Today's Message Index:
----------------------
1. 12:11 AM - Comments... (Matt Dralle)
2. 05:36 AM - Re: CROSS COUNTRY IN A 52 (Ernest Martinez)
3. 06:25 AM - Advice on Breakin procedures for a Housai 285hp (Drew Blahnick)
4. 06:58 AM - S/N Ratio (Ernest Martinez)
5. 07:21 AM - Breakin (Richard Goode)
6. 07:32 AM - Re: Breakin (A. Dennis Savarese)
7. 08:14 AM - Re: Breakin (Ernest Martinez)
8. 08:23 AM - non starter (JOE HOWSE)
9. 08:54 AM - Re: Breakin (ggg6@att.net)
10. 11:39 AM - Pls Forward message to "un-named" Yak driver (Shasta)
11. 01:12 PM - M14P for sale (Richard Basiliere)
12. 02:49 PM - Re: CROSS COUNTRY IN A 52 (cjpilot710@aol.com)
13. 02:53 PM - XC YAK-52 (Russ aka Duncan)
14. 03:54 PM - home (cjpilot710@aol.com)
15. 04:30 PM - Re: XC YAK-52 (Frank Haertlein)
16. 04:31 PM - FSN number (Doug Sapp)
17. 04:41 PM - Re: FSN number (Frank Haertlein)
18. 05:09 PM - Re: home (Schlafly Fred)
19. 05:41 PM - Re: home (DaBear)
20. 05:56 PM - Re: home (Roger Kemp)
21. 06:05 PM - Re: home (Roger Kemp)
22. 10:37 PM - Rotors and mountain waves (Was: CROSS COUNTRY IN A 52) (Brian Lloyd)
Message 1
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--> Yak-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Listers,
I'd like say thank you to everyone that has already made a Contribution during
this year's List Fund Raiser! If you haven't made your List Contribution yet,
please show your support for these valuable services. Since there's no advertising
or other forms of direct commercialism on these forums, its solely YOUR
GENEROSITY that keeps them running!!
Members have continued to include some very nice comments along with their Contributions
this year. Please take a minute to read over some of the thoughts your
fellow Listers have expressed regarding the Lists and what they mean to them.
What do the Lists mean to you...?
Please make a Contribution to support the Lists here:
http://www.matronics.com/contribution
Thank you!
Matt Dralle
Matronics Email List Admin
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==================== What Listers Are Saying - Vol II ====================
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
do not archive
Message 2
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| Subject: | Re: CROSS COUNTRY IN A 52 |
--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
This may be a little off topic, but last year here in flat Florida, I
encountered a rotor cloud right over our runway. I didnt know what it
was when I first saw it but didnt give it much thought. It was moving
from east to west at about 30-40 knots. Conditions were calm just
before takeoff, just as I took off and got up about 50 ft a tremendous
amount of shear nearly caused me to lose it, I thought I had control
problems.
I flew west out of the pattern, then decided to RTB to make sure there
wasnt anything wrong. By that time that strange looking cloud was now
over the down wind leg, again things got real squirley, so I headed NW
until I was clear of that thing, then made an uneventful landing after
that cloud was welll west of the field.
Goes to show ya that you dont need mountains for this type of phenomenon.
Ernie
On 11/13/05, Brian Lloyd <brian-yak@lloyd.com> wrote:
> --> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
>
> Roger Kemp wrote:
> > --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
> >
> > A warning sign that you are approaching a mountain rotor are the formation
> > lenticular clouds overlying the mountain peak generally on the leeward
> > side.
>
> Hmm, my understanding is that the lenticular just identifies the presence of
a
> wave and not necessarily of a rotor. OTOH, if there is a lenticular cloud
> present the flow is possibly great enough to cause a rotor if the terrain
> (ridge) is sharp enough. Sometimes you will see a rotor cloud (different from
> a lenticular -- looks rough and tubular and is much closer to the lee of the
> ridge, not standing above it) and know to avoid that area.
>
> The mountains of the Sierra Nevada have steep ridges on the eastern side and
> form wonderful waves and rotors (sometimes) when the flow is from the
> west-southwest. (Look for winds aloft in excess of 30kts.) As you fly toward
> the ridge from the east you will find yourself in alternating sections of lift
> and sink which get stronger as you approach the ridge. I use the lift to gain
> a lot of altitude (16,000' MSL is not too much in my book) so that I can
> penetrate the sink and make it across the ridge with plenty of altitude, the
> goal being to cross the ridge at least 2000' AGL. This much altitude
> keeps me clear of any rotor that might be present as well. It also means that
> I have plenty of altitude to work with if I need to turn away from the ridge.
>
> --
> 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 3
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| Subject: | Advice on Breakin procedures for a Housai 285hp |
Folks,
If you respond to this email with a detailed break in routine, would you cc the
email to lacloudchaser@yahoo.com , I would like to immortalize your words in
PDF for a new members page tech tip on the revamped web site this winter,
Thanks,
Drew
RPA
---------------------------------
Message 4
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--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
Do not archive
I'm gonna catch a lot of flak for this post but.....oh well.
