Today's Message Index:
----------------------
1. 07:23 AM - Re: YAK-52 mineral oil and ashless dispersants. (Brian Lloyd)
2. 07:26 AM - TBO (Was: Just dropped in) (Brian Lloyd)
3. 09:42 AM - Re: Kimble's Fall Fly-in at Georgetown, DE (GED) - HOTEL INFO.... (Charlie Lynch)
4. 11:15 AM - Solve your Russian Radio problems (Jerome Van Der Schaar)
5. 11:48 AM - Re: TBO (Was: Just dropped in) (Richard Basiliere)
6. 12:22 PM - Re: Battery Set Up (Bitterlich GS11 Mark G)
7. 12:31 PM - Yak-55 radio wanted (Richard Basiliere)
8. 12:47 PM - Re: TBO (Was: Just dropped in) (DaBear)
9. 01:38 PM - Re: TBO (Was: Just dropped in) (Richard Basiliere)
10. 02:34 PM - Re: Yak-55 radio wanted (John Fischer)
11. 02:53 PM - slide out radio rack (Ronald Wasson)
12. 03:43 PM - Re: Yak-55 radio wanted (Richard Basiliere)
13. 04:53 PM - Re: Just dropped in (A. Dennis Savarese)
14. 05:16 PM - rudder cable tunnels (Roger Baker)
15. 09:07 PM - Re: TBO (Was: Just dropped in) (Royden Heays)
16. 09:18 PM - Re: Just dropped in (Royden Heays)
Message 1
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| Subject: | Re: YAK-52 mineral oil and ashless dispersants. |
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
On Sep 30, 2004, at 1:36 AM, Frank Haertlein wrote:
> --> Yak-List message posted by: "Frank Haertlein"
> <yak52driver@earthlink.net>
>
> Yakinators
> Originally, my 52 came with an engine that had 365 hours on it running
> the stock, Russian mineral oil. Since I've owned it I've put over 300
> hours on the engine using Aeroshell W100 ash less dispersant oil
> (non-mineral).
Well, actually it is still mineral oil, it just has the dispersant
additives too. The only totally non-mineral-oils I recall for aircraft
were Mobil-1 and Amsoil.
> At first, the oil would come out black after only an hour
> running so I've gone overboard and changed the oil every two or three
> flights. I figured this was prudent considering the engine spent a good
> portion of it's life on mineral oil and oil changes are allot cheaper
> than an engine replacement. Now it takes over 3 hours of flight for the
> oil to begin going black. The trend has been toward cleaner oil for a
> longer period. It's as though the W100 is acting as a solvent in
> cleaning the engine. It would appear that frequent oil changes are
> flushing the engine of sediments that may have precipitated out of the
> original mineral oil during it's first 365 hours of operation.
> Compression measurements along the way show little change.
>
> Any arguments pro or con to this method?
Nope. The only caveat I would add is that anything that can loosen
deposits in the oil galleys can cause those deposits to move and
possibly block the galleys or block the flow to one of the bearings.
But at this point you have already taken the chance so I don't think
there is much risk for you.
If you want to go a step farther, add MMO to your oil. That will
really start to loosen up any crap still left in there. I run about
10% MMO at oil change. It seems to keep everything cleaner. But I do
this from first oil change so I never let the engine start to get any
build-up.
BTW, I would NOT do this unless I had an oil filter to keep the
detritus from recirculating back into the engine.
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
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: | TBO (Was: Just dropped in) |
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
On Sep 29, 2004, at 6:22 PM, David Marsh wrote:
> --> Yak-List message posted by: David Marsh <swampy@videotron.ca>
>
> Gus,
>
> I like the change for condition but I'm now wondering about the 2000
> hr TBO.
> Does anyone have any experience of going this long before needing an
> engine
> change ?
The only real way to determine TBO would be to tear down a number of
engines when they get overhauled and plot wear against time in use.
The Russians probably published a set of go/no-go wear limits. From
that you can extrapolate when the engine is projected to reach the end
of its useful life. I think that only the rebuilders can tell us that.
