Today's Message Index:
----------------------
1. 01:14 AM - pictures of what each yak # looks like (Mark Jefferies YAK UK)
2. 03:52 AM - Re: pictures of what each yak # looks like (Thunderbolt)
3. 04:39 AM - polar inertia (HodgeJW@aol.com)
4. 05:17 AM - Re: polar inertia (cjpilot710@aol.com)
5. 08:45 AM - Re: Polar inertia comments (Lee Taylor)
6. 09:42 AM - Engine out - close call!!! (Yak52)
7. 10:00 AM - Re: Engine out - close call!!! (A. Dennis Savarese)
8. 10:37 AM - Re: Engine out - close call!!! (Yak52)
9. 11:08 AM - Re: Still in love (J.L. Pfundt)
10. 02:32 PM - Re: Engine out - close call!!! (Walt Lannon)
11. 02:55 PM - Sierra Hotel Dudes Needed! (cpayne@joimail.com)
12. 02:59 PM - Re: Sierra Hotel Dudes Needed! (cjpilot710@aol.com)
13. 03:05 PM - Re: Engine Out (cpayne@joimail.com)
14. 04:02 PM - Re: Engine out - close call!!! (Yak52)
15. 04:04 PM - SNIMTA_SPAM RE (Yak52)
16. 05:46 PM - CJ 6 starter button (Walt Murphy)
17. 06:29 PM - Re: CJ 6 starter button (Yak52)
18. 07:12 PM - Re: CJ 6 starter button (cjpilot710@aol.com)
19. 07:27 PM - Re: CJ 6 starter button (A. Dennis Savarese)
Message 1
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| Subject: | pictures of what each yak # looks like |
--> Yak-List message posted by: Mark Jefferies YAK UK <mark.j@yakuk.com>
Hi, one good place to start is http://www.yakuk.com/aircraft.asp this page has
pictures and a description of 8 YAK a/c available to GA with 2 derivativs so
thats 10 YAK types we can enjoy flying!!
This week was a good week, 4 hops in 3 different YAK 11's, watching the
countryside slide by at 200 kts is fun, then tip in from 5000ft a "wire" the
airfield at 320 kts is also magic. :>)) http://www.yakuk.com/img/runway10.jpg
its my airfield so I can do this at 50ft The only "feds" welcome here are those
coming mid week to certify a/c, weekends are play time.
Time: 10:04:51 AM PST US
From: PeteAbbott@aol.com
Subject: Re: Yak-List: pictures of what each yak # looks like
--> Yak-List message posted by: PeteAbbott@aol.com
Hi all,
I'm new to the list and hear of all the different yak models but have no idea
of what some of them are. I have several books on "every plane made" but
there are few Yaks. Any web sites out there that address this???
Pete Abbott
N852GC
Yak 52
=====
Best regards, Mark
www.yakuk.com
Message 2
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| Subject: | Re: pictures of what each yak # looks like |
--> Yak-List message posted by: "Thunderbolt" <thunderbolt@home.nl>
Helleu Peepz,
On the net I haven't found a site where all the different Yak models are described.
But if you're looking for info on a specific type, searching with a good
search-engine like Google will work.
On our site www.yakkes.com you wil find a lot of Yak (mostly 52) related links.
We are working on a website with the history of all known Yak-props, but that will
take some time before we have it up and running. So if you have info like
Registration, Type of a/c, Construction number, Year build, Current owner, Previous
known owners and registrations, Current home base, Damage history, Other
known history, Notes, on your Yakkes/CJ's please send it to me or info@yakkes.com.
met vriendelijke groet, with kind regards, mit freundlichen Gr=FCssen,
Salutations amicales, Srdacan pozdrav, greetz,
Alex Smit
>Yak-List message posted by: PeteAbbott@aol.com
>
>Hi all,
>
>I'm new to the list and hear of all the different yak models but have no idea
>of what some of them are. I have several books on "every plane made" but
>there are few Yaks. Any web sites out there that address this???