Yesterday a new CJ-6 owner flew here to Leeward, to get some acro
training in the airplane (by a non CJ owner, albeit a very experienced
pilot). I chatted a while with him, and suggested he join RPA. He
replied he already joined NATA (he also bought a T-6 as an investment,
I informed him his CJ was a better investment). He had expressed an
interest in Formation flying, and I informed him of our upcoming
Waycross event. He still didnt seem too interested. I tried expaining
the benefits of RPA, and flying and learning in a structured
environment suited specifically to his airplane.
After some prodding, he finally relented and said he didnt want to
join us because of the noise factor on this list. He doesnt belong to
the list but searches the archives, and stated that for every usefull
post he finds he has to weed through thousands of lines of "Shit".
This new guy formulated his impression of RPA based on the content of
this list. One can go on to reason that a dedicated restricted site
would partially alleviate this issue (which it wont, look at CJAA) but
the fact remains that this is the face of RPA that most people first
see.
I was embarrased and explained that there is a lot more to RPA than
this list, but bottom line is that the signal to noise ration has
gotten to about 80/20, the latter number being relevant info.
One thing that can really help is if your post has no redeeming value
as a historical document, then post "Do not archive" in the beginning
of the post. This will keep it out of the archives. (I believe this is
how it works)
I am just as guilty as the next guy but we all need to police ourselves.
Ernie
Message 5
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0.15 HTML_TEXT_AFTER_BODY BODY: HTML contains text after BODY close tag
Break-in
a.. Use straight (i.e. non-detergent) oil for fifty hours.
b.. Vary RPM; no problem with high RPM's for short periods; do not allow high
boost with low RPM; do not allow engine to run hot; when cruising alter RPM's
every five minutes or so, giving short periods at 100%, and then return to cruise.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
dangerous content by the http://www.invictawiz.com
MailScanner, and is believed to be clean.
Message 6
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Philips 25W-60 oil can be used from the very first moment you start the engine
and on for the life of the engine. Highly recommended for radial engines year
round.
Dennis
----- Original Message -----
From: Richard Goode
To: YAK USA LIST
Sent: Monday, November 14, 2005 9:16 AM
Subject: Yak-List: Breakin
Break-in
a.. Use straight (i.e. non-detergent) oil for fifty hours.
b.. Vary RPM; no problem with high RPM's for short periods; do not allow high
boost with low RPM; do not allow engine to run hot; when cruising alter RPM's
every five minutes or so, giving short periods at 100%, and then return to
cruise.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
dangerous content by http://www.invictawiz.com
and is believed to be clean.
Message 7
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--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
This is from Zephr engines website, but most of it would apply for
radial engines.
THE FIRST FLIGHT:
Your Zephyr engine has been test run including full power operation at
our facility. A brief run to check for leaks and control operation is
all the running required prior to the first flight. After this run,
the engine should be fully cooled. Then taxi time should be minimized
if possible. A normal but brief preflight runup is adequate. One mag
check and one cycle of the prop no more than 200 RPM will minimize
temperature buildup. Allow for a slightly rough mag check due to oil
fouling. Power application for the first takeoff roll should be very
gradual. Runway length and obstructions permitting full power should
be reached as liftoff speed is attained. Airspeed and full throttle
fuel afford the engine maximum cooling airflow. Full power should be
maintained to cruise altitude for fixed pitch prop type installations.
Four cylinder engines with constant speed propellers may climb at full
throttle with RPM reduction optional. Higher power and turbo-charged
engines may be pulled back to 75-80% for climb once obstructions are
cleared and cruise climb speed attained. All engines should also be
climbed at a relatively high airspeed once a safe altitude is reached.
One hour is a good initial flight time. Cruise at 75% power. Check
fuel flows, oil and cylinder head temperatures, alternator operation,
carburetor heat, and leaning capability as is appropriate to your
particular machine. If possible avoid power reduction to idle prior to
touchdown. After the flight uncowl, or open cowlings as required for a
visual inspection of the engine installation as well as check for
leaks. If you have any questions, PLEASE CALL
BREAK IN OPERATION
TAKEOFFS: FULL POWER should be used for all takeoffs and maintained to
a "safe" altitude. Most engines are certified for continuous 100%
operation. A few have time limit maximum RPM restrictions which are
noted on the tach as well as in the POH.
CLIMB: As stated in the preceding paragraph, fixed pitch installations
require full throttle in all climbs; and the lower powered constant
speed installations are better off at full throttle. Cooling airflow
and fuel for cooling are the keynote in climb, so it is best to cruise
climb at the high power settings appropriate for your type of
aircraft. No leaning in climb is acceptable beyond that which might be
required to maintain smooth operation climbing out of higher
altitudes.
CRUISE: For the first 25 hours or so of break in it is best to operate
at 75% power as much of the time as practical. On normally aspirated
engines avoid high altitude operation where you cannot obtain 75% or
you are running high RPM and low manifold pressure to do it. Normal
precise leaning is acceptable provided all indications of a correct
lean mixture are in agreement; EGT, TIT, CHT. Fuel flow and the engine
is operating smoothly. If fuel burn is not critical to the particular
operation, we recommend for the first 10-12 hours a fuel flow that
yields an EGT 75-100 on the rich side of peak. If practical for the
first 10-12, or better yet 25 hours, avoid abusive operation - touch &
go's, slow flight, etc.
OIL: We use and recommend Phillips 20/50 XC, Phillips Type M or Shell
Mineral for break-in, except in Lycoming 76-series engines, which
require AD type oil and LW-16702 additive. Change the oil and filter
at 10, 35, and 60 hours. If you are not satisfied with the consumption
level at the 60 hour change, advise us! If you have chosen mineral oil
for break-in, you may change to AD at the 60 hour change, provided the
consumption is acceptable.
