Today's Message Index:
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1. 03:58 AM - Re: Windscreen full of.... (Brian Lloyd)
2. 12:29 PM - Re: Windscreen full of.... (Mark@alternativesolar.com)
3. 07:24 PM - Spare radio and intercom (Gus Fraser)
4. 10:01 PM - (no subject) (cjpilot710@aol.com)
Message 1
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| Subject: | Re: Windscreen full of.... |
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
On Nov 28, 2004, at 2:06 AM, RV_8 Pilot wrote:
> Now, for those 500-hr cfi wonders teaching B-52 patterns and those
> stupid
> overfly and teardrop back to the 45 entry - I'm open to suggestions.
That is a problem and one I have fought for a number of years. I teach
my students three different entries into the standard civil traffic
pattern: upwind, crosswind, and 45 degrees to downwind (the 'standard')
depending on from which direction they approach the pattern. The goal
is to allow one to affect traffic separation when entering the pattern
by using the angles and thus maintain traffic clearance without having
to make gross speed changes.
BTW, as I recall, the Canadians use an upwind pattern entry as standard.
And I recall as a student pilot back in the '60s I was taught these
three pattern entries as standard. Does anyone else recall this, and,
if so, does anyone recall when and why it changed?
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 2
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| Subject: | Re: Windscreen full of.... |
--> Yak-List message posted by: "Mark@alternativesolar.com" <mark@alternativesolar.com>
Hello Barry and fellow Red Star flyers:
Being based out of French Valley (F70) in Southern California, I have also
experienced the same
final approach go around, pattern cut offs and the trainers on the 3-5 mile
final. I have seen the pattern
filled with as many as 8 aircraft all with long winded radio reporting.
Weekends tend to be even busier.
Currently the runway is under construction (1000 ft extension) to allow in
more heavy metal aircraft. :-(
On the brighter side, F70 is a great place for all Red Star pilots to
visit. The restaurant is always busy, self serve fuel at
a reasonable price and the wine country valley is quite a site to fly over.
Where else can you have a Yak 52 on crosswind,
A1 Skyraider on downwind, Falcon Jet on final and an ultralight waiting for
takeoff? I experienced this last week!!!.
We have a small group of Southern California Red Star Pilots that fly into
various airports for lunch. Contact me off the
list if you would like to participate in our next fly in.
mark@alternativesolar.com
Mark Weidhaas
Yak 52 N5287
----- Original Message -----
From: "Barry Hancock" <radialpower@cox.net>
Subject: Yak-List: Windscreen full of....
> --> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
>
> Gang,
>
> Something, well more than one something, happened today that I thought
> would be worth mentioning. After 10 days of T-28 and L-39 flying (yep,
> passed my checkout on Wednesday!) I saddled up the CJ today to get the
> long look off of her face and headed down to French Valley to meet up
> with Buzzard for a nice lunch and some afternoon jousting above Pauma
> Valley.
>
> First was my arrival into French Valley....a few planes in the pattern,
> one on the upwind, one on final. I called a two mile initial and the
> spacing was perfect! The plane on final was about half way through the
> touchdown roll when I hit the break...at that very moment "Cessna
> blankety-blank is position and hold, runway 18" by this time I was
> gear and flaps down turning in from the perch. In a slightly annoyed
> tone "Yak 8 Charlie Juliet is going around" "Uh, sorry Yak, I didn't
> know you were going to be that tight." Well, no problem, I can
> understand that. Besides, a CJ spools up a little quicker than an
> L-39. :) On the upwind two more planes enter the pattern - one on the
> 45, the other a mid-field over the top. I extend my upwind to make
> spacing for the slower traffic and turn cross wind. Then a Doctor
> Killer calls in says he's a few to the west and is entering over the
> top, too. Now, the radio has sounded like an afternoon drive talk show
> for a good two minutes by this point and as I'm turning downwind I see
> the Bonanza bombing in. I tell him I have him in sight and to fall in
> behind me...what does he do? Turns downwind about 1000 feet inside the
> traffic pattern! Seeing a big FUBAR I call that I'm breaking out of
> the pattern to the east...time to let these other guys run into each
> other, err, sort it out, and I'll come back in a few minutes.
>
> So I re-enter on the 45 a minute later to find 3 planes doing touch and
> goes and a flight of 3 RV's on initial. I was beginning to think there
> was some sort of pre-Oshkosh arrival practice going on! So, as I slide
> into position in the pattern, I'm behind a C-152, of course! Gear out,
> flaps out, 150 kph....and the Spammer decides he's training to land a
> 747 and needs a 3 mile final!!!! I had two choices at this
> point...scream, or laugh. Well, no since dying mad, so I laughed and
> S-turned my way down final as the C-152 used 2500 feet to get off the
> friggin' runway! Over? Not quite. After clearing the runway (I was
> the only one in this whole entire mess that I heard call clear of the
> runway) I was taxing into a row and....yep, here comes a Cherokee down
> the same row. Too funny. As I was walking up the ramp the Dr. Killer
> driver comes up to me and says "hey, was that you I cut off in the
> pattern?" Classic!
