Today's Message Index:
----------------------
1. 12:12 AM - resister (Mark Jefferies)
2. 03:16 AM - Yak-52 (and CJ-6 etc) Airworthiness (Richard Goode)
3. 04:03 AM - Re: Airworthiness Certification (AEROSTAR)
4. 05:20 AM - Re: Airworthiness Certification (A. Dennis Savarese)
5. 06:42 AM - Re: Mustangs (Barry Hancock)
6. 07:51 AM - Re: Cheep CJ wanted! (Robert Starnes)
7. 08:55 AM - mutants (Jerry Painter)
8. 10:36 AM - Re: Re: Mustangs (N13472@aol.com)
9. 12:30 PM - gear actuator overhaul (ron wasson)
10. 04:24 PM - Tunica Air Races (Jeff Linebaugh)
11. 04:36 PM - Paddle Blade Setting (cpayne@joimail.com)
12. 04:58 PM - Re: Paddle Blade Setting (Robert Starnes)
13. 05:57 PM - "Fish Scales" rebuilt. (cjpilot710@aol.com)
14. 06:09 PM - Re: "Fish Scales" rebuilt. (Doug Sapp)
15. 06:19 PM - CJ6.com (Doug Sapp)
16. 07:32 PM - Re: Speed Secrets (cpayne@joimail.com)
17. 08:50 PM - Re: Re: Speed Secrets (A. Dennis Savarese)
18. 08:53 PM - Re: Re: Speed Secrets (A. Dennis Savarese)
Message 1
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--> Yak-List message posted by: "Mark Jefferies" <mark.j@yakuk.com>
46,953 ohm
+++++++++++
Do you know the difference between a 47k ohm resistor and a 47 ohm
resistor?
Message 2
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| Subject: | Yak-52 (and CJ-6 etc) Airworthiness |
--> Yak-List message posted by: "Richard Goode" <richard.goode@russianaeros.com>
To correct Jerry Painter, I don't believe Mark Jefferies said that you could operate
Yak-52/CJ-6 in the US on a foreign register.
The reason for this is simple - they have restricted Certificates of Airworthiness
- which you would call 'Experimental.'
Such certificates are valid only in the country of issue. They can be made valid
in another country, but only with specific overflight permission from the CAA/FAA
in that country, which they might do for a short period, but not long-term.
Conversely, aircraft such as the Yak-18T, An2 and Su-29 do have Normal Category
Type-Certificates, and therefore can fly on their foreign register in the US,
or indeed anywhere else.
Richard Goode
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Mob: +44 (0) 7768 610389
Fax: +44 (0) 1544 340129
www.russianaeros.com
dangerous content by the http://www.anti84787.com
MailScanner, and is believed to be clean.
Message 3
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| Subject: | Re: Airworthiness Certification |
--> Yak-List message posted by: "AEROSTAR" <aerostar@aerostar.ro>
Dear friends ,
We update here information we have in relation with a potential type
certification for YAK 52 aircraft , considering the discussions issued
this period in this forum .
The standard YAK 52 aircraft is designed by OKB Yakovlev , in Russia . The
project has a certification in Russia , this certification making possible
to use the aircraft by DOSAAF , for the local training . The standard
design used for YAK 52 was
AP 23 , a very well & safe set of requirements , this standard being
similar with the western standard FAR 23 . In this respect , the aircraft
design is considered safe and perform .
Technically , to can obtain a Type Certification for YAK 52 an to be valid
for FAA , the aircraft must to be designed to respect FAR 23 standard , it
being accepted in US . To do this , the aircraft needs to be redesigned in
some areas , where these two standards ( AP 23 and FAR 23 ) are different .
This design work will request an investment . Another investment is to build
minimum a stress airframe and an aircraft prototype , in order to develop a
program of tests defined by these FAR 23 standards . The design , the
calculations and the results of all tests must be inspected by a civilian
authority and accepted as respecting the requirements of the standards . In
our case , the aircraft must repeat the entire program for certification
respecting FAR 23 requirements . This full process takes time and money ,
making necessary an investment . And it is not small , many companies
spending millions dollars to certify an equivalent aircraft .
This process can be supervised by FAA itself or by a local aviation
authority in other country and FAA to agree this . To do this , is necessary
to exist a Bilateral Agreement between the countries involved , in our case
USA and Russia / Romania. This agreement needs to cover the Light Aircraft
domain , section where YAK 52 can be included . USA and Romania in this
moment have a Bilateral Agreement signed together but it is not cover yet
the Light Aircraft section , in our case being still not valid for YAK 52 .