>
>Pete Abbott
>
>N852GC
Message 3
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--> Yak-List message posted by: HodgeJW@aol.com
Hey Guys,
When I brought up the question about polar inertia I forgot to mention that
the airplane I'm asking about is a Yak 52, not a CJ6. Thanks.
Jay
Message 4
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| Subject: | Re: polar inertia |
--> Yak-List message posted by: cjpilot710@aol.com
In a message dated 11/21/2004 7:40:25 AM Eastern Standard Time,
HodgeJW@aol.com writes:
Hey Guys,
When I brought up the question about polar inertia I forgot to mention that
the airplane I'm asking about is a Yak 52, not a CJ6. Thanks.
Jay
On that note, I'd defer to George Coy, Mark Jefferies, or Andy Savarese.
They'd definitely have a much better handle on that airplane than I do.
Jim "Pappy" Goolsby
Message 5
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| Subject: | RE: Polar inertia comments |
--> Yak-List message posted by: "Lee Taylor " <leetay@comcast.net>
Re: Discussion on Polar Inertia
Basically, my understanding of the Polar Inertia phenomenon is that
the most important consideration is C.G. If you get really wound up in a
spin situation, then WHERE the weight is distributed is important.
Unfortunately, I do have experience with what happens under those
circumstances.
I had done the initial test flight on a Christen Eagle, and had
progressed thru all the acro testing and proving. Including inverted flat
spin testing.
The owner of the plane was MUCH heavier than I, and initially he had
set up the plane for me, with the battery and a 20-lb lead shot bag behind
the rear seat. Everything was fine with that setup, the plane very
dependable and predictable in that configuration.
After I finished the testing, and had started teaching him to fly
it, he became concerned with the changed C.G. situation, and moved that
battery to immediately behind the firewall, and removed the lead shot bag.
FORGOT TO TELL ME HE HAD DONE SO, tho. !!!
I went out again following that, and was going to demonstrate some
inverted flat spins to another. As always, I went to 9500' agl for this, I
don't believe in radical low-level acro.
Put the plane into an IFS approach, but it wouldn't go flat with the
drastically changed C.G./moments. Instead, it entered a rather heavy-G,
rapid standard inverted spin. I was pre-prepared mentally to do an IFS
recovery, and did so.
HOWEVER, since I was NOT in a flat spin, that was EXACTLY the wrong
thing to do!
Instead of recovering from what was supposed to be an actually very
gentle, slow-decent flat spin, the plane instantly developed a very highly
accelerated inverted spin. You have heard the stories about a spin getting
so violent that you CANNOT TELL which direction, or whether upright or
inverted? Been there, done that. And the description is HIGHLY accurate.
About five recovery attempts and techniques-trying later, all
totally unsuccessful, I finally just held full up-elevator, idle power, and
full rudder until the plane kicked out into a NORMAL upright spin, and
recovered from that.
I had lost 7,500'.
Point is that if you change something radically that will affect
either the C.G., or the Polar Arrangement, do some rather extensive, careful
testing before trusting the situation completely. Changes like these are
VERY important.
Lee Taylor
PS I now own that Eagle, and it is a wonderful, predicable plane.
Message 6
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| Subject: | Engine out - close call!!! |
--> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
I flew to a local airport yesterday to get cheaper fuel, since it is a
relatively short runway I usually do a short field take-off. Stay in ground
effect and pull gear up - gain ground speed and pull up hard to clear large
trees at the end of runway. Speeding down the runway full power, the engine
COMPLETELY died on me half way down the runway, it resembled cutting the
engine with the mag switch at high rpm. My first reaction was to (after
about a second or two) pull back power completely to put her down before the
end of the run way. As I'm floating down the runway with the prop wind
milling, seeing the trees coming up fast, I heard a noise that sounded like
the tail scraping (gear is still up). I then realized I 'm going to hit the
large trees no matter what - instinctively gave full throttle and power came
back immediately. Still keeping her VERY low to the ground picked up speed -
pushed my luck by pulling up as close to the trees as possible - turned the
plane on its side and cleared the wing between two trees (I think) - or it
felt like turning on it's side, nose down immediately to get some airspeed,
just about touched the top of the trees that has turned into a wooded area
by now.
