Today's Message Index:
----------------------
1. 01:53 AM - Navigation light lens and wiper (Buzzard Aviation)
2. 02:29 AM - Re: Navigation light lens and wiper (Rob Kent)
3. 02:45 AM - Re: Distraction-the Best Medicine (Ira Saligman)
4. 02:48 AM - Re: Starting the -52 in cold weatherStarting the -52 in cold weather (Ira Saligman)
5. 03:44 AM - Re: Navigation light lens and wiper (Buzzard Aviation)
6. 04:10 AM - Re: Starting the -52 in cold weatherStarting the -52 in cold we (Rob Rowe)
7. 05:06 AM - Distraction of the Week (Jeff Linebaugh)
8. 05:12 AM - Re: Distraction-the Best Medicine (Tim Gagnon)
9. 05:14 AM - Re: Starting the -52 in cold weather (A. Dennis Savarese)
10. 05:17 AM - Re: Starting the -52 in cold weather (A. Dennis Savarese)
11. 05:21 AM - This forum -Vs- the original method (Tim Gagnon)
12. 05:25 AM - Helpful or favorite Aviation Links (Tim Gagnon)
13. 05:26 AM - Re: Re: Distraction-the Best Medicine (A. Dennis Savarese)
14. 05:31 AM - Re: Distraction-the Best Medicine (Rob Rowe)
15. 05:33 AM - Re: Distraction of the Week (cjpilot710@aol.com)
16. 05:35 AM - Starting the 52 in cold weather (Richard Goode)
17. 06:12 AM - Re: Re: Distraction-the Best Medicine (A. Dennis Savarese)
18. 06:14 AM - Re: Starting the -52 in cold weather (Stephen Fox)
19. 06:20 AM - Re: Starting the -52 in cold weather (Tim Gagnon)
20. 06:26 AM - Re: Starting the -52 in cold weather (Bill Walker)
21. 06:37 AM - Re: Starting the -52 in cold weather (DaBear)
22. 06:48 AM - Pin Wrench (Jim Bernier)
23. 06:56 AM - Re: Starting the -52 in cold weather (Brian Lloyd)
24. 06:58 AM - Re: Distraction-the Best Medicine (Brian Lloyd)
25. 07:13 AM - Re: Distraction of the Week (Brian Lloyd)
26. 07:24 AM - Re: Re: Distraction-the Best Medicine (Brian Lloyd)
27. 07:25 AM - Re: Distraction of the Week (Brian Lloyd)
28. 07:46 AM - Re: Navigation light lens and wiper (doug sapp)
29. 07:50 AM - Re: Come again? (Valkyre1)
30. 08:01 AM - Re: Starting the -52 in cold weather (Greg Arnold)
31. 08:05 AM - Re: Starting the -52 in cold weather (doug sapp)
32. 08:10 AM - Re: Distraction-the Best Medicine (Rob Rowe)
33. 08:16 AM - Re: Come again? (Bill Mills)
34. 08:22 AM - Re: Distraction-the Best Medicine (Rob Rowe)
35. 08:27 AM - Re: Re: Starting the -52 in cold weatherStarting the -52 in cold we (Bob Fitzpatrick)
36. 08:27 AM - Re: Re: Painting a Yak (Valkyre1)
37. 08:43 AM - Re: Re: Distraction-the Best Medicine (A. Dennis Savarese)
38. 08:52 AM - Re: Re: Painting a Yak (A. Dennis Savarese)
39. 09:06 AM - Re: Helpful or favorite Aviation Links (Mike Bell)
40. 09:08 AM - Re: Distraction-the Best Medicine (Rob Rowe)
41. 09:20 AM - Re: Starting the -52 in cold weather (Shinden33)
42. 09:23 AM - Re: Re: Distraction-the Best Medicine (A. Dennis Savarese)
43. 09:41 AM - Re: Come again? I'm in love. (ByronMFox@aol.com)
44. 09:44 AM - Re: Starting the -52 in cold weatherStarting the -52 in cold we (Rob Rowe)
45. 09:47 AM - ARS policy (Barry Hancock)
46. 10:18 AM - Re: Starting the -52 in cold weather (Stephen Fox)
47. 10:42 AM - Re: Starting the -52 in cold weather (Roger Kemp)
48. 11:02 AM - Re: Come again? (Brian Lloyd)
49. 11:03 AM - Re: Starting the -52 in cold weather (Roger Kemp)
50. 11:15 AM - Re: Navigation light lens and wiper (Buzzard Aviation)
51. 11:18 AM - Re: Re: Helpful or favorite Aviation Links (Roger Kemp)
52. 11:27 AM - primer vs. accelerator pump (Brian Lloyd)
53. 11:36 AM - Re: Come again? I'm in love. (Roger Kemp)
54. 11:57 AM - Re: Starting the -52 in cold weather (doug sapp)
55. 12:01 PM - Re: Navigation light lens and wiper (doug sapp)
56. 12:42 PM - Re: Come again? I'm in love. (ByronMFox@aol.com)
57. 12:42 PM - Re: Starting the -52 in cold weather (Roger Kemp)
58. 01:28 PM - flying on the cheap (Brian Lloyd)
59. 05:08 PM - Re: Jim Goolsby on the Outdoor Channel this week (Craig Payne)
60. 05:26 PM - Re: Helpful or favorite Aviation Links (Tim Gagnon)
61. 05:50 PM - Triennial Mode S Registration (Craig Payne)
62. 05:52 PM - Removing the blades from the V-530 (Tim Gagnon)
63. 06:24 PM - Re: Removing the blades from the V-530 (A. Dennis Savarese)
64. 07:31 PM - Re: Vperiod V530TA-D35 (Walter Lannon)
65. 07:35 PM - Re: Triennial Mode S Registration (cgalley)
66. 08:03 PM - Re: Come again? I'm in love. (Cliff Umscheid)
67. 08:17 PM - Re: Re: Helpful or favorite Aviation Links (Roger Kemp)
68. 10:59 PM - Re: ARS policy (N13472@aol.com)
Message 1
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| Subject: | Navigation light lens and wiper |
=
Message 2
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| Subject: | Re: Navigation light lens and wiper |
Martin I'm disappointed you did not ask me. Not that I have the green lens yet
but I do have servicable wiper arm and some new blades. Including postage I think
the total would be less than =A350.
Regards
Rob Kent
Stores Manager
WLAC - Russian Engineering
www.wlacrussianeng.co.uk
Tel: +44 1628 829 165
Fax: +44 1628 828 961
----- Original Message -----
From: Buzzard Aviation
To: yak-list@matronics.com
Sent: Tuesday, February 21, 2006 9:49 AM
Subject: Yak-List: Navigation light lens and wiper
Hi gang,
I need a green teardrop navigation light lens (right wing) for my Yak 18T. Does
anyone have a spare? I'd also like to find the windshield wiper blade and arm?
Any thoughts?
TIA
Happy Landings
____|____
\O/
o'o Martin Robinson
Auster AOP 9 G-BKVK (WZ662)
Yak 18T HA-YAV
Message 3
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| Subject: | Re: Distraction-the Best Medicine |
All very good points. I have one to add from the practical point of what
should you have been thinking if you find yourself rolling down a runway w/o
brakes:
1) consider using the longest runway and/or the runway with the best overrun
situation (you should know the overrun conditions at your home airport and
already know which one you would use) also consider the other traffic at
the airport
If the field has a grass runway, consider landing on it, (higher resistance,
quicker stop)
Consider taking off again and flying Gear down to an appropriate grass field
2) Know how fast you would want to be going if you needed( or could) to
taxi off the side of the runway to the grass to stop.
3) don't expect a lot of steering ability upon landing w/a brake failure
4) Shut down the engine upon realizing there is a brake failure. The unless
you have reverse thrust, the spinning prop is not going to help you stop.
(Maybe an aerodynamic expert can jump here with the value of pushing air
over the rudder to turn the brakeless plane)
5) open your canopy prior to landing a little in case the plane rolls over.
Ira Saligman
<mailto:isaligman@saligman.com> isaligman@saligman.com
Message 4
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| Subject: | Re: Starting the -52 in cold weatherStarting the -52 in cold |
weather
Two things we do in the starting regiment:
1) allow two minutes to pass from when you finish priming the cylinders
before starting. This allows the fuel to vaporize in the cylinders.
2) immediately prior to starting, prime the main pipe (primer to the left)
the pump the throttle full fwd and aft twice prior to setting it at the 1/3
point.
Holding the starter on after you hear firing, does help and does not damage
the starter as it would an electric starter.
We use a rule for priming, 1 pump for every 10 degrees C below 100.
Ira Saligman
<mailto:isaligman@saligman.com> isaligman@saligman.com
Message 5
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| Subject: | Re: Navigation light lens and wiper |
=
Message 6
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| Subject: | Re: Starting the -52 in cold weatherStarting the -52 in cold |
we
--> Yak-List message posted by: "Rob Rowe" <yak-list@robrowe.plus.com>
Russian manual recommends 2-3 minutes in summer between priming & starting, rising
to 3-4 minutes in winter due to lower fuel vapourisation rate.
They also warn about over-priming as this "washes" oil off the cylinder walls &
presents a hydraulic lock risk too ... it only needs an eggcup of liquid.
