Today's Message Index:
----------------------
1. 02:40 AM - List Fund Raiser - New Gift Addition! (Matt Dralle)
2. 04:32 AM - Re: Fred Abramson Article (A. Dennis Savarese)
3. 09:44 AM - Oil Pipe Valve (Richard Goode)
4. 02:32 PM - MTV3 prop blades (Gus Fraser)
5. 02:32 PM - MTV 3 props (TC Johnson)
6. 04:56 PM - Re: MTV 3 props (A. Dennis Savarese)
7. 06:00 PM - Re: MTV 3 props (Gus Fraser)
8. 06:20 PM - Re: Fred Abramson Article (KJKimball@aol.com)
9. 07:10 PM - Re: Fred Abramson Article (Edwin Curry)
10. 07:26 PM - Bubble Balancing the M14 Prop (Frank Haertlein)
11. 07:32 PM - Aircrew Uniforms and Fire Survivability (Janet Davidson)
12. 07:33 PM - Re: Re: Fred Abramson Article (Gary Reynolds)
13. 09:10 PM - Russian Radio Antennas (Frank Haertlein)
Message 1
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| Subject: | List Fund Raiser - New Gift Addition! |
--> Yak-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Listers,
Paul Besing of Aeroware Enterprises (www.kitlog.com) has generously
contributed free registered copies of his great Windows kit logging
software called Kitlog Pro to support this year's List Fund
Raiser! Beginning on November 13, anyone making a List Contribution of $50
or more will qualify to receive the Windows web site download distribution
of Kitlog Pro along with an official registration number via email on
December 5th. The offer will continue through the end of the Fund Raiser.
I want to thank Andy Gold (www.buildersbooks.com) and Paul Besing for their
generous contributions in support of the Matronics Email Lists this
year! Won't you take a minute and support these Lists as well? It is
exclusively your contributions that enable the continue operation and
upgrade of these Lists. The SSL Secure web site for making your
Contribution can be found here:
http://www.matronics.com/contribution
Thank you!
Matt Dralle
Matronics Email List Administrator
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
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Message 2
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| Subject: | Re: Fred Abramson Article |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Just curious; why are you considering installing one?
Dennis
----- Original Message -----
From: "Edwin Curry" <EACurry@ev1.net>
Subject: Yak-List: Fred Abramson Article
> --> Yak-List message posted by: Edwin Curry <EACurry@ev1.net>
>
> In the article by Fred Abramson he mentions a valve that can be added to
> the oil line from the main oil reservoir to the pressure lube oil pump.
> I know the hazards with installing an inline cut off valve to the oil
> pump. Has anyone installed one? How hard is it to access the valve to
> open and close? Is there some kind of a detent that keeps the valve from
> closing during flight? Any and all information would be appreciated.
>
> Edwin Curry
> N108GC
> Yak-52
>
>
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Message 3
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--> Yak-List message posted by: "Richard Goode" <richard.goode@russianaeros.com>
The stock Vedeneyev oil pump incorporates a valve with a light spring, which, in
theory, prevents oil coming down from the tank under gravity, through the oil
pump and into the engine. When the pump begins sucking, the valve opens.
However, it is quite easy for a piece of grit to hold the valve slightly open,
or, with wear, for it to leak.
Fitting a tap is an obvious solution, but carries the potentially serious problem
of starting the engine with the valve shut.
The one real solution engineered by Sergio Dallan in Italy, is a complete kit with
a valve (which cannot re-shut in flight; has quick access through the side
of the cowling; panel warning light to indicate it is shut, as well as an external
"flag" on the cowling).
The kit also includes a gearbox modification whereby the circular gearbox cover
(Series II engines only) is replaced by a Perspex cover, and a line painted inside
the gearbox, which enables the engine to be left with the crank-throw in
the vertical position, again making it almost impossible for oil (should it come
into the engine) to go into the crankshaft and then weep-out into the bottom
cylinders.
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 4
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| Subject: | MTV3 prop blades |
--> Yak-List message posted by: Gus Fraser <fraseg@comcast.net>
Folks my new plane comes with an MTV3 prop. My question is has anybody had
any difficulties getting replacement blades. If not where did you get them
from ?
Gus
Message 5
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--> Yak-List message posted by: "TC Johnson" <tjohnson@cannonaviation.com>
Does anybody have one or two MTV-3 prop blades in any condition?
Please advise off list:
Tom Johnson
tj@cannonaviation.com
Message 6
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--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Be sure you check the compliance of the AD's on the MTV-3 prop.