Gained altitude to get ready for jumping, but the P and T's looked normal.
Turned back to the airport and circled right above the runway a couple of
times pulling power back and full again - no problem. Flew back to my home
base (KPIE, about 15 minute flight) - long runways. Did about 10 touch and
goes simulating my exact takeoff - everything fine no problems not even a
stutter of any kind from the engine.
The plane just came out of annual with now problems. Two things changed:
- I did the carb mod by blocking of the valve as suggested, I know
that this probably saved my butt because the lag in engine response was not
there as usual.
- I replaced my main fuel line because the pipe was cracking.
I have had this Yak52 now for three years with no problems at all. On closer
inspection in the hangar I realized that there was no damage at all to the
tail section or prob. It must have been the engine firing up again that made
the noise of the tail scraping??? This means the engine was dead for about
3-5 seconds. All times quoted is obviously as close as I can remember -
thing do happen fast.
I would appreciate any comments.
Thanks
Deon Esterhuizen
Yak 52
Tampa, Florida.
Message 7
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| Subject: | Re: Engine out - close call!!! |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
What do you call the "main fuel line"? Sounds like you may have had fuel
starvation for a moment. Do check your fine fuel screen for possible
debris.
Dennis
----- Original Message -----
From: "Yak52" <yak52@flyredstar.org>
Subject: Yak-List: Engine out - close call!!!
> --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
>
> I flew to a local airport yesterday to get cheaper fuel, since it is a
> relatively short runway I usually do a short field take-off. Stay in
ground
> effect and pull gear up - gain ground speed and pull up hard to clear
large
> trees at the end of runway. Speeding down the runway full power, the
engine
> COMPLETELY died on me half way down the runway, it resembled cutting the
> engine with the mag switch at high rpm. My first reaction was to (after
> about a second or two) pull back power completely to put her down before
the
> end of the run way. As I'm floating down the runway with the prop wind
> milling, seeing the trees coming up fast, I heard a noise that sounded
like
> the tail scraping (gear is still up). I then realized I 'm going to hit
the
> large trees no matter what - instinctively gave full throttle and power
came
> back immediately. Still keeping her VERY low to the ground picked up
speed -
> pushed my luck by pulling up as close to the trees as possible - turned
the
> plane on its side and cleared the wing between two trees (I think) - or it
> felt like turning on it's side, nose down immediately to get some
airspeed,
> just about touched the top of the trees that has turned into a wooded area
> by now.
>
>
> Gained altitude to get ready for jumping, but the P and T's looked normal.
> Turned back to the airport and circled right above the runway a couple of
> times pulling power back and full again - no problem. Flew back to my home
> base (KPIE, about 15 minute flight) - long runways. Did about 10 touch and
> goes simulating my exact takeoff - everything fine no problems not even a
> stutter of any kind from the engine.
>
>
> The plane just came out of annual with now problems. Two things changed:
>
> - I did the carb mod by blocking of the valve as suggested, I
know
> that this probably saved my butt because the lag in engine response was
not
> there as usual.
>
> - I replaced my main fuel line because the pipe was cracking.
>
>
> I have had this Yak52 now for three years with no problems at all. On
closer
> inspection in the hangar I realized that there was no damage at all to the
> tail section or prob. It must have been the engine firing up again that
made
> the noise of the tail scraping??? This means the engine was dead for about
> 3-5 seconds. All times quoted is obviously as close as I can remember -
> thing do happen fast.
>
>
> I would appreciate any comments.
>
> Thanks
>
> Deon Esterhuizen
>
> Yak 52
>
> Tampa, Florida.