If you've a manifold drain, leave it open during priming & you will be surprised
as to how much fuel can pour out even with 6 or 7 cylinder primes.
Rob R.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13718#13718
Message 7
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| Subject: | Distraction of the Week |
Maybe you are right Brian, but I thought we did a leak on gear extension..
Anyways, the point I was trying to make with the air leak after takeoff is
that assuming...
1) that you checked that you were "making air" before takeoff and
2) that the air valve was open (Walt....good point also!)
..then chances are that the air leak is in the gear retract system. If you
put the gear handle down, chances are that you will stop the leak and start
making air again.
If this is the case I see no need to hurry back to land and/or use the
emergency system. In fact, I would wait for the compressor to recharge the
main system, and then land...
I have now done my part...you all can now return to dissing flight suits and
the FAA....
JL
Jeff Linebaugh
jefflinebaugh@earthlink.net
http://home.earthlink.net/~jefflinebaugh/
Yakless with Elvis in Memphis, TN
Message 8
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| Subject: | Re: Distraction-the Best Medicine |
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
Bail out and order a new airplane from Dennis.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13726#13726
Message 9
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| Subject: | Re: Starting the -52 in cold weather |
A couple of things you might want to try Mark.
1- After you pull the prime though and you have reseated yourself in the cockpit
and after you pump the second 3 shots of prime, stroke the throttle (MP) twice
from full back to full forward to full back. Then move the throttle to approximately
1/4 to 1/3 open.
2- Now pull the primer out and turn to the right.
3- Press and hold the start button until the engine fires and then rotate the mag
switch to the 1+2 position
4- DO NOT STROKE THE THROTTLE. Leave it alone.
5- If the engine seems like it is going to die, stroke the primer pump while it
is turned to the right.
6- Keep the cooling louvers closed of course to expedite engine warm up.
Dennis
----- Original Message -----
From: N7092A@aol.com
To: yak-list@matronics.com
Sent: Monday, February 20, 2006 9:37 PM
Subject: Yak-List: 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 10
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| Subject: | Re: Starting the -52 in cold weather |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Scott,
With all due respect, pumping the throttle is not the proper technique to
solve the lack of fuel problem. Open the throttle to about 1/4 to 1/3 and
leave it alone. Pull the primer out and turn it to the right. Press and
hold the Start button. After it fires, turn the mag switch to 1+2. If the
engine starts to die, do not stroke the throttle. Push the primer pump in
for the additional fuel.
This is the starting technique that I teach all new Yak owners and it really
works.
Dennis
----- Original Message -----
From: "Shinden33" <shinden33@earthlink.net>
Sent: Tuesday, February 21, 2006 1:36 AM
Subject: RE: Yak-List: 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
> To: yak-list@matronics.com
> 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
>
>
>
Message 11
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| Subject: | This forum -Vs- the original method |
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
As a subcriber to the "regular" version of the Yak list, I was inundated with emails
that was killing my inbox. I unsubcribed to the function that sent me an
email everytime someone posted. The all I had to do what sift throught the BS
to get to something useful. Too much work.
Now, since Matt has released the more user friendly forum, I find that it is easier
to post something and much easier to find what is really useful. Most importantly,
the forum is much cleaner than the original format. It is easier to
use and you dont get all the funky extra characters that come from posting or
responding to a post.
Everyone does know there is this version right? Why are not more people using this?
http://forums.matronics.com/viewforum.php?f=6&sid=8df3c7ac1062cae063d13435ee9bc913
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13733#13733
Message 12
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| Subject: | Helpful or favorite Aviation Links |
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
I am compiling a list of links to some sites that everyone on here finds useful.
Weather, navigation, fuel planning, general....anything!
Please post some of your useful links....
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13734#13734
Message 13
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| Subject: | Re: Distraction-the Best Medicine |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
That works for me! -)
Dennis
----- Original Message -----
From: "Tim Gagnon" <NiftyYak50@msn.com>
Sent: Tuesday, February 21, 2006 7:10 AM
Subject: Yak-List: Re: Distraction-the Best Medicine
> --> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
>
> Bail out and order a new airplane from Dennis.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=13726#13726
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 14
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| Subject: | Re: Distraction-the Best Medicine |
--> Yak-List message posted by: "Rob Rowe" <yak-list@robrowe.plus.com>
As a further thought ... leave the circuit & turn the main air valve off for a
few minutes to isolate air sources from air consumers.
If pressure continues to drop then return to circuit & follow emergency air procedures
as documented.
If air pressure increases then upstream NRVs, pressure regulator, main air cylinder
& air gauges will all be good ... & provides extra air to help fault find
any potential gear problem (which if more difficult to do on the ground).
Open main air valve again & isolate flaps & gear (seperately) by setting each control
to neutral ... if air loss continues then be aware that brake systems may
be the compromised & plan accordingly ... return to circuit & follow emergency
air procedures.
If flap isolation stops the pressure loss then return to circuit & make a flapless
landing.
If gear isolation stops the pressure loss then cycle gear "down" to see if the
problem is gear position specific ... note operation of gear lights for any unusual
(slow) gear leg operation. If you've a GIB then consider having him repeat
same using the the rear cockpit gear control to see if the front unit is leaking.
Follow the emergency air procedures on rejoining the circuit.
FWIW ... once had an intermittent air pressure drop (YAK-52) post lowering gear
that took months to diagnose. Pressure would drop to c.25 kgf/cm2 & then recover
back to normal. Problem occured randomly ... but could never be repeated on
ground jacks (50+ cycles).
To make diagnosis even more interesting we found that when the air pressure drops
to low levels the seal integrity of the control valves can become compromised
... making them audibly leak (the design relies on high pressure air pushing
the machined metal faces together to form a seal) ... so false symptoms further
clouded the root cause.
After spending a lot of time (& money) learning, stripping gear actuators & control
valves the problem was eventually resolved by replacing the air pressure
regulator valve unit.
Seems this was prone to sticking open when a large downstream air demand was made
(probably when regulating @ 50 kgf/cm2) & was only in use when aloft. When
the pressure differential became large enough it snapped shut again causing the
system operation to return to normal!
Rob R.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13738#13738
Message 15
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| Subject: | Re: Distraction of the Week |
No. I want to add to this distraction before I trundle off to fly the B-24.
(Oh I think I mention that already).
Anyway, what if you landing gear system has no gear up locks? Same scenario
just that the airplane, a CJ-6, has no up locks.
Jim "Pappy" Goolsby
Message 16
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| Subject: | Starting the 52 in cold weather |
Message 17
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| Subject: | Re: Distraction-the Best Medicine |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Rob,
Very interesting FWIW discussion. Also very helpful.
As for the in-flight trouble shooting, I am not sure I or many other Yak 52
owners/pilots would go through the extensive trouble shooting initially
since air pressure is THE most precious commodity on the 52. (Exclusive of
the engine and prop turning of course). My first reaction is going to be to
find out if the landing will extend using whatever pressure is still
available in the main air system and land the airplane. Then do some
trouble shooting in the hangar and on the jacks. If we're unable to isolate
the problem on the ground, at least we now have some confidence in the
system components. Then we can go to the next level which would be to fly
the airplane and follow your in-flight trouble shooting technique.
Simply put, I think your technique is excellent. But for me, probably just
a bit premature when a problem as described shows up after take off and at
500 ft. That's just me though.
Dennis
----- Original Message -----
From: "Rob Rowe" <yak-list@robrowe.plus.com>
Sent: Tuesday, February 21, 2006 7:31 AM
Subject: Yak-List: Re: Distraction-the Best Medicine
> --> Yak-List message posted by: "Rob Rowe" <yak-list@robrowe.plus.com>
>
> As a further thought ... leave the circuit & turn the main air valve off
> for a few minutes to isolate air sources from air consumers.
>
> If pressure continues to drop then return to circuit & follow emergency
> air procedures as documented.
>
> If air pressure increases then upstream NRVs, pressure regulator, main air
> cylinder & air gauges will all be good ... & provides extra air to help
> fault find any potential gear problem (which if more difficult to do on
> the ground).
>
> Open main air valve again & isolate flaps & gear (seperately) by setting
> each control to neutral ... if air loss continues then be aware that brake
> systems may be the compromised & plan accordingly ... return to circuit &
> follow emergency air procedures.
>
> If flap isolation stops the pressure loss then return to circuit & make a
> flapless landing.
>
> If gear isolation stops the pressure loss then cycle gear "down" to see if
> the problem is gear position specific ... note operation of gear lights
> for any unusual (slow) gear leg operation. If you've a GIB then consider
> having him repeat same using the the rear cockpit gear control to see if
> the front unit is leaking. Follow the emergency air procedures on
> rejoining the circuit.
>
> FWIW ... once had an intermittent air pressure drop (YAK-52) post lowering
> gear that took months to diagnose. Pressure would drop to c.25 kgf/cm2 &
> then recover back to normal. Problem occured randomly ... but could never
> be repeated on ground jacks (50+ cycles).
>
> To make diagnosis even more interesting we found that when the air
> pressure drops to low levels the seal integrity of the control valves can
> become compromised ... making them audibly leak (the design relies on high
> pressure air pushing the machined metal faces together to form a seal) ...
> so false symptoms further clouded the root cause.
>
> After spending a lot of time (& money) learning, stripping gear actuators
> & control valves the problem was eventually resolved by replacing the air
> pressure regulator valve unit.