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
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 3
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| Subject: | Re: Kimble's Fall Fly-in at Georgetown, DE (GED) - HOTEL INFO.... |
--> Yak-List message posted by: "Charlie Lynch" <lynch@netjets.com>
Kimble's Aviation Fall Fly-in
Georgetown, DE (KGED)
Oct. 14th - 17th
Details
As the date for the next fly-in rapidly approaches, the details are
being sorted out. As always, if you have any questions, please contact
Adrian at (240) 375-3423 or Belinne@hotmail.com.
Schedule
Arrival is scheduled for midday through evening on Thursday. We will fly
a couple of launches that afternoon for those of you that can't wait,
but the bulk of the flying will start early Friday morning.
Friday morning will start early with ground school for new formation
pilots as well as a Lead Pilot Session. Friday evening will include a
BBQ dinner and beer call in the museum hangar.
On Saturday we have scheduled with a local group to have a car show in
the parking lot along with a picnic cookout for lunch. The crowds should
be a good audience for the "flour bombing" competition. Saturday dinner
will be hosted at one of the local eateries in town.
There will be launches scheduled for Sunday, but things will be slower
with departures starting at midday.
Hotel
We have made arrangements for everyone to stay in the same hotel and
have arranged transportation to and from the airport throughout the day.
The hotel is a quick ten minute ride from the airport.
Atlantic Inn
210 E. DuPont Highway
Millsboro, DE 19966
302-934-6711
IMPORTANT: To reserve your room you must call the hotel and hold a room
in your name with a credit card. Ask for the Redstar Pilot's Association
block. There are rooms with two double beds for those of you that would
like to share ($69/nt + tax) and King rooms with fridge ($79/nt + tax)
for those that want something nicer.
Registration
Registration for the event will be handled upon arrival. The
registration fee is $185, which covers Check Pilot expenses,
transportation costs, hotel discounts, breakfasts, drinks, snacks, and
administration costs.
Anyone with specific requests, or questions, please call or email the
event coordinator, Adrian Belinne at (240) 375-3423 or
Belinne@hotmail.com.
Mr. Charles R. Lynch
Vice President
NetJets, Inc.
99 Winthrop Drive
Riverside, CT 06878
(203) 637 - 2914 office
(203) 637 - 4747 fax
(732) 599 - 5473 cell
Lynch@NetJets.com
Message 4
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| Subject: | Solve your Russian Radio problems |
--> Yak-List message posted by: "Jerome Van Der Schaar" <jvds30@hotmail.com>
Ladies,
Thanks to our technician Henk Bouwman, we developed a simple but very
effective amplifier for the Russian radio and intercom system. It converts
the Ohm=92s to the Western standard, amplifies the sound. It has an automatic
resetting system and is very easy to build yourself if you have a bit
knowledge of electronics.
So if your radio system suffers good transmitting but poor cracky sound,
build this one, saves you a lot of money related to the western intercom
systems.
Anyhow, the drawings are available at the download section of www.yakkes.com
Good luck.
Jerome
Yakkes Foundation
Message 5
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| Subject: | Re: TBO (Was: Just dropped in) |
--> Yak-List message posted by: "Richard Basiliere" <BasiliereR@ci.boulder.co.us>
FYI guys and gals
900 hours so far(electric hobbs, comes on/off with the battery) in
1993 Sukhoi 29. Only time less than 98-101% is during taxi
compressions in the mid 70's
Rick
rianl@lloyd.com 9/30/2004 8:22:56 AM >>>
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
On Sep 29, 2004, at 6:22 PM, David Marsh wrote:
> --> Yak-List message posted by: David Marsh <swampy@videotron.ca>
>
> Gus,
>
> I like the change for condition but I'm now wondering about the 2000
> hr TBO.
> Does anyone have any experience of going this long before needing an
> engine
> change ?
The only real way to determine TBO would be to tear down a number of
engines when they get overhauled and plot wear against time in use.
The Russians probably published a set of go/no-go wear limits. From
that you can extrapolate when the engine is projected to reach the end
of its useful life. I think that only the rebuilders can tell us
that.
