Today's Message Index:
----------------------
1. 12:10 AM - Highlight Two (Matt Dralle)
2. 01:11 AM - Re: CJ Relief Tube Kit (YakL1@aol.com)
3. 01:44 AM - Re: Re: life-cycle costs of CJ6A and Yak-52 (Buzzard Aviation)
4. 04:27 AM - Rotors (Ron Davis)
5. 05:26 AM - Sukhoi Spade Mounts (Richard Goode)
6. 06:00 AM - Re: RPM (A. Dennis Savarese)
7. 06:12 AM - Re: Rotors (cjpilot710@aol.com)
8. 06:29 AM - Re: Re: life-cycle costs of CJ6A and Yak-52 (Roger Kemp)
9. 07:02 AM - Re: M14P for sale (Bitterlich GS11 Mark G)
10. 07:08 AM - Re: Rotors (Richard Basiliere)
11. 07:08 AM - Re: Re: life-cycle costs of CJ6A and Yak-52 (A. Dennis Savarese)
12. 07:15 AM - Re: INSURANCE (Robert Schwartz)
13. 07:26 AM - Re: RPM (Ernest Martinez)
14. 07:32 AM - Re: Re: INSURANCE (Ernest Martinez)
15. 07:43 AM - Re: Re: INSURANCE (A. Dennis Savarese)
16. 09:30 AM - Re: M14P for sale (Richard Basiliere)
17. 10:10 AM - MTV Props and Oil Pressure (Richard Goode)
18. 10:48 AM - Re: M14P for sale (Bitterlich GS11 Mark G)
19. 11:52 AM - weight & balance (Bill Walker)
20. 12:15 PM - Re: weight & balance (Ernest Martinez)
21. 12:47 PM - Relief Tubes... (Jeff Linebaugh)
22. 01:05 PM - UK Insurance (ByronMFox@aol.com)
23. 01:08 PM - Question of the Week... (Jeff Linebaugh)
24. 01:08 PM - Re: Relief Tubes... (ByronMFox@aol.com)
25. 01:34 PM - Re: weight & balance (A. Dennis Savarese)
26. 01:40 PM - Re: Question of the Week... (Brian Lloyd)
27. 01:42 PM - Re: Question of the Week... (Bill Mills)
28. 02:10 PM - Re: UK Insurance (Roger Doc Kemp)
29. 02:19 PM - Re: Relief Tubes... (Roger Doc Kemp)
30. 02:42 PM - Re: Question of the Week... (Ernest Martinez)
31. 03:14 PM - Re: Question of the Week... (N13472@aol.com)
32. 03:15 PM - Re: CJ Relief Tube Kit (Barry Hancock)
33. 03:15 PM - Re: CJ Relief Tube Kit (Barry Hancock)
34. 03:47 PM - Re: Relief Tubes... (ByronMFox@aol.com)
35. 04:17 PM - Re: Relief Tubes... (Roger Kemp)
36. 04:28 PM - Re: Relief Tubes... (cjpilot710@aol.com)
37. 04:34 PM - Jeff's question (Jay Land)
38. 05:35 PM - Re: Question of the Week... (Yak52)
39. 05:43 PM - Jeff's question (Jay Land)
40. 05:54 PM - Test (Jay Land)
41. 06:34 PM - Re: Question of the Week... (Ernest Martinez)
42. 06:36 PM - Re: Relief Tubes... (Ernest Martinez)
43. 07:03 PM - Re: Question of the Week... (Cliff Umscheid)
44. 09:05 PM - Re: CROSS COUNTRY IN A 52 (PHCarter@aol.com)
45. 09:38 PM - Nose gear bolt,, // Landing light. ()
Message 1
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--> Yak-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Listers,
Please make a Contribution to support the continued operation and
upgrade of the Email List Forums at Matronics. There is no
commercial advertising on any of the Lists to support their
operation, and it is solely YOUR CONTRIBUTIONS that keeps these Lists
up and running. Please take a second to make your Contribution today
at the secure website:
http://www.matronics.com/contribution
Below is a highlight of another one of the awesome Free Gifts
available along with this year's List Fund Raiser. In most cases,
these gifts have been either donated or provided at exceptional
discounts by aviation vendors that participate regularly on these
vary same Lists. I want to thank each of them for the generous
support of the Lists during this Fund Raiser. Please show your
support for their efforts by visiting their respective web sites.
Thank you for your kind support!
Matt Dralle
Matronics Email List Administrator
Gift Highlight Number Two - Mechanics's Toolbox CD - Builder's Bookstore *
With your $60 or greater List Contribution, you can register to
receive a free copy of the 2005 edition of John Schwaner's Mechanic's
Toolbox CD. It is essentially a computerized version of the
Mechanic's Handbook, and highlights the needs of powerplant
technicians working with reciprocating engines. The CD contains two
basic sections. The first is a mechanics guide to inspecting,
troubleshooting and operating Lycoming and Continental engines. The
second is a Mechanic's Toolbox offering many of the most useful items
typically found in printed Mechanic's Handbooks and a few other handy
items not found anywhere else. Works with Windows 98, ME, NT, 2000, XP.
To receive your copy, visit the List Contribution Web site:
http://www.matronics.com/contribution
* This gift is provided by Andy Gold of The Builder's Bookstore
http://www.buildersbooks.com/
do not archive
Message 2
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| Subject: | Re: CJ Relief Tube Kit |
Blitz:
If you put that thing in there, you're gonna have a hard time finding
anybody to fly #4 to your lead.
Might as well acknowledge your advanced age and let me set you up with local
urologic plumbing specialist. If you're cheap, Dave will print himself a
credential on the computer and break out the 16 volt DeWalt with an extended
1/8" bit. your choice.
John
Message 3
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| Subject: | Re: life-cycle costs of CJ6A and Yak-52 |
m>
<437A6984.9030600@lloyd.com>
<5d7b0ec70511151526t1896ba07m11e7b0630252742b@mail.gmail.com>
--> Yak-List message posted by: Buzzard Aviation <martin@buzzardaviation.flyer.co.uk>
At 23:26 15/11/2005, Ernest Martinez wrote:
>I flight plan 13.5 gal an hour for cruise, 16 gal hour for formation stuff.
>Liability insurance is about $500 yr
Holy SH**. My Yak18T costs me $3154 yr to insure. That's for legally
required $5.2m liability and $88k hull. Is $500 a year normal in the
land of law suits and litigation?
Martin
Happy Landings
____|____
\O/
o'o Martin Robinson
Auster AOP 9 G-BKVK (WZ662)
Yak 18T HA-YAV
--
Message 4
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--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
>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
That wasn't the way I remembered the UA Colorado Springs crash. There was a
lot of debate about rotor and mechanical issues during the investigation.
As I recall it was originally attributed to rotor and then re-investigated
after US Airways had a similar accident at Pittsburgh. 737s subsequently
were found to have a recurring problem with rudder actuators.
Ron
The National Transportation Safety Board determines the probable cause(s) of
this accident as follows:
A loss of control of the airplane resulting from the movement of the rudder
surface to its blowdown limit. The rudder surface most likely deflected in a
direction opposite to that commanded by the pilots as a result of a jam of
the main rudder power control unit servo valve secondary slide to the servo
valve housing offset from its neutral position and overtravel of the primary
slide.
NTSB Identification: DCA91MA023
Message 5
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| Subject: | Sukhoi Spade Mounts |
If there are any Sukhoi owners who don't have their aileron spade mountings reinforced
to the top surface, I have a drawing of this modification, and can send
it to anyone who is interested. Please contact us off list.
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.invictawiz.com
MailScanner, and is believed to be clean.
Message 6
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--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
As you know Ernie, there are several things that can cause the symptom
you've described; insufficient fuel (check all fuel screens); carburetor
air intake restriction; prop governor; binding prop counterweights due to
insufficient grease on the hub bearings (remove the prop piston and check
for freedom of movement of the counterweights). Control arm to the prop
governor slipping in the sleeve clamp when the prop control lever is moved
(I've seen this a couple of times). Tach generator not working properly;
Check for a possible broken/intermittent wire on the inside of the cannon
plug connector where the wires are soldered to the pins in the connector.
This is a common problem.
Lastly, compare RPM in the rear cockpit with the front.
Good luck.
Dennis
----- Original Message -----
From: "Ernest Martinez" <erniel29@gmail.com>
Subject: Yak-List: RPM
> --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
>
> I was doing a little formitating today when I realized I couldnt get
> more than 2100 RPM. I think I tried a high throttle setting but I just
> cant remember, I took the lead and we RTB'd.
>
> On the ground prior to shutdown I ran the engine up, and everything
> seemed normal.
>
> Any immediate thoughts. I'll look at the plane tomorrow.
>
> Ernie
>
>
>
Message 7
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In a message dated 11/16/2005 7:28:55 A.M. Eastern Standard Time,
l39parts@hotmail.com writes:
Ron,
Ron you're absolutely correct. I'd had forgotten about the rudder actuators
problems. It could be said that the rotor started the accident sequence by
require the pilot to input rudder movement, that started the actuator's
malfunction. I remember a lot of conjectures at UAL at the time, (both in the
training department and in the ranks) that the 737 could have or should have
been able to fly out such a rotor.