>
>
Message 8
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| Subject: | Engine out - close call!!! |
--> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
Thanks D,
Brain fart - I made the carb mod by blocking the jet not the valve :)
All screens where cleaned with the annual - this was the second flight since
annual. I replaced the fuel line between the filter unit (the one housing
the fuel screen) and the carb.
Deon.
-----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: Engine out - close call!!!
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
What do you call the "main fuel line"? Sounds like you may have had fuel
starvation for a moment. Do check your fine fuel screen for possible
debris.
Dennis
----- Original Message -----
From: "Yak52" <yak52@flyredstar.org>
Subject: Yak-List: Engine out - close call!!!
> --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
>
> I flew to a local airport yesterday to get cheaper fuel, since it is a
> relatively short runway I usually do a short field take-off. Stay in
ground
> effect and pull gear up - gain ground speed and pull up hard to clear
large
> trees at the end of runway. Speeding down the runway full power, the
engine
> COMPLETELY died on me half way down the runway, it resembled cutting the
> engine with the mag switch at high rpm. My first reaction was to (after
> about a second or two) pull back power completely to put her down before
the
> end of the run way. As I'm floating down the runway with the prop wind
> milling, seeing the trees coming up fast, I heard a noise that sounded
like
> the tail scraping (gear is still up). I then realized I 'm going to hit
the
> large trees no matter what - instinctively gave full throttle and power
came
> back immediately. Still keeping her VERY low to the ground picked up
speed -
> pushed my luck by pulling up as close to the trees as possible - turned
the
> plane on its side and cleared the wing between two trees (I think) - or it
> felt like turning on it's side, nose down immediately to get some
airspeed,
> just about touched the top of the trees that has turned into a wooded area
> by now.
>
>
> Gained altitude to get ready for jumping, but the P and T's looked normal.
> Turned back to the airport and circled right above the runway a couple of
> times pulling power back and full again - no problem. Flew back to my home
> base (KPIE, about 15 minute flight) - long runways. Did about 10 touch and
> goes simulating my exact takeoff - everything fine no problems not even a
> stutter of any kind from the engine.
>
>
> The plane just came out of annual with now problems. Two things changed:
>
> - I did the carb mod by blocking of the valve as suggested, I
know
> that this probably saved my butt because the lag in engine response was
not
> there as usual.
>
> - I replaced my main fuel line because the pipe was cracking.
>
>
> I have had this Yak52 now for three years with no problems at all. On
closer
> inspection in the hangar I realized that there was no damage at all to the
> tail section or prob. It must have been the engine firing up again that
made
> the noise of the tail scraping??? This means the engine was dead for about
> 3-5 seconds. All times quoted is obviously as close as I can remember -
> thing do happen fast.
>
>
> I would appreciate any comments.
>
> Thanks
>
> Deon Esterhuizen
>
> Yak 52
>
> Tampa, Florida.
>
>
Message 9
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| Subject: | Re: Still in love |
--> Yak-List message posted by: "J.L. Pfundt" <j.pfundt@planet.nl>
Say no more untill you've flown the 50,
Jan
Barry Hancock wrote:
>--> Yak-List message posted by: Barry Hancock <barry@flyredstar.org>
>
>Well, my flying life has been pretty good lately. Last week I finished
>up my checkout in a T-28 (Walt Fricke's) and tomorrow I finish my
>training in the L-39. Today I went out to the airport after work and
>pulled the old CJ out of the hanger to give her some exercise. She's
>been feeling a little neglected the last few weeks because I've only
>put a few hours on her. From April to November I logged over 130
>hours. Just got her out of the interior shop where I had diamond
>stitch padding and carpet put in the floor...really cleans things up
>and should add a touch of sound and temperature insulation as well.
>
>Anyway, it was a quick flight, returned with an overhead at 1300 AGL
>(tower requested), 60 degrees, 3 G's, power to 300 potatoes, gear out
>rolling through downwind to crosswind abeam the numbers, flaps down,
>continuing the turn to the numbers, 160 km/h, completed the 360 about
>10' above the ground, wings level, power to idle. touch down on the
>numbers (a greaser! :) ) and hold her nose off 'til the elevator can't
>hold it any more. As I'm taxiing in I think about just how comfortable
>I feel in CJ's now with just over 500 hours in 'em, and how much I just
>absolutely love the airplane.