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
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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--> Yak-List message posted by: Bitterlich GS11 Mark G <BitterlichMG@cherrypoint.usmc.mil>
Brian's explanation is 100% correct. His theory is dead on. What he says
will happen... does happen.
Of course, if you want a message verifying his statements from an
Electronics Engineer......
Be advised you just got one.
But.... if anyone wants to disagree just to disagree... no sweat... get a
few meters out and measure the current and voltages on all legs. The
results will prove that real world and theory actually do match in
electronics.
As to impedance.... as he said... "if there is no AC involved..... " and
to explain further.... impedance is defined very simply as the resistance to
AC. A battery is DC... you can have no IMPEDANCE with just DC energy.
Internal battery resistance yes... but not "impedance".
Personally, and just to be different from Brian, I prefer the 24 volt to 12
volt "converter" .... although I can not argue his rationale for not liking
them. If I was that worried about one failing, I would simply install a
backup. I mean.. anything can fail... where do you draw the line?
My 2 cents... in this case... a whole dollars worth.
Mark Bitterlich
EA-6B Prowler Electronic Warfare Field Engineer.
-----Original Message-----
From: Brian Lloyd [mailto:brianl@lloyd.com]
Subject: Re: Yak-List: Battery Set Up
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
On Sep 23, 2004, at 3:07 PM, Ron Davis wrote:
> --> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
>
> I guess I dozed off during the science part.
Apparently.
> I saw anecdotal evidence (one
> guy's battery failed after two months and he had a center-tapped
> battery).
> This proves the center-tap caused his battery failure much like my
> neighbor's flat tire this morning was caused by him eating pizza last
> night:
> Both happened, so one must have caused the other.
Now there is a specious argument if ever I saw one. In the former case
overcharging and undercharging do have an effect on battery life.
Pizza and tires clearly have nothing to do with one another. Might I
suggest another analogy?
This problem, that of center-tapping a 24V battery to get 12V, isn't
something new or something that I made up. It is a commonly understood
problem ... well, not so commonly understood as I am finding out here.
> Your 80 amp boat load (why didn't you buy a 24 hydraulic pump from
> Surplus
> Center in Lincoln, NE???) is no less convincing.
I was only pointing out that I had a real reason to use an 80A device.
SurePower makes both battery equalizers and 24V-to-12V converters that
range in capacity from 10A to 150A. It all depends on your
application.
The boat came with a 12V autopilot with pump. The pump is variable
speed bidirectional device so it can drive the steering in either
direction and is very specific to the autopilot. The cost to replace
the navigation computer (it has the power supply for the pump) and the
pump with their 24V counterparts was a whole lot more expensive than
using the equalizer and continuing to run the autopilot from 12V. So I
got the equalizer and simplified my electrical system for 12V loads.
> It's like saying that
> since 800 cups of coffee gives lab ratr cancer, one cup a day is
> certain to
> a human therefore causes liver cancer too.
Well, we weren't talking about rats, coffee, or liver cancer so I
haven't a clue how you came to any such conclusion. Color me dense.
> What does an equilizer do? It must either limit generator current
> (and I
> fail to see how this helps) or it must equalize the load by putting a
> dummy
> resistive load on the top battery. This will waste half of you energy-
> unless you happen to need the heat there in the Carribean.
It "must" nothing. The equalizer is essentially a switching regulator
and charge pump that has three terminals: ground, 12V, and 24V. The
regulator maintains the 12V terminal at exactly 1/2 the voltage of the
24V terminal. It is wired thusly:
,------+--------> 24V
| |
| B2
| |
E------+--------> 12V
| |
| B1
| |
`------+--------> ground
Here is what happens with no equalizer. As you draw current from the
12V tap you would only drain B1. If you charge while you are drawing
current from the 12V tap then the charge current for B2 is the sum of
the charge current going into B1 and the current in your 12V loads. B2
receives more charge current than does B1 and B2 charges more quickly.
Since B2 is more charged than B1, the voltage across B2 is much greater
than the voltage across B1.