The result was that a lot "upset" training (i.e. roll to upright instead of
pull) took place in the airline industry after that crash.
I stand correct.
Jim "Pappy" Goolsby
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
>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
That wasn't the way I remembered the UA Colorado Springs crash. There was a
lot of debate about rotor and mechanical issues during the investigation.
As I recall it was originally attributed to rotor and then re-investigated
after US Airways had a similar accident at Pittsburgh. 737s subsequently
were found to have a recurring problem with rudder actuators.
Ron
The National Transportation Safety Board determines the probable cause(s) of
this accident as follows:
A loss of control of the airplane resulting from the movement of the rudder
surface to its blowdown limit. The rudder surface most likely deflected in a
direction opposite to that commanded by the pilots as a result of a jam of
the main rudder power control unit servo valve secondary slide to the servo
valve housing offset from its neutral position and overtravel of the primary
slide.
NTSB Identification: DCA91MA023
Message 8
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| Subject: | Re: life-cycle costs of CJ6A and Yak-52 |
--> Yak-List message posted by: Roger Kemp <viperdoc@mindspring.com>
Martin,
I'm paying $1900 for my YAK-52. That seemed reasonable to me, but now I want to
know Ernie's insurance co.
Doc
-----Original Message-----
From: Buzzard Aviation <martin@buzzardaviation.flyer.co.uk>
Subject: Re: Yak-List: Re: life-cycle costs of CJ6A and Yak-52
--> Yak-List message posted by: Buzzard Aviation <martin@buzzardaviation.flyer.co.uk>
At 23:26 15/11/2005, Ernest Martinez wrote:
>I flight plan 13.5 gal an hour for cruise, 16 gal hour for formation stuff.
>Liability insurance is about $500 yr
Holy SH**. My Yak18T costs me $3154 yr to insure. That's for legally
required $5.2m liability and $88k hull. Is $500 a year normal in the
land of law suits and litigation?
Martin
Happy Landings
____|____
\O/
o'o Martin Robinson
Auster AOP 9 G-BKVK (WZ662)
Yak 18T HA-YAV
--
Message 9
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I was under the impression that the MTV-3 used a different prop gov. than
the stock version. I know the MTV9 uses stock... but was under the
impression that the 3 required a totally different, or maybe modified gov.
Am I wrong about that?
I know that MT could have converted that hub assy from the Russian Flange to
US Flange for around 3-4 hundred bucks, or at least that was what I was
told.
Mark Bitterlich
-----Original Message-----
From: Richard Basiliere [mailto:BasiliereR@ci.boulder.co.us]
Subject: Re: Yak-List: M14P for sale
Ok...I am so busted...
Reader's Digest version: Don brought M14PF with understanding it had
Russian flange because his MTV-9-260 wide cord was built with Russian
flange. M14PF has US flange, oops. Don needed prop to fly his SU-26 until
new -9 arrives. We swap. He now has MTV-3 to use that fits PF (after
removal of adapter) and I have MTV-9...strictly to help out a friend...yeah-
right.
At 100% level flight 7000' msl (over top of DIA tower) full blower 280
indicated using MTV-3 - one hour later 280 with MTV-9 - so no cruise
difference. I flew the 2005 Known - starting 500' lower and finishing 250'
higher than with -3 during the year- twice in a row. The variable is temp -
normally say 70F during the test...40F.
Maybe it was the placebo effect but it felt like I had more "tractor" at
0-low airspeeds. Please remember this was at full blower pulling 8 and
pushing 5 and 100-101% on prop.
Mea culpa.
So...let my butt whippin' begin.
Rick b
>>> feyerabm@web.de 11/15/2005 2:30:06 AM >>>
Message 10
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That is the way I remember it. Rudder problem. I flew over the black
hole on final for 34 @COS - sobering sight.
God bless them all.
>>> l39parts@hotmail.com 11/16/2005 5:27:09 AM >>>
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
>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
That wasn't the way I remembered the UA Colorado Springs crash. There
was a
lot of debate about rotor and mechanical issues during the
investigation.
As I recall it was originally attributed to rotor and then
re-investigated
after US Airways had a similar accident at Pittsburgh. 737s
subsequently
were found to have a recurring problem with rudder actuators.
Ron
The National Transportation Safety Board determines the probable
cause(s) of
this accident as follows:
A loss of control of the airplane resulting from the movement of the
rudder
surface to its blowdown limit. The rudder surface most likely deflected
in a
direction opposite to that commanded by the pilots as a result of a jam
of
the main rudder power control unit servo valve secondary slide to the
servo
valve housing offset from its neutral position and overtravel of the
primary
slide.
NTSB Identification: DCA91MA023
Message 11
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| Subject: | Re: life-cycle costs of CJ6A and Yak-52 |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Drop the hull coverage Doc and you'll pay about the same as Ernie; $500 for
liability only. It's the hull coverage that costs so much.
Dennis
----- Original Message -----
From: "Roger Kemp" <viperdoc@mindspring.com>
Subject: Re: Yak-List: Re: life-cycle costs of CJ6A and Yak-52
> --> Yak-List message posted by: Roger Kemp <viperdoc@mindspring.com>
>
> Martin,
> I'm paying $1900 for my YAK-52. That seemed reasonable to me, but now I
> want to know Ernie's insurance co.
> Doc
>
> -----Original Message-----
> From: Buzzard Aviation <martin@buzzardaviation.flyer.co.uk>
> Sent: Nov 16, 2005 3:43 AM
> To: yak-list@matronics.com, yak-list@matronics.com
> Subject: Re: Yak-List: Re: life-cycle costs of CJ6A and Yak-52
>
> --> Yak-List message posted by: Buzzard Aviation
> <martin@buzzardaviation.flyer.co.uk>
>
> At 23:26 15/11/2005, Ernest Martinez wrote:
>>I flight plan 13.5 gal an hour for cruise, 16 gal hour for formation
>>stuff.
>>Liability insurance is about $500 yr
>
> Holy SH**. My Yak18T costs me $3154 yr to insure. That's for legally
> required $5.2m liability and $88k hull. Is $500 a year normal in the
> land of law suits and litigation?
>
> Martin
>
>
> Happy Landings
> ____|____
> \O/
> o'o Martin Robinson
>
> Auster AOP 9 G-BKVK (WZ662)
> Yak 18T HA-YAV
>
>
> --
>
>
>
Message 12
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--> Yak-List message posted by: "Robert Schwartz" <schwartzcompany@att.net>
is it possible to package the liability only for several aircraft? For
example, I have 1 YAK 52 and 2 L29 aircraft. Since I can fly only one
aircraft at a time, can I obtain a blanket liability only for all of them, .
If so, how much do you estimate this at. I paid around 5,500 for liability
on the L29. But, I have heard of people paying only 2,500 for just liability
any ideas??
ROBERT E. SCHWARTZ
Email: schwartzcompany@worldnet.att.net
----- Original Message -----
From: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Subject: Re: Yak-List: Re: life-cycle costs of CJ6A and Yak-52
> --> Yak-List message posted by: "A. Dennis Savarese"
> <dsavarese@elmore.rr.com>
>
> Drop the hull coverage Doc and you'll pay about the same as Ernie; $500
> for liability only. It's the hull coverage that costs so much.
> Dennis
>
> ----- Original Message -----
> From: "Roger Kemp" <viperdoc@mindspring.com>
> To: <yak-list@matronics.com>
> Sent: Wednesday, November 16, 2005 8:29 AM
> Subject: Re: Yak-List: Re: life-cycle costs of CJ6A and Yak-52
>
>
>> --> Yak-List message posted by: Roger Kemp <viperdoc@mindspring.com>
>>
>> Martin,
>> I'm paying $1900 for my YAK-52. That seemed reasonable to me, but now I
>> want to know Ernie's insurance co.
>> Doc
>>
>> -----Original Message-----
>> From: Buzzard Aviation <martin@buzzardaviation.flyer.co.uk>
>> Sent: Nov 16, 2005 3:43 AM
>> To: yak-list@matronics.com, yak-list@matronics.com
>> Subject: Re: Yak-List: Re: life-cycle costs of CJ6A and Yak-52
>>
>> --> Yak-List message posted by: Buzzard Aviation
>> <martin@buzzardaviation.flyer.co.uk>
>>
>> At 23:26 15/11/2005, Ernest Martinez wrote:
>>>I flight plan 13.5 gal an hour for cruise, 16 gal hour for formation
>>>stuff.
>>>Liability insurance is about $500 yr
>>
>> Holy SH**. My Yak18T costs me $3154 yr to insure. That's for legally
>> required $5.2m liability and $88k hull. Is $500 a year normal in the
>> land of law suits and litigation?