It could be extended , if the two countries consider to be in their
interests .
If exists a strong interest or the marketing researches define a good
potential for sales , these processes could be started , if an investment is
to be available . I consider an investment for few millions dollars . For
sure , a Type Certified YAK 52 aircraft will cost significant more compared
with the present price , to can recuperate this potential investment . For
sure , being type certified , YAK 52 will have an extended market , the
aircraft being legal available to be used by the flying schools , companies
Experimental category . If almost 100 type certified aircraft could be
worldwide sold with around 250 000 $ each , maybe a type certification can
be considered .
The situation for today allow YAK 52 to be used as Experimental aircraft ,
as an " Ex - military " aircraft . The new models we produce now are
Experimental also , registered as " Ex - military " aircraft ( YAK 52 W )
or " For Exhibition " ( YAK 52 TW ) . You cannot make money with the
aircraft with these registrations , but you can use the aircraft to enjoy
you , for your own personal use . Europe and Australia accept the aircraft
with registrations similar with the Experimental registration in US . The
aircraft has a good real value , with good performances , with a reasonable
price and very low operational cost , many countries wishing to have it in
their inventory . Some countries are using the aircraft for their national
airforces , the training system being considered very acceptable for them
using YAK 52 aircraft .
Sincerely ,
Cristian Dragoi
+ 40 721 241 306 ( cell )
+ 40 234 575 070 ext. 1402 ( tel )
+ 40 234 572 445 ( fax )
aerostar@aerostar.ro
www.aerostar.ro
Message 4
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| Subject: | Re: Airworthiness Certification |
--> Yak-List message posted by: "A. Dennis Savarese" <DSAVARESE@ELMORE.RR.COM>
Cristian,
Your contribution on the subject is much appreciated. From my perspective
though, I personally do not know of anyone who would be willing to give up
the Experimental certification on their aircraft in exchange for a Standard
Airworthiness Certificate in the Normal category.
Best wishes,
Dennis
----- Original Message -----
From: "AEROSTAR" <aerostar@aerostar.ro>
Subject: Re: Yak-List: Airworthiness Certification
> --> Yak-List message posted by: "AEROSTAR" <aerostar@aerostar.ro>
>
> Dear friends ,
>
> We update here information we have in relation with a potential type
> certification for YAK 52 aircraft , considering the discussions issued
> this period in this forum .
>
> The standard YAK 52 aircraft is designed by OKB Yakovlev , in Russia . The
> project has a certification in Russia , this certification making
possible
> to use the aircraft by DOSAAF , for the local training . The standard
> design used for YAK 52 was
> AP 23 , a very well & safe set of requirements , this standard being
> similar with the western standard FAR 23 . In this respect , the aircraft
> design is considered safe and perform .
>
> Technically , to can obtain a Type Certification for YAK 52 an to be
valid
> for FAA , the aircraft must to be designed to respect FAR 23 standard , it
> being accepted in US . To do this , the aircraft needs to be redesigned in
> some areas , where these two standards ( AP 23 and FAR 23 ) are different
.
> This design work will request an investment . Another investment is to
build
> minimum a stress airframe and an aircraft prototype , in order to develop
a
> program of tests defined by these FAR 23 standards . The design , the
> calculations and the results of all tests must be inspected by a civilian
> authority and accepted as respecting the requirements of the standards .
In
> our case , the aircraft must repeat the entire program for certification
> respecting FAR 23 requirements . This full process takes time and money ,
> making necessary an investment . And it is not small , many companies
> spending millions dollars to certify an equivalent aircraft .
>
> This process can be supervised by FAA itself or by a local aviation
> authority in other country and FAA to agree this . To do this , is
necessary
> to exist a Bilateral Agreement between the countries involved , in our
case
> USA and Russia / Romania. This agreement needs to cover the Light Aircraft
> domain , section where YAK 52 can be included . USA and Romania in this
> moment have a Bilateral Agreement signed together but it is not cover yet
> the Light Aircraft section , in our case being still not valid for YAK 52
.
> It could be extended , if the two countries consider to be in their
> interests .
