Today's Message Index:
----------------------
1. 12:34 AM - Re: Ernie (Kevin Pilling)
2. 03:05 AM - Tips and comments (Mark Jefferies-YAK UK)
3. 03:16 AM - Tin (Mark Jefferies-YAK UK)
4. 04:51 AM - Re: Degradattion (Tim Gagnon)
5. 06:58 AM - FOD, it can happen to you (Roger Kemp)
6. 07:06 AM - Painting a Yak (Scooter)
7. 09:34 AM - Distraction-the Best Medicine (Jeff Linebaugh)
8. 09:44 AM - Re: Distraction-the Best Medicine (Walter Lannon)
9. 09:57 AM - Re: Degradattion (Brian Lloyd)
10. 10:09 AM - Re: Distraction-the Best Medicine (A. Dennis Savarese)
11. 10:14 AM - Re: Tin (Brian Lloyd)
12. 10:23 AM - Re: Distraction-the Best Medicine (Brian Lloyd)
13. 10:39 AM - Re: power with the FAA (Barry Hancock)
14. 10:44 AM - Come again? (Barry Hancock)
15. 10:46 AM - Re: Distraction-the Best Medicine (A. Dennis Savarese)
16. 10:49 AM - Re: Re: power with the FAA (Brian Lloyd)
17. 10:56 AM - Whoops! (Barry Hancock)
18. 11:00 AM - compensation (Jerry Painter)
19. 11:27 AM - Re: Come again? (Brian Lloyd)
20. 11:34 AM - Re: Distraction-the Best Medicine (Brian Lloyd)
21. 11:38 AM - Re: Whoops! (Roger Kemp)
22. 11:55 AM - Jim Goolsby on the Outdoor Channel this week (Greg Arnold)
23. 03:04 PM - Re: Painting a Yak (Craig Payne)
24. 04:01 PM - Re: Re: Painting a Yak (John W. Cox)
25. 04:16 PM - Vperiod V530TA-D35 (Daniel Fortin)
26. 07:37 PM - Re: Re: Painting a Yak (Walter Lannon)
27. 07:38 PM - Starting the -52 in cold weather (N7092A@aol.com)
28. 08:10 PM - Re: Painting a Yak (Mike Bell)
29. 08:11 PM - Re: Starting the -52 in cold weather (PHCarter@aol.com)
30. 08:26 PM - Re: Starting the -52 in cold weather (Brian Lloyd)
31. 10:58 PM - Re: Starting the -52 in cold weather (N7092A@aol.com)
32. 11:39 PM - Re: Starting the -52 in cold weather (Shinden33)
Message 1
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--> Yak-List message posted by: "Kevin Pilling" <pilling.k@btconnect.com>
Take it OFF-LIST guys !
kp
----- Original Message -----
From: "Frank Haertlein" <yak52driver@earthlink.net>
Sent: Monday, February 20, 2006 4:28 AM
Subject: Yak-List: Ernie
> --> Yak-List message posted by: "Frank Haertlein"
> <yak52driver@earthlink.net>
>
> Ernie, my name is FRANK HAERTLEIN and I'm calling you a piece of shit in
> front of God and everybody!
>
> My apologies to the list participants in general, but it is hard for me to
> comprehend how some can be so negative toward the furtherance of aviation!
>
> Frank
>
Message 2
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| Subject: | Tips and comments |
So you get masses of em its realy easy to resolve
Sign up for the digest then you get 1 em per day with all posts for that
day, so simple.
Matt has made this very user friendly for example take a look at this link
http://www.matronics.com/digest/yak-list/Digest.Yak-List.2006-02-19.html
You get an index, if you feel anyone is full of BS and don't want to read
there post don't click it, simple.
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And,
Please would someone stand up if they
1. Have been saved by Nomex
2. Know someone who was saved by Nomex
3. Or said thank Chris or Allah I was wearing Nomex or I would have 1st
degree burns instead of second.
Message 3
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http://www.fuelcat.co.uk/history.html
can Brian or would Ernie like to comment on this subject. About =BD way down
the page is the interesting stuff ref Russian a/c. I know there are experts
on this list ref Ethanol additives in fuel.
Cheers, mj
Message 4
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| Subject: | Re: Degradattion |
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
Ernie,
Well said....
This is has become the Jerry Springer Show for airplanes. It is embarassing to
see some of the exchanges on here. I thought we were all adults...guess not.
Lets get back to some useful discussion.
Tim
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13471#13471
Message 5
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| Subject: | FOD, it can happen to you |
You just never know what you find lurking in the hell hole under the RCP seat.
This time thankfully it was large enough to be lodged under the seat. During my
annual this Feb., a video camera lens shade cover was recovered from under the
seat. I do have Dennis Savarese's FOD cover installed. I do not have uppper
tail section to the verticle stab (part above the stabulator) sealed though.