>>
>> Martin
>>
>>
>> Happy Landings
>> ____|____
>> \O/
>> o'o Martin Robinson
>>
>> Auster AOP 9 G-BKVK (WZ662)
>> Yak 18T HA-YAV
>>
>>
>> --
>> 15/11/2005
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 13
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--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
do not archive
I'm going to do check today.
Thanks
Ernie
On 11/16/05, A. Dennis Savarese <dsavarese@elmore.rr.com> wrote:
> --> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
>
> As you know Ernie, there are several things that can cause the symptom
> you've described; insufficient fuel (check all fuel screens); carburetor
> air intake restriction; prop governor; binding prop counterweights due to
> insufficient grease on the hub bearings (remove the prop piston and check
> for freedom of movement of the counterweights). Control arm to the prop
> governor slipping in the sleeve clamp when the prop control lever is moved
> (I've seen this a couple of times). Tach generator not working properly;
> Check for a possible broken/intermittent wire on the inside of the cannon
> plug connector where the wires are soldered to the pins in the connector.
> This is a common problem.
> Lastly, compare RPM in the rear cockpit with the front.
> Good luck.
> Dennis
>
> ----- Original Message -----
> From: "Ernest Martinez" <erniel29@gmail.com>
> To: <yak-list@matronics.com>
> Sent: Tuesday, November 15, 2005 5:19 PM
> Subject: Yak-List: RPM
>
>
> > --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
> >
> > I was doing a little formitating today when I realized I couldnt get
> > more than 2100 RPM. I think I tried a high throttle setting but I just
> > cant remember, I took the lead and we RTB'd.
> >
> > On the ground prior to shutdown I ran the engine up, and everything
> > seemed normal.
> >
> > Any immediate thoughts. I'll look at the plane tomorrow.
> >
> > Ernie
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 14
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--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
No, I did just that last year when I flewe my 29 to Eglin. I added the
29 to my existing policy. I was charged $1500 for 3 months.
Ernie
On 11/16/05, Robert Schwartz <schwartzcompany@att.net> wrote:
> --> Yak-List message posted by: "Robert Schwartz" <schwartzcompany@att.net>
>
> is it possible to package the liability only for several aircraft? For
> example, I have 1 YAK 52 and 2 L29 aircraft. Since I can fly only one
> aircraft at a time, can I obtain a blanket liability only for all of them, .
> If so, how much do you estimate this at. I paid around 5,500 for liability
> on the L29. But, I have heard of people paying only 2,500 for just liability
>
> any ideas??
>
> ROBERT E. SCHWARTZ
> Email: schwartzcompany@worldnet.att.net
>
>
> ----- Original Message -----
> From: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
> To: <yak-list@matronics.com>
> Sent: Wednesday, November 16, 2005 9:08 AM
> Subject: Re: Yak-List: Re: life-cycle costs of CJ6A and Yak-52
>
>
> > --> Yak-List message posted by: "A. Dennis Savarese"
> > <dsavarese@elmore.rr.com>
> >
> > Drop the hull coverage Doc and you'll pay about the same as Ernie; $500
> > for liability only. It's the hull coverage that costs so much.
> > Dennis
> >
> > ----- Original Message -----
> > From: "Roger Kemp" <viperdoc@mindspring.com>
> > To: <yak-list@matronics.com>
> > Sent: Wednesday, November 16, 2005 8:29 AM
> > Subject: Re: Yak-List: Re: life-cycle costs of CJ6A and Yak-52
> >
> >
> >> --> Yak-List message posted by: Roger Kemp <viperdoc@mindspring.com>
> >>
> >> Martin,
> >> I'm paying $1900 for my YAK-52. That seemed reasonable to me, but now I
> >> want to know Ernie's insurance co.
> >> Doc
> >>
> >> -----Original Message-----
> >> From: Buzzard Aviation <martin@buzzardaviation.flyer.co.uk>
> >> Sent: Nov 16, 2005 3:43 AM
> >> To: yak-list@matronics.com, yak-list@matronics.com
> >> Subject: Re: Yak-List: Re: life-cycle costs of CJ6A and Yak-52
> >>
> >> --> Yak-List message posted by: Buzzard Aviation
> >> <martin@buzzardaviation.flyer.co.uk>
> >>
> >> At 23:26 15/11/2005, Ernest Martinez wrote:
> >>>I flight plan 13.5 gal an hour for cruise, 16 gal hour for formation
> >>>stuff.
> >>>Liability insurance is about $500 yr
> >>
> >> Holy SH**. My Yak18T costs me $3154 yr to insure. That's for legally
> >> required $5.2m liability and $88k hull. Is $500 a year normal in the
> >> land of law suits and litigation?
> >>
> >> Martin
> >>
> >>
> >> Happy Landings
> >> ____|____
> >> \O/
> >> o'o Martin Robinson
> >>
> >> Auster AOP 9 G-BKVK (WZ662)
> >> Yak 18T HA-YAV
> >>
> >>
> >> --
> >> 15/11/2005
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 15
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--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Tom Johnson of Airpower Insurance in Scottsdale, AZ should be able to answer
all of your insurance questions.
Dennis
----- Original Message -----
From: "Robert Schwartz" <schwartzcompany@att.net>
Subject: Yak-List: Re: INSURANCE
> --> Yak-List message posted by: "Robert Schwartz"
> <schwartzcompany@att.net>
>
> is it possible to package the liability only for several aircraft? For
> example, I have 1 YAK 52 and 2 L29 aircraft. Since I can fly only one
> aircraft at a time, can I obtain a blanket liability only for all of them,
> . If so, how much do you estimate this at. I paid around 5,500 for
> liability on the L29. But, I have heard of people paying only 2,500 for
> just liability
>
> any ideas??
>
> ROBERT E. SCHWARTZ
> Email: schwartzcompany@worldnet.att.net
>
>
> ----- Original Message -----
> From: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
> To: <yak-list@matronics.com>
> Sent: Wednesday, November 16, 2005 9:08 AM
> Subject: Re: Yak-List: Re: life-cycle costs of CJ6A and Yak-52
>
>
>> --> Yak-List message posted by: "A. Dennis Savarese"
>> <dsavarese@elmore.rr.com>
>>
>> Drop the hull coverage Doc and you'll pay about the same as Ernie; $500
>> for liability only. It's the hull coverage that costs so much.
>> Dennis
>>
>> ----- Original Message -----
>> From: "Roger Kemp" <viperdoc@mindspring.com>
>> To: <yak-list@matronics.com>
>> Sent: Wednesday, November 16, 2005 8:29 AM
>> Subject: Re: Yak-List: Re: life-cycle costs of CJ6A and Yak-52
>>
>>
>>> --> Yak-List message posted by: Roger Kemp <viperdoc@mindspring.com>
>>>
>>> Martin,
>>> I'm paying $1900 for my YAK-52. That seemed reasonable to me, but now I
>>> want to know Ernie's insurance co.
>>> Doc
>>>
>>> -----Original Message-----
>>> From: Buzzard Aviation <martin@buzzardaviation.flyer.co.uk>
>>> Sent: Nov 16, 2005 3:43 AM
>>> To: yak-list@matronics.com, yak-list@matronics.com
>>> Subject: Re: Yak-List: Re: life-cycle costs of CJ6A and Yak-52
>>>
>>> --> Yak-List message posted by: Buzzard Aviation
>>> <martin@buzzardaviation.flyer.co.uk>
>>>
>>> At 23:26 15/11/2005, Ernest Martinez wrote:
>>>>I flight plan 13.5 gal an hour for cruise, 16 gal hour for formation
>>>>stuff.
>>>>Liability insurance is about $500 yr
>>>
>>> Holy SH**. My Yak18T costs me $3154 yr to insure. That's for legally
>>> required $5.2m liability and $88k hull. Is $500 a year normal in the
>>> land of law suits and litigation?
>>>
>>> Martin
>>>
>>>
>>> Happy Landings
>>> ____|____
>>> \O/
>>> o'o Martin Robinson
>>>
>>> Auster AOP 9 G-BKVK (WZ662)
>>> Yak 18T HA-YAV
>>>
>>>
>>> --
>>> 15/11/2005
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 16
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So you want facts do ya...
Yessir, the MTV-3 bolted right on to my Yak-55 just after pulling off
the V530 paddle. No adjustments what-so-ever. Immediately much
smoother. RPM didn't even need to be set.
This latest switch was my MTV-3 on SU-29 went to Don's M14PF (sans
adapter)and Don's old MTV-9-260 -29 (off SU-26 mx) went straight on the
-29. Took about 2 hours total and SU-29 and Wide cord flew well, again
no adjustments.
Now, I heard (a friend to remain unnamed) when placing a wide cord on a
new PF decided (why?) that new springs needed to be installed in the
governor. (not!!) When he started the engine the entire prop dome blew
off because of the extra pressure caused by the newly installed springs.
Hence, Don and I have not messed with the governor on any of these
switches: MTV-3 to -55 replacing paddle, and now MTV-9 and MTV-3 switch
from SU-26 to SU-29.