>
> Seems this was prone to sticking open when a large downstream air demand
> was made (probably when regulating @ 50 kgf/cm2) & was only in use when
> aloft. When the pressure differential became large enough it snapped shut
> again causing the system operation to return to normal!
>
> Rob R.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=13738#13738
>
>
>
Message 18
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| Subject: | Re: Starting the -52 in cold weather |
Mark-
Since I live in New Hampshire where at this time of year 45 degrees
is a beach day I can sympathize, all most, with your problem. When I
first got my YAK last year, I got it in the dead of the worst winter
we had had in quite awhile, below 20 seemed to be the norm. The 7-8
primes are critical when it gets cold
and waiting three to four minutes so the fuel can vaporize. Also make
sure you pull the prop through after you prime. I usually pull
through one prop for each prime. Finally be ready to prime as the
engine fires.
However, I will tell you the fastest way to solve the problem. A
heater on your oil tank. At 45 degrees you won't need to plug it in
long to get the oil up to a good temp and if you put a blanket over
your cowling it will warm the entire engine compartment slightly. I
guess the question you have to answer is: are there enough cold
mornings/days to make this investment worth while?
I will also say changing over to Dennis Savarese's auto plugs and
wires has made a huge difference on how my plane starts in the cold.
Much easier and much faster.
Steve Fox
Yak 52
N3043R
http://homepage.mac.com/steve.fox/PhotoAlbum5.html
On Feb 20, 2006, at 10:37 PM, N7092A@aol.com wrote:
> 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 19
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| Subject: | Re: Starting the -52 in cold weather |
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
Now this is what this list is for! I have had similar issues and will try the method
Dennis mentioned today! Yesterday, I preheated the oil and the engine and
gave it some good squitrs...BANG....started right up. OAT 32*
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13751#13751
Message 20
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| Subject: | Re: Starting the -52 in cold weather |
--> Yak-List message posted by: "Bill Walker" <bwalker11@charter.net>
Very correct Dennis,
I would add that the accelerator pump in the carborator will put excess fuel
in the carborator inlet if you over work the throttle which, if a
successful start is not accomplished will result in fuel dripping out of the
carborator throat. Add a little fire from the stacks and you have yourself
a little situation. Someone off to the side yells fire and you hit the
starter button again only to discover that with that cold engine you have
depleted your air supply to the point that the engine won't turn over and
suck or blow the fire out, now you have a bigger problem. Ask Elizabeth
about it at Waycross the year before last, she bailed out of the back seat
of the same plane twice in a row - the second time with amazing speed.
BW
----- Original Message -----
From: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Sent: Tuesday, February 21, 2006 7:16 AM
Subject: Re: Yak-List: Starting the -52 in cold weather
> --> Yak-List message posted by: "A. Dennis Savarese"
> <dsavarese@elmore.rr.com>
>
> Scott,
> With all due respect, pumping the throttle is not the proper technique to
> solve the lack of fuel problem. Open the throttle to about 1/4 to 1/3 and
> leave it alone. Pull the primer out and turn it to the right. Press and
> hold the Start button. After it fires, turn the mag switch to 1+2. If
> the engine starts to die, do not stroke the throttle. Push the primer
> pump in for the additional fuel.
> This is the starting technique that I teach all new Yak owners and it
> really works.
> Dennis
>
> ----- Original Message -----
> From: "Shinden33" <shinden33@earthlink.net>
> To: <yak-list@matronics.com>
> Sent: Tuesday, February 21, 2006 1:36 AM
> Subject: RE: Yak-List: 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
>> To: yak-list@matronics.com
>> 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
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?Yak-List
>
>
>
Message 21
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| Subject: | Re: Starting the -52 in cold weather |
--> Yak-List message posted by: DaBear <dabear@damned.org>
1) First rule I've found for starting both the M14P and the Housai is
the prime 1 pump for every 10 deg C below 100.
2) I usually pull the prop through, then prime, then start. Except
when cold. Where I'll pull the prop through, Prime/pull blade for 4
blades (2 blade prop) 6 blades (3 blade prop). By the time I'm done
prime/prop, back in the airplane and strapped in, I'm ready to
continue....BTW, any more priming then that and you are venting fuel to
the exhaust since you have completed a full rotation of the engine.
3) I DON"T recommend moving the throttle, but will prime with the rest
of the prime shots required for #1 above.
4) Hit start, as engine fires move mag to 1+2 (M14P), hold only another
revolution or two of the prop after starting...
5) Prime as required to keep it started.
It usually only takes 1-2 attempts to get the engine started. I'm more
worried about over priming and starting an intake fire then having to
start the engine again so I'm conservative on priming.
DaBear
Stephen Fox wrote:
> Mark-
> Since I live in New Hampshire where at this time of year 45 degrees is
> a beach day I can sympathize, all most, with your problem. When I
> first got my YAK last year, I got it in the dead of the worst winter
> we had had in quite awhile, below 20 seemed to be the norm. The 7-8
> primes are critical when it gets cold
> and waiting three to four minutes so the fuel can vaporize. Also make
> sure you pull the prop through after you prime. I usually pull through
> one prop for each prime. Finally be ready to prime as the engine fires.
>
> However, I will tell you the fastest way to solve the problem. A
> heater on your oil tank. At 45 degrees you won't need to plug it in
> long to get the oil up to a good temp and if you put a blanket over
> your cowling it will warm the entire engine compartment slightly. I
> guess the question you have to answer is: are there enough cold
> mornings/days to make this investment worth while?
>
> I will also say changing over to Dennis Savarese's auto plugs and
> wires has made a huge difference on how my plane starts in the cold.
> Much easier and much faster.
>
> Steve Fox
> Yak 52
> N3043R
> http://homepage.mac.com/steve.fox/PhotoAlbum5.html
>
>
> On Feb 20, 2006, at 10:37 PM, N7092A@aol.com <mailto:N7092A@aol.com>
> wrote:
>
>> 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 22
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The pin Wrench can be purchased at ET Supply Surplus, P.O. Box 78190, 5055 Exposition
Blvd., Los Angeles, Ca. 50016. Request a catalog. You will be amazed at
the amount of stuff he has and the low prices.
The wrench that you want is part No. 0609 at $3.50 per wrench.
If you want to call, his number is 323-734-2430 / Fax 323-734-1511.
He does business by credit card mainly.
Since it is a 1 lb. item the highest charge for shipping/handling is $4.90.
You might be able to contact him by phone, not the easiest.
If you are not in a hurry I would ask for a catalog and go from there. I
found him to be an honest man. Dealt with him several times.
I have attached the form and shipping sheets.
If you are a do it yourselfer, this catalog is a must.
Jim
=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=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=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 23
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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:
> 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.
Nope, it won't. If the engine doesn't fire in three blades, you are just
wasting your air.
If you prime the engine properly it will fire right up. If it is cold
you may need to keep pumping primer in to keep it running. As the engine
warms a little the fuel will vaporize more readily and will keep running
without the additional fuel.
The only time extra cranking will help is if you have flooded the engine
and you are trying to get more air through there in order to get the
over-rich mixture in the cylinders lean enough to burn.
--
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 24
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| Subject: | Re: Distraction-the Best Medicine |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Ira Saligman wrote:
> 4) Shut down the engine upon realizing there is a brake failure. The
> unless you have reverse thrust, the spinning prop is not going to help
> you stop. (Maybe an aerodynamic expert can jump here with the value of
> pushing air over the rudder to turn the brakeless plane)
The residual thrust will probably keep the airplane from stopping when
on a hard surface (runway). Turning off the engine as soon as you have
brake failure is part of the "normal" emergency procedure in that case.
--
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 25
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| Subject: | Re: Distraction of the Week |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Jeff Linebaugh wrote:
> Maybe you are right Brian, but I thought we did a leak on gear extension...
I guess these pneumatic system problems all sound pretty much the same
to me.
> Anyways, the point I was trying to make with the air leak after takeoff
> is that assuming...
>
> 1) that you checked that you were "making air" before takeoff and
> 2) that the air valve was open (Walt....good point also!)
>
> ...then chances are that the air leak is in the gear retract system. If
> you put the gear handle down, chances are that you will stop the leak
> and start making air again.
>
> If this is the case I see no need to hurry back to land and/or use the
> emergency system. In fact, I would wait for the compressor to recharge
> the main system, and then land...
Hmm, in the CJ6A with uplocks, after retraction I would put my gear
lever in neutral. At that point if I am detecting a loss of air pressure
I doubt it would be in the retraction circuit other than where the
retraction circuit connects to the main air bus, the rear cockpit gear
lever in this case. (Did anyone think about how the gear system depends
on the rear gear lever?)
This is a case where it really pays to know how the system works. Where
do each of the three pneumatic control circuits; i.e. gear, flaps, and
brakes; connect to the main air bus? What components are in common
between the main and emergency pneumatic systems? Which lines, check
valves, and fittings are under pressure in the various configurations?
Think about it:
Gear up, gear neutral, gear down.
flaps up, flaps down.
Brakes applied left, brakes applied center, brakes applied right, brakes
off.
All of the above using the normal system.
All of the above using the emergency system.
That is a LOT of combinations and permutations. Isolating a problem
in-flight and making the right decision requires a lot of understanding.