>
> If exists a strong interest or the marketing researches define a good
> potential for sales , these processes could be started , if an investment
is
> to be available . I consider an investment for few millions dollars . For
> sure , a Type Certified YAK 52 aircraft will cost significant more
compared
> with the present price , to can recuperate this potential investment . For
> sure , being type certified , YAK 52 will have an extended market , the
> aircraft being legal available to be used by the flying schools ,
companies
> Experimental category . If almost 100 type certified aircraft could be
> worldwide sold with around 250 000 $ each , maybe a type certification can
> be considered .
>
> The situation for today allow YAK 52 to be used as Experimental aircraft
,
> as an " Ex - military " aircraft . The new models we produce now are
> Experimental also , registered as " Ex - military " aircraft ( YAK 52 W )
> or " For Exhibition " ( YAK 52 TW ) . You cannot make money with the
> aircraft with these registrations , but you can use the aircraft to enjoy
> you , for your own personal use . Europe and Australia accept the aircraft
> with registrations similar with the Experimental registration in US . The
> aircraft has a good real value , with good performances , with a
reasonable
> price and very low operational cost , many countries wishing to have it
in
> their inventory . Some countries are using the aircraft for their
national
> airforces , the training system being considered very acceptable for them
> using YAK 52 aircraft .
>
> Sincerely ,
>
> Cristian Dragoi
> + 40 721 241 306 ( cell )
> + 40 234 575 070 ext. 1402 ( tel )
> + 40 234 572 445 ( fax )
> aerostar@aerostar.ro
> www.aerostar.ro
>
>
Message 5
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--> Yak-List message posted by: Barry Hancock <barry@flyredstar.org>
On Feb 16, 2005, at 11:58 PM, Tim G. wrote:
> Isn't someone with "0" hours in an airplane sort of a "test" pilot?
I was thinking it was the other way around... a "test" plane....
Update on ARS 2005:
New web site should be operational in a few days. For now, mark you
calendars for May 11-15 and I'll let you know when the site goes live.
Oh, and please tell all your friends, 'cuz our advertising budget
sucks! :)
Cheers,
Barry
Barry Hancock
Event Director
All Red Star
(949) 300-5510
www.allredstar.com
"A Unique Aviation Experience"
Message 6
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| Subject: | Re: Cheep CJ wanted! |
--> Yak-List message posted by: Robert Starnes <a35plt@yahoo.com>
Yes, thanks for checking. It's been one thing after
another keeping me from heading your way, but I should
be in your neighborhood sometime in the next 2
weeks.Will call ahead. -RObert
--- Marcus Bates <mlbjr@earthlink.net> wrote:
> --> Yak-List message posted by: "Marcus Bates"
> <mlbjr@earthlink.net>
>
> Robert....wondered what ever happened to you and if
> you are still intrested
> in the CJ6 stuff.
>
>
>
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Yak-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
>
__________________________________
Message 7
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IMItemGuid: {73B7E658-23DC-41F2-AEAA-2E011E30CBBE}
--> Yak-List message posted by: "Jerry Painter" <wild.blue@verizon.net>
Now Jerry, if God had wanted man to live the cold and wet, He would NOT
have made warmth and sun light and He would have made man with fur all over
his
body and an umbrella growing up the back of his neck. BTW I wore shorts in
my
hangar this afternoon. :)))))
Pappy
Uh, Pap, I don't follow....
Are you guys mutants or what? My mom always told me to wear clean shorts,
and I do, every day, so I don't get that one, either. Next, you'll tell me
you don't have moss between your toes....
JP
Message 8
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--> Yak-List message posted by: N13472@aol.com
In a message dated 2/18/2005 6:43:43 A.M. Pacific Standard Time,
barry@flyredstar.org writes:
New web site should be operational in a few days. For now, mark you
calendars for May 11-15 and I'll let you know when the site goes live.
Oh, and please tell all your friends, 'cuz our advertising budget
sucks! :)
Cheers,
Barry
Barry how about putting a flyer/poster on the web site that anyone who
wanted to could down load and print for posting in there local area?
Tom Elliott
CJ-6 N63727
Sandy Valley NV
3L2
702-723-1223
Message 9
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| Subject: | gear actuator overhaul |
--> Yak-List message posted by: ron wasson <ronwasson@mindspring.com>
Anyone done the gear actuators on a CJ-6A. I have the kits and ordered
a complete one as a spare in case I can't get one open. The old ones
work fine but I have no history on their last overhaul. Plan on doing
the uplocks too. Any comments on techniques would be nice.