I'm sure they could have adapted it - the Russian to US flange - it
would have added weight... A lot of people that fly Unlimited, like Don,
each gram saved is a very big deal. That's why the B&C alternator and
Don even took off the compressor and tach generator. His philosophy is
that at 9 g's a 3# (or whatever) compressor will weigh 27# and that will
hurt the Vertical.
Respectfully, Rick b
>>> BitterlichMG@cherrypoint.usmc.mil 11/16/2005 8:02:35 AM >>>
I was under the impression that the MTV-3 used a different prop gov.
than the stock version. I know the MTV9 uses stock... but was under
the impression that the 3 required a totally different, or maybe
modified gov. Am I wrong about that?
I know that MT could have converted that hub assy from the Russian
Flange to US Flange for around 3-4 hundred bucks, or at least that was
what I was told.
Mark Bitterlich
-----Original Message-----
From: Richard Basiliere [mailto:BasiliereR@ci.boulder.co.us]
Subject: Re: Yak-List: M14P for sale
Ok...I am so busted...
Reader's Digest version: Don brought M14PF with understanding it had
Russian flange because his MTV-9-260 wide cord was built with Russian
flange. M14PF has US flange, oops. Don needed prop to fly his SU-26
until new -9 arrives. We swap. He now has MTV-3 to use that fits PF
(after removal of adapter) and I have MTV-9...strictly to help out a
friend...yeah- right.
At 100% level flight 7000' msl (over top of DIA tower) full blower 280
indicated using MTV-3 - one hour later 280 with MTV-9 - so no cruise
difference. I flew the 2005 Known - starting 500' lower and finishing
250' higher than with -3 during the year- twice in a row. The variable
is temp - normally say 70F during the test...40F.
Maybe it was the placebo effect but it felt like I had more "tractor"
at 0-low airspeeds. Please remember this was at full blower pulling 8
and pushing 5 and 100-101% on prop.
Mea culpa.
So...let my butt whippin' begin.
Rick b
>>> feyerabm@web.de 11/15/2005 2:30:06 AM >>>
Message 17
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| Subject: | MTV Props and Oil Pressure |
The MTV-3 and early MTV-9s operated at higher oil pressure than the V-530 2-blade
.
This is normally achieved by changing the oil pressure release spring in the governor
- some people get away with putting washers under the original springs.
Later MTV-9s (i.e. for the last 5 years) operate at the same pressure as the V-530.
You can't convert a hub from a Russian flange to a US flange - it is a different
hub. Of course MT might be prepared to take an old hub in part-exchange.
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.invictawiz.com
MailScanner, and is believed to be clean.
Message 18
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I was under the impression that the MTV-3 used a different prop gov. than
the stock version. I know the MTV9 uses stock... but was under the
impression that the 3 required a totally different, or maybe modified gov.
Am I wrong about that?
I know that MT could have converted (...... oops, I meant
"EXCHANGED"...thanks Richard) that hub assy from the Russian Flange to US
Flange for around 3-4 hundred bucks, or at least that was what I was told.
Mark Bitterlich
-----Original Message-----
From: Richard Basiliere [ mailto:BasiliereR@ci.boulder.co.us
<mailto:BasiliereR@ci.boulder.co.us> ]
Subject: Re: Yak-List: M14P for sale
Ok...I am so busted...
Reader's Digest version: Don brought M14PF with understanding it had
Russian flange because his MTV-9-260 wide cord was built with Russian
flange. M14PF has US flange, oops. Don needed prop to fly his SU-26 until
new -9 arrives. We swap. He now has MTV-3 to use that fits PF (after
removal of adapter) and I have MTV-9...strictly to help out a friend...yeah-
right.
At 100% level flight 7000' msl (over top of DIA tower) full blower 280
indicated using MTV-3 - one hour later 280 with MTV-9 - so no cruise
difference. I flew the 2005 Known - starting 500' lower and finishing 250'
higher than with -3 during the year- twice in a row. The variable is temp -
normally say 70F during the test...40F.
Maybe it was the placebo effect but it felt like I had more "tractor" at
0-low airspeeds. Please remember this was at full blower pulling 8 and
pushing 5 and 100-101% on prop.
Mea culpa.
So...let my butt whippin' begin.
Rick b
>>> feyerabm@web.de 11/15/2005 2:30:06 AM >>>
Message 19
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| Subject: | weight & balance |
Lately I have become more interested in the weight and balance of my Yak 52,
especially since I added an aux fuel tank and a smoke oil tank behind the rear
seat. Beginning 10 years ago, I noticed there is not a conformity of weight
and balance data on the Yaks I had been exposed to. I have seen W&B sheets
folded up with the Operating Limitations that noted what the plane weighed at
each of the wheels, and then went on to convert that data into useful information
about the airplane and how it was configured. Over the past ten years I have
seen only a few that agreed on recommended C of G locations. I have seen
W&B sheets that stated that C of G should be between station (?) and station (?),
or be at arm (_) from a variety of different datum. Considering that most
of the Yaks have been modified, this difference is understandable. But I believe
it has led to some misunderstanding, especially on my part, about proper
loading and aerobatic use of this airplane.
Assuming that the weight and balance is relevant to the gross weight of the
plane and where the loaded C of G lies in perspective of the mean aerodynamic
chord (MAC). Then, on the Yak I am currently flying (a regular Yak 52), I have
recently discovered that with the front seat solo (200lbs) and full main fuel
or 0 fuel, the C of G was at 21% of MAC. Or I could fly rear seat solo with
full main fuel or glide empty, at 27% of MAC. Considering that I also have an
aux tank and a smoke tank behind the rear seat, there are a number of ways I
could get in trouble with CG. Unless I gain weight, the worst shape I can get
into is out of fuel in the mains, full fuel in the aux, full of smoke oil and
sitting in the rear seat with no one up front. However, even in this condition
it appears that the C of G would still be at 31% of MAC. For my calculations
I am figuring the leading edge of the MAC is 4.75 inches aft of the wing root
leading edge and is 64.57 inches long.
I think the recommended range for a regular 52 is between 21% and 27% of MAC,
but flight at 31% is permissible without aerobatics. Any thoughts on this?
BW
Message 20
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| Subject: | Re: weight & balance |
--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
Dont for get that GC moves a bit with gear retracted. With the CJ it
just moves aft due to the nose wheel, I dont know what happens in the
52 with your mains moving forward. I believe all our airplanes were
placarded prohibiting solo flight from the rear seat.
The only numbers you really need is the absolute location of LEMAC and
MAC and the acceptable %MAC loading ranges,. You can then derive any
datum you like and just measure from there. I used the tip of my prop
hub thereby keeping positive numbers.
Ernie
On 11/16/05, Bill Walker <bwalker11@charter.net> wrote:
> Lately I have become more interested in the weight and balance of my Yak
> 52, especially since I added an aux fuel tank and a smoke oil tank behind
> the rear seat. Beginning 10 years ago, I noticed there is not a conformity
> of weight and balance data on the Yaks I had been exposed to. I have seen
> W&B sheets folded up with the Operating Limitations that noted what the
> plane weighed at each of the wheels, and then went on to convert that data
> into useful information about the airplane and how it was configured. Over
> the past ten years I have seen only a few that agreed on recommended C of G
> locations. I have seen W&B sheets that stated that C of G should be between
> station (?) and station (?), or be at arm (_) from a variety of different
> datum. Considering that most of the Yaks have been modified, this
> difference is understandable. But I believe it has led to some
> misunderstanding, especially on my part, about proper loading and aerobatic
> use of this airplane.
> Assuming that the weight and balance is relevant to the gross weight of
> the plane and where the loaded C of G lies in perspective of the mean
> aerodynamic chord (MAC). Then, on the Yak I am currently flying (a regular
> Yak 52), I have recently discovered that with the front seat solo (200lbs)
> and full main fuel or 0 fuel, the C of G was at 21% of MAC. Or I could fly
> rear seat solo with full main fuel or glide empty, at 27% of MAC.
> Considering that I also have an aux tank and a smoke tank behind the rear
> seat, there are a number of ways I could get in trouble with CG. Unless I
> gain weight, the worst shape I can get into is out of fuel in the mains,
> full fuel in the aux, full of smoke oil and sitting in the rear seat with no
> one up front. However, even in this condition it appears that the C of G
> would still be at 31% of MAC. For my calculations I am figuring the leading
> edge of the MAC is 4.75 inches aft of the wing root leading edge and is
> 64.57 inches long.
> I think the recommended range for a regular 52 is between 21% and 27% of
> MAC, but flight at 31% is permissible without aerobatics. Any thoughts on
> this?
>
> BW
>
Message 21
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On the serious side of the relief tube issue-
In a prior life, I flew King Airs that had relief tubes. After all the
corrosion that was found on inspections, the company removed all the relief
tubes.
A while back we discussed the corrosive effects of "Simple Green", 409, and
other products, and the harm they might do to airframes. From what I
understand, they are pretty mild compared to what comes out the tube...
Doc, you probably have better knowledge of this topic than most...what say
you?