> I have now done my part...you all can now return to dissing flight suits
> and the FAA....
Well I was never really dissing flight suits. I was just dissing the
demand that I wear one when I feel that, for whatever reason, I am
better off not wearing one.
--
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 26
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| Subject: | Re: Distraction-the Best Medicine |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Rob Rowe wrote:
> --> Yak-List message posted by: "Rob Rowe" <yak-list@robrowe.plus.com>
>
> As a further thought ... leave the circuit & turn the main air valve off for
a few minutes to isolate air sources from air consumers.
Turning off the air valve in the CJ6A only isolates the storage tank
from the main pneumatic pressure bus. The compressor is still connected
and the loads are still connected. The only thing this will do is cause
the pressure to go up or down much more rapidly as the volume of the
system is now greatly reduced.
But the pneumatic system in the Yak-52 does indeed work as you suggest
it does. That means that troubleshooting a pneumatic problem in the CJ6A
in flight will be different from troubleshooting a pneumatic system
problem in the Yak-52 in flight.
In the CJ6A, turning off the main air valve will preserve what pressure
that is left in the storage tank while you fiddle about trying to find a
combination that will stop the pressure loss. In that case you can use
the remaining pressure to lower the gear and preserve the air in the
emergency bottle to to provide braking on roll out.
--
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 27
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| Subject: | Re: Distraction of the Week |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
cjpilot710@aol.com wrote:
> */Anyway, what if you landing gear system has no gear up locks? Same
> scenario just that the airplane, a CJ-6, has no up locks./*
Most CJ6A's have uplocks. Some don't. This also affects the trouble
shooting process.
--
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 28
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|
| Subject: | Navigation light lens and wiper |
Martin,
I have the green lens in my stock, so if Rob cannot help you feel free to
use my parts inventory as a back up source. Don't know how the price
translates to your $, but the price in Yankee dollars is $12.00 each.
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Rob Kent
Sent: Tuesday, February 21, 2006 2:28 AM
To: yak-list@matronics.com
Subject: Re: Yak-List: Navigation light lens and wiper
Martin I'm disappointed you did not ask me. Not that I have the green lens
yet but I do have servicable wiper arm and some new blades. Including
postage I think the total would be less than 50.
Regards
Rob Kent
Stores Manager
WLAC - Russian Engineering
www.wlacrussianeng.co.uk
Tel: +44 1628 829 165
Fax: +44 1628 828 961
----- Original Message -----
From: Buzzard Aviation
To: yak-list@matronics.com
Sent: Tuesday, February 21, 2006 9:49 AM
Subject: Yak-List: Navigation light lens and wiper
Hi gang,
I need a green teardrop navigation light lens (right wing) for my Yak
18T. Does anyone have a spare? I'd also like to find the windshield wiper
blade and arm? Any thoughts?
TIA
Happy Landings
____|____
\O/
o'o Martin Robinson
Auster AOP 9 G-BKVK (WZ662)
Yak 18T HA-YAV
20/02/2006
Message 29
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Don't discard the psychological benefits of group insignia and "uniforms/flight
suits" in formation flying and disciplined group tasks. Especially those requiring
absolute concentration and knowledge of what your part is in that group.
Flight suits definitely have a purpose in this. A few quotes from Col. Larry Donnithornes'
excellent book "The West Point Way of Leadership"pg 29; (Follwership
is job One for a good leader.)
"Leaders of successful organizations make sure their followers are proud to be
part of their company. For this to happen, the followers as individuals, and the
organization as a whole, must have values in common.
For example, plebes must learn military ranks, insignia, shoulder patches, and
medals - and what they are awarded for. The benefit, vis-a-vis for group values,
is immediate." They know their own invaluable purpose in the group and the
place and function of everyone else they meet. They are part of something bigger
than themselves.
pg 20; "If followership is the beginning of leadership, the beginning of followership
is getting to zero; realizing all that you don't know, then opening yourself
to the possibility of being remade into something more. For us, followership
is a form of self-mastery, mastering the ego."
The best and worst part of the pilot psyche is that we're all hard-headed, opinionated,
self motivated and educated. We're used to standing our ground on our
own way of doing things and our minds are just another part of the mechanics
of the machines we fly.
Synchronize your watches, synchronize your plans, and synchronize your mindsets
and you will have a great deal more power as a group than you would acting alone.
Flight suits and insignia are just another symbolic tool to help us promote
this.
Just a thought guys...Take it or toss it. It always helps to know "why" you're
doing something.
- V
Message 30
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| Subject: | Re: Starting the -52 in cold weather |
--> Yak-List message posted by: Greg Arnold <flyncatfish@yahoo.com>
Mark:
You might also want to read Lt. Phil Webb's cold
weather Yak starting story as well. After reading
this story I always check and make sure I have a fire
extinquisher nearby at startup - especially on cold
days.
http://www.safetycenter.navy.mil/media/approach/issues/jun03/Tales.htm
Greg Arnold
Yak 52 N624PT
Message 31
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| Subject: | Starting the -52 in cold weather |
Steve Fox is correct about the benefits of a insulating cover for the cowl
and a small heat source, even something as small as a "Easy Heat" pad. I
recently purchased several of the stock Chinese insulated cowl blankets
which are sewn to form fit over the cowl, blocking off the entire gill area
and covering all the cowls. The temp gains inside with just the small heat
pad on the oil tank were remarkable. The only down side is that if your
aircraft is a greasy mess the fabric will soon soak up the oil.
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Stephen Fox
Sent: Tuesday, February 21, 2006 5:43 AM
To: yak-list@matronics.com
Subject: Re: Yak-List: Starting the -52 in cold weather
Mark-
Since I live in New Hampshire where at this time of year 45 degrees is a
beach day I can sympathize, all most, with your problem. When I first got my
YAK last year, I got it in the dead of the worst winter we had had in quite
awhile, below 20 seemed to be the norm. The 7-8 primes are critical when it
gets cold
and waiting three to four minutes so the fuel can vaporize. Also make sure
you pull the prop through after you prime. I usually pull through one prop
for each prime. Finally be ready to prime as the engine fires.
However, I will tell you the fastest way to solve the problem. A heater on
your oil tank. At 45 degrees you won't need to plug it in long to get the
oil up to a good temp and if you put a blanket over your cowling it will
warm the entire engine compartment slightly. I guess the question you have
to answer is: are there enough cold mornings/days to make this investment
worth while?
I will also say changing over to Dennis Savarese's auto plugs and wires
has made a huge difference on how my plane starts in the cold. Much easier
and much faster.
Steve Fox
Yak 52
N3043R
http://homepage.mac.com/steve.fox/PhotoAlbum5.html
On Feb 20, 2006, at 10:37 PM, N7092A@aol.com wrote:
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 32
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| Subject: | Re: Distraction-the Best Medicine |
--> Yak-List message posted by: "Rob Rowe" <yak-list@robrowe.plus.com>
[color=blue][quote="dsavarese(at)elmore.rr.co"]Rob,
Very interesting FWIW discussion. Also very helpful.
As for the in-flight trouble shooting, I am not sure I or many other Yak 52
owners/pilots would go through the extensive trouble shooting initially
since air pressure is THE most precious commodity on the 52. (Exclusive of the
engine and prop turning of course).[/color]
...
That's just me though.
---[/quote]
[color=blue]
Dennis,
Fair comment ... although if the first thing you do is turn the main air off then
you can establish within seconds the important information as to whether you've
got an up or down stream problem.
If it's up stream then you'll need to use the emergency air anyway to ensure gear
down & for braking ... so no delay incurred.
If it's down stream then you'll have preserved precious air (& start replacing
what's been lost) providing both time & confidence to perform a few minutes of
valuable in-flight diagnostics.
Aside from gaining time to collect your thoughts, it allows for a fuller assessment
of the problem being faced & therefore the safest way to deal with it.
I guess we'll all make our own call on this ... but if there's a silver lining
to the problems we experienced it's that we all got to know the systems very well
& felt comfortable that we were not going to make the situation worse by our
actions.
Believe me after several months of trying to diagnose this problem, and its random
nature, the 5 guys in our syndicate could perform these procedures in their
sleep!
Rob R
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13798#13798
Message 33
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Couldn't agree more........ nice post Val.
Bill Mills
USNA '86
" Because I fly.... I envy no man "
_____
From: Valkyre1 [mailto:Valkyre1@comcast.net]
Sent: Tuesday, February 21, 2006 10:50 AM
Subject: Re: Yak-List: Come again?
Don't discard the psychological benefits of group insignia and
"uniforms/flight suits" in formation flying and disciplined group tasks.
Especially those requiring absolute concentration and knowledge of what your
part is in that group.
Flight suits definitely have a purpose in this. A few quotes from Col. Larry
Donnithornes' excellent book "The West Point Way of Leadership"pg 29;
(Follwership is job One for a good leader.)
"Leaders of successful organizations make sure their followers are proud to
be part of their company. For this to happen, the followers as individuals,
and the organization as a whole, must have values in common.
For example, plebes must learn military ranks, insignia, shoulder patches,
and medals - and what they are awarded for. The benefit, vis-a-vis for group
values, is immediate." They know their own invaluable purpose in the group
and the place and function of everyone else they meet. They are part of
something bigger than themselves.
pg 20; "If followership is the beginning of leadership, the beginning of
followership is getting to zero; realizing all that you don't know, then
opening yourself to the possibility of being remade into something more. For
us, followership is a form of self-mastery, mastering the ego."