I believe somewhere I say a drawing by Mark Jefferies on that installation.
About once every quarter, I pull the empanage tail inspection cover on my YAK-52
and inspect the tail section above the magnatomer. I put a digital camera in
the tail section and take a few pictures looking forward to the RCP. I also
take pictures from behind the rear seat looking aft to the FOD cover. This done
as recommended by Steve "SOB now POTUS" Fox.
This has been lurking under the seat since mid October after Red Air Fall Fling.
As much as I hate it, may be smart to pull the seats occassionally too between
annuals.
Doc
Roger "Doc" Kemp
viperdoc@mindspring.com
Aint no sound like a Radial
Message 6
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--> Yak-List message posted by: "Scooter" <yakk52@verizon.net>
I hate to break up the party but I have a question about Yaks. What kind of paint
have you guys used to paint your airplanes? What did you use on the fabric
surfaces (the same stuff?). How many gallons? Thanks!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13472#13472
Message 7
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| Subject: | Distraction-the Best Medicine |
One thing I have learned from being a parent is that sometimes the best way
to end a tirade is by distraction...so....
Distraction of the Week:
At 500' after setting climb power on initial takeoff you observe your Main
Air pressure at 28 and falling. (You DO always check your air pressure after
takeoff, don't you?) What should you do?
a) Turn to the downwind and return immediately for landing
b) Use the Emergency Air System to blow your gear down
c) Both of the above
d) none of the above...describe your actions....
Jeff Linebaugh
jefflinebaugh@earthlink.net
http://home.earthlink.net/~jefflinebaugh/
Yakless
Memphis, TN
Message 8
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| Subject: | Re: Distraction-the Best Medicine |
d) ----- Open the air valve!
----- Original Message -----
From: Jeff Linebaugh
To: yak-list@matronics. com
Sent: Monday, February 20, 2006 9:29 AM
Subject: Yak-List: Distraction-the Best Medicine
One thing I have learned from being a parent is that sometimes the best
way to end a tirade is by distraction...so....
Distraction of the Week:
At 500' after setting climb power on initial takeoff you observe your Main
Air pressure at 28 and falling. (You DO always check your air pressure after
takeoff, don't you?) What should you do?
a) Turn to the downwind and return immediately for landing
b) Use the Emergency Air System to blow your gear down
c) Both of the above
d) none of the above...describe your actions....
Jeff Linebaugh
jefflinebaugh@earthlink.net
http://home.earthlink.net/~jefflinebaugh/
Yakless
Memphis, TN
Message 9
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| Subject: | Re: Degradattion |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Frank Haertlein wrote:
> --> Yak-List message posted by: "Frank Haertlein" <yak52driver@earthlink.net>
>
> Brian
> With all due respect you should not debate Ernie.....
>
> There's an old saying that says "Do not argue with a fool as people may not
> be able to tell the difference".
Thanks Frank. The point is, he has a point. I was violating my own rules
about allowing people to do what they want to do so long as it doesn't
interfere with anyone else. I *was* trying to push my own view.
But enough about this. I do appreciate your support even though you and
I don't seem to see eye-to-eye on the immigrant issue. I think it is
time for a beer and a rousing knock-down-drag-out argument (not on this
list), don't you? ;-)
--
Brian Lloyd 361 Catterline Way
brian-yak at lloyd dot 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 10
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| Subject: | Re: Distraction-the Best Medicine |
d) Since it was not described in the "distraction" if the gear was retracted or
not, if the landing gear indicated "up and locked" via the red lights ON, with
28 ATM, there is enough air in the main system to extend the landing gear into
the down and locked position. I would immediately 1) verify the main air valve
is fully ON (although with the gear up and lock it is highly unlikely the
main air valve is not open); 2) immediately extend the landing gear and check
for all green lights indicating "down and locked". 3) If the landing gear did
not fully extend to indicate "down and locked" via the green lights, then we
would have the emergency air system to extend the landing gear AND have air for
braking upon landing. No flaps in a Yak 52 though.
If the landing gear did not indicate "down and locked", turn off the main air supply;
next move the gear selector to the neutral position and allow the air in
the shuttle valves and actuators to expel. Once this is accomplished (listen
to the air expelling from the gear selector), open the emergency air valve to
extend the gear into the down and locked position (green lights ON)
Next, make a no flap landing. Taxi to you hangar or parking spot and then turn
off the emergency air valve.
Dennis
----- Original Message -----
From: Jeff Linebaugh
To: yak-list@matronics. com
Sent: Monday, February 20, 2006 11:29 AM
Subject: Yak-List: Distraction-the Best Medicine
One thing I have learned from being a parent is that sometimes the best
way to end a tirade is by distraction...so....