I'd make an extra stop, or what 'till after flying to drink tea...or make
sure that the relief tube extends way behind the airplane and has no chance
of a leak.
Jeff Linebaugh
jefflinebaugh@earthlink.net
CJ-6P N621CJ
Memphis, TN
Message 22
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In a message dated 11/16/05 4:23:45 AM, martin@buzzardaviation.flyer.co.uk
writes:
> That's for legally
> required $5.2m liability
>
Interesting. I'll stand corrected by Tom Johnson, but I don't believe
liability coverage in the US is routinely offered by the insurance industry in
excess
of $1 million.
Oh, and judging from responses to my plaintiff call for assistance with the
placement of a venturi for my prospective relief tube, I see I'm not to be
taken seriously. Indeed too sensitive a subject for this aging group. True,
Barry, Drew, Jeff, Postal and a handful of others are south of 50, but the vast
majority is well north. What I thought to be a public service has been rebuffed.
I'll just have to live with it. ...Blitz
Message 23
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| Subject: | Question of the Week... |
OK...Doc passed me the baton on the E.P. of the day...so it is with fear and
trepidation that I post a Question of the Week written a few years ago (but
never published), the first time that we tried the concept on the Yak List.
Question of the Week #3
The weather is VFR. You have been airborne 45 minutes and are now 15 miles
away from your home airport at 2000=92AGL, in normal cruise flight. You do
your periodic check of the engine instruments and notice your oil pressure
is reading zero. What are you going to do?
For those formation pilots, modify this situation slightly: You roll out
from a pitchout 1500 feet behind lead as #2, and are looking over your
engine instruments when you notice the zero oil pressure. What are you
going to do?
Here are some questions related to oil pressure:
What are the oil pressure limits?
What are some other indications to confirm or refute a loss of oil pressure?
Would you treat this differently if you had no supporting indications of the
oil pressure loss?
What is likely the first sign of a loss of oil pressure?
Where is oil pressure measured?
Some Suggestions for this week:
Do a general review of the oil system. Open the cowl and identify the oil
system components and lines.
When was the last time your oil hoses were replaced? Take a moment to check
your logs=85
Hope this helps getting some people to think. I am not the expert (on
anything!), but I do think we could spend more useful time on the Yak-List
learning more about the airplanes we fly....
Jeff Linebaugh
jefflinebaugh@earthlink.net
CJ-6P N621CJ
Memphis, TN
Message 24
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| Subject: | Re: Relief Tubes... |
In a message dated 11/16/05 12:48:31 PM, jefflinebaugh@earthlink.net writes:
>
> A while back we discussed the corrosive effects of "Simple Green", 409, and
> other products, and the harm they might do to airframes. From what I
> understand, they are pretty mild compared to what comes out the tube...=A0
>
>
>
>
No sooner was it out of my mouth than Jeff Linebaugh, sober soul that he is,
did take me seriously. Thanks Jeff. ...Blitz
Message 25
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| Subject: | Re: weight & balance |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
For the 52, the LEMAC is located 101.2" in from the square wing tip (or
81.77" out from the centerline of the fuselage) and .5" aft of the leading
edge. MAC is 62.6". The Russian flight manual states the operating CG to
be 15% to 25% of MAC. Interestingly enough, in the original Russian log
books, the design max weight CG is 23 to 27% of MAC.
Dennis
----- Original Message -----
From: "Ernest Martinez" <erniel29@gmail.com>
Subject: Re: Yak-List: weight & balance
> --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
>
> Dont for get that GC moves a bit with gear retracted. With the CJ it
> just moves aft due to the nose wheel, I dont know what happens in the
> 52 with your mains moving forward. I believe all our airplanes were
> placarded prohibiting solo flight from the rear seat.
>
> The only numbers you really need is the absolute location of LEMAC and
> MAC and the acceptable %MAC loading ranges,. You can then derive any
> datum you like and just measure from there. I used the tip of my prop
> hub thereby keeping positive numbers.
>
>
> Ernie
>
> On 11/16/05, Bill Walker <bwalker11@charter.net> wrote:
>> Lately I have become more interested in the weight and balance of my
>> Yak
>> 52, especially since I added an aux fuel tank and a smoke oil tank behind
>> the rear seat. Beginning 10 years ago, I noticed there is not a
>> conformity
>> of weight and balance data on the Yaks I had been exposed to. I have
>> seen
>> W&B sheets folded up with the Operating Limitations that noted what the
>> plane weighed at each of the wheels, and then went on to convert that
>> data
>> into useful information about the airplane and how it was configured.
>> Over
>> the past ten years I have seen only a few that agreed on recommended C of
>> G
>> locations. I have seen W&B sheets that stated that C of G should be
>> between
>> station (?) and station (?), or be at arm (_) from a variety of different
>> datum. Considering that most of the Yaks have been modified, this
>> difference is understandable. But I believe it has led to some
>> misunderstanding, especially on my part, about proper loading and
>> aerobatic
>> use of this airplane.
>> Assuming that the weight and balance is relevant to the gross weight
>> of
>> the plane and where the loaded C of G lies in perspective of the mean
>> aerodynamic chord (MAC). Then, on the Yak I am currently flying (a
>> regular
>> Yak 52), I have recently discovered that with the front seat solo
>> (200lbs)
>> and full main fuel or 0 fuel, the C of G was at 21% of MAC. Or I could
>> fly
>> rear seat solo with full main fuel or glide empty, at 27% of MAC.
>> Considering that I also have an aux tank and a smoke tank behind the rear
>> seat, there are a number of ways I could get in trouble with CG. Unless I
>> gain weight, the worst shape I can get into is out of fuel in the mains,
>> full fuel in the aux, full of smoke oil and sitting in the rear seat with
>> no
>> one up front. However, even in this condition it appears that the C of G
>> would still be at 31% of MAC. For my calculations I am figuring the
>> leading
>> edge of the MAC is 4.75 inches aft of the wing root leading edge and is
>> 64.57 inches long.
>> I think the recommended range for a regular 52 is between 21% and 27%
>> of
>> MAC, but flight at 31% is permissible without aerobatics. Any thoughts
>> on
>> this?
>>
>> BW
>>
>
>
>
Message 26
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| Subject: | Re: Question of the Week... |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Jeff Linebaugh wrote:
> OK...Doc passed me the baton on the E.P. of the day...so it is with fear
> and trepidation that I post a Question of the Week written a few years
> ago (but never published), the first time that we tried the concept on
> the Yak List.
>
>
> Question of the Week #3
>
>
>
> The weather is VFR. You have been airborne 45 minutes and are now 15
> miles away from your home airport at 2000AGL, in normal cruise flight.
> You do your periodic check of the engine instruments and notice your oil
> pressure is reading zero. What are you going to do?
>
>
>
> For those formation pilots, modify this situation slightly: You roll
> out from a pitchout 1500 feet behind lead as #2, and are looking over
> your engine instruments when you notice the zero oil pressure. What are
> you going to do?
Nothing immediately since oil pressure is obviously not zero. If it were the
prop would have gone to high pitch (low RPM). Since you haven't already panic
because an uncommanded RPM change, the engine still has oil flowing in it.
But that doesn't mean you don't have a problem. If is is just a gauge, you
have no immediate problem. If it is the line from the engine to the oil
pressure sender, you are probably losing oil at a steady rate and you will
experience an uncommanded RPM change soon.
In the first scenario, you are going to return home and land. You are not
going to dawdle in the pattern either.
In the second case you are going to call lead and ask him to join up on you so
that he can look you over for oil going overboard.
Now to answer your questions:
> Here are some questions related to oil pressure:
>
> 1.
> What are the oil pressure limits?
Huosai: 4-7 Kg/cm
2 in flight (1.5 Kg/cm
2 at idle min)
M14P: 4-6 Kg/cm
2 in flight
> 2.
> What are some other indications to confirm or refute a loss of oil
> pressure?
Increase in oil temp. In the CJ6A this will manifest itself most rapidly in a
rise in outlet oil temp which is limited to 125C max.
Also, as I said above, loss of oil-P will result in the prop going to low RPM.
Oh, and oil on the windscreen might be something to consider.
> 3.
> Would you treat this differently if you had no supporting
> indications of the oil pressure loss?
Perhaps. Because of the possibility it is the hose to the instrument sender I
am going to land ASAP. At that point it depends on the availability of a
landing site. For instance, if the engine is running normally I might opt for
an airport 20 mi away if the intervening land is open fields as opposed to an
airport 10 mi away but requiring me to fly over a city with no emergency
landing sites. If the prop has gone to low RPM I am going to probably get the
airplane down now.
> 4.
> What is likely the first sign of a loss of oil pressure?
Gauge indication,
Prop RPM,
Oil temp rise
oil on windscreen, etc.
> 5.
> Where is oil pressure measured?
I don't know about the M14P. In the Huosai it is measured at the output of the
oil pump going into then engine main oil galley.
> Some Suggestions for this week:
>
> Do a general review of the oil system. Open the cowl and identify the
> oil system components and lines.