OIL LEVEL: It is common practice to run most engines as low as 75% of
capacity. It is certainly never necessary to run a 12 quart system at
more than 10. Filling the system generally increases consumption due
to oil blowing out of the crankcase breather. Oil temperature is
thermostatically controlled so 12 quarts will not run any cooler than
10. Heat is dissipated in the cooler, not the sump so quantity will
not increase cooling.
OIL CHANGE INTERVALS: WE RECOMMEND OIL & FILTER CHANGES EVERY 35 HOURS
OR 25 ON NON FILTER INSTALLATIONS.
AUTO FUEL:
DO NOT USE AUTO FUEL IN YOUR ENGINE PRIOR TO 50 HOURS. IT WILL RUIN
THE TOP END. We do not recommend the use of auto fuel at any time. If
you do use it we recommend an occasional tank of 100LL in order to run
some lead. We will not warranty any condition which may have been
caused by or contributed to by auto fuel.
ENGINE LIFE: The worst enemies of your engine are dirt, disuse and
excessive heat. Lack of use can be detrimental as it can lead to
corrosion from moisture and acid buildup in the engine. The aircraft
should be flown long enough to have the operating temperatures in the
green for at least 20 minutes every 10 days to 2 weeks. Ground running
is not satisfactory. Pulling the prop through by hand is not only
unsatisfactory but detrimental as it removes oil from parts without
any possibility of replacing it. Dirt is kept out of your engine by
maintaining a good properly installed air filter and a leak free
induction system. Dirt is everywhere so basing on pavement does not
excuse you. Changing the oil and filter is also eliminating dirt from
your engine. High operating temperatures due to lack of cooling
airflow and excessive leaning will shorten engine life. Excessive or
rapid heating and cooling will also shorten engine life. Warm the
engine up slowly. Apply power gently and slowly, particularly on the
first takeoff of the day. If you must have full power immediately,
bring it up gradually with the brakes on if conditions permit.
Message 8
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Martin
If the engine will start and run on the boost coil,/start switch, the problem is
not likely fuel,.
I would be looking for a problem in the mag switch or the "P" leads.
A simple test for these problems is to disconnect the "P" leads ( first chock the
airplane and/or have your co-pilot handle the brakes ) then attempt to start.
A common misconception is that the boost coil is a "shower of sparks", not so,
the boost coil does not require the mag coil to produce a spark, it depends on
the mag only for the points, rotor and distributor cap to direct the spark to
the plugs through a late firing finger on the rotor.
Good luck
Joe
Message 9
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Guys this is a good artical, except for the last part about not pulling OUR RADIAL
engines thru by hand, as You are all aware these engines require pulling thru
to check for Hydralic locks, Just a reminder to a few people who check to
web site for operating suggestions who may be new to the operation of Radial Engines...Gary
-------------- Original message from Ernest Martinez <erniel29@gmail.com>: --------------
> --> Yak-List message posted by: Ernest Martinez
>
> This is from Zephr engines website, but most of it would apply for
> radial engines.
>
> THE FIRST FLIGHT:
> Your Zephyr engine has been test run including full power operation at
> our facility. A brief run to check for leaks and control operation is
> all the running required prior to the first flight. After this run,
> the engine should be fully cooled. Then taxi time should be minimized
> if possible. A normal but brief preflight runup is adequate. One mag
> check and one cycle of the prop no more than 200 RPM will minimize
> temperature buildup. Allow for a slightly rough mag check due to oil
> fouling. Power application for the first takeoff roll should be very
> gradual. Runway length and obstructions permitting full power should
> be reached as liftoff speed is attained. Airspeed and full throttle
> fuel afford the engine maximum cooling airflow. Full power should be
> maintained to cruise altitude for fixed pitch prop type installations.
> Four cylinder engines with constant speed propellers may climb at full
> throttle with RPM reduction optional. Higher power and turbo-charged
> engines may be pulled back to 75-80% for climb once obstructions are
> cleared and cruise climb speed attained. All engines should also be
> climbed at a relatively high airspeed once a safe altitude is reached.
> One hour is a good initial flight time. Cruise at 75% power. Check
> fuel flows, oil and cylinder head temperatures, alternator operation,
> carburetor heat, and leaning capability as is appropriate to your
> particular machine. If possible avoid power reduction to idle prior to
> touchdown. After the flight uncowl, or open cowlings as required for a
> visual inspection of the engine installation as well as check for
> leaks. If you have any questions, PLEASE CALL
> BREAK IN OPERATION
> TAKEOFFS: FULL POWER should be used for all takeoffs and maintained to
> a "safe" altitude. Most engines are certified for continuous 100%
> operation. A few have time limit maximum RPM restrictions which are
> noted on the tach as well as in the POH.
> CLIMB: As stated in the preceding paragraph, fixed pitch installations
> require full throttle in all climbs; and the lower powered constant
> speed installations are better off at full throttle. Cooling airflow
> and fuel for cooling are the keynote in climb, so it is best to cruise
> climb at the high power settings appropriate for your type of
> aircraft. No leaning in climb is acceptable beyond that which might be
> required to maintain smooth operation climbing out of higher
> altitudes.
