Today's Message Index:
----------------------
1. 12:05 AM - Re: TBO (Was: Just dropped in) (Jim Shafer)
2. 02:09 AM - TBO (Jorgen Nielsen)
3. 05:20 AM - Re: Battery Set Up (Brian Lloyd)
4. 05:47 AM - Re: Battery Set Up (Jim Bernier)
5. 05:56 AM - Re: TBO (Was: Just dropped in) (A. Dennis Savarese)
6. 06:40 AM - Re: rudder cable tunnels (Bob Fitzpatrick)
7. 07:16 AM - Re: TBO (Was: Just dropped in) (A. Dennis Savarese)
8. 09:45 AM - Vedeneyev TBO (Richard Goode)
9. 10:11 AM - Rudder Cable Tunnels (Richard Goode)
10. 02:39 PM - Re: Airspeed Indicator Wanted (Daniel Fortin)
11. 02:46 PM - Re: TBO (Was: Just dropped in) (Daniel Fortin)
12. 03:06 PM - Re: Rudder Cable Tunnels (PeteAbbott@aol.com)
13. 03:55 PM - Re: Rudder Cable Tunnels (DaBear)
Message 1
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| Subject: | Re: TBO (Was: Just dropped in) |
--> Yak-List message posted by: "Jim Shafer" <eyeballs@cox.net>
Had a chance to talk to Boris in 1999. He runs a overhaul shop in Russia
for M14s. He stated that their M14s were torn down at 500 hours. Full
inspection rarely required any replacement parts. At 1000 hours, the
engines required significant overhaul.
But then he said that these engines were flown in acrobatic aircraft and
were run at 100% rpm and 100% throttle from takeoff until pulled back to
descend and land. So I asked him how long our engines should last. We were
flying them at 72% rpm and 650 millibars at cruise. He said we would all
die befor the engines did! But then we were mostly in our late forties at
the time. younger pilots might have gotten a different prognosis.
Jim Shafer
----- Original Message -----
From: "Royden Heays" <heaysr@telus.net>
Subject: RE: Yak-List: 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
> To: yak-list@matronics.com
> 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 2
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--> Yak-List message posted by: "Jorgen Nielsen" <jorgen.nielsen@mweb.co.za>
I have seen 2 Yak 52's though that needed rings etc. at around I think
600 hours. Using 3 litres per hour oil, compression problems.
Is there a "top" overhaul procedure? I assume the bottom end is
bulletproof, but maybe the rings should be done, valve seats at some
interim period?
Jorgen
-----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.
> > ==
> > ==
> > ==
> >
> >
>
>
==
direct advertising on the Matronics Forums.
==
==
==
Message 3
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| Subject: | Re: Battery Set Up |
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
On Sep 30, 2004, at 3:22 PM, Bitterlich GS11 Mark G wrote:
> --> 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.
Thanks Mark.
> 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".
Well there is ripple from the alternator and varying current at the
loads which can cause the battery's internal impedance to have an
effect, but it wasn't germane to this conversation.
> 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?
Both devices work just fine. I have used both approaches in the past.
I am not particularly worried about failure it is just that, in the
case of the equalizer, a failure is a "soft" failure, i.e. you can
complete the flight with no loss of function. Failure of a converter
is a "hard" failure with loss of the 12V buss unless you have a second
converter. Since the converter and equalizer cost the same, the
equalizer will be cheaper to provide redundancy.
> My 2 cents... in this case... a whole dollars worth.
Again, thanks Mark.
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
I fly because it releases my mind from the tyranny of petty things . . .
Antoine de Saint-Exupry
Message 4
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| Subject: | Re: Battery Set Up |
--> Yak-List message posted by: "Jim Bernier" <JBernier@dart.org>
Brian,
I bought a converter that could also be used as a battery equalizer for
$170 from Kansas Wind Power. It allows me the option to change my mind
on either approach with no additional cost. Thought you would like to
know. System works great with little added weight. Thanks for all the
advise.
Jim B
>>> brianl@lloyd.com 10/1/2004 7:16:59 AM >>>
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
On Sep 30, 2004, at 3:22 PM, Bitterlich GS11 Mark G wrote:
> --> 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.
Thanks Mark.
> 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".
Well there is ripple from the alternator and varying current at the
loads which can cause the battery's internal impedance to have an
effect, but it wasn't germane to this conversation.
> 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?
Both devices work just fine. I have used both approaches in the past.