Ron Wasson
Message 10
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"Alan Cockrell" <yakdriver@comcast.net>,
"BJ Kennamore" <BKENNAMORE@aol.com>, "Paul Hornick" <bpx2horn@aol.com>,
"Craig Payne" <cpayne1@joimail.com>,
"Gordie Seuell" <Gordie.Seuell@tbe.com>, "Jim Goolsby" <cjpilot710@aol.com>,
"Jim Plumlee" <N4829T@aol.com>, "Jay Land" <jland@popeandland.com>,
"Mark Shelley" <MDSHELLEY@aol.com>, "Ray Reeves" <rayreeves@gulftel.com>,
"Richard Hess" <Hess737@aol.com>,
"Rick Pellicciotti" <info@belleairetours.com>,
"Rodger Modglin" <rmodg@hotmail.com>,
"Terry Calloway" <tcalloway@datatechnique.com>,
"Tom Bennett" <thomas.bennett@peoavn.redstone.army.mil>,
"Bill Walker" <bwalker11@charter.net>,
"Keith Harbour" <avcraft@citlink.net>, "George Myers" <ggbud@mchsi.com>,
"Robert Langford" <RLang27641@aol.com>
| Subject: | Tunica Air Races |
--> Yak-List message posted by: "Jeff Linebaugh" <jefflinebaugh@earthlink.net>
Folks,
Another opportunity may be rising to get some fun free flying in....
The Tunica Air Races are looking for acts. The dates are June 2-5. Show of
hands...how many would be interested in doing mass flyovers for the show if
we can get them to pay for fuel/oil/smoke oil for the show. We may have to
stage from Memphis to the act though, as ramp space is extremely short...
not sure of many details on this one yet...but if you are interested drop me
a line!
Jeff Linebaugh
jefflinebaugh@earthlink.net
CJ-6P N621CJ
Memphis, TN
Message 11
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| Subject: | Paddle Blade Setting |
--> Yak-List message posted by: "cpayne@joimail.com" <cpayne@joimail.com>
I am in the process of doing just a bit of testing on prop
blade angle setting vs performance and I have improved my
adjustment technique a bit. In general I have followed the
written procedure as published by Jill Gernetzke but added a
refinement:
AFTER setting blade angles using the smart level, follow up
with a square-sided laser level that can project a line. Set
the level chordwise against the back of Blade 1 in the same
place that you put the Smart Level (8" from the tip). Place
a shiny straight edge on the hanger floor so that it's edge
is lit up with the laser line lengthwise. Rotate Blade 2 to
the same level position and lay up the laser level the same
reference spot as Blade 1. If the projected line does NOT
line up with the edge of the staight edge, carefully
reposition the blade angle to the same spot.
As always, recheck your work after tightening but before
cotter pinning. Makes for Smoooth running! My goal here is
to *find* the sweet spot between the blade angles and
governor setting so that 2900 RPM can be achieved at the
coarsest blade angle setting that will allow it. CJ's with
the M-14P/paddle blade need not be constrained to the same
setting as the Yak; but it will be within the same general
range. A final flight test is made for each setting at climb
and top end speed with levers full forward.
Craig Payne
Message 12
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| Subject: | Re: Paddle Blade Setting |
--> Yak-List message posted by: Robert Starnes <a35plt@yahoo.com>
Hey there Captain speed demon!
Could you comment on any speed differences between
your canoe paddles and the metal blades? I assume
yours are faster. Wait a minute, Aren't you running
the M14 (360 Hp?) instead of a HS-6A? Our secret labs
are working around the clock to reverse engineer the
pics of your speed mods we took at waycross....Thought
we were being pretty crafty till you walked up and
asked us "what do you want to know?"
Been meaning to ask, Speed mods are usually not
cumulative, what mods have given the most noticable
performance improvement?
It's official, craig's plane has now gone fast enough
to burn the paint off the tail...
-Robert Starnes
--- "cpayne@joimail.com" <cpayne@joimail.com> wrote:
> --> Yak-List message posted by: "cpayne@joimail.com"
> <cpayne@joimail.com>
>
> I am in the process of doing just a bit of testing
> on prop
> blade angle setting vs performance and I have
> improved my
> adjustment technique a bit. In general I have
> followed the
> written procedure as published by Jill Gernetzke but
> added a
> refinement:
>
> AFTER setting blade angles using the smart level,
> follow up
> with a square-sided laser level that can project a
> line. Set
> the level chordwise against the back of Blade 1 in
> the same
> place that you put the Smart Level (8" from the
> tip). Place
> a shiny straight edge on the hanger floor so that
> it's edge
> is lit up with the laser line lengthwise. Rotate
> Blade 2 to
> the same level position and lay up the laser level
> the same
> reference spot as Blade 1. If the projected line
> does NOT
> line up with the edge of the staight edge, carefully
> reposition the blade angle to the same spot.