The best and worst part of the pilot psyche is that we're all hard-headed,
opinionated, self motivated and educated. We're used to standing our ground
on our own way of doing things and our minds are just another part of the
mechanics of the machines we fly.
Synchronize your watches, synchronize your plans, and synchronize your
mindsets and you will have a great deal more power as a group than you would
acting alone. Flight suits and insignia are just another symbolic tool to
help us promote this.
Just a thought guys...Take it or toss it. It always helps to know "why"
you're doing something.
- V
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<span=20style=3D'font-size:
10.0pt;font-family:Arial;color:navy'>Couldnt=20agree=20more..
nice=20post=20Val.
<span=20style=3D'font-size:
10.0pt;font-family:Arial;color:navy'>
<em><span
style=3D'font-size:18.0pt;font-family:"Imprint=20MT=20Shadow";color:navy'>Bill=20Mills</em>
<em><span
style=3D'font-size:12.0pt;font-family:"Imprint=20MT=20Shadow";color:navy;font-style:
normal'>USNA=2086</em><span
style=3D'color:navy'>
<span
style=3D'font-size:12.0pt;color:navy'>
<em><span
style=3D'font-size:10.0pt;font-family:Stencil;color:black'>=20Because=20I
fly....=20I=20envy=20no=20man=20</em><em><font=20size=3D2
color=3Dnavy=20face=3DStencil><span=20style=3D'font-size:10.0pt;font-family:Stencil;
color:navy'>=20</em>
<font=20size=3D3
face=3D"Times=20New=20Roman"><span=20style=3D'font-size:12.0pt'>
<span=20style=3D'font-size:10.0pt;
font-family:Tahoma;font-weight:bold'>From:<font=20size=3D2
face=3DTahoma><span=20style=3D'font-size:10.0pt;font-family:Tahoma'>=20Valkyre1
[mailto:Valkyre1@comcast.net]
Sent:=20Tuesday,=20February=2021,=202006
10:50=20AM
To:=20yak-list@matronics.com
Subject:=20Re:=20Yak-List:=20Come=20again?
<span=20style=3D'font-size:
12.0pt'>
<span=20style=3D'font-size:10.0pt;
font-family:Arial'>Don't=20discard=20the=20psychological=20benefits=20of=20group=20insignia
and=20uniforms/flight=20suits=20in=20formation=20flying=20and=20disciplined=20group
tasks.=20Especially=20thoserequiring=20absolute=20concentration=20and=20knowledge=20of
what=20your=20part=20is=20in=20that=20group.
<span=20style=3D'font-size:
12.0pt'>
<span=20style=3D'font-size:10.0pt;
font-family:Arial'>Flight=20suitsdefinitely=20have=20a=20purpose=20in=20this.
Afew=20quotes=20from=20Col.=20Larry=20Donnithornes'=20excellent=20book=20The=20West
Point=20Way=20of=20Leadershippg=2029;=20(Follwership=20is=20job=20One=20for=20a=20good=20leader.)
<span=20style=3D'font-size:
12.0pt'>
<span=20style=3D'font-size:10.0pt;
font-family:Arial'>Leaders=20of=20successful=20organizations=20make=20sure=20their
followers=20are=20proud=20to=20be=20part=20of=20their=20company.=20For=20this=20to=20happen,=20the
followers=20as=20individuals,=20and=20the=20organization=20as=20a=20whole,=20must=20have=20values=20in
common.
<span=20style=3D'font-size:
12.0pt'>
<span=20style=3D'font-size:10.0pt;
font-family:Arial'>For=20example,=20plebes=20must=20learn=20military=20ranks,=20insignia,
shoulder=20patches,=20and=20medals=20-=20and=20what=20they=20are=20awarded=20for.=20The=20benefit,
vis-a-vis=20for=20group=20values,=20is=20immediate.=20They=20know
theirowninvaluable=20purposein=20the=20group=20and=20the=20place=20and
function=20of=20everyone=20else=20they=20meet.=20They=20are=20part=20of=20something=20bigger=20than
themselves.
<span=20style=3D'font-size:
12.0pt'>
<span=20style=3D'font-size:10.0pt;
font-family:Arial'>pg=2020;=20If=20followership=20is=20the=20beginning=20of=20leadership,
the=20beginning=20of=20followership=20is=20getting=20to=20zero;=20realizing=20all=20that=20you=20don't
know,=20then=20opening=20yourself=20to=20the=20possibility=20of=20being=20remade=20into=20something
more.=20For=20us,=20followership=20is=20a=20form=20of=20self-mastery,=20mastering=20the=20ego.
<span=20style=3D'font-size:
12.0pt'>
<span=20style=3D'font-size:10.0pt;
font-family:Arial'>The=20best=20and=20worst=20part=20of=20the=20pilot=20psyche=20is=20that=20we're
all=20hard-headed,=20opinionated,=20self=20motivated=20and=20educated.=20We're=20used=20to
standing=20our=20ground=20on=20our=20own=20way=20of=20doing=20things=20and=20our=20minds=20arejust
another=20part=20of=20the=20mechanics=20of=20the=20machines=20we=20fly.
<span=20style=3D'font-size:
12.0pt'>
<span=20style=3D'font-size:10.0pt;
font-family:Arial'>Synchronize=20your=20watches,=20synchronize=20your=20plans,=20and
synchronize=20your=20mindsets=20and=20you=20will=20have=20a=20great=20deal=20more=20power=20as=20a=20group
than=20you=20would=20acting=20alone.<span
style=3D'font-size:10.0pt;font-family:Arial'>Flight=20suits=20and=20insignia=20are=20just
another=20symbolic=20tool=20to=20help=20us=20promote=20this.
<span=20style=3D'font-size:
12.0pt'>
<span=20style=3D'font-size:10.0pt;
font-family:Arial'>Just=20a=20thought=20guys...Take=20it=20or=20toss=20it.=20It=20always=20helps=20to
know=20why=20you're=20doing=20something.
<span=20style=3D'font-size:
12.0pt'>
<span=20style=3D'font-size:10.0pt;
font-family:Arial'>-=20V
<span=20style=3D'font-size:
12.0pt'>
<span=20style=3D'font-size:
12.0pt'>
<span=20style=3D'font-size:
12.0pt'>
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 34
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| Subject: | Re: Distraction-the Best Medicine |
--> Yak-List message posted by: "Rob Rowe" <yak-list@robrowe.plus.com>
Brian wrote
>
>
> But the pneumatic system in the Yak-52 does indeed work as you suggest
> it does. That means that troubleshooting a pneumatic problem in the CJ6A
> in flight will be different from troubleshooting a pneumatic system
> problem in the Yak-52 in flight.
>
>
You're quite right ... I'd failed to notice that an aircraft type was not specified
... and I'm YAK-52 biased anyway ;-)
Rob R
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13804#13804
Message 35
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| Subject: | Re: Starting the -52 in cold weatherStarting the -52 in |
cold we
--> Yak-List message posted by: Bob Fitzpatrick <rmfitz@direcway.com>
A couple months ago I posted a question about "blubbering" after take-off.
There were many helpful suggestions both on and off-list, thank you.
I did find a bad plug but the problem persisted until, out of
curiosity, I opened the manifold drain after priming (7 strokes) and was
shocked by how much raw gas poured out. Apparently gas was pooling in
the manifold and laying there during level run-up. Once a stable climb
angle was established, at full power, it was sucked (or blown) into the
bottom cylinders causing the temporary roughness. I now prime, pull 4
blades, and drain the manifold before starting.
This is just theory at this point since it's winter and and I've only
made a few flights but so far the problem appears to be solved.
Now about that "eggcup" of gas it takes for a hydraulic lock; are we
talking parakeet or ostrich?
bob
52BN
Rob Rowe wrote:
>--> Yak-List message posted by: "Rob Rowe" <yak-list@robrowe.plus.com>
>
>Russian manual recommends 2-3 minutes in summer between priming & starting, rising
to 3-4 minutes in winter due to lower fuel vapourisation rate.
>
>They also warn about over-priming as this "washes" oil off the cylinder walls
& presents a hydraulic lock risk too ... it only needs an eggcup of liquid.
>
>If you've a manifold drain, leave it open during priming & you will be surprised
as to how much fuel can pour out even with 6 or 7 cylinder primes.
>
>Rob R.
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=13718#13718
>
>
>
>
>
>
>
>
>
Message 36
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| Subject: | Re: Painting a Yak |
Guys, I have several pieces of nose art that I just designed as a possibility for
N621CJ. Do you advise I use decals or is there an actual paint on option that's
better? -V
Message 37
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| Subject: | Re: Distraction-the Best Medicine |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Rob,
I disagree. The first thing you want to do is get the gear back down. Not
try to figure out where the air is leaking from which by the time I get all
that sorted out in my brain and still fly the airplane, may deplete
everything in the main air system. That in itself reduces the adrenalin
flow. I would not turn off my main air supply when I have 28 ATM's
remaining until AFTER I get the gear back down regardless if it's leaking or
not. Turning off the main air supply before I put the gear down pretty much
assumes I'm going to use the emergency air to get the gear down. Why use
what you don't have to? Personally, I prefer to save that for when I really
need it. If the gear is down and locked and I land I can always turn on the
emergency air to supply air to the brakes if the main air supply is
depleted. Just as long as the gear is down and locked, I have the emergency
system as the backup, which is was it intended to be in the first place.