Distraction of the Week:
At 500' after setting climb power on initial takeoff you observe your Main
Air pressure at 28 and falling. (You DO always check your air pressure after
takeoff, don't you?) What should you do?
a) Turn to the downwind and return immediately for landing
b) Use the Emergency Air System to blow your gear down
c) Both of the above
d) none of the above...describe your actions....
Jeff Linebaugh
jefflinebaugh@earthlink.net
http://home.earthlink.net/~jefflinebaugh/
Yakless
Memphis, TN
Message 11
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--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Mark Jefferies-YAK UK wrote:
> http://www.fuelcat.co.uk/history.html
>
>
>
> can Brian or would Ernie like to comment on this subject. About way
> down the page is the interesting stuff ref Russian a/c. I know there
> are experts on this list ref Ethanol additives in fuel.
I don't see any references to alcohol in your link but will comment
anyway as I suspect that the US is going to go in for ethanol in a big
way here very soon. We have the ability to produce it in quantities that
make it attractive.
Ethanol has two strikes against it as a replacement fuel for aircraft:
1. It tends to be more corrosive. You have to go through your fuel
system and replace things that are prone to attack by alcohols.
2. It has only about 1/2 the energy density of gasoline. Here:
Ethanol: 26.8 MJ/Kg (megajoules per kilogram)
Gasoline: ~45 MJ/Kg
That means, to produce the same horsepower for the same length of time,
you will need to carry almost double the weight of gasoline in alcohol.
Either that or cut your range in half.
The only good thing about alcohol is that it has such a high octane
rating that detonation is almost impossible. This lends itself to very
high power-to-weight ratio high-compression supercharged engines or
engines that are much more efficient.
If you just want an airplane to play with locally, alcohol might be an
acceptable fuel. If you want an airplane to go cross-country with,
alcohol sucks.
--
Brian Lloyd 361 Catterline Way
brian-yak at lloyd dot 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 12
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| Subject: | Re: Distraction-the Best Medicine |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Jeff Linebaugh wrote:
> One thing I have learned from being a parent is that sometimes the best
> way to end a tirade is by distraction...so....
>
> Distraction of the Week:
>
> At 500' after setting climb power on initial takeoff you observe
> your Main Air pressure at 28 and falling. (You DO always check your air
> pressure after takeoff, don't you?) What should you do?
Didn't we just do this one not too long ago?
> a) Turn to the downwind and return immediately for landing
> b) Use the Emergency Air System to blow your gear down
> c) Both of the above
> d) none of the above...describe your actions....
Put the gear down immediately using the normal system. Put the gear
handle in neutral. See if the air pressure stabilizes. If it doesn't, at
least the gear is already down and locked. If the gear won't come down I
would put the gear and flap levers in neutral and see if I get any
additional pressure. If not I would plan on flying to someplace with a
long, wide runway where I could put the gear down with the emergency
system. The leak will probably mean that, even if the gear does come
down, I probably will NOT have brakes.
It depends a lot on just how fast the pressure is going down. If it is
going down slowly I would plan to land back home and open the emergency
air valve just before touchdown to ensure I have air to stop the
airplane. If it is still going down rather rapidly I would assume I
would have to land without brakes even with the emergency air system
which means I would not have directional control once I slow below the
speed at which my rudder is effective. In that case I would fly to an
airport with a very large runway that is aligned with the wind where I
could get the airplane stopped on the runway without damage without
using the brakes.
--
Brian Lloyd 361 Catterline Way
brian-yak at lloyd dot 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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| Subject: | Re: power with the FAA |
--> Yak-List message posted by: Barry Hancock <barry@flyredstar.org>
On Feb 19, 2006, at 11:58 PM, Yak-List Digest Server wrote:
> First by wasting
> my time with the FSDO and then it sounds like time for a congressional
> complaint
> if they do not reverse their decision.
Gang,
The way to get to the FAA *is* through your local congressman. Yes, it
is a long and time consuming process, but it is a legitimate avenue
that can carry some weight....
Cheers,
Barry
Message 14
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--> Yak-List message posted by: Barry Hancock <barry@flyredstar.org>
On Feb 19, 2006, at 11:58 PM, Yak-List Digest Server wrote:
> If they want to
> require nomex flight suits and prevent some people from participating,
> that is their prerogative.
Huh???? If you are suggesting that a Nomex flight suit requirement for
association sponsored formation training is *preventing* some people
from participating, could you please share how that is so?
As your Regional Coordinator, I need to know these things....
Barry Hancock
Western Regional Coordinator
RedStar Pilots Association
(949) 300-5510
www.flyredstar.org
"Communism - Lousy Politics, Great Airplanes!"
Message 15
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| Subject: | Re: Distraction-the Best Medicine |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Brian,
The 52's emergency system does supply air to the brakes, but not the flaps
and is more than adequate to stop the airplane and taxi to the ramp.
