In-Processing
> 0730 - 0800 Breakfast
> 0800 - 0830 General Daily Brief & Stand Up
> 0900 - 1800 FAST Formation Flight Training
> 0900 - 0945 Unusual Attitude/OCF Presentation and Review
> 1000 - 1800 UAR/OCF Training Available
> 1200 - 1300 Lunch!
> 1300 - 1800 Flight Training continued
> 1900 - 2000 Catered Dinner
> 1930 - 2015 ACE/Airshow Flying Presentation by Eddie Andreini
> 2015 - 2030 Tomorrow's Preview
> 2030 - ???? Crud practice
>
> 14 May Friday: FAST/ADVANCED FLIGHT TRAINING
>
> 0700 - 1700 Arrivals/In-Processing
> 0730 - 0800 Breakfast
> 0800 - 0830 General Daily Brief & Stand Up
> 0900 - 1000 Intro to TACFORM Presentation (ACM Part 1)
> 1030 - 1230 TACFORM Flight Training (ACM Part 1)
> 1200 - 1000 Lunch!
> 1300 - 1430 Air Combat Simulation Presentation (ACM Part 2)
> 1500 - 1700 ACM Training (ACM Part 2) 1
> 1730 - 1830 Annual Accident Brief and Analysis Forum (Jet and Prop)
> 1845 - 1945 Tri-tip BBQ on flight line w/fly-overs
> 2015 - 2030 Tomorrow's Preview
> 2030 - 2230 3rd Annual Last Man Standing Crud Tournament and
> __________Carrier Landing Competition
>
> 15 May Saturday: COMPETITIONS/ SEMINARS/ TRAINING
>
> 0700 - 1700 Arrivals/In-Processing
> 0700 - 0730 Breakfast
> 0730 - 0815 General Daily Brief & Stand Up
> 0830 - 0930 2-ship Formation Bomb Drop Competition Brief
> 0900 - 1800 FAST Training Sorties/Check rides (as needed)
> 0930 - 1800 ACM Flight training Sorties (as needed)
> 1030 - 1130 2-ship Formation Bomb Drop Competition
> 1200 - 1300 Lunch!
> 1230 - 1530 Flight Line seminars on Airframe, Engines, Props & Systems
> (props and jets, exact schedule TBD)
> 1300 - 1400 4-ship Formation Challenge Brief
> 1430 - 1530 2nd Annual 4-ship Formation Challenge
> 1600 - 1630 Flying Skills Competition Brief
> 1630 - 1730 Allen Silver Parachute Seminar
> 1700 - 1800 Flying Skills Competition
> 1830 - 1900 Movement to the Banquet Hall
> 1900 - 2200 Awards Ceremony/Banquet/Raffle.
> Keynote Speaker: Capt. Steve Ritchie (USAF-Ret.)
> Presentation: Landing on an Aircraft Carrier
>
> 16 May: MASS FORMATION / FINEX
>
> 0800 - 0830 Breakfast
> 0830 - 0930 General Brief/Mass Formation Ground Training
> 1100 - 1200 All Airframe Formations Pass-in-review
> 1200 - 1500 Lunch!/Departure and clean - up.
>
> ++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
>
> To register for the event, just go to www.allredstar.com and follow the
> links. (The link to the pay page is temporarily broken, so once you've
> registered, go to the link below to directly access the pay page)
>
> To proceed directly to the pay page if you have already registered, go
> to
> www.allredstar.com/2004pay.asp
>
> BY PRE-PAYING YOU ARE RECEIVING A 10% DISCOUNT!
>
> Just 38 days to All Red Star 2004!
>
> Cheers,
>
> Barry
>
> Barry Hancock
> Event Director
> All Red Star 2004
> (949) 300-5510
> www.allredstar.com
> "Communism - Lousy Politics, Great Airplanes!"
>
>
> ---------------------------------
>
>
Message 7
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| Subject: | Re: terror in the skies |
--> Yak-List message posted by: cjpilot710@aol.com
In a message dated 4/5/2004 10:50:16 AM Eastern Daylight Time,
brian@lloyd.com writes:
>
> I suspect that most of the other older pilots have similar experiences.
> They have felt the terror at least once. It changes you. And it isn't
> something you can really tell people about. No story ever prepares you for the
real
> live experience.
>
>
Brain has said it all. Two of the most descriptive aviation writers, Ernest
Gann and Gill Rob Wilson, once wrote very vivid prose about taking on
cumulonimbus and the terror they emitt. But nothing, as Brain points out, compares
to
the actual experience. My only excuse for flying into these monsters was the
lack of the techoknodge of the times. When it finally arrived for my use, I
avoided these bastards as I would a mountain. Bless the test pilots who flew
into the things for research, everyone else was a ignorant fool. Me included.