> CRUISE: For the first 25 hours or so of break in it is best to operate
> at 75% power as much of the time as practical. On normally aspirated
> engines avoid high altitude operation where you cannot obtain 75% or
> you are running high RPM and low manifold pressure to do it. Normal
> precise leaning is acceptable provided all indications of a correct
> lean mixture are in agreement; EGT, TIT, CHT. Fuel flow and the engine
> is operating smoothly. If fuel burn is not critical to the particular
> operation, we recommend for the first 10-12 hours a fuel flow that
> yields an EGT 75-100 on the rich side of peak. If practical for the
> first 10-12, or better yet 25 hours, avoid abusive operation - touch &
> go's, slow flight, etc.
> OIL: We use and recommend Phillips 20/50 XC, Phillips Type M or Shell
> Mineral for break-in, except in Lycoming 76-series engines, which
> require AD type oil and LW-16702 additive. Change the oil and filter
> at 10, 35, and 60 hours. If you are not satisfied with the consumption
> level at the 60 hour change, advise us! If you have chosen mineral oil
> for break-in, you may change to AD at the 60 hour change, provided the
> consumption is acceptable.
> OIL LEVEL: It is common practice to run most engines as low as 75% of
> capacity. It is certainly never necessary to run a 12 quart system at
> more than 10. Filling the system generally increases consumption due
> to oil blowing out of the crankcase breather. Oil temperature is
> thermostatically controlled so 12 quarts will not run any cooler than
> 10. Heat is dissipated in the cooler, not the sump so quantity will
> not increase cooling.
> OIL CHANGE INTERVALS: WE RECOMMEND OIL & FILTER CHANGES EVERY 35 HOURS
> OR 25 ON NON FILTER INSTALLATIONS.
> AUTO FUEL:
> DO NOT USE AUTO FUEL IN YOUR ENGINE PRIOR TO 50 HOURS. IT WILL RUIN
> THE TOP END. We do not recommend the use of auto fuel at any time. If
> you do use it we recommend an occasional tank of 100LL in order to run
> some lead. We will not warranty any condition which may have been
> caused by or contributed to by auto fuel.
> ENGINE LIFE: The worst enemies of your engine are dirt, disuse and
> excessive heat. Lack of use can be detrimental as it can lead to
> corrosion from moisture and acid buildup in the engine. The aircraft
> should be flown long enough to have the operating temperatures in the
> green for at least 20 minutes every 10 days to 2 weeks. Ground running
> is not satisfactory. Pulling the prop through by hand is not only
> unsatisfactory but detrimental as it removes oil from parts without
> any possibility of replacing it. Dirt is kept out of your engine by
> maintaining a good properly installed air filter and a leak free
> induction system. Dirt is everywhere so basing on pavement does not
> excuse you. Changing the oil and filter is also eliminating dirt from
> your engine. High operating temperatures due to lack of cooling
> airflow and excessive leaning will shorten engine life. Excessive or
> rapid heating and cooling will also shorten engine life. Warm the
> engine up slowly. Apply power gently and slowly, particularly on the
> first takeoff of the day. If you must have full power immediately,
> bring it up gradually with the brakes on if conditions permit.
>
>
>
>
>
>
>
>
>
>
>
>
<!-- BEGIN WEBMAIL STATIONERY -->
<!-- WEBMAIL STATIONERY noneset -->
Guys this is a good artical, except for the last part about not pulling OUR RADIAL
engines thru by hand, as You are all aware these engines require pulling thru
to check for Hydralic locks, Just a reminder to a few people who check to
web site for operating suggestions who may be new to the operation of Radial Engines...Gary
-------------- Original message from Ernest Martinez erniel29@gmail.com: --------------
-- Yak-List message posted by: Ernest Martinez <ERNIEL29@GMAIL.COM>
This is from Zephr engines website, but most of it would apply for
radial engines.
THE FIRST FLIGHT:
Your Zephyr engine has been test run including full power operation at
our facility. A brief run to check for leaks and control operation is
all the running required prior to the first flight. After this run,
the engine should be fully cooled. Then taxi time should be minimized
if possible. A normal but brief preflight runup is adequate. One mag
check and one cycle of the prop no more than 200 RPM will minimize
temperature buildup. Allow for a slightly rough mag check due to oil
fouling. Power a
pplication for the first takeoff roll should be very
gradual. Runway length and obstructions permitting full power should
be reached as liftoff speed is attained. Airspeed and full throttle
fuel afford the engine maximum cooling airflow. Full power should be
maintained to cruise altitude for fixed pitch prop type installations.
Four cylinder engines with constant speed propellers may climb at full
throttle with RPM reduction optional. Higher power and turbo-charged
engines may be pulled back to 75-80% for climb once obstructions are
cleared and cruise climb speed attained. All engines should also be
climbed at a relatively high airspeed once a safe altitude is reached.
One hour is a good initial flight time. Cruise at 75% power. Check
fuel flows, oil and cylinder head temperatures, alternator operation,
carburetor heat, and leaning capability as is appropriate to your
particular machine. If possible avoid power reduction to idle prior to
touchdown. After the flight uncowl, or open cowlings as required for a
visual inspection of the engine installation as well as check for
leaks. If you have any questions, PLEASE CALL
BREAK IN OPERATION
TAKEOFFS: FULL POWER should be used for all takeoffs and maintained to
a "safe" altitude. Most engines are certified for continuous 100%
operation. A few have time limit maximum RPM restrictions which are
noted on the tach as well as in the POH.