Dennis
----- Original Message -----
From: "Brian Lloyd" <brian-yak@lloyd.com>
Sent: Monday, February 20, 2006 12:22 PM
Subject: Re: Yak-List: Distraction-the Best Medicine
> --> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
>
>
> Jeff Linebaugh wrote:
>> One thing I have learned from being a parent is that sometimes the best
>> way to end a tirade is by distraction...so....
>>
>> Distraction of the Week:
>>
>> At 500' after setting climb power on initial takeoff you observe
>> your Main Air pressure at 28 and falling. (You DO always check your air
>> pressure after takeoff, don't you?) What should you do?
>
> Didn't we just do this one not too long ago?
>
>> a) Turn to the downwind and return immediately for landing
>> b) Use the Emergency Air System to blow your gear down
>> c) Both of the above
>> d) none of the above...describe your actions....
>
> Put the gear down immediately using the normal system. Put the gear
> handle in neutral. See if the air pressure stabilizes. If it doesn't, at
> least the gear is already down and locked. If the gear won't come down I
> would put the gear and flap levers in neutral and see if I get any
> additional pressure. If not I would plan on flying to someplace with a
> long, wide runway where I could put the gear down with the emergency
> system. The leak will probably mean that, even if the gear does come
> down, I probably will NOT have brakes.
>
> It depends a lot on just how fast the pressure is going down. If it is
> going down slowly I would plan to land back home and open the emergency
> air valve just before touchdown to ensure I have air to stop the
> airplane. If it is still going down rather rapidly I would assume I
> would have to land without brakes even with the emergency air system
> which means I would not have directional control once I slow below the
> speed at which my rudder is effective. In that case I would fly to an
> airport with a very large runway that is aligned with the wind where I
> could get the airplane stopped on the runway without damage without
> using the brakes.
>
> --
> Brian Lloyd 361 Catterline Way
> brian-yak at lloyd dot 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 16
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| Subject: | Re: power with the FAA |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Barry Hancock wrote:
> The way to get to the FAA *is* through your local congressman. Yes, it
> is a long and time consuming process, but it is a legitimate avenue that
> can carry some weight....
Barry is right but you need to find the right Congresscritter tho'. Not
all are sympathetic and some are even downright hostile to aviation.
This is where the AOPA comes in. They have a pretty good handle on where
the different congresscritters stand. I would talk to them first.
--
Brian Lloyd 361 Catterline Way
brian-yak at lloyd dot 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 17
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--> Yak-List message posted by: Barry Hancock <barry@flyredstar.org>
Sorry gang, I was reading my digests from most current
backwards...didn't realize it had become a (pardon the pun) flame war
again....what was I thinking?!??! Brian (and anyone else), please
respond to my last *off* list!!!
DVT fly-in was a good time. Kudos to TJ, Pat, Greg and all the others
down at Squadron 20 for all their hard work and providing a relaxing
and fun "just go fly" weekend. As the second hand struck 1:20 p.m. on
my birthday, I believe I was at the top of a vertical scissors tail
chase with Buzzard...I can't think of a better way to be celebrating
the moment of my birth into the world....for better or worse! ;)
Cheers,
Barry
PS Blitz, the Lancair Mailing List is getting pretty garbled with ego
and useless drivel as well......though there still is a lot of good
technical information, too.
Message 18
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John--
Thanks for citing the case. Wondered where it came from. The facts are a
little different than I expected--interesting.
I belong to a glider club, non-profit tax status (feds) corporation (for
liability reasons), but the state (WA) insists we are indeed a profit making
business ("just like a health club") because we "charge" ourselves for the
cost of operation. So, we gotta have a biz license, charge sales tax, pay
B&O tax etc., but not always because that would be too simple, even though
we're just paying the actual cost of flying what we already own. In fact,
things have been pretty slow for a few years now, so we've actually been
losing $$$. And then we have this compensation thing with various club
officers (lucky souls), CFI's, towpilots etc. who don't have to pay extra
cash money to do the work of operating what we already own for the benefit
of fellow clubbers, i.e., the CFI's don't pay for the cost of "flying" the
glider, towpilots don't pay for the cost of flying the towplane etc. Plus,
we don't pay dues ($20/mo) in exchange for volunteering to do that extra
work. That is "compensation." Who knows what the IRS would make of
this--don't even want to think about that.
For instance, yesterday I got lucky and got a little "compensation." Up at
o'dark, off to the airport, it's 20F, drank three gallons of coffee, waited
two hours for people to show up, waited two more hours before making the
first flight, stood around most of the rest of the day in that 20F, made a
total of four tows and got home about six. Ten hours work (yes, its fun,
but its work) and my "compensation" is I got to put one hour on the tach of
our Pawnee, froze my buns, nose and toes. I do this once or twice a month
and have given more than 2000 tows over many years, never paid a penny for
my efforts, nor have I ever paid for the pleasure of doing it, plus I have
have held just about every officer position in the club, done lots of
maintenance work etc. But then one man's dues is another's compensation.