>
>
>
> When was the last time your oil hoses were replaced? Take a moment to
> check your logs
>
> Hope this helps getting some people to think. I am not the expert (on
> anything!), but I do think we could spend more useful time on the
> Yak-List learning more about the airplanes we fly....
You go guy! Good question.
BTW, we did have an M14P powered CJ6A suffer loss of oil pressure and engine
oil at a clinic. He overflew the emergency field (bad) to RTB. Still, the
airplane ran OK and the engine apparently suffered no damage for its run of a
couple minutes without oil pressure. Go figure.
>
> Jeff Linebaugh
> jefflinebaugh@earthlink.net <mailto:jefflinebaugh@earthlink.net>
> /CJ-6P N621CJ/
> /Memphis, TN/
>
>
> <http://www.incredimail.com/index.asp?id=409&lang=9>
--
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 27
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| Subject: | Question of the Week... |
Now that's a good post for this list. Thanx Jeff, and keep 'um coming.
That made me find a copy of my engine limits and posted them in my office
for regular reference. It's good for constant review.......
You mean "as long as the needle is in green, it's ok" isn't good enough?
Ha! ; )
Bill Mills
Regional Sales Manager
Total Tec Systems
South East US
386 447 1118
bill.mills@totaltec.com <mailto:bill.mills@totaltec.com>
" Because I fly.... I envy no man"
_____
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Jeff Linebaugh
Subject: Yak-List: Question of the Week...
OK...Doc passed me the baton on the E.P. of the day...so it is with fear and
trepidation that I post a Question of the Week written a few years ago (but
never published), the first time that we tried the concept on the Yak List.
Question of the Week #3
The weather is VFR. You have been airborne 45 minutes and are now 15 miles
away from your home airport at 2000'AGL, in normal cruise flight. You do
your periodic check of the engine instruments and notice your oil pressure
is reading zero. What are you going to do?
For those formation pilots, modify this situation slightly: You roll out
from a pitchout 1500 feet behind lead as #2, and are looking over your
engine instruments when you notice the zero oil pressure. What are you
going to do?
Here are some questions related to oil pressure:
1. What are the oil pressure limits?
2. What are some other indications to confirm or refute a loss of oil
pressure?
3. Would you treat this differently if you had no supporting
indications of the oil pressure loss?
4. What is likely the first sign of a loss of oil pressure?
5. Where is oil pressure measured?
Some Suggestions for this week:
Do a general review of the oil system. Open the cowl and identify the oil
system components and lines.
When was the last time your oil hoses were replaced? Take a moment to check
your logs...
Hope this helps getting some people to think. I am not the expert (on
anything!), but I do think we could spend more useful time on the Yak-List
learning more about the airplanes we fly....
Jeff Linebaugh
jefflinebaugh@earthlink.net <mailto:jefflinebaugh@earthlink.net>
CJ-6P N621CJ
Memphis, TN
<http://www.incredimail.com/index.asp?id=409&lang=9>
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<body=20bgcolorwhite=20langEN-US=20linkblue=20vlinkblue=20style'margin-left:7.5pt;
margin-top:3.75pt;margin-right:7.5pt;margin-bottom:7.5pt;background-position-x:
0px;background-position-y:0px'=20scrollyes=20ORGYPOS0>
<span=20style'font-size:
10.0pt;font-family:Arial;color:navy'>Now=20thats=20a=20good=20post=20for=20this
list.=20Thanx=20Jeff,=20and=20keep=20um=20coming.=20That=20made=20me=20find=20a=20copy=20of=20my
engine=20limits=20and=20posted=20them=20in=20my=20office=20for=20regular=20reference.=20Its
good=20for=20constant=20review.
<span=20style'font-size:
10.0pt;font-family:Arial;color:navy'>You=20mean=20as=20long=20as=20the=20needle=20is
in=20green,=20its=20ok=20isnt=20good=20enough?=20Ha!=20;=20)
<em><span
style'font-size:18.0pt;font-family:Gautami;color:navy'>Bill=20Mills</em><font
colornavy>
<span=20style'font-size:
10.0pt;font-family:Arial;color:navy'>Regional=20Sales=20Manager<font
colornavy>
<span=20style'font-size:
10.0pt;font-family:Arial;color:navy'>Total=20Tec=20Systems<font
colornavy>
<span=20style'font-size:
10.0pt;font-family:Arial;color:navy'>South=20<st1:place=20w:st"on">East=20US</st1:place><font
colornavy>
<span=20style'font-size:
10.0pt;font-family:Arial;color:navy'>386=20447=201118<font
colornavy>
<span=20style'font-size:
10.0pt;font-family:Arial;color:navy'>bill.mills@totaltec.com<font
colornavy>
<span
style'font-size:12.0pt;color:navy'>
<span
style'font-size:10.0pt;font-family:"Lucida=20Handwriting";color:blue'>
Because=20I=20fly....=20I=20envy=20no=20man
<div=20classMsoNormal=20aligncenter=20style'margin:0in;margin-bottom:.0001pt;
text-align:center'><span=20style'font-size:
12.0pt'>
<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size2
faceTahoma><span=20style'font-size:10.0pt;font-family:Tahoma;font-weight:bold'>From:<font
size2=20faceTahoma><span=20style'font-size:10.0pt;font-family:Tahoma'>
owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]=20On
Behalf=20Of=20Jeff=20Linebaugh
Sent:=20Wednesday,=20November=2016,=202005
4:08=20PM
To:=20yak-list@matronics.=20com
Subject:=20Yak-List:=20Question=20of=20the
Week...
<span=20style'font-size:
12.0pt'>
<table=20classMsoNormalTable=20border0=20cellspacing0=20cellpadding0=20width"100%"
=20style'width:100.0%'>
=20=20<td=20width"100%"=20style'width:100.0%;padding:1.5pt=201.5pt=201.5pt=201.5pt'>
=20
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>OK...Doc=20passed
=20=20me=20the=20baton=20on=20the=20E.P.=20of=20the=20day...so=20it=20is=20with=20fear=20and=20trepidation=20that
=20=20I=20post=20aQuestion=20of=20the=20Weekwritten=20a=20few=20years=20ago=20(but=20never
=20=20published),=20the=20first=20time=20that=20we=20tried=20the=20concept=20on=20the=20Yak=20List.
=20
=20
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>
=20
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>Question=20of=20the
=20=20Week=20#3
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>The=20weather
=20=20isVFR.=20You=20have=20been=20airborne=2045=20minutes=20and=20are=20now=2015=20miles=20away=20from
=20=20your=20home=20airport=20at=202000AGL,=20in=20normal=20cruise=20flight.=20You=20do=20your
=20=20periodic=20check=20of=20the=20engine=20instruments=20and=20notice=20your=20oil=20pressure=20is
=20=20reading=20zero.=20What=20are=20you=20going=20to=20do?
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>For=20those
=20=20formation=20pilots,=20modify=20this=20situation=20slightly:=20You=20roll=20out=20from=20a
=20=20pitchout=201500=20feet=20behind=20lead=20as=20#2,=20and=20are=20looking=20over=20your=20engine
=20=20instruments=20when=20you=20notice=20the=20zero=20oil=20pressure.=20What=20are=20you=20going=20to=20do?
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>Here=20are=20some
=20=20questions=20related=20to=20oil=20pressure:
=20
=20
=20=20=20<span
=20=20=20=20=20=20=20style'font-size:12.0pt;font-family:Arial'>What=20are=20the=20oil=20pressure
=20=20=20=20=20=20=20limits?
=20
=20
=20
=20
=20=20=20<span
=20=20=20=20=20=20=20style'font-size:12.0pt;font-family:Arial'>What=20are=20some=20other
=20=20=20=20=20=20=20indications=20to=20confirm=20or=20refute=20a=20loss=20of=20oil=20pressure?
=20
=20
=20
=20
=20=20=20<span
=20=20=20=20=20=20=20style'font-size:12.0pt;font-family:Arial'>Would=20you=20treat=20this
=20=20=20=20=20=20=20differently=20if=20you=20had=20no=20supporting=20indications=20of=20the=20oil=20pressure
=20=20=20=20=20=20=20loss?
=20
=20
=20
=20
=20=20=20<span
=20=20=20=20=20=20=20style'font-size:12.0pt;font-family:Arial'>What=20is=20likely=20the=20first=20sign
=20=20=20=20=20=20=20of=20a=20loss=20of=20oil=20pressure?
=20
=20
=20
=20
=20=20=20<span
=20=20=20=20=20=20=20style'font-size:12.0pt;font-family:Arial'>Where=20is=20oil=20pressure
=20=20=20=20=20=20=20measured?
=20
=20
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>Some=20Suggestions
=20=20for=20this=20week:
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>Do=20a=20general
=20=20review=20of=20the=20oil=20system.=20Open=20the=20cowl=20and=20identify=20the=20oil=20system
=20=20components=20and=20lines.