CLIMB: As stated in the preceding paragraph, fixed pitch installations
require full throttle in all climbs; and the lower powered constant
speed installations are better off at full throttle. Cooling airflow
and fuel for cooling are the keynote in climb, so it is best to cruise
climb at the high power settings appropriate for your type of <BR
> aircraft. No leaning in climb is acceptable beyond that which might be
required to maintain smooth operation climbing out of higher
altitudes.
CRUISE: For the first 25 hours or so of break in it is best to operate
at 75% power as much of the time as practical. On normally aspirated
engines avoid high altitude operation where you cannot obtain 75% or
you are running high RPM and low manifold pressure to do it. Normal
precise leaning is acceptable provided all indications of a correct
lean mixture are in agreement; EGT, TIT, CHT. Fuel flow and the engine
is operating smoothly. If fuel burn is not critical to the particular
operation, we recommend for the first 10-12 hours a fuel flow that
yields an EGT 75-100 on the rich side of peak. If practical for the
first 10-12, or better yet 25 hours, avoid abusive operation - touch
go's, slow flight, etc. <BR
> OIL: We use and recommend Phillips 20/50 XC, Phillips Type M or Shell
Mineral for break-in, except in Lycoming 76-series engines, which
require AD type oil and LW-16702 additive. Change the oil and filter
at 10, 35, and 60 hours. If you are not satisfied with the consumption
level at the 60 hour change, advise us! If you have chosen mineral oil
for break-in, you may change to AD at the 60 hour change, provided the
consumption is acceptable.
OIL LEVEL: It is common practice to run most engines as low as 75% of
capacity. It is certainly never necessary to run a 12 quart system at
more than 10. Filling the system generally increases consumption due
to oil blowing out of the crankcase breather. Oil temperature is
thermostatically controlled so 12 quarts will not run any cooler than
10. Heat is dissipated in the cooler, not the sump so quantity will
not incre
ase cooling.
OIL CHANGE INTERVALS: WE RECOMMEND OIL FILTER CHANGES EVERY 35 HOURS
OR 25 ON NON FILTER INSTALLATIONS.
AUTO FUEL:
DO NOT USE AUTO FUEL IN YOUR ENGINE PRIOR TO 50 HOURS. IT WILL RUIN
THE TOP END. We do not recommend the use of auto fuel at any time. If
you do use it we recommend an occasional tank of 100LL in order to run
some lead. We will not warranty any condition which may have been
caused by or contributed to by auto fuel.
ENGINE LIFE: The worst enemies of your engine are dirt, disuse and
excessive heat. Lack of use can be detrimental as it can lead to
corrosion from moisture and acid buildup in the engine. The aircraft
should be flown long enough to have the operating temperatures in the
green for at least 20 minutes every 10 days to 2 weeks. Ground running
is not satisfactory. Pulling the prop through by hand is not only
<!-- END WEBMAIL STATIONERY -->
Message 10
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| Subject: | Pls Forward message to "un-named" Yak driver |
YAK52driver @ earthlink
.... my e-mail to you bounced back ...
Can you forward my info the the "un-named" Yak driver going from Minnesota
to the coast?
Although I consider myself an "East Coast" girl - I'm currently living in
Minneapolis.
Thank you so much,
"Shasta"
Message 11
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I just helped a friend pull a 360 horse M14P off his Sukhoi 26mx. He
upgraded to the M14PF is the reason for pulling it.
It has 750 hours TTSN, Savage ignition harness, fresh annual
conditional inspection, compressions 72-78/80. It has been A+P owned
and operated for the last 5 years. It's in "good condition" according
to Don.
$11,000. contact me off list, please.
Don has also made a couple of 1500 psi compressors that operate on
28vdc. He uses them to charge either his Sukhoi or his scuba bottles.
$500 each They are small enough (almost) to fit in an Igloo cooler.
Also, what is my MTV-3-250 (German) overhauled by MT 2/03 - no ad's
now. 330 TSOH worth to any one???
Ok-OK - I bought Don's MTV-9-260 wide cord...mea culpa
Thanks, Rick b
Message 12
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| Subject: | Re: CROSS COUNTRY IN A 52 |
In a message dated 11/13/2005 7:23:35 P.M. Eastern Standard Time,
brian-yak@lloyd.com writes:
Gentleman,
Do not underestimate the power of these sinks, rotors etc. A rotor was the
instigating cause of a UAL 737 crash in Colorado Springs some years ago.
Pappy
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Roger Kemp wrote:
> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
>
> A warning sign that you are approaching a mountain rotor are the formation
> lenticular clouds overlying the mountain peak generally on the leeward
> side.
Hmm, my understanding is that the lenticular just identifies the presence of
a
wave and not necessarily of a rotor. OTOH, if there is a lenticular cloud
present the flow is possibly great enough to cause a rotor if the terrain
(ridge) is sharp enough. Sometimes you will see a rotor cloud (different from
a lenticular -- looks rough and tubular and is much closer to the lee of the
ridge, not standing above it) and know to avoid that area.