>
>No, it doesn't have the cool factor of 1400+ rumbling horsepower or the
>wow factor of 320 knot cruise speed, etc. But for all around bang for
>the buck, you simply cannot beat a CJ/Yak.
>
>Next week I'll start flying a Yak-50 and might even get a MiG-29 ride
>by the end of the year. Pinch me, I think I'm dreaming.....
>
>Barry
>
>
>
>
Message 10
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| Subject: | Re: Engine out - close call!!! |
--> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
Deon;
Did you fabricate the new flex line? If so suggest you remove it and
carefully check for damage to the inner liner, there is a possibility of
cutting the liner and leaving a section of rubber that acts like a flapper
valve.
If that happened the cut section may have come loose allowing the engine to
restart. Check both the line and the carburettor filter.
Walt
----- Original Message -----
From: "Yak52" <yak52@flyredstar.org>
Subject: RE: Yak-List: Engine out - close call!!!
> --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
>
> Thanks D,
> Brain fart - I made the carb mod by blocking the jet not the valve :)
>
> All screens where cleaned with the annual - this was the second flight
since
> annual. I replaced the fuel line between the filter unit (the one housing
> the fuel screen) and the carb.
> Deon.
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of A. Dennis
Savarese
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Engine out - close call!!!
>
> --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
>
> What do you call the "main fuel line"? Sounds like you may have had fuel
> starvation for a moment. Do check your fine fuel screen for possible
> debris.
> Dennis
> ----- Original Message -----
> From: "Yak52" <yak52@flyredstar.org>
> To: <yak-list@matronics.com>
> Subject: Yak-List: Engine out - close call!!!
>
>
> > --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
> >
> > I flew to a local airport yesterday to get cheaper fuel, since it is a
> > relatively short runway I usually do a short field take-off. Stay in
> ground
> > effect and pull gear up - gain ground speed and pull up hard to clear
> large
> > trees at the end of runway. Speeding down the runway full power, the
> engine
> > COMPLETELY died on me half way down the runway, it resembled cutting the
> > engine with the mag switch at high rpm. My first reaction was to (after
> > about a second or two) pull back power completely to put her down before
> the
> > end of the run way. As I'm floating down the runway with the prop wind
> > milling, seeing the trees coming up fast, I heard a noise that sounded
> like
> > the tail scraping (gear is still up). I then realized I 'm going to hit
> the
> > large trees no matter what - instinctively gave full throttle and power
> came
> > back immediately. Still keeping her VERY low to the ground picked up
> speed -
> > pushed my luck by pulling up as close to the trees as possible - turned
> the
> > plane on its side and cleared the wing between two trees (I think) - or
it
> > felt like turning on it's side, nose down immediately to get some
> airspeed,
> > just about touched the top of the trees that has turned into a wooded
area
> > by now.
> >
> >
> > Gained altitude to get ready for jumping, but the P and T's looked
normal.
> > Turned back to the airport and circled right above the runway a couple
of
> > times pulling power back and full again - no problem. Flew back to my
home
> > base (KPIE, about 15 minute flight) - long runways. Did about 10 touch
and
> > goes simulating my exact takeoff - everything fine no problems not even
a
> > stutter of any kind from the engine.
> >
> >
> > The plane just came out of annual with now problems. Two things changed:
> >
> > - I did the carb mod by blocking of the valve as suggested, I
> know
> > that this probably saved my butt because the lag in engine response was
> not
> > there as usual.
> >
> > - I replaced my main fuel line because the pipe was cracking.