Once again, I don't disagree with you wanting to assess the problem. I just
personally prefer assessing this type of problem on the ground. In
reality, most (I did not say all) pilots in that situation will want to get
the gear down and leave it down. Then land and troubleshoot.
Dennis
----- Original Message -----
From: "Rob Rowe" <yak-list@robrowe.plus.com>
Sent: Tuesday, February 21, 2006 10:10 AM
Subject: Yak-List: Re: Distraction-the Best Medicine
> --> Yak-List message posted by: "Rob Rowe" <yak-list@robrowe.plus.com>
>
> [color=blue][quote="dsavarese(at)elmore.rr.co"]Rob,
> Very interesting FWIW discussion. Also very helpful.
>
> As for the in-flight trouble shooting, I am not sure I or many other Yak
> 52
> owners/pilots would go through the extensive trouble shooting initially
> since air pressure is THE most precious commodity on the 52. (Exclusive
> of the engine and prop turning of course).[/color]
> ...
> That's just me though.
>
> ---[/quote]
> [color=blue]
>
> Dennis,
>
> Fair comment ... although if the first thing you do is turn the main air
> off then you can establish within seconds the important information as to
> whether you've got an up or down stream problem.
>
> If it's up stream then you'll need to use the emergency air anyway to
> ensure gear down & for braking ... so no delay incurred.
>
> If it's down stream then you'll have preserved precious air (& start
> replacing what's been lost) providing both time & confidence to perform a
> few minutes of valuable in-flight diagnostics.
>
> Aside from gaining time to collect your thoughts, it allows for a fuller
> assessment of the problem being faced & therefore the safest way to deal
> with it.
>
> I guess we'll all make our own call on this ... but if there's a silver
> lining to the problems we experienced it's that we all got to know the
> systems very well & felt comfortable that we were not going to make the
> situation worse by our actions.
>
> Believe me after several months of trying to diagnose this problem, and
> its random nature, the 5 guys in our syndicate could perform these
> procedures in their sleep!
>
> Rob R
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=13798#13798
>
>
>
Message 38
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| Subject: | Re: Painting a Yak |
Val,
Just an opinion here. If you do the vinyl, it can be easily removed and replaced
if necessary and is very inexpensive by comparison. Painting nose art typically
requires air brushing, which is quite expensive. If you have or plan to
take a high quality digital photo of the nose art, it can be expanded to the
size you want for the airplane without becoming granular.
FWIW
Dennis
----- Original Message -----
From: Valkyre1
To: yak-list@matronics.com
Sent: Tuesday, February 21, 2006 10:08 AM
Subject: Re: Yak-List: Re: Painting a Yak
Guys, I have several pieces of nose art that I just designed as a possibility
for N621CJ. Do you advise I use decals or is there an actual paint on option
that's better? -V
Message 39
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| Subject: | Re: Helpful or favorite Aviation Links |
--> Yak-List message posted by: "Mike Bell" <yakflyr@comcast.net>
Tim, here a couple that I think aren't widely known.
www.rvproject.com/wx/ (can be customized for your location)
www.aviamodel.ru/ca.htm ( Russian aircraft inventory)
--------
Mike Bell
Yak 52
Elk Grove, CA
yakflyr@comcastdotnet
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13815#13815
Message 40
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| Subject: | Re: Distraction-the Best Medicine |
--> Yak-List message posted by: "Rob Rowe" <yak-list@robrowe.plus.com>
Dennis,
Ok guess we'll (dis)agree to differ ... you propose getting the gear down as being
paramount (even if you don't know what the likely leak cause is .. so you'll
have to assume flaps, brakes etc are all suspect).
My preference is to safely trouble shoot the problem to try and quantify what I've
got to deal with ... and be prepared to use the back-up systems (if needed)
because that's what they were designed to do.
Same problem ... two approaches ... pick the one you feel most comfortable in handling.
Rob R
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13816#13816
Message 41
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| Subject: | Starting the -52 in cold weather |
--> Yak-List message posted by: "Shinden33" <shinden33@earthlink.net>
WRT adding prime during start - I have tried this method and it just does
not work. Maybe my airplane's just cranky but it has zero effect mainly
because there is not enough time for the primer to fill before the start
attempt is over. The only option would be to fill the primer prior to
start. I don't think that's the best plan. As far a as putting excess full
into the carb, I would not recommend flailing on the throttle. I
essentially use it as a the primer.
S
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Bill Walker
Sent: Tuesday, February 21, 2006 6:25 AM
Subject: Re: Yak-List: Starting the -52 in cold weather
--> Yak-List message posted by: "Bill Walker" <bwalker11@charter.net>
Very correct Dennis,
I would add that the accelerator pump in the carborator will put excess fuel
in the carborator inlet if you over work the throttle which, if a
successful start is not accomplished will result in fuel dripping out of the
carborator throat. Add a little fire from the stacks and you have yourself
a little situation. Someone off to the side yells fire and you hit the
starter button again only to discover that with that cold engine you have
depleted your air supply to the point that the engine won't turn over and
suck or blow the fire out, now you have a bigger problem. Ask Elizabeth
about it at Waycross the year before last, she bailed out of the back seat
of the same plane twice in a row - the second time with amazing speed.
BW
----- Original Message -----
From: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Sent: Tuesday, February 21, 2006 7:16 AM
Subject: Re: Yak-List: Starting the -52 in cold weather
> --> Yak-List message posted by: "A. Dennis Savarese"
> <dsavarese@elmore.rr.com>
>
> Scott,
> With all due respect, pumping the throttle is not the proper technique to
> solve the lack of fuel problem. Open the throttle to about 1/4 to 1/3 and
> leave it alone. Pull the primer out and turn it to the right. Press and
> hold the Start button. After it fires, turn the mag switch to 1+2. If
> the engine starts to die, do not stroke the throttle. Push the primer
> pump in for the additional fuel.
> This is the starting technique that I teach all new Yak owners and it
> really works.
> Dennis
>
> ----- Original Message -----
> From: "Shinden33" <shinden33@earthlink.net>
> To: <yak-list@matronics.com>
> Sent: Tuesday, February 21, 2006 1:36 AM
> Subject: RE: Yak-List: 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
>> To: yak-list@matronics.com
>> 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
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?Yak-List
>
>
Message 42
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| Subject: | Re: Distraction-the Best Medicine |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Now we agree. <Same problem ... two approaches ... pick the one you feel
most comfortable in handling.>
Dennis
----- Original Message -----
From: "Rob Rowe" <yak-list@robrowe.plus.com>
Sent: Tuesday, February 21, 2006 11:07 AM
Subject: Yak-List: Re: Distraction-the Best Medicine
> --> Yak-List message posted by: "Rob Rowe" <yak-list@robrowe.plus.com>
>
> Dennis,
>
> Ok guess we'll (dis)agree to differ ... you propose getting the gear down
> as being paramount (even if you don't know what the likely leak cause is
> .. so you'll have to assume flaps, brakes etc are all suspect).
>
> My preference is to safely trouble shoot the problem to try and quantify
> what I've got to deal with ... and be prepared to use the back-up systems
> (if needed) because that's what they were designed to do.
>
> Same problem ... two approaches ... pick the one you feel most comfortable
> in handling.
>
> Rob R
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=13816#13816
>
>
>
Message 43
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| Subject: | Re: Come again? I'm in love. |
In a message dated 2/21/2006 7:51:52 AM Pacific Standard Time,
Valkyre1@comcast.net writes:
Flight suits definitely have a purpose in this. A few quotes from Col. Larry
Donnithornes' excellent book "The West Point Way of Leadership"pg 29;
(Follwership is job One for a good leader.)
How many women do you know who quote books on military leadership? Val's the
first in my experience. That does it. I'm in love. Let's get married, Val!
...Blitz
Message 44
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| Subject: | Re: Starting the -52 in cold weatherStarting the -52 in cold |
we
--> Yak-List message posted by: "Rob Rowe" <yak-list@robrowe.plus.com>
Bob wrote
>
> Now about that "eggcup" of gas it takes for a hydraulic lock; are we
> talking parakeet or ostrich?
>
Good question!
Confess the "egg cup" is apocryphal ... however my layman calculations suggest
the following (I'm sure those more knowledgable will correct me);
Engine capacity = 10.161 litres
... giving 10.161 / 9 cylinders = 1.129 litres per cylinder swept volume
... with a compression ratio of 6.3:1 (+/- 0.1)
... this allows 1.129 / 6.3 = 0.179 litres (179 ml) cylinder volume at TDC
So 179 ml of fluid produces a full hydraullic lock ... even c.80 ml would double
the compression to 12.6:1 ... so maybe two (chicken!) egg cups for a full lock
and one to stress a plug core / seals etc.
Bottom line ... not very much liquid!
Rob R
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13828#13828
Message 45
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Gang,
I am not trying to beat a dead horse. However, I need to clear up
information so that ARS policies are accurately represented...
> 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.
All Red Star is a unique event in many ways. However, we do use FAST
and RPA standards for our formation training. If someone elects to not
wear a flight suit, that is their decision, and that's fine. ARS and
the RPA do not prevent anyone from receiving training, that's the
individual's choice...