The mountains of the Sierra Nevada have steep ridges on the eastern side and
form wonderful waves and rotors (sometimes) when the flow is from the
west-southwest. (Look for winds aloft in excess of 30kts.) As you fly toward
the ridge from the east you will find yourself in alternating sections of
lift
and sink which get stronger as you approach the ridge. I use the lift to gain
a lot of altitude (16,000' MSL is not too much in my book) so that I can
penetrate the sink and make it across the ridge with plenty of altitude, the
goal being to cross the ridge at least 2000' AGL. This much altitude
keeps me clear of any rotor that might be present as well. It also means that
I have plenty of altitude to work with if I need to turn away from the ridge.
--
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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As an experienced X-C YAK-52 GIB, I can say only one thing about X-C, Take-off
Glide, Land. OVER and OVER and OVER until you get there!
(check six Da Bear)
Russ (AirBoss) Witte-Dycus
Message 14
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keith.goolsby@eds.com, gaf127enl@msn.com, MDSHELLEY@aol.com,
yakjock@msn.com, walterfricke@yahoo.com, Rdorsey777@cs.com,
dabear@damned.org, TCalloway@hangar-d.com, mason.t@worldnet.att.net,
wpairprt@tdstelme.net, radialpower@cox.net, KILOUSMC@aol.com,
FamilyGage@aol.com, rvfltd@televar.com, cd001633@mindspring.com,
ernest.martinez@oracle.com, FOUGAPILOT@hotmail.com, N23GD@yahoo.com,
jtobul@tobul.com, tormentor34@netzero.net, JandEFinley@comcast.net
Went to the Stuart Airshow. Four of our RPA pilots did a fine job. Craig
Payne, Gray Pope, Fred Shadfly, and (forgive me) a stinger whose name I've
forgotten. There was a goodly bunch of T-6s and 6 T-28s there. An L-19, L-17,
O2 and a PT-26 made up the slow stuff. The USAF had a F-16, F-15, T-6II,
and A-10 demo teams there. Nice little show with Wayne Boggs as airboss.
I co-piloted the B-17 "909" this trip with Collings Foundation. Its easier
to fly than the B-24J I usually fly. A crowd of about 10,000 at least. Of
course I and my fellow volunteers answered the same dumb questions a buzilliam
times. Everyone thinks "Bill Mitchell flew the B-24 over Tokyo"! Or point
to the B-24 and tell his kid that "it was the airplane that dropped the A
bomb on Tokyo". At times I wonder at the plain flat ass ignorance of people
when it comes to simple history. Than they have the audacity to express an
opinion on why we "charge so much" ($4.00) to walk though the airplanes.
BUT I have similar problem trying to convince you turkeys out there (with
much higher IQs) that the CJ is not a copy of a YAK!
'God help me. I do love it so!'
Jim "Pappy" Goolsby
Message 15
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Russ
You are correct. You land over and over and over and over.......... when XC
in a 52.
But every cloud has it's silver lining.......................
For one thing you get to meet lots of nice people along the way who pepper
you with endless questions.
You get more bladder stops.
But most of all............life is not the destination but the journey!
I get to stop and smell the roses :)
Frank
YAK-52
N9110M
K32
Do Not Archive
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Russ aka Duncan
Subject: Yak-List: XC YAK-52
As an experienced X-C YAK-52 GIB, I can say only one thing about X-C,
Take-off Glide, Land. OVER and OVER and OVER until you get there!
(check six Da Bear)
Russ (AirBoss) Witte-Dycus
Message 16
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Any of you folks out there know how to ID a part that has a federal stock
number stamped on it? I had assumed that there was a web site with a search
function, but have had no luck so far. Any advice would be appreciated.
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
Sent: Monday, November 14, 2005 3:54 PM
To: yak-list@matronics.com; AC6M@aol.com; Bigj10@msn.com;
keith.goolsby@eds.com; gaf127enl@msn.com; MDSHELLEY@aol.com;
yakjock@msn.com; walterfricke@yahoo.com; Rdorsey777@cs.com;
dabear@damned.org; TCalloway@hangar-d.com; mason.t@worldnet.att.net;
wpairprt@tdstelme.net; radialpower@cox.net; KILOUSMC@aol.com;
FamilyGage@aol.com; rvfltd@televar.com; cd001633@mindspring.com;
ernest.martinez@oracle.com; FOUGAPILOT@hotmail.com; N23GD@yahoo.com;
jtobul@tobul.com; tormentor34@netzero.net; JandEFinley@comcast.net
Subject: Yak-List: home
Went to the Stuart Airshow. Four of our RPA pilots did a fine job. Craig
Payne, Gray Pope, Fred Shadfly, and (forgive me) a stinger whose name I've
forgotten. There was a goodly bunch of T-6s and 6 T-28s there. An L-19,
L-17, O2 and a PT-26 made up the slow stuff. The USAF had a F-16, F-15,
T-6II, and A-10 demo teams there. Nice little show with Wayne Boggs as
airboss.
I co-piloted the B-17 "909" this trip with Collings Foundation. Its
easier to fly than the B-24J I usually fly. A crowd of about 10,000 at
least. Of course I and my fellow volunteers answered the same dumb
questions a buzilliam times. Everyone thinks "Bill Mitchell flew the B-24
over Tokyo"! Or point to the B-24 and tell his kid that "it was the
airplane that dropped the A bomb on Tokyo". At times I wonder at the plain
flat ass ignorance of people when it comes to simple history. Than they
have the audacity to express an opinion on why we "charge so much" ($4.00)
to walk though the airplanes.