>
> Later, after Buzzard and I were done with our fun, we split off and
> headed our respective directions for home. ATIS at Chino was
> "Visibility 3 miles, sky partially obscured." Well, being a CNO
> resident, I know full well that they compute their 3 miles a little
> differently.... 1.5 this way and 1.5 that way is 3! I'l spare you all
> the details, but I passed this guy about 4 miles from the airport, got
> the overhead approved, and even received landing clearance prior to the
> break. In the break the controller changes his mind and tells me to
> extend downwind and I'd be #3 behind Cherokee ILS traffic....that was 4
> miles out!!!!!!! ARGHHHHHH! Meanwhile he tells the guy I had passed
> earlier in the Saratoga he's cleared to land #1 "Uh, Saratoga blah blah
> blah, we've lost the airport" "Roger, head west about 2 miles and you
> should see the runway" At this point I've got the gear in the wells
> and am looking for the ILS traffic, then back to the airport,
> then....AHEAD! Filling my windscreen is a SARATOGA! Literally
> co-altitude and less than 300 feet. "Uh, Yak 8 Charlie Juliet, traffic
> in your vicinity, 12 o'clock and less than a mile!" By the time he had
> the "Uh" out, I had buried the stick in the forward right corner to
> avoid the mid-air. We passed at less than 50 feet. "8 Charlie Juliet,
> thanks for saving my butt! Tell that Saratoga the airport is to his
> left, he almost killed all of us." "Roger, Saratoa blah blah blah, do
> you have the airport in sight?" "Uh, yeah" "Can you make a right base
> entry from there?" "Uh, what?" "Saratoga blah blah blah, LAND NOW!"
>
>
> Morals of the story? 1) I'm not so sure about letting good
> restaurants locate at uncontrolled airports. 2) Even at a controlled
> airport you never know when someone will be coming the wrong way down a
> one way street. That yahoo is lucky I didn't have my flare gun
> loaded.... 3) People who shouldn't fly, fly Pipers?
>
> So, it's a day late, but I'm thankful....just to be writing this post
> on the Yak-list. Life is good, because it's still here.... :)
>
>
> Barry
>
>
>
Message 3
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| Subject: | Spare radio and intercom |
--> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
Folks,
I am going to remove the Baklan radios and intercom from my SP-91 and put
small light weight radios in. This of course means that I will have a radio
and two intercom heads available for sale, make me an offer off list if you
are interested. Due to arrive in Jan next year.
Gus
Message 4
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--> Yak-List message posted by: cjpilot710@aol.com
Well, they say you can't teach an old dog new tricks. But if you slap him,
you're sure to get his attention. It's not always good for one's personal
imaged to your peers or the underlings who look up to you, to confess to the
possible flaws in one's character or intellect. But if I teach someone or more
likely save someone some grief, well, so be it.
Now the story. As you all know I've been installing long range bladder tanks
in my CJ-6. To make the work a little easier, I removed the wings from the
airplane. In this procedure the fuel system was completely drained. With the
installation was a few changes one of which was to install a check valve in
the header tank vent line right where it make the loop on the left side of the
cockpit.
I had completed the total installation and was going to flight test the
airplane while at the same time flying it to a nearby field that had fuel. The
day
before the flight, I had put in 12 gal of fuel and ran the engine for some
:25. All pressures and readings were normal. Just before the flight I put in
an additional 6 gal. I started up, did a very careful before takeoff check,
which included a somewhat extended runup a full power. Every thing was normal.
Sense I didn't feel that I had enough fuel to 'lawy gag' around the field, my
plan was to takeoff, make a right turn out, which would put me over and handy
to a number of pastures compared to the woods going the other way. Also I
had a good buddy of 35 years monitor our airpark freq and my takeoff in case
something happened. The airport I was heading to was just over 14nm way. The
takeoff was without incident, not a hiccup nor burp, as I climbed to 1,300.' I
was very mindful of what the gages were saying. Since I've also installed a
new EFIS system along with other new instruments, I started checking those out
against each other and the reaction of EFIS to bank and pitch changes.
About 3nm from the airport the engine quit. Stone dead. I looked at the
fuel pressure gage and it was zero. I turn on my new electric fuel pump, no
pressure. Double checked that the fuel shutoff valve handle was forward. I
picked out a field and made my first (ever) MayDay call. I than changed my mind
on
the field I'd picked, sense it was full of cows and hay bails. The next one
over would be better. At 300' I knew that I might JUST make the field and I
started to debate myself on, whether to or not to, to drop the gear. Suddenly
I thought of the primer. I started pumping it like crazy and the engine
caught and started running. I now found myself over shooting my field and the
engine running. I kept pumping and started a climbing turn back toward the
airport. At one point I thought maybe the engine would run by it self and quit
pumping the primer. The engine quit and I WENT BACK TO PUMPING!!! I ended up
landing down wind on the active runway. No traffic however except for a C172 on
the down wind. The engine ran fine on the ground.
This morning I went back to the airport (I had left the airplane there
overnight) and tried to figure out what happened. I had talked to Bill Blackwell
and he had made some suggestions. As I and my long time buddy were about to
start, I got another call from Bill. A very fortunate one for me. He told me
to
check the check valve in the cockpit. Yep friends, I had put in it backward.
With it in backward, it restricts the full flow of fuel into the header tank
by allowing out side pressure to build up in the header tank. The new
bladder tanks have their own vents that go out to the wing tips. Anyway that
and
the fact that most likely I didn't get ALL the air out of the fuel lines to
begin with added to my episode.
Changing the valve around and "bleeding" the fuel system properly, everything
is running well now. I flew the airplane over the other airport for a good
:40 before landing, tanking up and headed home.
The new EFIS system is a pleasure to look at and response very well to the
maneuvers I've tried so far. Its sun light readable and a fairly easy
installation. BTW its a Blue Mountain Sport. After the Christmas holydays, I
plan to
install a ILS/VOR and fuel computer.
What did I do wrong? Its obvious, but the problem is me. I was to over
confident about how I understood the system and the realities of it. I should
have asked more questions.
"Now go forth and prosper."
Jim "Pappy" Goolsby
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