>
> As always, recheck your work after tightening but
> before
> cotter pinning. Makes for Smoooth running! My goal
> here is
> to *find* the sweet spot between the blade angles
> and
> governor setting so that 2900 RPM can be achieved at
> the
> coarsest blade angle setting that will allow it.
> CJ's with
> the M-14P/paddle blade need not be constrained to
> the same
> setting as the Yak; but it will be within the same
> general
> range. A final flight test is made for each setting
> at climb
> and top end speed with levers full forward.
>
> Craig Payne
>
>
>
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Yak-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
>
Message 13
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| Subject: | "Fish Scales" rebuilt. |
--> Yak-List message posted by: cjpilot710@aol.com
Another beautiful day here in Florida.
I just finished rebuilding the cooling cowl vanes (Chinese call them "Fish
Scales"). This was quite a job. I've spent long days in the hangar this
week. The two aluminum ring castings had worn though in a number of places; to
the point that a number of the vanes were just flopping around.
I disassemble the entire unit, and took the castings to a local weld shop
were they filled up the all holes and worn out sections. I than sat down with
a file and dressed them back to shape. Next I made drilling jigs to re drill
the all the holes.
Wall-la!, she's back on the machine and works just fine.
As simple as these mechanisms are you can screw them up. Position of the
holes are very important. It is possible to put them back together, up side
down and backward! All the parts will fit beautifully, but she won't work
worth a *&$%. Yes I did do just that. Since there are 28 vanes, it means
undoing your mistakes 28 times!
Maybe someone could tell me how much a replacement system cost. Than I can
either feel proud of myself or wonder why I put myself though so much work.
Did I mention that it was a beautiful day here? :)
Jim "Pappy" Goolsby
Message 14
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| Subject: | "Fish Scales" rebuilt. |
--> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
Jim,
This should make your day.............If I can find them in new condition
which is VERY rare, they are $1250.00. I have not been able to find a new
set for 2 years now, so you just saved yourself 1250 at the minimum! Not a
bad days pay even for a big iron driver!! You should have asked me about the
backwards thing, I have experience in that area also. What did you use for
the long pivot bolts? I now have them and the short center bolts with the
drilled heads as well.
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of
cjpilot710@aol.com
Subject: Yak-List: "Fish Scales" rebuilt.
--> Yak-List message posted by: cjpilot710@aol.com
Another beautiful day here in Florida.
I just finished rebuilding the cooling cowl vanes (Chinese call them "Fish
Scales"). This was quite a job. I've spent long days in the hangar this
week. The two aluminum ring castings had worn though in a number of
places; to
the point that a number of the vanes were just flopping around.
I disassemble the entire unit, and took the castings to a local weld shop
were they filled up the all holes and worn out sections. I than sat down
with
a file and dressed them back to shape. Next I made drilling jigs to re
drill
the all the holes.
Wall-la!, she's back on the machine and works just fine.
As simple as these mechanisms are you can screw them up. Position of the
holes are very important. It is possible to put them back together, up
side
down and backward! All the parts will fit beautifully, but she won't work
worth a *&$%. Yes I did do just that. Since there are 28 vanes, it means
undoing your mistakes 28 times!
Maybe someone could tell me how much a replacement system cost. Than I can
either feel proud of myself or wonder why I put myself though so much work.
Did I mention that it was a beautiful day here? :)
Jim "Pappy" Goolsby
Message 15
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--> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
To all you CJ and Yak drivers,
My parts list is now on the web at CJ6.com thanks to the generosity of Brian
Lloyd. It is VERY crude right now but is up and running and yours truly is
enrolled in night school to try to learn the fine art of web design, ya I
know, old dog, new tricks, it's doubtful at best. I'll update the list and
refine the site as I bumble my way through the class. Wish me luck, I'll
need it. Geeze, I'm the new kid again, back is school after 40 years!
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of
cjpilot710@aol.com
Subject: Yak-List: "Fish Scales" rebuilt.
--> Yak-List message posted by: cjpilot710@aol.com
Another beautiful day here in Florida.
I just finished rebuilding the cooling cowl vanes (Chinese call them "Fish
Scales"). This was quite a job. I've spent long days in the hangar this
week. The two aluminum ring castings had worn though in a number of
places; to
the point that a number of the vanes were just flopping around.