Since one of the flights yesterday was for a prospective member and he paid
$50 for it (actual cost only at best, no profit for sure), that is
considered a "commercial" operation and I have to have a commercial
certificate and a second class medical, likewise the CFI. If he'da been a
bona fide club member (paid his membership fees, dues etc.) that wouldn't
have been a "commercial" operation even though the CFI and I are gaining
compensation" because we don't have to pay in cash to give this guy a taste
of what soaring is about. Following this?
Nobody is paid for any of the work of making our club operate. We sure don
t make any money on our operations. But we have to go through all this tax
nonsense (on our tippy toes)so we can fly what we jointly own (but being a
non-profit, have no equity in) at cost. We don't give "rides" or tows to
generate $$$. It's all a strictly cost basis operation if we're lucky,
totally dependent on volunteer labor to make any of it happen, all done for
the simple joy of flying in silence. But us CFI's, towpilots and club
officers are considered to be "compensated" if we can derive any sort of
quid pro quo for our efforts, i.e. the pleasure of using what we own. Hey,
it's fun, but it's work, too, and we OWN it. The insurance company enforces
all this through their exceptions to coverage and we're not really sure if
what we do will stand up in court if it comes to that.
So, be careful out there. If you're having too much fun flying your own
airplane, that might be considered "compensation." And we all know that gas
sandwiches, motel etc. don't come close to paying actual expenses, or even
half (to be shared with other "beneficiaries").
Though there are lots of helpful and dedicated folks out there doing the
best they can, one jerk makes an idiot call and the rest of us pay forever
until some poor unfortunate has to go through the drill to overturn. That's
just the way our legal system works.
So go gets yousef a commershull tickie and a second class medico and just
hope that covers it. You pays your money and you gets what you gets. Life
in the fast lane and all, doncha know!
Jerry Painter
Wild Blue Aviation
425-876-0865wild.blue@verizon.net
http://mysite.verizon.net/res0cs5r/index.html
Time: 05:25:06 PM PST US
Subject: RE: Yak-List: Re: compensation issue, my second last try.
Re: From: "John W. Cox" <johnwcox@pacificnw.com>
There was a precedent setting case adjudicated by the FAA legal division
in DC about 12 years ago that clarified and set this in motion.
There was a Private pilot operating a Cessna tow plane for his flying
club (back in Nebraska, I recall). He would fly without compensation,
(sandwich or gas) for the chance to provide assistance of other members
of his glider club seeking a tow to altitude. The final interpretation
was that those hours acquired by such action could not be used as logged
"Aeronautical Experience in the seeking of an additional rating... hence
Commercial". Conclusion - he would have had to expend monies to rent a
plane and acquire such additional experience. His reduction in
expenditure =3D3D more money in his pocket at the end, by not buying the
hours, so he was indirectly compensated and should not have used the
logged entries in pursuit of the next rating.
He filed a lawsuit and the outcome generated an IRS tax ruling and an
FAA policy change at the time that it was indeed a form of tangible
compensation. His attorney failed to prevail. The side note was that he
still got the Commercial many years later after paying to get the needed
hours.
A properly informed administrator and his/her agents can indeed
redirect, reinterpret or change such a legal department conclusion.
Marion Blakely had done a lot for GA but It has not happened since to my
knowledge. It had a big impact on some segments of GA activities.
Somewhere in my files I have the case law.
John Cox - former FAA DPE and now five years removed.
Message 19
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--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Barry Hancock wrote:
>> If they want to
>> require nomex flight suits and prevent some people from participating,
>> that is their prerogative.
>
> Huh???? If you are suggesting that a Nomex flight suit requirement for
> association sponsored formation training is *preventing* some people
> from participating, could you please share how that is so?
This is supposed to be a dead issue at this point but you can answer
your own question. If a person pays his/her money and shows up at ARS
without a flight suit, will you refuse or permit him/her to train? If
you permit him/her, then there is no flight suit requirement and I
retract all I have said. If you refuse then the point is moot.
--
Brian Lloyd 361 Catterline Way
brian-yak at lloyd dot 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 20
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| Subject: | Re: Distraction-the Best Medicine |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
A. Dennis Savarese wrote:
> --> Yak-List message posted by: "A. Dennis Savarese"
> <dsavarese@elmore.rr.com>
>
> Brian,
> The 52's emergency system does supply air to the brakes, but not the
> flaps and is more than adequate to stop the airplane and taxi to the ramp.
There is commonality in the two systems, normal and emergency. (I speak
for the CJ6A and am making that assumption for the Yak-52.) If the leak
is in a common component then you could end up with no brakes even if
using the emergency system. Hence my suggestion to find a long, wide
runway just-in-case.
