Today's Message Index:
----------------------
1. 03:28 AM - Re: Ethanol (Ron Davis)
2. 06:18 AM - Update from Yakovlev (Richard Goode)
3. 09:08 AM - For Ernie (Mark Jefferies)
4. 09:10 AM - oh and whilst on jets (Mark Jefferies)
5. 10:06 AM - Re: Update from Yakovlev Design Bureau (YakL1@aol.com)
6. 10:06 AM - Re: Ethanol (Herb Coussons)
7. 10:13 AM - Re: CO levels (n13472@aol.com)
8. 10:32 AM - CO Levels (Kelley Monroe)
9. 12:11 PM - Re: CO levels (Ernest Martinez)
10. 12:18 PM - Re: For Ernie (Ernest Martinez)
11. 05:18 PM - Re: Update from Yakovlev Design Bureau (Roger Kemp)
12. 05:32 PM - Re: Ethanol (Roger Kemp)
13. 06:10 PM - Re: CO Levels (cjpilot710@aol.com)
Message 1
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--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
While ethanol will dissolve some types of rubber that are suitable for
gasoline, I believe the problem is rare. A real problem though is the vapor
pressure of ethanol. It boils/evaporates at a lower temp than gas which can
cause vapor lock, hard starting, and at least has the potential of
in-flight flow disruptions of fuel. This will be a much bigger problem in
the desert than on the coast or other cold climates.
Ethanol is not approved for aviation engines in any auto fuel STC (that I
know of). This doesn't matter in your Housai because it isn't approved for
aviation use either. You have no type certificate so there is nothing to
supplement and you're welcome to burn coal if you can get it to work. If
coal would work, I think the Chinese would be using it though so it's
probably not worth pursuing that option.
If a plane were to crash with ethanol fuel the pilot would probably
becharged with "careless and reckless operation" but that usually comes up
in any crash.
Ethanol has a lower caloric content than gas, so a gallon of ethanol won't
take you as far as a gallon of gas. At 10% this will not be a big factor.
Ethanol raises the octane of gas so that won't be a factor in a 285.
Did California outlaw MTBE in car gas? It was an accepted component of
avgas and autofuel STCs.
Message 2
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| Subject: | Update from Yakovlev |
--> Yak-List message posted by: "Richard Goode" <richard.goode@russianaeros.com>
Following the message from Gus Fraser, I had also heard this. Apparently the aircraft
had been flown very hard at a Russian Championship, and then landed with
a number of rivets popped out of the wing. I raised it with Dimitry Dratch,
the Chief Designer for light aircraft at Yakovlev, and he wrote me a letter,
which I received today, saying as follows:
'Concerning sheer of rivet at fuselage beam flange of Yak-54 aircraft serial 02001
at Kaluga, I would like to inform you that this defect had been detected during
endurance testing carried out in TSGAI (the Russian Aviation Research Institute),
but at a total flying time of about 800 flight hours. The aircraft
available for delivery will be reinforced (I take this to mean that there will
be a mod for existing aircraft); at serial production of new aircraft they will
be modified in production.'
Clearly people flying 54s today should look at this.
Richard Goode
Dictated by Richard Goode but sent in his absence.
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.invictawiz.com
MailScanner, and is believed to be clean.
Message 3
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--> Yak-List message posted by: "Mark Jefferies" <mark.j@yakuk.com>
Ernie, don't try this in your 29
http://www.mrdetonator.szm.sk/l29.avi
take care.
Best regards, fly safe-Mark Jefferies
For YAK UK Ltd www.yakuk.com
Lt Gransden Airfield
Sandy, Beds
SG19 3BP
England.
Tel +44 (0)1767 651156.
Fax +44 (0)1767 651157
Mobile +44 (0)7785 538 317
Conditions and terms of business
Aircraft for sale
Message 4
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| Subject: | oh and whilst on jets |
--> Yak-List message posted by: "Mark Jefferies" <mark.j@yakuk.com>
http://ufcna.com/union-riverains-BA115/crash%20mirage.WMV
Best regards, fly safe-Mark Jefferies
For YAK UK Ltd www.yakuk.com
Lt Gransden Airfield
Sandy, Beds
SG19 3BP
England.
Tel +44 (0)1767 651156.
Fax +44 (0)1767 651157
Mobile +44 (0)7785 538 317
Conditions and terms of business
Aircraft for sale
Message 5
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| Subject: | Re: Update from Yakovlev Design Bureau |
--> Yak-List message posted by: YakL1@aol.com
Anybody located a picture of the Yak 152?