I disassemble the entire unit, and took the castings to a local weld shop
were they filled up the all holes and worn out sections. I than sat down
with
a file and dressed them back to shape. Next I made drilling jigs to re
drill
the all the holes.
Wall-la!, she's back on the machine and works just fine.
As simple as these mechanisms are you can screw them up. Position of the
holes are very important. It is possible to put them back together, up
side
down and backward! All the parts will fit beautifully, but she won't work
worth a *&$%. Yes I did do just that. Since there are 28 vanes, it means
undoing your mistakes 28 times!
Maybe someone could tell me how much a replacement system cost. Than I can
either feel proud of myself or wonder why I put myself though so much work.
Did I mention that it was a beautiful day here? :)
Jim "Pappy" Goolsby
Message 16
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| Subject: | Re: Speed Secrets |
--> Yak-List message posted by: "cpayne@joimail.com" <cpayne@joimail.com>
Robert,
The biggest "secret" is to get the gear doors to fit well.
You should be able to just slip your thumbnail in the gap; I
use thin rubber strips on the geardoors to prevent chafing.
An Amazing amount of speed is lost from "droopy doors".
It also helps to (carefully) bend those thingys on the
rudder and ailerons so that the airplane flys straight...The
biggest benefit is a good fuel burn at economy settings. In
formation with Yaks, I burn 9.2gph to the Yak's 15gph. Start
by first leveling the airplane side to side and then getting
the Slip/Skid balls centered before flight testing for which
tabs to bend.
BTW, I'm missing pages 3 & 4 and 202 & 220 of section
073.10.03 of the M-14P engine manual. The Carb section.
Anyone have them?
Craig Payne
Message 17
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| Subject: | Re: Speed Secrets |
--> Yak-List message posted by: "A. Dennis Savarese" <DSAVARESE@ELMORE.RR.COM>
Craig,
I have it and will put it together and email it to you.
You said you were missing pages 202 & 220? I've never seen page 220. Are
you talking about the task cards?
Dennis
----- Original Message -----
From: <cpayne@joimail.com>
Subject: Yak-List: Re: Speed Secrets
> --> Yak-List message posted by: "cpayne@joimail.com" <cpayne@joimail.com>
>
> Robert,
>
> The biggest "secret" is to get the gear doors to fit well.
> You should be able to just slip your thumbnail in the gap; I
> use thin rubber strips on the geardoors to prevent chafing.
> An Amazing amount of speed is lost from "droopy doors".
>
> It also helps to (carefully) bend those thingys on the
> rudder and ailerons so that the airplane flys straight...The
> biggest benefit is a good fuel burn at economy settings. In
> formation with Yaks, I burn 9.2gph to the Yak's 15gph. Start
> by first leveling the airplane side to side and then getting
> the Slip/Skid balls centered before flight testing for which
> tabs to bend.
>
> BTW, I'm missing pages 3 & 4 and 202 & 220 of section
> 073.10.03 of the M-14P engine manual. The Carb section.
> Anyone have them?
>
> Craig Payne
>
>
Message 18
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| Subject: | Re: Speed Secrets |
--> Yak-List message posted by: "A. Dennis Savarese" <DSAVARESE@ELMORE.RR.COM>
Craig,
I found what you're looking for. I did find page 220. It's in the task
cards. I'll get the pages to you shortly.
Dennis
----- Original Message -----
From: <cpayne@joimail.com>
Subject: Yak-List: Re: Speed Secrets
> --> Yak-List message posted by: "cpayne@joimail.com" <cpayne@joimail.com>
>
> Robert,
>
> The biggest "secret" is to get the gear doors to fit well.
> You should be able to just slip your thumbnail in the gap; I
> use thin rubber strips on the geardoors to prevent chafing.
> An Amazing amount of speed is lost from "droopy doors".
>
> It also helps to (carefully) bend those thingys on the
> rudder and ailerons so that the airplane flys straight...The
> biggest benefit is a good fuel burn at economy settings. In
> formation with Yaks, I burn 9.2gph to the Yak's 15gph. Start
> by first leveling the airplane side to side and then getting
> the Slip/Skid balls centered before flight testing for which
> tabs to bend.
>
> BTW, I'm missing pages 3 & 4 and 202 & 220 of section
> 073.10.03 of the M-14P engine manual. The Carb section.
> Anyone have them?
>
> Craig Payne
>
>
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