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>
=20
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>When=20was=20the=20last
=20=20time=20your=20oil=20hoses=20were=20replaced?=20Take=20a=20moment=20to=20check=20your=20logs
=20
=20
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>
=20
=20
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>Hope=20this=20helps
=20=20getting=20some=20people=20to=20think.=20I=20am=20not=20the=20expert=20(on=20anything!),=20but=20I=20do
=20=20think=20we=20could=20spend=20more=20useful=20time=20on=20the=20Yak-List=20learning=20more=20about=20the
=20=20airplanes=20we=20fly....
=20
=20
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>
=20
=20
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>Jeff=20Linebaugh
=20
=20
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'><a
=20=20">jefflinebaugh@earthlink.net
=20
=20
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><em><font
=20=20size3=20faceArial><span=20style'font-size:12.0pt;font-family:Arial'>CJ-6P
=20=20N621CJ</em>
=20
=20
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><st1:place=20w:st"on"><st1:City
=20=20=20w:st"on"><em><span=20style'font-size:12.0pt;
=20=20=20=20font-family:Arial'>Memphis</em></st1:City><em><font
=20=20=20faceArial>,=20<st1:State=20w:st"on">TN</st1:State></em></st1:place><font
=20=20faceArial>
=20
=20
=20=20<td=20width"100%"=20style'width:100.0%;padding:1.5pt=201.5pt=201.5pt=201.5pt'
=20=20idINCREDIFOOTER>
=20=20<table=20classMsoNormalTable=20border0=20cellspacing0=20cellpadding0=20width"100%"
=20=20=20style'width:100.0%'>
=20=20
=20=20=20=20<td=20width"100%"=20style'width:100.0%;padding:0in=200in=200in=200in'>
=20=20=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20=20=20face"Times=20New=20Roman"><span=20style'font-size:12.0pt'>
=20=20=20
=20=20=20
=20=20=20=20<p=20classMsoNormal=20aligncenter=20style'margin:0in;margin-bottom:.0001pt;
=20=20=20=20text-align:center'><span
=20=20=20=20style'font-size:12.0pt'>
=20=20=20
=20=20=20
=20=20=20=20<p=20classMsoNormal=20aligncenter=20style'margin:0in;margin-bottom:.0001pt;
=20=20=20=20text-align:center'><span
=20=20=20=20style'font-size:12.0pt'>
=20=20=20
=20=20
=20
=20=20<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
=20=20face"Times=20New=20Roman"><span=20style'font-size:12.0pt'>
=20
<p=20classMsoNormal=20style'margin:0in;margin-bottom:.0001pt'><font=20size3
faceArial><span=20style'font-size:12.0pt;font-family:Arial'><a
"><span
idIncrediStamp><img=20border0=20width524
height76=20id"_x0000_i1025"=20src"cid:image001.gif@01C5EACC.B6E1B380"
alignbaseline>
This=20email=20has=20been=20scanned=20by=20the=20MessageLabs=20Email=20Security=20System.
For=20more=20information=20please=20visit=20http://www.messagelabs.com/email
This=20e-mail=20message=20and=20any=20documents=20accompanying=20this=20e-mail=20transmission=20contain=20proprietary=20information=20of=20Bell=20Microproducts=20or=20one=20or=20more=20of=20its=20subsidiaries,=20the=20contents=20of=20which=20may=20be=20legal
Message 28
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What I thought to be a public service has been rebuffed. I'll just have to live
with it. ...Blitz
Live with it or it's Rotor Rooter time!
Doc
Message 29
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On the serious side of the relief tube issue-
In a prior life, I flew King Airs that had relief tubes. After all the corrosion
that was found on inspections, the company removed all the relief tubes.
A while back we discussed the corrosive effects of "Simple Green", 409, and other
products, and the harm they might do to airframes. From what I understand,
they are pretty mild compared to what comes out the tube...
Doc, you probably have better knowledge of this topic than most...what say you?
Jeff Linebaugh
jefflinebaugh@earthlink.net
As Jeff said...something with the PH of 7.6 to 7.2 can eat the aluminum right off
you airplane over time. Throw in a alittle Sodium Chloride, Calcium Oxalate,
all types of protiens, potassium hydroxide and chloride ect.... you have a corrosive
concoction over time. On the serious side.
While we are on the serious side, The EPA really does take offense at one exposing
others to body fluids...all those bad diseases that can come that kind of
thing.
Doc
Message 30
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| Subject: | Re: Question of the Week... |
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ZGlhcmllcywgdGhlIGNvbnRlbnRzIG9mIHdoaWNoIG1heSBiZSBsZWdhbAo+Cg==
Message 31
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| Subject: | Re: Question of the Week... |
In a message dated 11/16/2005 2:44:39 P.M. Pacific Standard Time,
brian-yak@lloyd.com writes:
The weather is VFR. You have been airborne 45 minutes and are now 15
> miles away from your home airport at 2000=E2=80=99AGL, in normal cruise flight.
> You do your periodic check of the engine instruments and notice your oil
> pressure is reading zero. What are you going to do?
>
Along with this thread on oil loss. During your next oil change check the
line leaving the
engine going to the oil press sensor for a restrictor washer/orifice . This=20
will greatly limit
the rate of oil loss if you blow a line or the sensor. Many times during
line replacement
or engine change these can get lost.
Tom Elliott
CJ-6 NX63727
Sandy Valley NV
3L2
702-723-1223
Message 32
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| Subject: | Re: CJ Relief Tube Kit |
--> Yak-List message posted by: Barry Hancock <barry@flyredstar.org>
On Nov 15, 2005, at 11:58 PM, Yak-List Digest Server wrote:
> One final thought. I fully intend to employ this device while
> overflying Dave
> King's house. ...Blitz
LOL! Buy me one and we'll go as a section! ;)-
Barry
Message 33
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| Subject: | Re: CJ Relief Tube Kit |
--> Yak-List message posted by: Barry Hancock <barry@flyredstar.org>
On Nov 15, 2005, at 11:58 PM, Yak-List Digest Server wrote:
> Why heck, the good
> dwellers of the liberal compound at Berkley will be in absolute glee!
Hey, watch it! While Berkeley is known for it's liberal climate, it
has produced some staunch conservatives. Looking back on it, I wish I
would have joined the Young Republicans whilst attending there. I do
admit that the commie markings on many of our airplanes would touch the
hearts of many a Birkenstock wearing, Petuli Oil smelling, matted hair
Berkeley-ite. The purple MMO haze would be welcome...
Just remember, we ARE the last team to beat USC....whatever that's good
for....
Go Bears!
Barry
Message 34
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| Subject: | Re: Relief Tubes... |
In a message dated 11/16/05 3:35:27 PM, viperdoc@mindspring.com writes:
>
> On the serious side of the relief tube issue-
>
>
>
> In a prior life, I flew King Airs that had=A0relief tubes.=A0 After all the
> corrosion that was found on inspections, the company removed all the relief
> tubes.
>
>
>
> A while back we discussed the corrosive effects of "Simple Green", 409, and
> other products, and the harm they might do to airframes. From what I
> understand, they are pretty mild compared to what comes out the tube...=A0
>
>
>
> Doc, you probably have better knowledge of this topic than most...what say
> you?
>
>
>
>
>
>
> Jeff Linebaugh
>
> jefflinebaugh@earthlink.net
>
>
>
> As Jeff said...something with the PH of 7.6 to 7.2 can eat the aluminum
> right off you airplane over time. Throw in a alittle Sodium Chloride, Calcium
> Oxalate, all types of protiens, potassium hydroxide and chloride ect.... you
> have a corrosive concoction over time. On the serious side.
>
> While we are on the serious side, The EPA really does take offense at one
> exposing others to body fluids...all those bad diseases that can come that
> kind of thing.
>
> Doc
>
>
OK, I'll contain myself. Thanks for the comments. ...Blitz
Message 35
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| Subject: | Re: Relief Tubes... |
Or take a piddle pak.
Doc
----- Original Message -----
From:
Subject: Re: Yak-List: Relief Tubes...
In a message dated 11/16/05 3:35:27 PM, viperdoc@mindspring.com writes:
On the serious side of the relief tube issue-
In a prior life, I flew King Airs that had relief tubes. After all the corrosion
that was found on inspections, the company removed all the relief tubes.
A while back we discussed the corrosive effects of "Simple Green", 409, and other
products, and the harm they might do to airframes. From what I understand,
they are pretty mild compared to what comes out the tube...
Doc, you probably have better knowledge of this topic than most...what say you?
Jeff Linebaugh
jefflinebaugh@earthlink.net
As Jeff said...something with the PH of 7.6 to 7.2 can eat the aluminum right off
you airplane over time. Throw in a alittle Sodium Chloride, Calcium Oxalate,
all types of protiens, potassium hydroxide and chloride ect.... you have a corrosive
concoction over time. On the serious side.
While we are on the serious side, The EPA really does take offense at one exposing
others to body fluids...all those bad diseases that can come that kind of
thing.