BUT I have similar problem trying to convince you turkeys out there (with
much higher IQs) that the CJ is not a copy of a YAK!
'God help me. I do love it so!'
Jim "Pappy" Goolsby
Message 17
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Doug
http://www.dscc.dla.mil/search/nsn/
Frank
Do not archive
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Doug Sapp
Subject: Yak-List: FSN number
Any of you folks out there know how to ID a part that has a federal stock
number stamped on it? I had assumed that there was a web site with a search
function, but have had no luck so far. Any advice would be appreciated.
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
keith.goolsby@eds.com; gaf127enl@msn.com; MDSHELLEY@aol.com;
yakjock@msn.com; walterfricke@yahoo.com; Rdorsey777@cs.com;
dabear@damned.org; TCalloway@hangar-d.com; mason.t@worldnet.att.net;
wpairprt@tdstelme.net; radialpower@cox.net; KILOUSMC@aol.com;
FamilyGage@aol.com; rvfltd@televar.com; cd001633@mindspring.com;
ernest.martinez@oracle.com; FOUGAPILOT@hotmail.com; N23GD@yahoo.com;
jtobul@tobul.com; tormentor34@netzero.net; JandEFinley@comcast.net
Subject: Yak-List: home
Went to the Stuart Airshow. Four of our RPA pilots did a fine job. Craig
Payne, Gray Pope, Fred Shadfly, and (forgive me) a stinger whose name I've
forgotten. There was a goodly bunch of T-6s and 6 T-28s there. An L-19,
L-17, O2 and a PT-26 made up the slow stuff. The USAF had a F-16, F-15,
T-6II, and A-10 demo teams there. Nice little show with Wayne Boggs as
airboss.
I co-piloted the B-17 "909" this trip with Collings Foundation. Its easier
to fly than the B-24J I usually fly. A crowd of about 10,000 at least. Of
course I and my fellow volunteers answered the same dumb questions a
buzilliam times. Everyone thinks "Bill Mitchell flew the B-24 over Tokyo"!
Or point to the B-24 and tell his kid that "it was the airplane that dropped
the A bomb on Tokyo". At times I wonder at the plain flat ass ignorance of
people when it comes to simple history. Than they have the audacity to
express an opinion on why we "charge so much" ($4.00) to walk though the
airplanes.
BUT I have similar problem trying to convince you turkeys out there (with
much higher IQs) that the CJ is not a copy of a YAK!
'God help me. I do love it so!'
Jim "Pappy" Goolsby
Message 18
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Thanks for the credit Jim. At least you got my first name right. Was a great airshow
at Stuart. Next year let's shoot for more YAKs and CJs than T-6s and T-28s.
Fred (AKA) Schlafly
----- Original Message -----
From: cjpilot710@aol.com
To: yak-list@matronics.com ; AC6M@aol.com ; Bigj10@msn.com ; keith.goolsby@eds.com
; gaf127enl@msn.com ; MDSHELLEY@aol.com ; yakjock@msn.com ; walterfricke@yahoo.com
; Rdorsey777@cs.com ; dabear@damned.org ; TCalloway@hangar-d.com ;
mason.t@worldnet.att.net ; wpairprt@tdstelme.net ; radialpower@cox.net ; KILOUSMC@aol.com
; FamilyGage@aol.com ; rvfltd@televar.com ; cd001633@mindspring.com
; ernest.martinez@oracle.com ; FOUGAPILOT@hotmail.com ; N23GD@yahoo.com ; jtobul@tobul.com
; tormentor34@netzero.net ; JandEFinley@comcast.net
Sent: Monday, November 14, 2005 6:54 PM
Subject: Yak-List: home
Went to the Stuart Airshow. Four of our RPA pilots did a fine job. Craig Payne,
Gray Pope, Fred Shadfly, and (forgive me) a stinger whose name I've forgotten.
There was a goodly bunch of T-6s and 6 T-28s there. An L-19, L-17, O2
and a PT-26 made up the slow stuff. The USAF had a F-16, F-15, T-6II, and A-10
demo teams there. Nice little show with Wayne Boggs as airboss.
I co-piloted the B-17 "909" this trip with Collings Foundation. Its easier to
fly than the B-24J I usually fly. A crowd of about 10,000 at least. Of course
I and my fellow volunteers answered the same dumb questions a buzilliam times.
Everyone thinks "Bill Mitchell flew the B-24 over Tokyo"! Or point to the
B-24 and tell his kid that "it was the airplane that dropped the A bomb on
Tokyo". At times I wonder at the plain flat ass ignorance of people when it comes
to simple history. Than they have the audacity to express an opinion on
why we "charge so much" ($4.00) to walk though the airplanes.
BUT I have similar problem trying to convince you turkeys out there (with much
higher IQs) that the CJ is not a copy of a YAK!
'God help me. I do love it so!'
Jim "Pappy" Goolsby
Message 19
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--> Yak-List message posted by: DaBear <dabear@damned.org>
No one said exact copy. People say, with good reason, an improvement on
the Yak. That is was based on the Yak-18 line of airplanes. There is
zero chance that they developed it from scratch, without basing the
start on the Yak. Zero. Great improvements, great airplane. But
designed it from scratch, no way, no how.
you know who.
cjpilot710@aol.com wrote:
> Went to the Stuart Airshow. Four of our RPA pilots did a fine job.