Jim Goolsby
"They that can give up essential liberty to obtain a little safety,
deserve neither liberty nor safety"
Benjamin Franklin 1759
"With my shield, or on it"
Trojan Warriors BC
"The reason older men are like fine wine. When young, they are like grapes
until some woman stomps all over them."
Unknown older man.
Message 8
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| Subject: | Re: LED replacements for LDG LIGHTS |
--> Yak-List message posted by: Dave Laird <dave@davelaird.com>
LED gear indicator lights update:
so... this past weekend was the first time to fly with the new
indicators....
nice clear, bright day... sunglasses on... start up Betty and....oh
no.... Where are the 3 green lights?
They were there but way too dark to use in bright day light while
wearing sunglasses!!!
So here is the lesson:
DON'T USE THE GREEN LED's!
I shutdown and popped in the White LED's for the geardown indicators
and lived with the fact the
the indications are now more blue than green... but they a perfect
brightness.
By the way, the red LED's worked perfectly in bright sun.
hope this post is helpful for others...
Dave Laird
N63536 CJ6A "Betty"
Dallas
Message 9
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| Subject: | LED replacements for LDG LIGHTS |
--> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
Dave,
The best price I could find for the LEDs was 15.00 a light, and I have to
ask myself if they are worth it since the replacement GE (latest upgraded
part number) is only $2.00. And it's not like you have to do major surgery
to replace them. I would agree that the original Chinese and the G# 313
bulbs were short lived, but my vendor tells me (assures me) that the later
series bulbs are vastly improved and will last much longer.
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Dave Laird
Subject: Re: Yak-List: LED replacements for LDG LIGHTS
--> Yak-List message posted by: Dave Laird <dave@davelaird.com>
LED gear indicator lights update:
so... this past weekend was the first time to fly with the new
indicators....
nice clear, bright day... sunglasses on... start up Betty and....oh
no.... Where are the 3 green lights?
They were there but way too dark to use in bright day light while
wearing sunglasses!!!
So here is the lesson:
DON'T USE THE GREEN LED's!
I shutdown and popped in the White LED's for the geardown indicators
and lived with the fact the
the indications are now more blue than green... but they a perfect
brightness.
By the way, the red LED's worked perfectly in bright sun.
hope this post is helpful for others...
Dave Laird
N63536 CJ6A "Betty"
Dallas
Message 10
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| Subject: | Re: LED replacements for LDG LIGHTS |
--> Yak-List message posted by: Dave Laird <dave@davelaird.com>
On Apr 5, 2004, at 11:52 AM, Doug Sapp wrote:
> --> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
>
> Dave,
> The best price I could find for the LEDs was 15.00 a light, and I have
> to
> ask myself if they are worth it since the replacement GE (latest
> upgraded
> part number) is only $2.00. And it's not like you have to do major
> surgery
> to replace them. I would agree that the original Chinese and the G#
> 313
> bulbs were short lived, but my vendor tells me (assures me) that the
> later
> series bulbs are vastly improved and will last much longer.
>
> Always Yakin,
> Doug Sapp
>
Yeah...I agree about the price point on these LED bulbs.... it does
make the incandescent lamps look good, and you are correct...they are
really easy to put in! But just like doing the experiment!!
dave
Message 11
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--> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
<Has anyone heard from Hal Morley lately?
I am sure the Batman (when looking at his almost but not quite yet finished)
brand new, squeaky clean CJ-UI (Unbelievable Incredible), with ALL the mods
has surly been heard to say "holy guano Robin (AKA SHANE), Oshkosh is only a
few months away"! So I am sure he (like me) is keeping his head down and
working overtime to have the new mount standing tall.
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Duncan aka Russ
Subject: Yak-List: Hal?
--> Yak-List message posted by: "Duncan aka Russ" <Duncan1574@hotmail.com>
Has anyone heard from Hal Morley lately?
Russ "Air Boss" Witte-Dycus
North Central Event Coordinator
Red Star Pilot's Association
http://www.flyredstar.org
Message 12
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| Subject: | ARS Registration fixed |
--> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
Hi Guys,
The registration links are fixed. I have gone live with the event
description page as well (click on "invitation" on the home page,
www.allredstar.com). I think after reading this it will put any cost
issues to rest.