Message 6
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--> Yak-List message posted by: Herb Coussons <drc@wscare.com>
I know the limitations of ethanol but mind just dug something out of
the past. I went to Baylor for undergrad in the early 80's. THere
was a math prof there that was promoting an ethanol run aviation
engine. He had a Pitts and flew acro to demonstrate the viability of
running ethanol. His name was Max Schauk - a brief web search did
not turn up much. Anyone remember any ICAS publications with this info?
I did find a conference on ethanol and alternative energy that he
presented a paper at and flew an acro routine as recent as 2002. If
he has 20 years of experience flying behind ethanol, he should have
alot of operational data. I will keep looking for info.
Herb
On Sep 15, 2005, at 10:24 AM, Brian Lloyd wrote:
> --> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
>
> ByronMFox@aol.com wrote:
>
>
>> Today, 100LL is $4.45/gal at the local aerodrome, while 87 octane
>> unleaded is
>> $2.89 down the street. It would seem now reasonable to explore the
>> cost of
>> making my CJ's fuel system ethanol friendly. Capturing the $1.55
>> spread would
>> soon offset any reasonable modification. What say you knowleglable
>> folks out
>> there? Thanks, Blitz
>>
>
> Before you assume that all mogas contains alcohol test the fuel in
> question.
> An alcohol tester is really easy to make. All you need is a long,
> relatively
> thin glass container. The long, thin jar used for martini olives
> works great.
>
> To make the tester take the empty jar and mark a line around it
> about 1" from
> the bottom. Mark another line about 1" from the top. Your tester is
> complete.
>
> To use the tester, fill the jar with water up to the lower mark.
> Add gasoline
> to fill it to the top mark. Cap the jar and shake vigorously. When
> the fuel
> and water settle and separate look at the lower line. If the
> separating line
> is still at the lower mark, the gasoline has no alcohol in it. If the
> separating line is lower, i.e. some of the water has disappeared,
> then the
> fuel contains alcohol.
>
> This works because alcohol is hygroscopic (binds with water). It
> actually
> takes some of the water and binds it to the fuel.
>
> BTW, Blitz, we are paying $3.56 at Cameron Park. Fly over here for
> fuel. I
> also have access to a CJ I can fly now so lets go do some form and
> maybe
> hassle. I need to get my FAST card back.
>
> --
> Brian Lloyd 2243 Cattle Dr.
> brian-yak@lloyd.com Folsom, CA 95630
> +1.916.367.2131 (voice) +1.270.912.0788 (fax)
>
> I fly because it releases my mind from the tyranny of petty
> things . . .
> - Antoine de Saint-Exupery
>
>
Message 7
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--> Yak-List message posted by: n13472@aol.com
Pappy, if you are going to run a vent duct through the FIREWALL you need a metal
shut off valve. An engine fire with a 2 plus inch? duct into the cockpit would
not be
fun.
Tom Elliott
NX63727
-----Original Message-----
From: cjpilot710@aol.com
Subject: Re: Yak-List: CO levels
--> Yak-List message posted by: cjpilot710@aol.com
I believe there at least two fresh air sources for the CJ cockpit.
1. Already existing intakes at the louvers (two) - one for the generator and
one for the air compressor.
2. A intake installed on the cowling.
These two area are free from any exhaust gases and heated air.
The area forward of the louvers is aerodynamically very high pressure and
clean.
The air directly behind the louvers may be getting some engine case gases
from the breather. Air flow from the louvers to behind the baffles is not
effectively straight though, but quite turbulent (Have you tried to track down
an
oil leak up there?). So air in front of the louvers should be OK.
The area around the cowling will have high velocity clean air. This air is
separated from the engine compartment by the air tight cowling and remains
clean until it mixes with air exiting the cowl cheeks. So any place forward of
the cooling air outlets should be a clean source.
In source #1 the ram air for the generator could be utilized (particularly
if one had installed an alternator) - not so for the compressor.
An enlarged sealed duck, could be made to run from the louvers, between the
cylinders - behind the baffles - some air could be taped off for the generator
cooling, the rest rooted to the firewall. Both the first and second
firewall would need to be drilled out so the ducking could run straight though
to
the forward cockpit. Although I'd like to have the new ducking make of
aluminum, I believe it could be made of fiber glass.
The 2nd source would require constructing an intake (NASA flush or
protrusion type) on the cowling. Sealed flexible ducking would than run to the
first
firewall.
The draw back with this is having to deal with the ducking each time the
cowling is opened AND the looks - plus the complexity of building the intake
(metal work, riveting , paint, ect.)
I believe I will attempted to utilized the first KISS condition.