Brian, please address any further comments to me on this off line.
Thanks.
ANNOUNCMENT:
ARS V has confirmed a new home. Porterville, CA (KPTV) is a fabulous
location located on the southeastern side of the central valley. Due
to scheduling conflicts this year's dates are going to be May 3-7.
More details to follow shortly....
Cheers,
Barry
Barry Hancock
Event Director
All Red Star
(949) 300-5510
www.allredstar.com
"A Unique Aviation Experience".
Message 46
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| Subject: | Re: Starting the -52 in cold weather |
On Feb 21, 2006, at 11:04 AM, doug sapp wrote:
> The only down side is that if your aircraft is a greasy mess the
> fabric will soon soak up the oil.
This is not a problem for the Fox boys. Our mother taught us - never
put it away dirty!
Message 47
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| Subject: | Re: Starting the -52 in cold weather |
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
Possibly another reason for having a fire guard as you did @ Waycross after
the first time. Or atleast have an extinguisher avialable nearby.
Doc
> [Original Message]
> From: Bill Walker <bwalker11@charter.net>
> To: <yak-list@matronics.com>
> Date: 2/21/2006 8:35:43 AM
> Subject: Re: Yak-List: Starting the -52 in cold weather
>
> --> Yak-List message posted by: "Bill Walker" <bwalker11@charter.net>
>
> Very correct Dennis,
> I would add that the accelerator pump in the carborator will put excess
fuel
> in the carborator inlet if you over work the throttle which, if a
> successful start is not accomplished will result in fuel dripping out of
the
> carborator throat. Add a little fire from the stacks and you have
yourself
> a little situation. Someone off to the side yells fire and you hit the
> starter button again only to discover that with that cold engine you have
> depleted your air supply to the point that the engine won't turn over and
> suck or blow the fire out, now you have a bigger problem. Ask Elizabeth
> about it at Waycross the year before last, she bailed out of the back
seat
> of the same plane twice in a row - the second time with amazing speed.
> BW
> ----- Original Message -----
> From: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
> To: <yak-list@matronics.com>
> Sent: Tuesday, February 21, 2006 7:16 AM
> Subject: Re: Yak-List: Starting the -52 in cold weather
>
>
> > --> Yak-List message posted by: "A. Dennis Savarese"
> > <dsavarese@elmore.rr.com>
> >
> > Scott,
> > With all due respect, pumping the throttle is not the proper technique
to
> > solve the lack of fuel problem. Open the throttle to about 1/4 to 1/3
and
> > leave it alone. Pull the primer out and turn it to the right. Press
and
> > hold the Start button. After it fires, turn the mag switch to 1+2. If
> > the engine starts to die, do not stroke the throttle. Push the primer
> > pump in for the additional fuel.
> > This is the starting technique that I teach all new Yak owners and it
> > really works.
> > Dennis
> >
> > ----- Original Message -----
> > From: "Shinden33" <shinden33@earthlink.net>
> > To: <yak-list@matronics.com>
> > Sent: Tuesday, February 21, 2006 1:36 AM
> > Subject: RE: Yak-List: 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
> >> To: yak-list@matronics.com
> >> 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
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >
> >
> >
> >
> >
> > http://www.matronics.com/Navigator?Yak-List
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
>
Message 48
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--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Valkyre1 wrote:
> Don't discard the psychological benefits of group insignia and
> "uniforms/flight suits" in formation flying and disciplined group tasks.
> Especially those requiring absolute concentration and knowledge of what
> your part is in that group.
Ah, a logical and reasoned approach to "why wear flight suits"!
I personally think the points of group skill and discipline can be
accomplished without arbitrary uniforms but your point is well taken for
large groups as a whole. It certainly works for the military and
certainly works in the likes of the enlisted ranks. The inherent
internal discipline in the officer corps is less dependent on the
outward trappings of the group.
Still, I like your approach.
Brian
brian-yak@lloyd.com
Message 49
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| Subject: | Starting the -52 in cold weather |
stock Chinese insulated cowl blankets which are sewn to form fit over the cowl,
blocking off the entire gill area and covering all the cowls. The temp gains
inside with just the small heat pad on the oil tank were remarkable. The only
down side is that if your aircraft is a greasy mess the fabric will soon soak
up the oil.
Always Yakin,
Doug Sapp
Another thing that can aid in warming the engine is a $25 hair dryer hung inbetween
the gills infront of the oil sump for 20-30 min.
Doc
Message 50
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| Subject: | Navigation light lens and wiper |
=
Message 51
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| Subject: | Re: Helpful or favorite Aviation Links |
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
Here are a couple of more
www.100ll.com for fuel prices along your route
www.aeroplanner.com They have a Cartography program the generates great
charts for low levels. Not cheap but it is good. It is the same that we use
in the guard with a few bells and whistles like threats and threat circles.
You can plan your low level gps mapping ect. for TOTs . The threats for us
are power lines and towers which are well shown.
Doc
> [Original Message]
> From: Mike Bell <yakflyr@comcast.net>
> To: <yak-list@matronics.com>
> Date: 2/21/2006 11:12:42 AM
> Subject: Yak-List: Re: Helpful or favorite Aviation Links
>
> --> Yak-List message posted by: "Mike Bell" <yakflyr@comcast.net>
>
> Tim, here a couple that I think aren't widely known.
>
> www.rvproject.com/wx/ (can be customized for your location)
>
> www.aviamodel.ru/ca.htm ( Russian aircraft inventory)
>
> --------
> Mike Bell
> Yak 52
> Elk Grove, CA
> yakflyr@comcastdotnet
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=13815#13815
>
>
>
>
>
>
>
Message 52
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| Subject: | primer vs. accelerator pump |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
In priming and starting the engine it is useful to know where the fuel
goes from these two sources. Pumping the throttle causes the accelerator
pump to squirt fuel into the throat of the carb. This fuel usually runs
back down and into the airbox causing the potential for a fire there if
the fuel ignites. That is why you should keep cranking the engine during
an induction system fire.
The fuel from the primer goes into the supercharger housing. Raw fuel
from here will run down into the intake risers for the lower cylinders.
There is a potential for hydraulic lock if you prime too much (put too
much fuel in there).
Know your systems.
Brian
brian-yak@lloyd.com
Message 53
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| Subject: | Re: Come again? I'm in love. |
Maybe more regimintation than you can handle Blitz.
Doc
----- Original Message -----
From:
Sent: 2/21/2006 11:48:16 AM
Subject: Re: Yak-List: Come again? I'm in love.
In a message dated 2/21/2006 7:51:52 AM Pacific Standard Time, Valkyre1@comcast.net
writes:
Flight suits definitely have a purpose in this. A few quotes from Col. Larry Donnithornes'
excellent book "The West Point Way of Leadership"pg 29; (Follwership
is job One for a good leader.)
How many women do you know who quote books on military leadership? Val's the first
in my experience. That does it. I'm in love. Let's get married, Val! ...Blitz
Message 54
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| Subject: | Starting the -52 in cold weather |
After being in the aircraft salvage business for over 20 years and
personally recovering hundreds of aircraft from just every conceivable
position and environment, some of the ones that stick in my mind the most
were the fires caused by a el cheapo heat sources. It seems wondrous to me
that anyone would heat a 100K aircraft with a questionable heat source
unless they were standing by with an extinguisher close at hand (as I as
sure you were). I once salvaged what was left of a brand new Cessna 185 on
floats which burnt to the floor pan because of a hair dryer left in the
engine compartment while the owner went for coffee while it warmed the
engine. It turns out that a hair dryer is designed to live in free air, the
air around it cools the plastic housing. Left in a enclosed space the
plastic soon melts and the whole thing ignites. I'm not saying don't do it,
I am say that if you do use household heating units of any kind they need to
be watched VERY carefully. Heck in -50 F, up in northern Saskatchewan we
put diesel (gelled because of the temps) and avgas in a 5 gallon can with
sawdust. This whole thing was placed under the canvas draped cowl of the
Norseman on skis. The oil was drained after each flight and kept in the
heated line shack, when added to the pre heated engine, she fired up every
time. By the way, this same aircraft, CF-SAM now hangs in the museum in
Moose Jaw Saskatchewan, on her original skis, complete with artic cabin
heater and cold weather gear. A true icon of the early days of bush flying
in Northern Canada.
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Roger Kemp
Sent: Tuesday, February 21, 2006 11:03 AM
To: yak-list@matronics.com
Subject: RE: Yak-List: Starting the -52 in cold weather
stock Chinese insulated cowl blankets which are sewn to form fit over
the cowl, blocking off the entire gill area and covering all the cowls. The
temp gains inside with just the small heat pad on the oil tank were
remarkable. The only down side is that if your aircraft is a greasy mess
the fabric will soon soak up the oil.
Always Yakin,
Doug Sapp
Another thing that can aid in warming the engine is a $25 hair dryer
hung inbetween the gills infront of the oil sump for 20-30 min.
Doc
Message 55
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| Subject: | Navigation light lens and wiper |
Martin,
Contact me off list!!