After the registration page you can pay online with PayPal. There is
an "itinerary" link there to help you decide when you want to
arrive/depart.
I just spoke with Brig. Gen. Steve Ritchie (USAF-Ret.), who most of you
know shot down 5 MiG's in the Vietnam War. He has confirmed his
attendance at the event and will be the keynote speaker at our Saturday
Banquet.
Thanks!
Barry
Barry Hancock
Event Director
All Red Star 2004
(949) 300-5510
www.allredstar.com
"Communism - Lousy Politics, Great Airplanes!"
Message 13
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| Subject: | Threads and Insurance |
--> Yak-List message posted by: "Tom Johnson" <tjohnson@cannonaviation.com>
Somewhere between lawyers and doctors. . . exist the slightly slippery insurance
agents of the world . .
Gus asked about losses on warbirds.
Biggest losses occur from hitting things (buildings, people, earth).
Death of a passenger is the most expensive type of loss due to the Bodily Injury
payout (BI) and usually Property Damage (PD) also, plus there is usually a loss
of the hull. It's like the "hat trick" or "tri-fecta" of insurance claims.
On the lighter end we find gear problems, taxi problems, wind knocking planes around,
jacking airplane problems.
Gear problems cause metal damage, prop and engine sometimes.
These happen to ALL classes of aircraft whether or not there is a warning system.
(Lots of people get distracted by some darn buzzer~! . . .and forget . . )
The WORST type of accident in terms of what it does to YOUR insurance is fuel starvation.
DON'T do it . . it makes the underwriters REALLY mad . . Just pure lack of planning
and concern for safety.
Who hasn't landed Bingo fuel? I have, and didn't like it . .
Honestly folks, most accidents regardless of the extent, occur with highly qualified
pilots onboard.
I've never had a Private rated pilot involved in a serious accident, they were
all Commercial or ATP.
There is a reason of course . . more exposure, more flying, more exotic airplanes,
heavier and faster.
The Cherokee driver next to you helps subsidize us all (and the juicy "corporate
jet" policies of course).
Glad to take comments directly (off list).
No flaming please . . I'm always nervous when we start bashing lawyers . . who
could be next?!
Tj
Ready for Red-Star.
Message 14
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| Subject: | CJ uplock issue? |
--> Yak-List message posted by: Dave Laird <dave@davelaird.com>
Hey CJers-
Over the weekend I had my right main landing gear leg fall out of the
well and into the down position. It was after a normal takeoff, after
I retracted the gear, all poles down, 3 reds, I put the gear selector
into the middle position. the right gear immediately dropped down...
Now I was left with 2 reds! and one pole out on the right wing!.
My right gear is always the last to close anyway, but this was new and
different and not fun!
I put the gear lever back to the up position, and was rewarded with
the gear going back up... I then waited a couple of minutes before
putting the gear selector back to neutral... and when I did,
everything stayed up...
Oh, the CJ flew fine with that one leg hanging out....even on climb
out with two aboard.
When I came back to land I put the gear down and all went fine. After
landing I then double checked the uplock and it seemed fine....
Do you think that the uplock didn't engage?
Or is it possible that I put the thing into the middle position too
early after retraction and the gear wasn't all the way up and locked,
even though I had red lights?
comments? stuff to look for?
Dave Laird
N63536 CJ6A "Betty"
Dallas
Message 15
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| Subject: | Re: CJ uplock issue? |
--> Yak-List message posted by: cjpilot710@aol.com
Dave,
It could be that up-lock needs a little lub or disassembly and cleaning
before reinstalling.
Jim Goolsby
"They that can give up essential liberty to obtain a little safety,
deserve neither liberty nor safety"
Benjamin Franklin 1759
"With my shield, or on it"
Trojan Warriors BC
"The reason older men are like fine wine. When young, they are like grapes
until some woman stomps all over them."
Unknown older man.
Message 16
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| Subject: | Re: CJ uplock issue? |
--> Yak-List message posted by: ByronMFox@aol.com
I have had this same failure of a main gear uplock, Dave. Jim Selby
adjusted the angle of the uplock "pin" on the gear leg as well as its extension.
He
moved it out a couple of turns. Resolved. I have, however, had the exact event
that you describe when I have launched with moderately low air pressure, say
25. My assumption has been that there initially was insufficient pressure to
trip and hold the uplock.
Do a couple of 3+G loops and see if the gear stays up. ...Blitz
Message 17
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--> Yak-List message posted by: ByronMFox@aol.com
In a message dated 4/5/04 10:10:33 AM, rvfltd@televar.com writes:
> So I am sure he (like me) is keeping his head down and
> working overtime to have the new mount standing tall.