Before that I will attempt to redo and replace the seals on the rear cockpit.
Plus I will vent the rear fuselage by putting small louvers on some access
doors.
I hope to buy one of those CO testers, to back findings. Ideas on the best
cheap one to buy?
Jim "Pappy" Goolsby
Message 8
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--> Yak-List message posted by: "Kelley Monroe" <kelmonroe@comcast.net>
An outside air inlet for fresh air is not real good in the northern states after
September. The best solution is to stop the CO by sealing up the cockpits.
Message 9
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--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
This sounds all to complicated. Either wear an O2 mask with a small tank, or
vent the cabin to allow positive pressure from a clean air source.
Ernie
On 9/16/05, n13472@aol.com <n13472@aol.com> wrote:
>
> --> Yak-List message posted by: n13472@aol.com
>
> Pappy, if you are going to run a vent duct through the FIREWALL you need a
> metal
> shut off valve. An engine fire with a 2 plus inch? duct into the cockpit
> would not be
> fun.
>
> Tom Elliott
> NX63727
>
> -----Original Message-----
> From: cjpilot710@aol.com
> To: yak-list@matronics.com
> Subject: Re: Yak-List: CO levels
>
>
> --> Yak-List message posted by: cjpilot710@aol.com
>
>
> I believe there at least two fresh air sources for the CJ cockpit.
>
> 1. Already existing intakes at the louvers (two) - one for the generator
> and
> one for the air compressor.
> 2. A intake installed on the cowling.
>
> These two area are free from any exhaust gases and heated air.
>
> The area forward of the louvers is aerodynamically very high pressure and
> clean.
> The air directly behind the louvers may be getting some engine case gases
> from the breather. Air flow from the louvers to behind the baffles is not
> effectively straight though, but quite turbulent (Have you tried to track
> down
> an
> oil leak up there?). So air in front of the louvers should be OK.
>
> The area around the cowling will have high velocity clean air. This air is
> separated from the engine compartment by the air tight cowling and remains
> clean until it mixes with air exiting the cowl cheeks. So any place
> forward of
>
> the cooling air outlets should be a clean source.
>
> In source #1 the ram air for the generator could be utilized (particularly
> if one had installed an alternator) - not so for the compressor.
> An enlarged sealed duck, could be made to run from the louvers, between
> the
> cylinders - behind the baffles - some air could be taped off for the
> generator
> cooling, the rest rooted to the firewall. Both the first and second
> firewall would need to be drilled out so the ducking could run straight
> though
> to
> the forward cockpit. Although I'd like to have the new ducking make of
> aluminum, I believe it could be made of fiber glass.
>
>
> The 2nd source would require constructing an intake (NASA flush or
> protrusion type) on the cowling. Sealed flexible ducking would than run to
> the
> first
> firewall.
> The draw back with this is having to deal with the ducking each time the
> cowling is opened AND the looks - plus the complexity of building the
> intake
> (metal work, riveting , paint, ect.)
>
>
> I believe I will attempted to utilized the first KISS condition.
>
> Before that I will attempt to redo and replace the seals on the rear
> cockpit.
> Plus I will vent the rear fuselage by putting small louvers on some access
> doors.
>
> I hope to buy one of those CO testers, to back findings. Ideas on the best
> cheap one to buy?
>
> Jim "Pappy" Goolsby
>
>
Message 10
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--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
Whoa!!!!
Thanks for the video. I wonder if this guy knew his gear was down?????
Ernie
On 9/16/05, Mark Jefferies <mark.j@yakuk.com> wrote:
>
> --> Yak-List message posted by: "Mark Jefferies" <mark.j@yakuk.com>
>
> Ernie, don't try this in your 29
>
>
> http://www.mrdetonator.szm.sk/l29.avi
>
>
> take care.
>
>
> Best regards, fly safe-Mark Jefferies
>
>
> For YAK UK Ltd www.yakuk.com <http://www.yakuk.com>
> Lt Gransden Airfield
> Sandy, Beds
> SG19 3BP
> England.
> Tel +44 (0)1767 651156.
> Fax +44 (0)1767 651157
> Mobile +44 (0)7785 538 317
> Conditions and terms of business
> Aircraft for sale
>
>
Message 11
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| Subject: | Re: Update from Yakovlev Design Bureau |
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
Have a drawing, will send off list.
Doc
> [Original Message]
> From: <YakL1@aol.com>
> To: <yak-list@matronics.com>
> Date: 9/16/2005 12:06:19 PM
> Subject: Re: Yak-List: Update from Yakovlev Design Bureau
>
> --> Yak-List message posted by: YakL1@aol.com
>
> Anybody located a picture of the Yak 152?