AD 97-21-01 R1
AD 2002-23-09
Here are the links to the FAA web site which details them both.
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/0/3D4B48922229BBE286256C7C0067FC03
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/0/61591241F488439A8625696C006A52FD
Dennis
----- Original Message -----
From: "TC Johnson" <tjohnson@cannonaviation.com>
Subject: Yak-List: MTV 3 props
> --> Yak-List message posted by: "TC Johnson" <tjohnson@cannonaviation.com>
>
> Does anybody have one or two MTV-3 prop blades in any condition?
>
>
> Please advise off list:
>
> Tom Johnson
> tj@cannonaviation.com
>
>
Message 7
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--> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
I am awaiting confirmation of compliance with these prior to purchase,
thanks
Gus
-----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: MTV 3 props
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Be sure you check the compliance of the AD's on the MTV-3 prop.
AD 97-21-01 R1
AD 2002-23-09
Here are the links to the FAA web site which details them both.
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/0/3D4B489
22229BBE286256C7C0067FC03
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/0/6159124
1F488439A8625696C006A52FD
Dennis
----- Original Message -----
From: "TC Johnson" <tjohnson@cannonaviation.com>
Subject: Yak-List: MTV 3 props
> --> Yak-List message posted by: "TC Johnson" <tjohnson@cannonaviation.com>
>
> Does anybody have one or two MTV-3 prop blades in any condition?
>
>
> Please advise off list:
>
> Tom Johnson
> tj@cannonaviation.com
>
>
Message 8
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| Subject: | Re: Fred Abramson Article |
--> Yak-List message posted by: KJKimball@aol.com
Edwin,
I waited a while before responding to your request for info on oil shut off
valves for the M14P. We do offer such a valve along with many other M14P
improvements that make the use and care of the engine far more 'western' in nature.
In other words, less messy. Our clean kit includes the following items:
1. Intake drain kit to plumb the 3 lower intake tubes to a common drain for
easy use.
2. Oil shut off valve that is installed between the oil tank and the oil pump
inlet on the engine. This valve has a micro switch on it that prevents
starting in all positions except fully open. This way, you cannot start the engine
unless the oil is full on.
3. An oil scavenge pump system that evacuates the oil from the oil sump and
nose case returning this oil to the oil tank above the now closed valve. This
allows the draining oil from the case to be contained in the sump and not
overflow into the cylinders.
We use the systems as standard on the Pitts Model 12 aircraft and have
installed all of them on Yak 52, 55, SU26 and 29. We have also sold them to Murphy
Moose owners. Anything M14P.
If you would like more info on these systems, please visit this page on our
website.moose support page
Feel free to email or call us directly if you have additional questions.
Sincerely,
Kevin Kimball, VP Engineering
Jim Kimball Enterprises, Inc.
PO Box 849, 5354 Cemetery Rd.
Zellwood, FL 32798
407-889-3451 phone
407-889-7168 fax
http://www.jimkimballenterprises.com/
http://www.pittsmodel12.com/
Message 9
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| Subject: | Re: Fred Abramson Article |
--> Yak-List message posted by: Edwin Curry <EACurry@ev1.net>
I am loosing a considerable amount of oil from the oil reservoir between
flights. (7 to 14 days) I have hydraulic lock found during preflight so
far. I do all that is recommended in the Russian manual to clear the
cylinders. It seems to be happening more frequently. I would like to
resolve the problem in the most sure way possible. If there is a check
valve that fails with just a little piece of foreign matter such as
carbon, I could find myself repairing the valve again and again. I
thought that an inline shutoff valve would stop all of the problems. I
had never heard of anyone doing it until I read the article by Fred
Abramson. It sounds like a really good idea if it is done correctly.
Edwin
Message 10
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| Subject: | Bubble Balancing the M14 Prop |
--> Yak-List message posted by: "Frank Haertlein" <yak52driver@earthlink.net>
Dennis, Yakinators;
Here is a link to pictures of the bubble balancer modified for use in
balancing a YAK-52 prop.
http://home.earthlink.net/~yak52driver/balancer.html
As a point of reference, blade angle adjustments were initially
performed by screwing in the blades until they seated and then they were
backed off until the blade whisker mark lined up with the center mark
scale on the hub. The prop minimum blade angle (14.5 degrees) adjustment
was then performed.
The prop was then put on the bubble balance. Balance was so far off that
one of the blades needed to be unscrewed by one full turn to achieve a
rough balance.