Doc
OK, I'll contain myself. Thanks for the comments. ...Blitz
Message 36
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| Subject: | Re: Relief Tubes... |
In a message dated 11/16/2005 6:35:27 P.M. Eastern Standard Time,
viperdoc@mindspring.com writes:
Yea virally, I use to walk though Hangar 14 at JFK when PAA was doing "D"
checks on 747 and such. You'd be amazed at the amount of corrosion just
"splatter" will do to the under penning's of the Johns. Than we can go into all
the
stories of cargo ships who carried monkeys, cows, horses, etc. who's bowls
reeked of foal smell along with the flaking of corrosion. But than again all
the B-17/24s etc had them. But you never took a weiss at 25,000 feet. That
sucker would freeze pronto. And all those stories of "pissing on Germany
though the bomb bay" - don't believe it! The way the air swirls around in the
bomb bays, ani't no way its going out side. As a matter of fact its going to
end up in the cockpit!
Put it in a bottle or wait. And BTW there is a "No Dump Area" at N29.24
W081.35. :-)
Pappy
On the serious side of the relief tube issue-
In a prior life, I flew King Airs that had relief tubes. After all the
corrosion that was found on inspections, the company removed all the relief
tubes.
A while back we discussed the corrosive effects of "Simple Green", 409, and
other products, and the harm they might do to airframes. From what I
understand, they are pretty mild compared to what comes out the tube...
Doc, you probably have better knowledge of this topic than most...what say
you?
Jeff Linebaugh
_jefflinebaugh@earthlink.net_ (mailto:jefflinebaugh@earthlink.net)
As Jeff said...something with the PH of 7.6 to 7.2 can eat the aluminum
right off you airplane over time. Throw in a alittle Sodium Chloride, Calcium
Oxalate, all types of protiens, potassium hydroxide and chloride ect.... you
have a corrosive concoction over time. On the serious side.
While we are on the serious side, The EPA really does take offense at one
exposing others to body fluids...all those bad diseases that can come that kind
of thing.
Doc
(http://www.incredimail.com/index.asp?id=409&lang=9)
Message 37
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Great stuff, Jeff
Interesting that Linda Pendleton has an article this week on AvWeb about
training with the following:
=B3Systems knowledge is important to your ability to make proper and timely
decisions in flight. Both Al Haynes (UAL 232 over Sioux City, Iowa) and
David Cronin (UAL 811 -- over the Pacific) credit their ability to handle
the extreme emergencies they found themselves in partially to their
understanding of the aircraft systems. There were no checklists and no
established procedures for the malfunctions they dealt with. They called on
the sum of their aeronautical experience and their systems knowledge to cope
with the extremely crippled aircraft they piloted. Both pilots made the best
of what many would have thought to be insurmountable odds and saved lives.
You don't have to know how to build the airplane, but you do have to know
how things work together and what the ramifications of any failures might
be. Systems training is moving away from the emphasis on memorization of
temperatures and pressures that was at the center of training in years past.
With all the knowledge that a pilot needs to accumulate to operate today's
aircraft in the modern airspace system, cluttering brain cells with
meaningless bits of trivia is counterproductive. All those numbers may be
good for winning beers in the bar after class is over, but they are of no
use in the day-to-day world of flying. Manufacturers paint green arcs and
red lines on gauges for a reason. If instant recall of a number will not
save your life or aircraft, you shouldn't need to memorize it.=B2
This is right on the money with your line of questioning (except for the
=B3beer talk=B2 on oil pressure limits!)
Jay
Message 38
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| Subject: | Question of the Week... |
>>When was the last time your oil hoses were replaced? Take a moment to
check your logs.
Also don't forget to inspect the new hoses for "flabbers" before
installation - my new fuel line had one.
Deon.
Message 39
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Great stuff, Jeff
Interesting that Linda Pendleton has an article this week on AvWeb about
training with the following:
=B3Systems knowledge is important to your ability to make proper and timely
decisions in flight. Both Al Haynes (UAL 232 over Sioux City, Iowa) and
David Cronin (UAL 811 -- over the Pacific) credit their ability to handle
the extreme emergencies they found themselves in partially to their
understanding of the aircraft systems. There were no checklists and no
established procedures for the malfunctions they dealt with. They called on
the sum of their aeronautical experience and their systems knowledge to cope
with the extremely crippled aircraft they piloted. Both pilots made the best
of what many would have thought to be insurmountable odds and saved lives.
You don't have to know how to build the airplane, but you do have to know
how things work together and what the ramifications of any failures might
be. Systems training is moving away from the emphasis on memorization of
temperatures and pressures that was at the center of training in years past.
With all the knowledge that a pilot needs to accumulate to operate today's
aircraft in the modern airspace system, cluttering brain cells with
meaningless bits of trivia is counterproductive. All those numbers may be
good for winning beers in the bar after class is over, but they are of no
use in the day-to-day world of flying. Manufacturers paint green arcs and
red lines on gauges for a reason. If instant recall of a number will not
save your life or aircraft, you shouldn't need to memorize it.=B2
This is right on the money with your line of questioning (except for the
=B3beer talk=B2 on oil pressure limits!)
Jay
Message 40
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Email test
Message 41
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| Subject: | Re: Question of the Week... |
--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
Whats a flabber???
Ernie
On 11/16/05, Yak52 <yak52@flyredstar.org> wrote:
>
>
> >>When was the last time your oil hoses were replaced? Take a moment to
> check your logs
>
> Also don't forget to inspect the new hoses for "flabbers" before
> installation my new fuel line had one.
>
> Deon.
Message 42
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| Subject: | Re: Relief Tubes... |
do not archive
This post was definately a candidate for a "Do not archive"
On 11/16/05, cjpilot710@aol.com <cjpilot710@aol.com> wrote:
>
> In a message dated 11/16/2005 6:35:27 P.M. Eastern Standard Time,
> viperdoc@mindspring.com writes:
> Yea virally, I use to walk though Hangar 14 at JFK when PAA was doing
> "D" checks on 747 and such. You'd be amazed at the amount of corrosion just
> "splatter" will do to the under penning's of the Johns. Than we can go into
> all the stories of cargo ships who carried monkeys, cows, horses, etc. who's
> bowls reeked of foal smell along with the flaking of corrosion. But than
> again all the B-17/24s etc had them. But you never took a weiss at 25,000
> feet. That sucker would freeze pronto. And all those stories of "pissing on
> Germany though the bomb bay" - don't believe it! The way the air swirls
> around in the bomb bays, ani't no way its going out side. As a matter of
> fact its going to end up in the cockpit!
> Put it in a bottle or wait. And BTW there is a "No Dump Area" at N29.24
> W081.35. :-)
> Pappy
>
>
> On the serious side of the relief tube issue-
> In a prior life, I flew King Airs that had relief tubes. After all the
> corrosion that was found on inspections, the company removed all the relief
> tubes.
> A while back we discussed the corrosive effects of "Simple Green", 409,
> and other products, and the harm they might do to airframes. From what I
> understand, they are pretty mild compared to what comes out the tube...
> Doc, you probably have better knowledge of this topic than most...what
> say you?
> Jeff Linebaugh
> jefflinebaugh@earthlink.net
> **
> *As Jeff said...something with the PH of 7.6 to 7.2 can eat the aluminum
> right off you airplane over time. Throw in a alittle Sodium Chloride,
> Calcium Oxalate, all types of protiens, potassium hydroxide and chloride
> ect.... you have a corrosive concoction over time. On the serious side. *
> *While we are on the serious side, The EPA really does take offense at one
> exposing others to body fluids...all those bad diseases that can come that
> kind of thing. *
> *Doc*
> [image: http://www.incredimail.com/index.asp?id409&lang9]<http://www.incredimail.com/index.asp?id409&lang9>
>
>
Message 43
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| Subject: | Re: Question of the Week... |
Deon,
I've never heard the term so I must ask, What is a "Flabber"? Some kind
of an obstruction inside the hose?
Cliff
On Wed, 16 Nov 2005 20:34:21 -0500 "Yak52" <yak52@flyredstar.org> writes:
>>When was the last time your oil hoses were replaced? Take a moment to
check your logs
Also dont forget to inspect the new hoses for flabbers before
installation my new fuel line had one.
Deon.
Message 44
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| Subject: | Re: CROSS COUNTRY IN A 52 |
The Northern routes across the West are beautiful, but for a 52, watch the
fuel. The airport in NV, WV, and OR are far apart. Also watch density altitude
in and out of short airports.
I usually determine a go/no-go waypoint to decide whether or not to commit to
my destination airport just in case weather is a factor. The airports out
west, along the northern routes, are space at the limits of a 52 without aux
tanks, so a go/no-go point is a safe plan.
Biggles, N6209F
Message 45
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| Subject: | Nose gear bolt,, // Landing light. |
Does anyone have a NEW Nose gear drag brace bolt (Standard size- for the fwd attach
point at the strut) for a CJ. Happy to buy it from someone.
Further, now that the landing light has blown and no one seems to have the bulbs..
Does anyone have a good part # for a good replacement light assy. Before I
just guess and make it fit.
Thats all folks,, Thanks.. TW
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