> Craig Payne, Gray Pope, Fred Shadfly, and (forgive me) a stinger
> whose name I've forgotten. There was a goodly bunch of T-6s and 6
> T-28s there. An L-19, L-17, O2 and a PT-26 made up the slow stuff.
> The USAF had a F-16, F-15, T-6II, and A-10 demo teams there. Nice
> little show with Wayne Boggs as airboss.
>
> I co-piloted the B-17 "909" this trip with Collings Foundation. Its
> easier to fly than the B-24J I usually fly. A crowd of about 10,000
> at least. Of course I and my fellow volunteers answered the same dumb
> questions a buzilliam times. Everyone thinks "Bill Mitchell flew the
> B-24 over Tokyo"! Or point to the B-24 and tell his kid that "it was
> the airplane that dropped the A bomb on Tokyo". At times I wonder at
> the plain flat ass ignorance of people when it comes to simple
> history. Than they have the audacity to express an opinion on why we
> "charge so much" ($4.00) to walk though the airplanes.
>
> BUT I have similar problem trying to convince you turkeys out there
> (with much higher IQs) that the CJ is not a copy of a YAK!
>
> 'God help me. I do love it so!'
>
> Jim "Pappy" Goolsby
Message 20
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Do not archive..
And Pappy wrote:
BUT I have similar problem trying to convince you turkeys out there (with much
higher IQs) that the CJ is not a copy of a YAK!
'God help me. I do love it so!'
Jim "Pappy" Goolsby
OOOOHHHHH NNNOOOOO YYYYOOOOOOUUUU DDIIIITTTT'''int!!!!!
So which came first? The EGG (YAK 18A ) or the Chicken (the CJ)??? Or is that the
Horse and the Cart???
Doc
How's that Ernie? For keeping BS off the list that is?
Message 21
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--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
Do not archive...
Yepp, Pappy, no seed what cha dun go'd 'n dun? Hear we goes ag'n! JAK vs
Chinese Jak?!!!
Doc
Still better Ernie?
> [Original Message]
> From: DaBear <dabear@damned.org>
> To: <yak-list@matronics.com>
> Date: 11/14/2005 7:41:14 PM
> Subject: Re: Yak-List: home
>
> --> Yak-List message posted by: DaBear <dabear@damned.org>
>
> No one said exact copy. People say, with good reason, an improvement on
> the Yak. That is was based on the Yak-18 line of airplanes. There is
> zero chance that they developed it from scratch, without basing the
> start on the Yak. Zero. Great improvements, great airplane. But
> designed it from scratch, no way, no how.
>
> you know who.
>
>
> cjpilot710@aol.com wrote:
>
> > Went to the Stuart Airshow. Four of our RPA pilots did a fine job.
> > Craig Payne, Gray Pope, Fred Shadfly, and (forgive me) a stinger
> > whose name I've forgotten. There was a goodly bunch of T-6s and 6
> > T-28s there. An L-19, L-17, O2 and a PT-26 made up the slow stuff.
> > The USAF had a F-16, F-15, T-6II, and A-10 demo teams there. Nice
> > little show with Wayne Boggs as airboss.
> >
> > I co-piloted the B-17 "909" this trip with Collings Foundation. Its
> > easier to fly than the B-24J I usually fly. A crowd of about 10,000
> > at least. Of course I and my fellow volunteers answered the same dumb
> > questions a buzilliam times. Everyone thinks "Bill Mitchell flew the
> > B-24 over Tokyo"! Or point to the B-24 and tell his kid that "it was
> > the airplane that dropped the A bomb on Tokyo". At times I wonder at
> > the plain flat ass ignorance of people when it comes to simple
> > history. Than they have the audacity to express an opinion on why we
> > "charge so much" ($4.00) to walk though the airplanes.
> >
> > BUT I have similar problem trying to convince you turkeys out there
> > (with much higher IQs) that the CJ is not a copy of a YAK!
> >
> > 'God help me. I do love it so!'
> >
> > Jim "Pappy" Goolsby
>
>
>
>
>
>
>
Message 22
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| Subject: | Rotors and mountain waves (Was: CROSS COUNTRY IN A 52) |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
cjpilot710@aol.com wrote:
> In a message dated 11/13/2005 7:23:35 P.M. Eastern Standard Time,
> brian-yak@lloyd.com writes:
>
> Gentleman,
>
> Do not underestimate the power of these sinks, rotors etc. A rotor was
> the instigating cause of a UAL 737 crash in Colorado Springs some years ago.
Amen.
About 20 years ago I was flying my Comanche eastbound across the Rockies. It
was a clear day and I had a bodacious tailwind. (This is a hint.) I was at
13,000' (IFR just because) just crossing the ridge west of Great Falls,
Montana, when I penetrated the rotor. (Clear air, no cap cloud, no lenticular,
no rotor cloud.) I lost 2,500' in 15 seconds. (That works out to 10,000' FPM
-- my VSI was pinned at 6000FPM down.). I estimate I pulled over 1G negative
as everything that wasn't tied down, including my then 2-year-old son, hit the
ceiling hard!. ATC thought that my transponder had malfunctioned as my
altitude changed so rapidly.
It puts the fear of God into you.
--
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
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