The current through your 12V loads is always present so the charge
current for B2 will never drop to zero even when B2 is fully charged.
You are very quickly going to go into an overcharge state in B2. And
since the 12V loads are pulling down the 12V tap, the voltage across B1
drops and it never receives a full charge. So B2 is perpetually
overcharged to the point of destruction and B1 is perpetually
undercharged to the point of destruction. It just takes a little
longer to kill B1.
With the equalizer in the circuit, the equalizer takes power from B2
(it is a charge pump) and delivers it to the 12V tap. It is not a
resistive device. It actively takes power from the 12V/24V terminals
(from B2), and then delivers it between the ground/12V terminals. The
voltage maintained between ground and the 12V terminal is always
exactly 1/2 of the voltage between ground and the 24V terminal. This
ensures that both batteries are charged with exactly the same voltage
and maintained at the same potential. If the batteries have different
capacities the equalizer will still keep them at the same potential and
balance the load so that they discharge at the same rate.
I prefer this approach to having a separate 24V-to-12V converter
because, if the converter fails, you lose your 12V buss. If the
equalizer fails you still have the 12V coming from B1 so you can
complete your flight and continue to use your 12V loads.
> And for the record: batteries do have impedance-related issues, but
> the salt
> air has rusted my can opener so I won't open that can of worms.
In this case we are dealing with DC (steady-state) loads so only the
internal resistances of the batteries are at issue. If we had
high-frequency ripple then we could talk about impedance issues but
since that is not the case ...
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
Message 7
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| Subject: | Yak-55 radio wanted |
--> Yak-List message posted by: "Richard Basiliere" <BasiliereR@ci.boulder.co.us>
Folks,
My, (Jill Hayes called it a), "Breeze" radio went Tango Uniform. Any
body have one? For my Yak-55.
Thanks, Rick
Message 8
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| Subject: | Re: TBO (Was: Just dropped in) |
--> Yak-List message posted by: "DaBear" <dabear@damned.org>
So let me ask this. During flight do you only fly at 98% or above (except
for decent and landing)? Is this really how most Sukhoi pilots fly their
M14P?
Al
> --> Yak-List message posted by: "Richard Basiliere"
<BasiliereR@ci.boulder.co.us>
>
> FYI guys and gals
> 900 hours so far(electric hobbs, comes on/off with the battery) in
> 1993 Sukhoi 29. Only time less than 98-101% is during taxi
> compressions in the mid 70's
> Rick
>
> rianl@lloyd.com 9/30/2004 8:22:56 AM >>>
>
> --> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
>
>
> On Sep 29, 2004, at 6:22 PM, David Marsh wrote:
>
> > --> Yak-List message posted by: David Marsh <swampy@videotron.ca>
> >
> > Gus,
> >
> > I like the change for condition but I'm now wondering about the 2000
>
> > hr TBO.
> > Does anyone have any experience of going this long before needing an
>
> > engine
> > change ?
>
> The only real way to determine TBO would be to tear down a number of
> engines when they get overhauled and plot wear against time in use.
> The Russians probably published a set of go/no-go wear limits. From
> that you can extrapolate when the engine is projected to reach the end
>
> of its useful life. I think that only the rebuilders can tell us
> that.
>
>
> Brian Lloyd 6501 Red Hook Plaza
> brianl@lloyd.com Suite 201
> +1.340.998.9447 St. Thomas, VI 00802
>
> 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 9
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| Subject: | Re: TBO (Was: Just dropped in) |
--> Yak-List message posted by: "Richard Basiliere" <BasiliereR@ci.boulder.co.us>
Yes, sir.
All I know fly this way. 82% to the practice area then 98-101 until
the return trip. Tailslides and spins give it a break, I guess.
I just got done a couple of Camps with Nickolai Timofeev he flew her
@100%, in 96-97 flew my -52 with Azat Zaydullin and Vladimir Radomsky.