>
>
Now, let me visualize this, Doug....... Hal Morley, "head down", "working
overtime", greasy hands, broken fingernails. Nope, I can't see it. ...Blitz
Message 18
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| Subject: | Effect of horsepower increase on brake holding power |
requirements ...
--> Yak-List message posted by: Bill Halverson <william@netpros.net>
Hey gang -
I'm curious about the effect of increasing an engine's horse power on the
need for increased brake holding
power during engine run up.
Assume:
- The a/c has a CV prop.
- The engine's HP increases by 20% by using a higher compression supercharger
- The maximum prop RPM stays the same.
- The engine run up occurs at 70% max RPM.
I would expect that the brake holding force would have to increase, by 70%
of 20% or 14%.
Comments and opinions solicited!
Bill Halverson
Message 19
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| Subject: | terror in the skies |
--> Yak-List message posted by: "Jorgen Nielsen" <jorgen.nielsen@mweb.co.za>
Brians message:
the terror changes your perspective....
Great post Brian, you have a certain way of putting things!
After my first ride back home in a similar situation (cb), I pestered
the old hands for some advice and to see whether my experience could be
avoided. Never really got a satisfactory answer. Seems to me, if you
fly IFR in light aircraft, despite stormscope / radar / weather
briefings, sooner or later you will have some of those "I wish I had
stayed on the ground" experiences. Like when the VSI gets pegged either
up or down, personally, I get more scared when it shows up, with gear
down and throttled back. That's really scary sh*t. And the danger is
real (not that there is any doubt when you lose your headset in flight),
every now and again there is another statistic. We lost a very, very
experienced pilot that I knew and respected a couple years back, the 210
broke up in mid air. I know of a King Air as well some time back.
Its that pushing the envelope that does it. And those times when you
have stayed on the ground, you see things improve, then you think "it
would have been OK". So next time you go. Then you get terrified all
over again.
Now I stay put! You can always find a cold beer somewhere.
Message 20
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--> Yak-List message posted by: "jay reiter" <jmreiter@adelphia.net>
Bill,
I think the CJ has enough reserve in the holding power to handle the increase in
thrust. The CJ brakes hold at takeoff power.
Message 21
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| Subject: | Re: terror in the skies |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Jorgen Nielsen wrote:
> Now I stay put! You can always find a cold beer somewhere.
Right on! I have become very fond of small motels and coffee shops in the midwest
of the USA. The people are nice and it is a good change from suburbia.
--
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 22
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| Subject: | Re: Docs and Bonanzas |
--> Yak-List message posted by: YakL1@aol.com
I'd like to be treated like a god, for just one day. Or to have been, at any
time in my 20 year plus medical career.
My previous posting was just a failed attempt at humor. After I castigate
Brian for mentioning politicians and physicians in the same breath I will go
back to lurking.
JZ
Message 23
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| Subject: | Re: terror in the skies |
--> Yak-List message posted by: Walt Fricke <walterfricke@yahoo.com>
On this subject, my Yak-50 is up for sale again. Just got home from the West
Coast in my new R-44 and am re-hooked on helicopters. There is NOTHING like seeing
the US from 500 feet (give or take 400). I did 12 hours in the air on Saturday
and loved every minute of it. Missoula MT to Minneapolis in one day!
Took almost as long the day before from Portland to Missoula (my built in headwind).
Anyway, I need room in the hangar so the Yak's gotta go.
If you, or anyone you know wants an old, pre-stiffened spar model Yak 50 let me
know off list. It will go reasonably priced. Only 100 SMOH, in annual, 375
TTSN. 77 model. Some will tell you it shouldn't be used for anything but static
display without the Spar mod as this early model was known to have wings
separate at as little as 14 G's. So if you are a real macho pilot, this one
just won't do. But, if like me, 4 or 5 G's is all your old body can handle,
I think this is one cool looking warbird wannabe for very little cost and will
safely get you into and out of most dogfights without the wings falling off in
the air.
Call if interested.
Walt Fricke
612 599-1948
---------------------------------
Message 24
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| Subject: | M14P engine wanted |
--> Yak-List message posted by: "Frank Haertlein" <yak52driver@earthlink.net>
Yaksters;
I'd like to get an M14P engine. I'm looking for anything running or
rebuildable. Contact me off list at yak52driver@earthlink.net
Frank
N9110M
YAK-52
Message 25
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| Subject: | Re: CJ uplock issue? |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Dave,
You pose a very good question for both CJ and Yak 52 drivers, both
mechanically and operationally. I will address the question mechanically
and operationally for the YAK 52 driver. Maybe some of this will also apply
to CJ's.