We know that there is a leak because the pressure is dropping. We just
don't know where the leak is as isolating the systems by putting gear
and flap levers in neutral does not stop the leak.
Just off the top of my head it may be that the leak is in the braking
system as there is no way to isolate that loop in the pneumatic system
as you can with the gear and flap circuits. The braking system IS common
to both the main and emergency pneumatic systems.
Yes, I would question whether or not I would have brakes when I land.
Better be safe than sorry. It will take less time to fix a leak in the
braking system than to repair the airframe after running off the end of
the runway.
--
Brian Lloyd 361 Catterline Way
brian-yak at lloyd dot 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 21
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--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
BDogg,
And you had time to check your big ass watch! Dude, I'm impressed! Red Air
May Day is slowly forming up!
Doc
> [Original Message]
> From: Barry Hancock <barry@flyredstar.org>
> To: Yak List <yak-list@matronics.com>
> Date: 2/20/2006 1:01:51 PM
> Subject: Yak-List: Whoops!
>
> --> Yak-List message posted by: Barry Hancock <barry@flyredstar.org>
>
> Sorry gang, I was reading my digests from most current
> backwards...didn't realize it had become a (pardon the pun) flame war
> again....what was I thinking?!??! Brian (and anyone else), please
> respond to my last *off* list!!!
>
> DVT fly-in was a good time. Kudos to TJ, Pat, Greg and all the others
> down at Squadron 20 for all their hard work and providing a relaxing
> and fun "just go fly" weekend. As the second hand struck 1:20 p.m. on
> my birthday, I believe I was at the top of a vertical scissors tail
> chase with Buzzard...I can't think of a better way to be celebrating
> the moment of my birth into the world....for better or worse! ;)
>
> Cheers,
>
> Barry
>
>
> PS Blitz, the Lancair Mailing List is getting pretty garbled with ego
> and useless drivel as well......though there still is a lot of good
> technical information, too.
>
>
>
>
>
>
>
>
Message 22
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| Subject: | Jim Goolsby on the Outdoor Channel this week |
Anyone else see Pappy on the outdoor channel the other day (Wings to Adventure)?
The episode was entitled Cessna airplanes (Go figure). Halfway through the show
Jim appears standing on his airplane talking about what a great chick magnet
the CJ is...Hmm, to think of all the chicks I let down just so I could fly
upside down...
The show airs again on the following dates/time (Eastern Standard).
Mon 2/20/06, 1:30AM
Wed 2/22/06, 7:30 PM
Fri 2/24/2006, 7:AM
Greg Arnold
Yak 52 - 624PT
---------------------------------
Message 23
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| Subject: | Re: Painting a Yak |
Scooter,
Yaks don't need paint...they ooze a protective mucus called "oil" from their upwind
parts so that the downwind parts will be protected from corrosion, Siberian
Black Flies, and Tundra Tics.
OTOH, I've been weighing the various merits of which Paint System to use on my
CJ. Basically aircraft paint systems break down into a few categories for the
finish coats: base coat/clear coat or single system. Each has it's own merits.
paint stocks range from the urethanes to the acrylics. Some examples are Imron
or Jet Glo; epoxy urethanes and Acryglo, a polyester urethane. Automotive paints
fall into several levels of price/performance but anything you get from your
local auto paint store is likely formulated for the refinish market, rather
than starting from bare metal.
That being said, I've seen good results from using PPG acrylic-urethanes over self-etching
primers on homebuilts, but heh, when we got Flight Suit experts all
over this list, there ought to be some knowledgeable paint guys.
Inquiring minds want to know.
Craig Payne
Message 24
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| Subject: | Re: Painting a Yak |
Craig, you forgot Isocyanides as a third and more esoteric selection.
Don't forget that the topcoat adhesion is dependent on compatibility
with base primer formulation (choice). AKZO has some great (bullet
proof) primer but few airframe painters stay with their topcoats. PPG
is indeed a most popular topcoat choice.
Still on the table.... The weight and gallons to cover a Yak or CJ with
proper coverage. With multi-color paint schemes, I am a fan of two-part
(color then clear coat) topcoats for protection.
John Cox
________________________________
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Craig Payne
Sent: Monday, February 20, 2006 3:00 PM
Subject: Yak-List: Re: Painting a Yak
Scooter,
Yaks don't need paint...they ooze a protective mucus called "oil" from
their upwind parts so that the downwind parts will be protected from
corrosion, Siberian Black Flies, and Tundra Tics.
OTOH, I've been weighing the various merits of which Paint System to use
on my CJ. Basically aircraft paint systems break down into a few
categories for the finish coats: base coat/clear coat or single system.
Each has it's own merits. paint stocks range from the urethanes to the
acrylics. Some examples are Imron or Jet Glo; epoxy urethanes and
Acryglo, a polyester urethane. Automotive paints fall into several
levels of price/performance but anything you get from your local auto
paint store is likely formulated for the refinish market, rather than
starting from bare metal.