They got me started on the A-B power method and it has been SOP for me
since the Yak. So, you guys that treat your ships with more - how do I
say - care/concern - should get lots of utility from those M14P's. BTW,
my compressor lasted 800 hrs - but no gear and flap stresses like the
-52
Regards, Rick
>>> dabear@damned.org 9/30/2004 1:42:51 PM >>>
--> Yak-List message posted by: "DaBear" <dabear@damned.org>
So let me ask this. During flight do you only fly at 98% or above
(except
for decent and landing)? Is this really how most Sukhoi pilots fly
their
M14P?
Al
> --> Yak-List message posted by: "Richard Basiliere"
<BasiliereR@ci.boulder.co.us>
>
> FYI guys and gals
> 900 hours so far(electric hobbs, comes on/off with the battery) in
> 1993 Sukhoi 29. Only time less than 98-101% is during taxi
> compressions in the mid 70's
> Rick
>
> rianl@lloyd.com 9/30/2004 8:22:56 AM >>>
>
> --> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
>
>
> On Sep 29, 2004, at 6:22 PM, David Marsh wrote:
>
> > --> Yak-List message posted by: David Marsh <swampy@videotron.ca>
> >
> > Gus,
> >
> > I like the change for condition but I'm now wondering about the
2000
>
> > hr TBO.
> > Does anyone have any experience of going this long before needing
an
>
> > engine
> > change ?
>
> The only real way to determine TBO would be to tear down a number of
> engines when they get overhauled and plot wear against time in use.
> The Russians probably published a set of go/no-go wear limits. From
> that you can extrapolate when the engine is projected to reach the
end
>
> of its useful life. I think that only the rebuilders can tell us
> that.
>
>
> Brian Lloyd 6501 Red Hook Plaza
> brianl@lloyd.com Suite 201
> +1.340.998.9447 St. Thomas, VI 00802
>
> 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 10
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| Subject: | Re: Yak-55 radio wanted |
--> Yak-List message posted by: John Fischer <fish@ccis.com>
Rick,
I have a spare set of radios out of a yak-52. I will need a better
description of the radio to see if it is the same one you are talking about.
Good luck
John Fischer
California City, Ca
At 01:27 PM 9/30/2004 -0600, you wrote:
>--> Yak-List message posted by: "Richard Basiliere"
><BasiliereR@ci.boulder.co.us>
>
>Folks,
>My, (Jill Hayes called it a), "Breeze" radio went Tango Uniform. Any
>body have one? For my Yak-55.
>
>Thanks, Rick
>
>
Message 11
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| Subject: | slide out radio rack |
--> Yak-List message posted by: Ronald Wasson <ronwasson@mindspring.com>
Anyone have a used slide out radio rack for a CJ6A
Ron Wasson
N6267A
Message 12
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| Subject: | Re: Yak-55 radio wanted |
--> Yak-List message posted by: "Richard Basiliere" <BasiliereR@ci.boulder.co.us>
John;
Thank you so much for your reply. The -52 radio is equipped with the
intercom, I believe. The 55 being a single place has just the radio.
I'll try to get the model # it was 4 digits and 2 of them in Cyrillic
Rick
>>> fish@ccis.com 9/30/2004 3:31:52 PM >>>
--> Yak-List message posted by: John Fischer <fish@ccis.com>
Rick,
I have a spare set of radios out of a yak-52. I will need a better
description of the radio to see if it is the same one you are talking
about.
Good luck
John Fischer
California City, Ca
At 01:27 PM 9/30/2004 -0600, you wrote:
>--> Yak-List message posted by: "Richard Basiliere"
><BasiliereR@ci.boulder.co.us>
>
>Folks,
>My, (Jill Hayes called it a), "Breeze" radio went Tango Uniform. Any
>body have one? For my Yak-55.
>
>Thanks, Rick
>
>
Message 13
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| Subject: | Re: Just dropped in |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
The same M14P on a Yak 18T, (4 place side by side with aerobatic
capabilities of +6, -3) has a TBO of 2250 hours.
FWIW.
Dennis
----- Original Message -----
From: "Gus Fraser" <fraseg@comcast.net>
Subject: RE: Yak-List: Just dropped in
> --> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
>
> TBO This will obviously have an effect what is the general feeling about
TBO
> ?