Mechanically - If this were a YAK 52, I would answer your question (Do you
think that the uplock didn't engage?) as "possibly". The uplock "parrot
hook" (not the uplock cylinder) on the YAK 52 is moved into the lock
position by the upward movement of the gear leg scissor roller. Once the
roller engages the hook, a spring loaded latching mechanism is engaged that
locks the parrot hook into the up position. The parrot hook is released by
air pressure on the uplock cylinder which, when the gear handle is moved
into the DOWN position, moves the plunger outward on the uplock cylinder,
disengaging the latching mechanism. On the YAK 52, if the parrot hook does
not lock into position, it is typically caused by rust, corrosion and lack
of lubrication on the mechanical latching assembly. Not by air pressure.
Air pressure is used to disengage the parrot hook so the gear can be
extended. The uplock cylinder works from both the main and emergency
pneumatic systems when the landing gear is to be extended. If the parrot
hook does not lock mechanically when the gear is moved to the up position,
when you place the gear selector in NEUTRAL, you release the air pressure on
the gear actuator and the weight of the gear leg will allow in to fall. In
most cases, it must be locked into the DOWN position by air pressure on the
gear actuator. That is probably why your gear leg extended. The micro
switch on each gear leg gives us the UP indicator in the cockpit. Once the
gear is allowed to "freefall" (read, no air pressure on the UP side of the
actuator when the gear handle is placed in NEUTRAL), it disengages the
microswitch giving you a no light condition.
Operationally - If you place the gear handle into the neutral position, you
do two things. 1- you empty the air pressure from the gear actuators and
the uplock cylinders and all the pneumatic lines going to the landing gear.
2- with no air pressure in the landing gear system, when you select DOWN or
UP from the NEUTRAL position, you will use more air from your main air tank
because the landing gear lines and actuators must be refilled. Many times,
because there is no "back pressure" in the gear actuators (the air that was
applied to the gear actuators to move the gear to the UP position), if the
gear is UP and the handle is in NEUTRAL and you select DOWN, the landing
gear will slam into position. It WILL get your attention. Plus it is hard
on the actuators. Operationally, if the gear handle is in the NEUTRAL
position, always move the gear handle to the LAST position the landing gear
was in (as in UP during flight) before moving the gear selector to the DOWN
position. This will prevent the gear from slamming into position as you
will re-pressurize the actuators first which are in the UP position. Now
with pressure back on the actuator in the UP position, there is adequate
back pressure in the actuator to allow the gear to extend at a normal rate.
When you place the gear selector into the DOWN position, you are
depressurizing the UP side of the actuator while applying pressure to the
DOWN side of the actuator. Vice versa when you select UP on the gear
handle.
The bottom line for the YAK 52 driver, when you move the gear handle to UP,
leave it there. There is absolutely no reason to depressurized the landing
gear actuators and uplocks by moving the gear selector to NEUTRAL. Plus you
will use less air from your main air system and not beat the gear to death
by going from NEUTRAL to DOWN with the gear selector.
FWIW,
Dennis
----- Original Message -----
From: "Dave Laird" <dave@davelaird.com>
Subject: Yak-List: CJ uplock issue?
> --> Yak-List message posted by: Dave Laird <dave@davelaird.com>
>
> Hey CJers-
> Over the weekend I had my right main landing gear leg fall out of the
> well and into the down position. It was after a normal takeoff, after
> I retracted the gear, all poles down, 3 reds, I put the gear selector
> into the middle position. the right gear immediately dropped down...
> Now I was left with 2 reds! and one pole out on the right wing!.
> My right gear is always the last to close anyway, but this was new and
> different and not fun!
> I put the gear lever back to the up position, and was rewarded with
> the gear going back up... I then waited a couple of minutes before
> putting the gear selector back to neutral... and when I did,
> everything stayed up...
>
> Oh, the CJ flew fine with that one leg hanging out....even on climb
> out with two aboard.
>
> When I came back to land I put the gear down and all went fine. After
> landing I then double checked the uplock and it seemed fine....
>
> Do you think that the uplock didn't engage?
>
> Or is it possible that I put the thing into the middle position too
> early after retraction and the gear wasn't all the way up and locked,
> even though I had red lights?
>
> comments? stuff to look for?
>
>
> Dave Laird
> N63536 CJ6A "Betty"
> Dallas
>
>
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