I am not particularly worried about failure it is just that, in the
case of the equalizer, a failure is a "soft" failure, i.e. you can
complete the flight with no loss of function. Failure of a converter
is a "hard" failure with loss of the 12V buss unless you have a second
converter. Since the converter and equalizer cost the same, the
equalizer will be cheaper to provide redundancy.
> My 2 cents... in this case... a whole dollars worth.
Again, thanks Mark.
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
I fly because it releases my mind from the tyranny of petty things . .
.
Antoine de Saint-Exupry
Message 5
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| Subject: | Re: TBO (Was: Just dropped in) |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Some excellent points Jim.
Dennis
----- Original Message -----
From: "Jim Shafer" <eyeballs@cox.net>
Subject: Re: Yak-List: TBO (Was: Just dropped in)
> --> Yak-List message posted by: "Jim Shafer" <eyeballs@cox.net>
>
> Had a chance to talk to Boris in 1999. He runs a overhaul shop in Russia
> for M14s. He stated that their M14s were torn down at 500 hours. Full
> inspection rarely required any replacement parts. At 1000 hours, the
> engines required significant overhaul.
>
> But then he said that these engines were flown in acrobatic aircraft and
> were run at 100% rpm and 100% throttle from takeoff until pulled back to
> descend and land. So I asked him how long our engines should last. We
were
> flying them at 72% rpm and 650 millibars at cruise. He said we would all
> die befor the engines did! But then we were mostly in our late forties at
> the time. younger pilots might have gotten a different prognosis.
>
> Jim Shafer
>
> ----- Original Message -----
> From: "Royden Heays" <heaysr@telus.net>
> To: <yak-list@matronics.com>
> Subject: RE: Yak-List: 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
> > To: yak-list@matronics.com
> > 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 6
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| Subject: | Re: rudder cable tunnels |
--> Yak-List message posted by: Bob Fitzpatrick <rmfitz@direcway.com>
Rodger,
The first time I flew with Sergei my foot stuck momentarily during a
hammer-head and he refused to fly until I cut down the cable tunnels. He
said he had witnessed a fatal crash caused by this problem. My 52 was built
in 1993. Just curious, if the "AD" came out in '81 why would new aircraft
leave the factory with long tunnels?
bob
- Original Message -----
From: "Roger Baker" <f4ffm2@adelphia.net>
yak-list@matronics.com>
Subject: Yak-List: rudder cable tunnels
> --> 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 7
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| Subject: | Re: TBO (Was: Just dropped in) |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
As an FYI, for best performance with maximum economy and in accordance with
the original Russian and M14P manuals, it is recommended to fly "over
square" or with higher manifold pressures and lower percent RPM in cruise
flight. You can see an explanation of the original power setting chart from
the Russian flight manual on my web site, www.yak-52.com on the POWER
SETTINGS page.
Dennis
----- Original Message -----
From: "Jim Shafer" <eyeballs@cox.net>
Subject: Re: Yak-List: TBO (Was: Just dropped in)
> --> Yak-List message posted by: "Jim Shafer" <eyeballs@cox.net>
>
> Had a chance to talk to Boris in 1999. He runs a overhaul shop in Russia
> for M14s. He stated that their M14s were torn down at 500 hours. Full
> inspection rarely required any replacement parts. At 1000 hours, the
> engines required significant overhaul.
>
> But then he said that these engines were flown in acrobatic aircraft and
> were run at 100% rpm and 100% throttle from takeoff until pulled back to
> descend and land. So I asked him how long our engines should last. We
were
> flying them at 72% rpm and 650 millibars at cruise. He said we would all
> die befor the engines did! But then we were mostly in our late forties at
> the time. younger pilots might have gotten a different prognosis.
>
> Jim Shafer
>
> ----- Original Message -----
> From: "Royden Heays" <heaysr@telus.net>
> To: <yak-list@matronics.com>
> Subject: RE: Yak-List: 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
> > To: yak-list@matronics.com
> > 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 8
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--> Yak-List message posted by: "Richard Goode" <richard.goode@russianaeros.com>
Vedeneyev TBO
My views after 17-years with these engines:
=D8 Official TBOs are very conservative, and a function of a military mentality
and trying to keep 350 million people employed.
=D8 Versions of the M14P operate generating sets in Russian oil fields, and
are expected to do 20,000-hours, operating at about 65% power just pouring in
fuel and oil!
=D8 Russian oil is pretty poor, and aircraft with western oil will definitely
last longer.