That being said, I've seen good results from using PPG acrylic-urethanes
over self-etching primers on homebuilts, but heh, when we got Flight
Suit experts all over this list, there ought to be some knowledgeable
paint guys.
Inquiring minds want to know.
Craig Payne
Message 25
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| Subject: | Vperiod V530TA-D35 |
--> Yak-List message posted by: "Daniel Fortin" <fougapilot@hotmail.com>
Ok,
Here is a trivial question for you guys; Can anyone tell me the radius, low
pitch limit and high pitch limit of the Vperiod V530TA-D35 prop?
Now, that's a beer question if I ever asked one...
Thanks
Dan
Message 26
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| Subject: | Re: Painting a Yak |
Having painted a few aircraft over the years and sworn an oath that I will never
do another one I can offer some advice FWIW.
Usual choice is a Canadian product called Endura. It is a single stage poly-urethane,
relatively inexpensive, sprays and stands up very well.
Also used Sherwin Williams Sunfire (now called DayGlo) in both base/clear and single
stage. Excellent results and easy(another relative term) to use. A little
more expensive, maybe with the sexy new name a lot more expensive?? I'm sure
most if not all of the major brands are good.
Whatever type you choose there are two major considerations;
1. Use fresh air breathing apparatus, you likely will be dealing with isocyanates.
2. Use either a special pre-mixed batch for the fabric which contains adequate
flex agent to prevent future cracking (Endura supplies both primer and topcoat
pre-mixed for fabric). Or mix your own with flex agent from the paint manufacturer.
That was the case with Sherwin Williams for the top coat but I used Endura
fabric primer.
Walt
----- Original Message -----
From: Craig Payne
To: yak-list
Sent: Monday, February 20, 2006 3:00 PM
Subject: Yak-List: Re: Painting a Yak
Scooter,
Yaks don't need paint...they ooze a protective mucus called "oil" from their
upwind parts so that the downwind parts will be protected from corrosion, Siberian
Black Flies, and Tundra Tics.
OTOH, I've been weighing the various merits of which Paint System to use on my
CJ. Basically aircraft paint systems break down into a few categories for the
finish coats: base coat/clear coat or single system. Each has it's own merits.
paint stocks range from the urethanes to the acrylics. Some examples are Imron
or Jet Glo; epoxy urethanes and Acryglo, a polyester urethane. Automotive
paints fall into several levels of price/performance but anything you get from
your local auto paint store is likely formulated for the refinish market, rather
than starting from bare metal.
That being said, I've seen good results from using PPG acrylic-urethanes over
self-etching primers on homebuilts, but heh, when we got Flight Suit experts
all over this list, there ought to be some knowledgeable paint guys.
Inquiring minds want to know.
Craig Payne
Message 27
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| Subject: | Starting the -52 in cold weather |
Ok this may have been a topic earlier but I am new to the list and a fairly
new Yak owner.
Here is the deal,
When the weather dips below 45 degrees it seems it take several times to
start the Yak.
I am priming 7 times and pulling it through and another 3 just before start.
it Kicks over, sputters and then dies, I then have to prime again (not
pulling through) about 5 times and then it finally catches and goes after the
second to nth time. Then it will cycle about 5 - 10% for the first minute or
two
after starting.
In hot weather it usually kicks over in the first rotation and runs fine.
Anybody seen this?
Mark Merrill
N7092A YAK-52
KPAO
Message 28
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| Subject: | Re: Painting a Yak |
--> Yak-List message posted by: "Mike Bell" <yakflyr@comcast.net>
For metal it doesn't much matter. Use what you are already familiar with, or what
is easy to obtain locally. Two-part polyurethanes are all bullet-proof and
shiny. Most shops settle on one or two systems and hate to use anything else,
but they all work. If you are doing your own painting be aware they are very toxic.
You need a fresh-air system, hood, etc.
For fabric you can use anything from rolled-on latex house paint to polyurethanes,
but traditionally it's dope, some kind of enamel, or polytone which is sort
of in-between. The party line from Poly Fiber (Stits) is that because fabric
flexes so much no car paint will stick long-term, because they are all too hard.
Flex-additives help, but they go away in weeks to years, the finish gets hard,
then it cracks or separates. Their brand of polyurethane (Aerothane) is made
from a more flexible base material and supposedly never gets brittle. Polytone
for sure stays flexible. A dried-up can of it is like rubber. But polytone
is hard to get very shiny, and it's a trick to get it to stick to metal. I know
there is LOTS of disagreement about all of the above, and most shops I have
spoken with have their own prefences for topcoats, usually not Stits. FWIW I
have owned 15 different fabric planes and they all had some cracking somewhere,
except 2 that had polytone. That's what I'm putting on my Yak-52 control surfaces.