> >
> >
> > I have had this Yak52 now for three years with no problems at all. On
> closer
> > inspection in the hangar I realized that there was no damage at all to
the
> > tail section or prob. It must have been the engine firing up again that
> made
> > the noise of the tail scraping??? This means the engine was dead for
about
> > 3-5 seconds. All times quoted is obviously as close as I can remember -
> > thing do happen fast.
> >
> >
> > I would appreciate any comments.
> >
> > Thanks
> >
> > Deon Esterhuizen
> >
> > Yak 52
> >
> > Tampa, Florida.
> >
> >
>
>
Message 11
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| Subject: | Sierra Hotel Dudes Needed! |
0.80 SARE_SXLIFE BODY: Talks about your sex life
--> Yak-List message posted by: "cpayne@joimail.com" <cpayne@joimail.com>
Waycross Warriors,
I'd like to test fly some of the concepts I have in mind for
the RedStar Racers airshow routine. I need about 5-6
volunteers who will be at Waycross.
You should be Wingman rated and solid, and capable of basic
aerobatics (in case of trouble).
What I'd like to do is about 4-5 test flights of 15 minutes
each. One "qualification" flight and some "heats". I'll be
participating in 2 as a "competitor", Race Boss for one and
ground observer for another. I have a couple of courses laid
out at Waycross of 3 to 3-1/2 miles each and I'll clear our
flying with the airport manager first.
Yaks are invited, in a mixed-ship formation our speed will
be no more than what a Yak is capable of at 82% and we will
work up to that slowly. The aircraft isn't the issue but the
pilot is. Please reply off-list.
Homework: Reno competitors are required to demo zero
altitude loss rolls to simulate recovery from upset.
Nobody's going to be tested for this exercise but at least
practice recovery from an upset, both right and left.
Remember that NO altitude must be lost and you start from a
2+G left turn; recovery will be up and away from the race
path. Think this through for a few minutes and then go out
and try it from a SAFE altitude. Post your results on the
list for all to critique.
Legal Disclaimer: Your participation as a RedStar Racer will
NOT actually improve your performance as a lover. However,
your partner(s)-of-choice may "perceive" your status as a
RedStar Racer as being more dashing and desireable, thereby
enhancing the Experience for all involved.
Craig Payne
Message 12
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| Subject: | Re: Sierra Hotel Dudes Needed! |
--> Yak-List message posted by: cjpilot710@aol.com
Count me in.
Message 13
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--> Yak-List message posted by: "cpayne@joimail.com" <cpayne@joimail.com>
Deon,
I have seen this before in numerous types of A/C. In most
cases in was a piece of the hose rubber that got pinched off
in the hose when the fittings were installed. The remedy is
to run something like a piece of cable through the hose and
then blow out with compressed air. Inspect with a light if
possible.
BTW, this even happens with AL tube and bits of metal. I
think you got lucky, this time.
Craig Payne
Message 14
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| Subject: | Engine out - close call!!! |
--> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
Thanks Walt - I never would have thought of this. I had the pipe made up at
a local hydraulic shop. I will check and let the group know.
Deon.
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Walt Lannon
Subject: Re: Yak-List: Engine out - close call!!!
--> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
Deon;
Did you fabricate the new flex line? If so suggest you remove it and
carefully check for damage to the inner liner, there is a possibility of
cutting the liner and leaving a section of rubber that acts like a flapper
valve.
If that happened the cut section may have come loose allowing the engine to
restart. Check both the line and the carburettor filter.
Walt
----- Original Message -----
From: "Yak52" <yak52@flyredstar.org>
Subject: RE: Yak-List: Engine out - close call!!!
> --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
>
> Thanks D,
> Brain fart - I made the carb mod by blocking the jet not the valve :)
>
> All screens where cleaned with the annual - this was the second flight
since
> annual. I replaced the fuel line between the filter unit (the one housing
> the fuel screen) and the carb.
> Deon.
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of A. Dennis
Savarese
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Engine out - close call!!!
>
> --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
>
> What do you call the "main fuel line"? Sounds like you may have had fuel
> starvation for a moment. Do check your fine fuel screen for possible
> debris.