>
> Gus
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com]On Behalf Of Doug Sapp
> To: yak-list@matronics.com
> Subject: RE: Yak-List: Just dropped in
>
>
> --> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
>
> My nickels worth:
> M14P 500 hours TBO in Russia
> M14B 1000 hours TBO in Russia
>
> I have been told that in the UK these engines are recognized as good for 2
> times TBO if they have been on US or English oils right from the git go.
> Mark or Richard, you out there?? We all know that there are many M14P's
out
> there, still churning along, well past 500 hours, some at the 1000 hour
> mark, but to say that the TBO is 2000 hours, well I think that may well be
> wishful thinking.
>
> As Brian says, your mileage may vary.
>
> Always Yakin,
> Doug Sapp
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com]On Behalf Of David Marsh
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Just dropped in
>
>
> --> Yak-List message posted by: David Marsh <swampy@videotron.ca>
>
> Gus,
>
> I like the change for condition but I'm now wondering about the 2000 hr
TBO.
> Does anyone have any experience of going this long before needing an
engine
> change ?
>
> Dave.
>
> ----- Original Message -----
> From: "Gus Fraser" <fraseg@comcast.net>
> To: <yak-list@matronics.com>
> Subject: RE: Yak-List: Just dropped in
>
>
> > --> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
> >
> > I added a general condition multiplier to the blue book calculator, see
if
> > that makes more sense.
> >
> > Remember that these prices are based on the US market.
> >
> > Gus
> >
> > -----Original Message-----
> > From: owner-yak-list-server@matronics.com
> > [mailto:owner-yak-list-server@matronics.com]On Behalf Of Frank Haertlein
> > To: yak-list@matronics.com
> > Subject: RE: Yak-List: Just dropped in
> >
> >
> > --> Yak-List message posted by: "Frank Haertlein"
> > <yak52driver@earthlink.net>
> >
> > Gus;
> > According to your calculations my plane is worth 50K. If that's all I'd
> > get for it I'd keep it. With all the work I have in it I wouldn't let it
> > go for less than 70K and that's on the cheap side. There's got to be
> > something wrong with your formula.
> > Frank
> >
> >
> > -----Original Message-----
> > From: owner-yak-list-server@matronics.com
> > [mailto:owner-yak-list-server@matronics.com] On Behalf Of Gus Fraser
> > To: yak-list@matronics.com
> > Subject: Yak-List: Just dropped in
> >
> >
> > --> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
> >
> > Hi gang,
> > Just dropped in to post this. While selling my aircraft I have tried to
> > understand the market, I guess I have worked for Goldman Sachs for too
> > long, I looked at aircraft for sale and tried to come up with some
> > valuation rules for a used Yak 52, I am sure that it can be done for
> > other types but I am not interested in those. I spent all of three hours
> > on this but the variance from asking price out there seems to bear out.
> >
> > http://www.gusfraser.com/bluebook.shtml
> >
> > Obviously every aircraft is unique, all I tried to do was develop a
> > large ballpark.
> >
> > Any thoughts ? If you CJ guys want to think about your market using
> > whatever rules you like, that can be expressed as a formula let me know
> > and I will do you a blue book.
> >
> > Gus
> >
> >
> > ==
> > direct advertising on the Matronics Forums.
> > ==
> > ==
> > ==
> >
> >
>
>
Message 14
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| Subject: | rudder cable tunnels |
0.00 FROM_HAS_MIXED_NUMS From": yak-list@matronics.com
--> Yak-List message posted by: Roger Baker <f4ffm2@adelphia.net>
If you will recall, during the rudder cable cover/tunnel
modification/removal discussion of a couple of weeks ago, I said I'd post
the bulletin details and a translation of the actual order early this
week....well, things always seem to take longer that one might expect. I
still haven't done the translation, but I will pass along the following:
The mandatory change order (akin to an Airworthiness Directive in our
system) was issued by the Chief Engineer of the USSR DOSAAF system on May
19, 1981 under the order number 2/7-1150. It mandated a shortening and
reshaping of the rudder cable covers on Yak 52 airplanes.