>
>
Message 12
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--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
I believe someone reciently had a web address for the Univ of S. Dakota or
was it Kansas that are currently doing ETOH research with alcohol burning
engines. I believe it was Earnie that posted it.
Doc
> [Original Message]
> From: Herb Coussons <drc@wscare.com>
> To: <yak-list@matronics.com>
> Date: 9/16/2005 12:06:22 PM
> Subject: Re: Yak-List: Ethanol
>
> --> Yak-List message posted by: Herb Coussons <drc@wscare.com>
>
> I know the limitations of ethanol but mind just dug something out of
> the past. I went to Baylor for undergrad in the early 80's. THere
> was a math prof there that was promoting an ethanol run aviation
> engine. He had a Pitts and flew acro to demonstrate the viability of
> running ethanol. His name was Max Schauk - a brief web search did
> not turn up much. Anyone remember any ICAS publications with this info?
>
> I did find a conference on ethanol and alternative energy that he
> presented a paper at and flew an acro routine as recent as 2002. If
> he has 20 years of experience flying behind ethanol, he should have
> alot of operational data. I will keep looking for info.
>
> Herb
>
>
> On Sep 15, 2005, at 10:24 AM, Brian Lloyd wrote:
>
> > --> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
> >
> > ByronMFox@aol.com wrote:
> >
> >
> >> Today, 100LL is $4.45/gal at the local aerodrome, while 87 octane
> >> unleaded is
> >> $2.89 down the street. It would seem now reasonable to explore the
> >> cost of
> >> making my CJ's fuel system ethanol friendly. Capturing the $1.55
> >> spread would
> >> soon offset any reasonable modification. What say you knowleglable
> >> folks out
> >> there? Thanks, Blitz
> >>
> >
> > Before you assume that all mogas contains alcohol test the fuel in
> > question.
> > An alcohol tester is really easy to make. All you need is a long,
> > relatively
> > thin glass container. The long, thin jar used for martini olives
> > works great.
> >
> > To make the tester take the empty jar and mark a line around it
> > about 1" from
> > the bottom. Mark another line about 1" from the top. Your tester is
> > complete.
> >
> > To use the tester, fill the jar with water up to the lower mark.
> > Add gasoline
> > to fill it to the top mark. Cap the jar and shake vigorously. When
> > the fuel
> > and water settle and separate look at the lower line. If the
> > separating line
> > is still at the lower mark, the gasoline has no alcohol in it. If the
> > separating line is lower, i.e. some of the water has disappeared,
> > then the
> > fuel contains alcohol.
> >
> > This works because alcohol is hygroscopic (binds with water). It
> > actually
> > takes some of the water and binds it to the fuel.
> >
> > BTW, Blitz, we are paying $3.56 at Cameron Park. Fly over here for
> > fuel. I
> > also have access to a CJ I can fly now so lets go do some form and
> > maybe
> > hassle. I need to get my FAST card back.
> >
> > --
> > Brian Lloyd 2243 Cattle Dr.
> > brian-yak@lloyd.com Folsom, CA 95630
> > +1.916.367.2131 (voice) +1.270.912.0788 (fax)
> >
> > I fly because it releases my mind from the tyranny of petty
> > things . . .
> > - Antoine de Saint-Exupery
> >
> >
>
>
Message 13
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--> Yak-List message posted by: cjpilot710@aol.com
In a message dated 9/16/2005 2:01:28 P.M. Eastern Daylight Time,
kelmonroe@comcast.net writes:
--> Yak-List message posted by: "Kelley Monroe" <kelmonroe@comcast.net>
An outside air inlet for fresh air is not real good in the northern states
after September. The best solution is to stop the CO by sealing up the
cockpits.
Ah! If God wanted man to live in the cold, He would have put more hair on
his body. Plus THIS CJ-6 never goes north in the winter. :)
Anyway I spent the most of the night designing in a small heater with this
new intake system. The air will be able to be warmed up some. I designed a
simple mixing valve of sorts to divert some (or all) fresh air against one
section of the exhaust stack. The whole unit is only 3" wide by 4" and uses two
1 3/4 stainless steel pipes. I don't intend for it too heat the whole
cockpit, only take the bit out of really cold air.
I plan to run the ducking to both the front and rear cockpits.
Sealing the cockpit is very much part of the program. I'd like to test each
feature as I install it. I'll fly the same flight profile on each -
hopefully to see what the effects are. Tom Elliot suggest I make sure to use
some
kind of shut off valve in case of engine compartment fire. Good thought.
Jim "Pappy" Goolsby
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