> Dennis
> ----- Original Message -----
> From: "Yak52" <yak52@flyredstar.org>
> To: <yak-list@matronics.com>
> Subject: Yak-List: Engine out - close call!!!
>
>
> > --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
> >
> > I flew to a local airport yesterday to get cheaper fuel, since it is a
> > relatively short runway I usually do a short field take-off. Stay in
> ground
> > effect and pull gear up - gain ground speed and pull up hard to clear
> large
> > trees at the end of runway. Speeding down the runway full power, the
> engine
> > COMPLETELY died on me half way down the runway, it resembled cutting the
> > engine with the mag switch at high rpm. My first reaction was to (after
> > about a second or two) pull back power completely to put her down before
> the
> > end of the run way. As I'm floating down the runway with the prop wind
> > milling, seeing the trees coming up fast, I heard a noise that sounded
> like
> > the tail scraping (gear is still up). I then realized I 'm going to hit
> the
> > large trees no matter what - instinctively gave full throttle and power
> came
> > back immediately. Still keeping her VERY low to the ground picked up
> speed -
> > pushed my luck by pulling up as close to the trees as possible - turned
> the
> > plane on its side and cleared the wing between two trees (I think) - or
it
> > felt like turning on it's side, nose down immediately to get some
> airspeed,
> > just about touched the top of the trees that has turned into a wooded
area
> > by now.
> >
> >
> > Gained altitude to get ready for jumping, but the P and T's looked
normal.
> > Turned back to the airport and circled right above the runway a couple
of
> > times pulling power back and full again - no problem. Flew back to my
home
> > base (KPIE, about 15 minute flight) - long runways. Did about 10 touch
and
> > goes simulating my exact takeoff - everything fine no problems not even
a
> > stutter of any kind from the engine.
> >
> >
> > The plane just came out of annual with now problems. Two things changed:
> >
> > - I did the carb mod by blocking of the valve as suggested, I
> know
> > that this probably saved my butt because the lag in engine response was
> not
> > there as usual.
> >
> > - I replaced my main fuel line because the pipe was cracking.
> >
> >
> > I have had this Yak52 now for three years with no problems at all. On
> closer
> > inspection in the hangar I realized that there was no damage at all to
the
> > tail section or prob. It must have been the engine firing up again that
> made
> > the noise of the tail scraping??? This means the engine was dead for
about
> > 3-5 seconds. All times quoted is obviously as close as I can remember -
> > thing do happen fast.
> >
> >
> > I would appreciate any comments.
> >
> > Thanks
> >
> > Deon Esterhuizen
> >
> > Yak 52
> >
> > Tampa, Florida.
> >
> >
>
>
Message 15
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--> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
I will definitely inspect the pipe and report back - thanks Craig.
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of cpayne@joimail.com
Subject: SNIMTA_SPAM Yak-List
--> Yak-List message posted by: "cpayne@joimail.com" <cpayne@joimail.com>
Deon,
I have seen this before in numerous types of A/C. In most
cases in was a piece of the hose rubber that got pinched off
in the hose when the fittings were installed. The remedy is
to run something like a piece of cable through the hose and
then blow out with compressed air. Inspect with a light if
possible.
BTW, this even happens with AL tube and bits of metal. I
think you got lucky, this time.
Craig Payne
Message 16
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| Subject: | CJ 6 starter button |
--> Yak-List message posted by: Walt Murphy <waltmurphy@charter.net>
Yesterday I made a flight to a neighboring airport for lunch , on the
return trip also did a little sight seeing which made the total flight
time just a few minutes under 2 hours. At my home airport , I refueled
and when I tried to start the engine , the starter button did nothing.
( stock CJ with 285 HP Housai ) . Air pressure was at 50 all the
switches where correct, main air valve on , even so I recycled the
battery and starter switches and attempted to start again , nothing.
After a few minutes waiting ( scratching my head ) I attempted the start
again and all worked fine. I have since tried the starter on two
occasions and it works fine.