I will get the actual order translated and posted...but it will be sometime
after the 11th of October before that'll happen.
Just as an aside, a similar order was issued a bit earlier than the above
date for Yak 50 airplanes that mandated the complete REMOVAL of the covers.
Roger Baker
Message 15
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| Subject: | TBO (Was: Just dropped in) |
--> Yak-List message posted by: "Royden Heays" <heaysr@telus.net>
Yep, me too.
Aerobatic practice needs full power, 100% RPM. If the friction lever is
a bit loose, RPM drops back a bit, but if noticed the friction lever
gets re-tightened with both throttle and prop levers full forward. To
and fro the practice area I run 70% or 76% RPM, and on climb 82%, with
power and prop levers at a matching positions. On descent from practice
area to home I keep an eye on CHT with the aim of keeping it in the
green with the gills lever.
The M14P seems not to complain. In aerobatic circles, peers will laugh
at you if you run it at anything less.
Even the AEIO-360 in my Decathlon was run at full power full RPM for
aerobatics and I ran that engine "on condition" well beyond the 1400 hrs
TBO, with 76/80 compression readings at every annual.
Both A/C got/get almost weekly use which perhaps is a key point; reduced
rust build up or acid accumulations in the oil that occur with
infrequent use.
Royden
Yak 55M
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Richard
Basiliere
Subject: Re: Yak-List: TBO (Was: Just dropped in)
--> Yak-List message posted by: "Richard Basiliere"
<BasiliereR@ci.boulder.co.us>
Yes, sir.
All I know fly this way. 82% to the practice area then 98-101 until
the return trip. Tailslides and spins give it a break, I guess.
I just got done a couple of Camps with Nickolai Timofeev he flew her
@100%, in 96-97 flew my -52 with Azat Zaydullin and Vladimir Radomsky.
They got me started on the A-B power method and it has been SOP for me
since the Yak. So, you guys that treat your ships with more - how do I
say - care/concern - should get lots of utility from those M14P's. BTW,
my compressor lasted 800 hrs - but no gear and flap stresses like the
-52
Regards, Rick
>>> dabear@damned.org 9/30/2004 1:42:51 PM >>>
--> Yak-List message posted by: "DaBear" <dabear@damned.org>
So let me ask this. During flight do you only fly at 98% or above
(except
for decent and landing)? Is this really how most Sukhoi pilots fly
their
M14P?
Al
> --> Yak-List message posted by: "Richard Basiliere"
<BasiliereR@ci.boulder.co.us>
>
> FYI guys and gals
> 900 hours so far(electric hobbs, comes on/off with the battery) in
> 1993 Sukhoi 29. Only time less than 98-101% is during taxi
> compressions in the mid 70's
> Rick
>
> rianl@lloyd.com 9/30/2004 8:22:56 AM >>>
>
> --> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
>
>
> On Sep 29, 2004, at 6:22 PM, David Marsh wrote:
>
> > --> Yak-List message posted by: David Marsh <swampy@videotron.ca>
> >
> > Gus,
> >
> > I like the change for condition but I'm now wondering about the
2000
>
> > hr TBO.
> > Does anyone have any experience of going this long before needing
an
>
> > engine
> > change ?
>
> The only real way to determine TBO would be to tear down a number of
> engines when they get overhauled and plot wear against time in use.
> The Russians probably published a set of go/no-go wear limits. From
> that you can extrapolate when the engine is projected to reach the
end
>
> of its useful life. I think that only the rebuilders can tell us
> that.
>
>
> Brian Lloyd 6501 Red Hook Plaza
> brianl@lloyd.com Suite 201
> +1.340.998.9447 St. Thomas, VI 00802
>
> 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 16
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--> Yak-List message posted by: "Royden Heays" <heaysr@telus.net>
I have read somewhere recently in a publication that seemed to be
authoritative that the M14P TBO (in the Yak 55M?) is 750 hrs, and that
two are allowed before the engine is scrap at 2250 hrs. If readers want,
I will try and locate the source.