The prop was then put back on the aircraft. Checking blade angle again
revealed a blade angle difference of 1.8 Degrees. The minimum blade
angle adjustment was preformed again to eliminate the difference between
the two blades. Note that piston position was used to define minimum
blade angle rather than the blade angle position you get by moving the
counterweights to their dead stop position.
The resultant blade angle adjustment is seen in the last two pictures.
Frank
YAK-52
N9110M
L71
The Disconnect Between Hollywood and America
http://home.earthlink.net/~yak52driver/sajak.html
Message 11
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| Subject: | Aircrew Uniforms and Fire Survivability |
--> Yak-List message posted by: "Janet Davidson" <gbvfx@hotmail.com>
I was reading an article titled "Aircrew Uniforms and Fire Survivability",
and came upon this paragraph which I thought might interest some of you...
"There is perhaps a misconception that materials like Nomex give the wearer
adequate protection by themselves. The Nomex may be able to take 800 degrees
F before decomposing, but if it is next to your skin, that 800 degrees goes
through the Nomex to your skin (heat is absorbed by the layers of material,
and when the material is saturated with heat, heat is transferred to the
next cooler body, skin... which readily absorbs it by evaporating the water
within the skin). Insulation provided by undergarments can reduce the amount
of heat transferred through in a given period of time."
The complete article is here...
http://www.aviationtoday.com/reports/aircrew_uniforms.htm
It makes for quite interesting reading, regardless of whether you are a
pantyhose wearer, or not.
Janet
Ph: 920 232 9238
email: gbvfx@hotmail.com
Message 12
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| Subject: | Re: Fred Abramson Article |
--> Yak-List message posted by: Gary Reynolds <gary.reynolds@hills.com.au>
Gday All
I have found on my 52 that the oil valve was leaking ,letting oil
into the cylinders i took out the valve & spring i found a groove around it
i had it machined up and no more problems. no oil loss . The problem is it
is a metal on metal seating valve and any grooves or distortion and it will
leak. since i have done this approx 12 mths ago i have had no hydraulic
locks or oil loss
Gary R
-----Original Message-----
From: Edwin Curry [mailto:EACurry@ev1.net]
Subject: Yak-List: Re: Fred Abramson Article
--> Yak-List message posted by: Edwin Curry <EACurry@ev1.net>
I am loosing a considerable amount of oil from the oil reservoir between
flights. (7 to 14 days) I have hydraulic lock found during preflight so
far. I do all that is recommended in the Russian manual to clear the
cylinders. It seems to be happening more frequently. I would like to
resolve the problem in the most sure way possible. If there is a check
valve that fails with just a little piece of foreign matter such as
carbon, I could find myself repairing the valve again and again. I
thought that an inline shutoff valve would stop all of the problems. I
had never heard of anyone doing it until I read the article by Fred
Abramson. It sounds like a really good idea if it is done correctly.
Edwin
Message 13
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| Subject: | Russian Radio Antennas |
--> Yak-List message posted by: "Frank Haertlein" <yak52driver@earthlink.net>
Yakinators;
Any antenna, including aircraft antennas are configured for their
operating frequencies. The antennas are built based on the wavelength of
the transmitted signal. Russian radios, like in the YAK-52, operate in
the same frequency bands as US radios. (I think there is a 10 or 20MHZ
gap on the upper end of the Russian Radio frequencies but not absolutely
sure of that). The Russian antennas are designed to provide a proper
load to the transmitter within the frequency of their operation.
What I find most curious is that Russian aircraft communication radios
operate at the same frequency band as US radios. Maybe there is some
kind of international agreement on aircraft communications frequencies?
The bottom line is that in the transmission of a radio signal you want
to eliminate or minimize what is called Standing Wave Ratio (SWR). This
requires an antenna of the proper length (based on the transmitted radio
frequencies) so as to load the radio transmitter properly. If the
antenna is of the incorrect lenght or impedance then transmitted radio
energy is reflected back into the transmitter causing it to burn out.
The main point here is that antennas are designed to operate within a
narrow frequency band. Regardless of the transmitter, if the antenna is
designed to operate within the frequency band of interest it should work
on any radio operating in that frequency band.
Get yourself a garden variety American antenna, put a BNC connector on
the end of the original Russian cable, connect it into the American
antenna and it should work just fine...........
Just for grins, I might check the SWR. Any good avionics shop should
have an SWR meter to make sure the antenna to transmitter match has
minimum Standing Wave Ratio (SWR).
Frank
YAK-52
N9110M
L71
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