Any idea why this happened ? What should I look for to preclude this ?
thanks,
Walt
Message 17
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| Subject: | CJ 6 starter button |
--> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
Walt,
I had a similar problem with my Yak. The problem was the electrical
connection on my left wing where the battery cable (Battery located in the
left wing) from the left wing is connected to the rest of the electrical
system via a mount on the side of the wing - with this I mean I had to
remove the bottom panels of the left wing to get to it from the underneath.
The culprit seems to have been rust on inside of the bolt that held the two
wires together. Took me weeks to pin this one down.
I can send you a photo it you want.
Deon.
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Walt Murphy
Subject: Yak-List: CJ 6 starter button
--> Yak-List message posted by: Walt Murphy <waltmurphy@charter.net>
Yesterday I made a flight to a neighboring airport for lunch , on the
return trip also did a little sight seeing which made the total flight
time just a few minutes under 2 hours. At my home airport , I refueled
and when I tried to start the engine , the starter button did nothing.
( stock CJ with 285 HP Housai ) . Air pressure was at 50 all the
switches where correct, main air valve on , even so I recycled the
battery and starter switches and attempted to start again , nothing.
After a few minutes waiting ( scratching my head ) I attempted the start
again and all worked fine. I have since tried the starter on two
occasions and it works fine.
Any idea why this happened ? What should I look for to preclude this ?
thanks,
Walt
Message 18
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| Subject: | Re: CJ 6 starter button |
--> Yak-List message posted by: cjpilot710@aol.com
It sounds to me like maybe your starter solenoid maybe sticking a little.
Try a little mouse milk or WD40 squirted in the little square opening (the
Chinese ones. They are round on the Yak built ones) on the side. You might have
a
little corrosion.
Message 19
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| Subject: | Re: CJ 6 starter button |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
FWIW, on the Yak 52 a slightly lower voltage (say around 22 volts) from the
battery, caused by corrosion on the battery leads/terminals, will cause the
air start solenoid on the air start valve not to engage. Thus, when you
press the start button....nothing happens. You can press the voltage button
on the AMP/VOLT meter to see if you are getting 24 volts from the battery
during a normal start sequence before you hit the start button.
Should this happen, you can always revert back to the manual starting
procedure by engaging the manual starting tab on the air start valve while
pressing the start button. Pressing the start button also energizes the
shower of sparks which is needed to start the M14P.
Dennis
----- Original Message -----
From: "Yak52" <yak52@flyredstar.org>
Subject: RE: Yak-List: CJ 6 starter button
> --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
>
> Walt,
> I had a similar problem with my Yak. The problem was the electrical
> connection on my left wing where the battery cable (Battery located in the
> left wing) from the left wing is connected to the rest of the electrical
> system via a mount on the side of the wing - with this I mean I had to
> remove the bottom panels of the left wing to get to it from the
underneath.
> The culprit seems to have been rust on inside of the bolt that held the
two
> wires together. Took me weeks to pin this one down.
>
> I can send you a photo it you want.
>
> Deon.
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Walt Murphy
> To: yak-list@matronics.com
> Subject: Yak-List: CJ 6 starter button
>
> --> Yak-List message posted by: Walt Murphy <waltmurphy@charter.net>
>
> Yesterday I made a flight to a neighboring airport for lunch , on the
> return trip also did a little sight seeing which made the total flight
> time just a few minutes under 2 hours. At my home airport , I refueled
> and when I tried to start the engine , the starter button did nothing.
> ( stock CJ with 285 HP Housai ) . Air pressure was at 50 all the
> switches where correct, main air valve on , even so I recycled the
> battery and starter switches and attempted to start again , nothing.
> After a few minutes waiting ( scratching my head ) I attempted the start
> again and all worked fine. I have since tried the starter on two
> occasions and it works fine.
> Any idea why this happened ? What should I look for to preclude this ?
> thanks,
> Walt
>
>
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