=D8 In standard use - i.e. aerobatics in Yak 50/52 or Sukhois, these engines
were always worked very hard, and few did any form of cross-country flying
ever. (Yak 18T excepted).
=D8 HOWEVER the Russian technicians knew their engines; each were started
by an engineer in the morning; carefully warmed up (pre-heated if necessary);
properly shut down and well maintained.
=D8 Unfortunately many aircraft in the west are not operated with such care,
which, in my view, is the real problem.
=D8 Even occasional overheating or shock-cooling will seriously affect engine
life.
=D8 I personally believe that an engine in an 18T operated with western oil
and well looked after will last at least 2,000-hours, with a cylinder overhaul
at 1,000-hours.
=D8 It is worth saying that 3=BD-litres per hour of oil is considered acceptable
in Russia!
I hope this helps.
Richard Goode
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
dangerous content by the http://www.anti84787.com
MailScanner, and is believed to be clean.
Message 9
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| Subject: | Rudder Cable Tunnels |
--> Yak-List message posted by: "Richard Goode" <richard.goode@russianaeros.com>
Rudder Cable Tunnels
The distinction is that the original instruction came from DOSAAF - i.e. the sport
flying side of the Russian Air Force. As a practicality this covered virtually
all 52s it serviced in the east, but was not a factory AD.
The serious consequences of a foot fouling indicated it should have been, but for
whatever reason, was not!
Richard Goode
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
dangerous content by the http://www.anti84787.com
MailScanner, and is believed to be clean.
Message 10
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| Subject: | Airspeed Indicator Wanted |
--> Yak-List message posted by: "Daniel Fortin" <fougapilot@hotmail.com>
Carl Vernon from Texas maintains my Fouga Magister. Most were in KPH but
were changed to KTS. He may ba able to help you. The Fouga's VNE is
740kph, I think the gauge goes as high as 900kph. Try him at:
lonestaraercraft@aol.com If he can't help, Andre Lortie may have a few
extra from the Hunter which go well in the 1000kph, try him at
hibou@nlcas.ca
Dare I ask what it will be needed for?
Cheers.
Dan Fortin
>From: "Graeme Frew" <gfrew@attglobal.net>
>Reply-To: yak-list@matronics.com
>To: <yak-list@matronics.com>
>Subject: Yak-List: Airspeed Indicator Wanted
>Date: Thu, 30 Sep 2004 11:02:45 +1200
>
>--> Yak-List message posted by: "Graeme Frew" <gfrew@attglobal.net>
>
>Does anyone know of a source for a 0-800 kmph speedo. Preferably one not
>made from solid gold with diamond movements.
>Graeme Frew
>Nanchang 01 (And no it's not for my Nanchang!)
>
>
Message 11
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| Subject: | Re: TBO (Was: Just dropped in) |
--> Yak-List message posted by: "Daniel Fortin" <fougapilot@hotmail.com>
Last year (2003) at MTW I had an engine discussion with Sergei, he told me
there was only one power setting for the M14P: 100%. Unless in cross
country mode, I run mine at 85%. Heck, when I am in the mood to burn more
gas, I run it at 90% with the throttle wide open. 173kias at 1000ft asl
gotta love this.
Dan
>From: "Richard Basiliere" <BasiliereR@ci.boulder.co.us>
>Reply-To: yak-list@matronics.com
>To: <yak-list@matronics.com>
>Subject: Re: Yak-List: TBO (Was: Just dropped in)
>Date: Thu, 30 Sep 2004 14:34:42 -0600
>
>--> 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 12
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| Subject: | Re: Rudder Cable Tunnels |
--> Yak-List message posted by: PeteAbbott@aol.com
I am new to having a Yak. I just purchased a 52. I enjoy your postings. Any
personal imput you may have for a new owner? I fly a Piper Lance in my
business and wanted something more fun for the week ends.
Thanks
Pete Abbott
Message 13
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| Subject: | Re: Rudder Cable Tunnels |
--> Yak-List message posted by: "DaBear" <dabear@damned.org>
Did you get initial training in the systems and characteristics?
Al
----- Original Message -----
From: <PeteAbbott@aol.com>
Subject: Re: Yak-List: Rudder Cable Tunnels
> --> Yak-List message posted by: PeteAbbott@aol.com
>
> I am new to having a Yak. I just purchased a 52. I enjoy your postings.
Any
> personal imput you may have for a new owner? I fly a Piper Lance in my
> business and wanted something more fun for the week ends.
>
> Thanks
>
> Pete Abbott
>
>
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