Of course, this does not apply to the industrial versions that run for
tens of 1,000's of hours.
Royden
Yak 55M
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of A. Dennis
Savarese
Subject: Re: Yak-List: Just dropped in
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
The same M14P on a Yak 18T, (4 place side by side with aerobatic
capabilities of +6, -3) has a TBO of 2250 hours.
FWIW.
Dennis
----- Original Message -----
From: "Gus Fraser" <fraseg@comcast.net>
Subject: RE: Yak-List: Just dropped in
> --> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
>
> TBO This will obviously have an effect what is the general feeling
about
TBO
> ?
>
> Gus
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com]On Behalf Of Doug Sapp
> To: yak-list@matronics.com
> Subject: RE: Yak-List: Just dropped in
>
>
> --> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
>
> My nickels worth:
> M14P 500 hours TBO in Russia
> M14B 1000 hours TBO in Russia
>
> I have been told that in the UK these engines are recognized as good
for 2
> times TBO if they have been on US or English oils right from the git
go.
> Mark or Richard, you out there?? We all know that there are many
M14P's
out
> there, still churning along, well past 500 hours, some at the 1000
hour
> mark, but to say that the TBO is 2000 hours, well I think that may
well be
> wishful thinking.
>
> As Brian says, your mileage may vary.
>
> Always Yakin,
> Doug Sapp
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com]On Behalf Of David Marsh
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Just dropped in
>
>
> --> Yak-List message posted by: David Marsh <swampy@videotron.ca>
>
> Gus,
>
> I like the change for condition but I'm now wondering about the 2000
hr
TBO.
> Does anyone have any experience of going this long before needing an
engine
> change ?
>
> Dave.
>
> ----- Original Message -----
> From: "Gus Fraser" <fraseg@comcast.net>
> To: <yak-list@matronics.com>
> Subject: RE: Yak-List: Just dropped in
>
>
> > --> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
> >
> > I added a general condition multiplier to the blue book calculator,
see
if
> > that makes more sense.
> >
> > Remember that these prices are based on the US market.
> >
> > Gus
> >
> > -----Original Message-----
> > From: owner-yak-list-server@matronics.com
> > [mailto:owner-yak-list-server@matronics.com]On Behalf Of Frank
Haertlein
> > To: yak-list@matronics.com
> > Subject: RE: Yak-List: Just dropped in
> >
> >
> > --> Yak-List message posted by: "Frank Haertlein"
> > <yak52driver@earthlink.net>
> >
> > Gus;
> > According to your calculations my plane is worth 50K. If that's all
I'd
> > get for it I'd keep it. With all the work I have in it I wouldn't
let it
> > go for less than 70K and that's on the cheap side. There's got to be
> > something wrong with your formula.
> > Frank
> >
> >
> > -----Original Message-----
> > From: owner-yak-list-server@matronics.com
> > [mailto:owner-yak-list-server@matronics.com] On Behalf Of Gus Fraser
> > To: yak-list@matronics.com
> > Subject: Yak-List: Just dropped in
> >
> >
> > --> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
> >
> > Hi gang,
> > Just dropped in to post this. While selling my aircraft I have tried
to
> > understand the market, I guess I have worked for Goldman Sachs for
too
> > long, I looked at aircraft for sale and tried to come up with some
> > valuation rules for a used Yak 52, I am sure that it can be done for
> > other types but I am not interested in those. I spent all of three
hours
> > on this but the variance from asking price out there seems to bear
out.
> >
> > http://www.gusfraser.com/bluebook.shtml
> >
> > Obviously every aircraft is unique, all I tried to do was develop a
> > large ballpark.
> >
> > Any thoughts ? If you CJ guys want to think about your market using
> > whatever rules you like, that can be expressed as a formula let me
know
> > and I will do you a blue book.
> >
> > Gus
> >
> >
> > ==
> > direct advertising on the Matronics Forums.
> > ==
> > ==
> > ==
> >
> >
>
>
==
==
==
==
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