Spraying in my garage and not wanting to poison everyone is part of the
issue there, otherwise I would try Aerothane. My hangar partner's 1929 Fairchild
had enamel over Ceconite from the 1960's and not a crack anywhere when it
was disassembled for restoration 30 years later, so sometimes enamel over fabric
works fine.
It takes 11 gallons of topcoat for a J-3 Cub if that gives you some indication
of how much paint goes on a plane.
www.poly-fiber.com is a good source of information.
--------
Mike Bell
Yak 52
Elk Grove, CA
yakflyr@comcastdotnet
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13476#13476
Message 29
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| Subject: | Re: Starting the -52 in cold weather |
Mark
You appear to be priming and such correctly. May I suggest that you make
sure you push, AND HOLD, the starter button. In this way, the shower of sparks
will continue to help the ignition of the mixture. You should also be prepared
to prime quickly as the engine starts to take hold. Also make sure you are
pumping up the fuel pressure just before attempting a start.
The real suggestion here is holding the starter button for a while until the
engine has really taken hold. You are probably priming as the engine stuggles
initially, but it not try it.
I have had my Yak for about a year and a half and initially experienced
similar problems with cold weather. More experienced folks explained and
demonstrated the starter holding technique. Rarely have problems now. Good luck.
Preston
N6209F
Message 30
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| Subject: | Re: Starting the -52 in cold weather |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
N7092A@aol.com wrote:
> When the weather dips below 45 degrees it seems it take several times to
> start the Yak.
This is not unusual for any aircraft engine. Vapor pressure of gasoline
decreases with temperature. That means there are fewer gasoline fumes to
burn (liquid gasoline will not burn).
The solution is to increase the amount of prime. There will be more
liquid fuel in the induction system so even if less of it vaporizes,
there is still enough to make the engine start. I use 50% to 100% more
primer when the temp is down near the temp where you might want to preheat.
But be careful. You have more of a chance for a backfire and possible
induction fire when it is cold.
--
Brian Lloyd 361 Catterline Way
brian-yak at lloyd dot 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 31
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| Subject: | Re: Starting the -52 in cold weather |
Thanks Brian,
I had a 182 that acted like this and adding more prime was the answer, I just
wasn't sure with the M14.
I also have been holding the starter down for a few turns but it doesn't seem
to help other than drain the air.
I will try it and report back to you guys.
Mark Merrill
N7092A Yak 52
PAO
n a message dated 2/20/06 8:27:33 PM, brian-yak@lloyd.com writes:
> --> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
>
> N7092A@aol.com wrote:
>
> > When the weather dips below 45 degrees it seems it take several times to
> > start the Yak.
>
> This is not unusual for any aircraft engine. Vapor pressure of gasoline
> decreases with temperature. That means there are fewer gasoline fumes to
> burn (liquid gasoline will not burn).
>
> The solution is to increase the amount of prime. There will be more
> liquid fuel in the induction system so even if less of it vaporizes,
> there is still enough to make the engine start. I use 50% to 100% more
> primer when the temp is down near the temp where you might want to preheat.
>
> But be careful. You have more of a chance for a backfire and possible
> induction fire when it is cold.
>
> --
> Brian Lloyd=A0=A0 361 Catterline Way
> brian-yak at lloyd dot com=A0 Folsom, CA 95630
> +1.916.367.2131 (voice)=A0=A0 +1.270.912.0788 (fax)
>
> I fly because it releases my mind from the tyranny of petty things . . .
> - Antoine de Saint-Exupery
>
>
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=A0
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
lle, List Admin.
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
>
Message 32
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| Subject: | Starting the -52 in cold weather |
--> Yak-List message posted by: "Shinden33" <shinden33@earthlink.net>
Mark,
I just got my Yak a month ago and have had a similar problem. The trick for
me seems to be to prime it 8 times and, as the other folks have mentioned,
HOLD THE STARTER. I also healthily pump the throttle with my right hand
while holding the start button. Of course being careful to not let it start
with too much RPM.
Scott
N8252
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Brian Lloyd
Sent: Monday, February 20, 2006 8:26 PM
Subject: Re: Yak-List: Starting the -52 in cold weather
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
N7092A@aol.com wrote:
> When the weather dips below 45 degrees it seems it take several times to
> start the Yak.
This is not unusual for any aircraft engine. Vapor pressure of gasoline
decreases with temperature. That means there are fewer gasoline fumes to
burn (liquid gasoline will not burn).
The solution is to increase the amount of prime. There will be more
liquid fuel in the induction system so even if less of it vaporizes,
there is still enough to make the engine start. I use 50% to 100% more
primer when the temp is down near the temp where you might want to preheat.
But be careful. You have more of a chance for a backfire and possible
induction fire when it is cold.
--
Brian Lloyd 361 Catterline Way
brian-yak at lloyd dot 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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