There is far too much extraneous traffic here already, they don't need me
adding to it.
rvfltd@televar.com
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Buzzard Aviation
Sent: Tuesday, February 21, 2006 11:02 AM
To: yak-list@matronics.com
Subject: RE: Yak-List: Navigation light lens and wiper
At 15:45 21/02/2006, you wrote:
Martin,
I have the green lens in my stock, so if Rob cannot help you feel free
to use my parts inventory as a back up source. Don't know how the price
translates to your $, but the price in Yankee dollars is $12.00 each.
Always Yakin,
Doug Sapp
Yes please Doug. Rob has only red ones. This is the teardrop shape with
the central screw. Let me know how much inc postage (UPS/DHL whatever) and I
can give you credit card details. I'm using a Chipmunk one at present
modified with plastic and much duct tape:-[
Many Thanks
Happy Landings
____|____
\O/
o'o Martin Robinson
martin@cub.flyer.co.uk
www.cub.flyer.co.uk
Auster AOP 9 G-BKVK (WZ662)
Yak 18T HA-YAV
Message 56
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| Subject: | Re: Come again? I'm in love. |
In a message dated 2/21/06 11:37:37 AM, viperdoc@mindspring.com writes:
>
> Maybe more regimintation than you can handle Blitz.
>
> Doc
>
>
Don't think so. My current wife has me very well trained. I prepare coffee in
the morning, make the bed with hospital corners, and always put the seat back
down. Indeed, I'm the prefect mate.
Oh, and it's regimEntation. Doctors, it seems, are comfortable with Latin and
often French. It's their English that's sketchy, particularly in hand written
form. I take it back, Doc, your hand writing is entirely legible ...Blitz
Message 57
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| Subject: | Starting the -52 in cold weather |
Doug,
I stand corrected to a degree.
I personally place the unit not all the way into the front cowling, but where the
warm air can blow thru the louvers into the arear around the oil sump. It only
gets cold enough down here in lower Alabama a few days out of the year to
really need to warm the engine. I do not wonder to far off will it is running.
Generally all it takes is running it while I'm adding oil, MMO, ect.
I would never walk off an leave a device like that unattended.
Thanks for the concern,
Doc
----- Original Message -----
I once salvaged what was left of a brand new Cessna 185 on floats which burnt to
the floor pan because of a hair dryer left in the engine compartment while the
owner went for coffee while it warmed the engine. It turns out that a hair
dryer is designed to live in free air, the air around it cools the plastic housing.
Left in a enclosed space the plastic soon melts and the whole thing ignites.
I'm not saying don't do it, I am say that if you do use household heating
units of any kind they need to be watched VERY carefully. .
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com]On Behalf Of Roger Kemp
Sent: Tuesday, February 21, 2006 11:03 AM
Subject: RE: Yak-List: Starting the -52 in cold weather
stock Chinese insulated cowl blankets which are sewn to form fit over the cowl,
blocking off the entire gill area and covering all the cowls. The temp gains
inside with just the small heat pad on the oil tank were remarkable. The only
down side is that if your aircraft is a greasy mess the fabric will soon soak
up the oil.
Always Yakin,
Doug Sapp
Another thing that can aid in warming the engine is a $25 hair dryer hung inbetween
the gills infront of the oil sump for 20-30 min.
Doc
Message 58
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|
| Subject: | flying on the cheap |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
"Flying on the cheap": what an oxymoron.
A big part of the cost of flying is now the cost of fuel. In my last
round-trip across the US (this last Christmas) I found *huge*
differences in fuel price. I could have paid anywhere from $2.80 to
$5.60 per gallon for fuel. I used AirNav.com (http://www.airnav.com/) to
plan my flight based on the cost of fuel. I went back and estimated how
much I saved by explicitly stopping where the fuel was cheapest. My
estimate came to $800 for the trip. $800 in a one-week trip paid for all
the motels and meals along the way.
This also is a useful point for Yak-52s and CJ6As with limited fuel.
Having aux fuel will buy you more flexibility in where you land to
refuel and may save you a LOT of money when traveling cross-country.
--
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 59
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| Subject: | Re: Jim Goolsby on the Outdoor Channel this week |
Poor Pappy,
It's a tough life, Pappy can't see himself on TV because his is back on the road
with the Bombers. His brother is taping the episode though. Over the weekend,
we forced ourselves to help out our brethern in Wings over Miami. Pappy and
I formation scud ran back on an inland route to avoid evening coastal fog and
haze. Today it was out in the soup again inland over the 'glades to run Pappy
downstate to Pompano to join the bombers for a week or so.
Sooo, as my CJ pulls up at the FBO, out come the girls. Pappy quickly manuvers
himself between us to save me (what a guy) and proceeds to sweet talk her into
a personal tour of her vacation photos on a laptop. Later, perhaps a private
cockpit tour of the B-24 for the lady CFI??? What a guy, always looking out for
me!
Craig Payne
Message 60
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| Subject: | Re: Helpful or favorite Aviation Links |
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
[quote="viperdoc(at)mindspring.co"]Here are a couple of more
www.100ll.com for fuel prices along your route
www.aeroplanner.com They have a Cartography program the generates great
charts for low levels. Not cheap but it is good. It is the same that we use
in the guard with a few bells and whistles like threats and threat circles.
You can plan your low level gps mapping ect. for TOTs . The threats for us
are power lines and towers which are well shown.
Doc
You dont use Falcon View??
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13938#13938
Message 61
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| Subject: | Triennial Mode S Registration |
Whislt undergoing a maintenance check from a 77-year old FAA guy at the Miami show,
several guys where caught without their data plates; mostly T-28's, but they
got by with taped on cards for the show. The same public servant also questioned
everyone for copies of their Triennial Mode S Registration form....supposedly,
after 1996, ALL aircraft that have transponders replaced, MUST upgrade
the Manufacturer's Mode A/C installation to a registered Mode S. I tried to explain
the Experimental-Exhibition thing about Chinese airplanes but not sure
I got through. He also suggested we fill out 337's for each mod and save them
rather than submit them ???
Anyway, I'm surfing the .gov site for the DHS requirement that controls this but
no joy yet. I suspect that this is a Part 135/121 requirement but not sure about
Part 91. Anyone know for sure?
Craig Payne
Message 62
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| Subject: | Removing the blades from the V-530 |
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
Anyone ever done it? Any advice on the process. I am having the blades overhauled
next month.
Thanks in advance!
Tim
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13944#13944
Message 63
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| Subject: | Re: Removing the blades from the V-530 |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Very easy Tim. Remove the cotter pins from the castellated nuts that hold
the counter weight clamps. Next, loosen the nuts to release the pressure on
the blade shanks. Unscrew the blades by turning them counterclockwise.
Bingo, your done.
Dennis
----- Original Message -----
From: "Tim Gagnon" <NiftyYak50@msn.com>
Sent: Tuesday, February 21, 2006 7:52 PM
Subject: Yak-List: Removing the blades from the V-530
> --> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
>
> Anyone ever done it? Any advice on the process. I am having the blades
> overhauled next month.
>
> Thanks in advance!
>
> Tim
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=13944#13944
>
>
>
Message 64
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| Subject: | Re: Vperiod V530TA-D35 |
--> Yak-List message posted by: "Walter Lannon" <wlannon@cablerocket.com>
Dan;
I had not seen a reply to your question. I thought someone with more
expertise on the V530 would handle it. I probably missed it but here is what
little I know -
Dia. 2400 mm/ 94.48 in. (same as J9G1)
R = 1200 mm/ 47.24"
Low pitch 14.5 degs.
High pitch 30.0 degs
Reference station 1000 mm (39.37 in. or 7.87 in from tip)
Walt
----- Original Message -----
From: "Daniel Fortin" <fougapilot@hotmail.com>
Sent: Monday, February 20, 2006 4:15 PM
Subject: Yak-List: 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
>
>
> http://www.matronics.com/Navigator?Yak-List
>
>
>
Message 65
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| Subject: | Re: Triennial Mode S Registration |
Get his name?
----- Original Message -----
From: Craig Payne
To: yak-list
Sent: Tuesday, February 21, 2006 7:49 PM
Subject: Yak-List: Triennial Mode S Registration
Whislt undergoing a maintenance check from a 77-year old FAA guy at the Miami
show, several guys where caught without their data plates; mostly T-28's, but
they got by with taped on cards for the show. The same public servant also questioned
everyone for copies of their Triennial Mode S Registration form....supposedly,
after 1996, ALL aircraft that have transponders replaced, MUST upgrade
the Manufacturer's Mode A/C installation to a registered Mode S. I tried to
explain the Experimental-Exhibition thing about Chinese airplanes but not sure
I got through. He also suggested we fill out 337's for each mod and save them
rather than submit them ???
Anyway, I'm surfing the .gov site for the DHS requirement that controls this
but no joy yet. I suspect that this is a Part 135/121 requirement but not sure
about Part 91. Anyone know for sure?
Craig Payne
Message 66
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Cc: yak-list@matronics.com
| Subject: | Re: Come again? I'm in love. |
Hey Blitz,
I hope you're 6 ' 8" and built like a Redskins linebacker if you are
going to survive all this "regimentation" at the hands of your lady love.
Hate to start looking for your replacement,
CLIFF
On Tue, 21 Feb 2006 13:35:06 -0600 "Roger Kemp" <viperdoc@mindspring.com>
writes:
Maybe more regimintation than you can handle Blitz.
Doc
----- Original Message -----
From:
Sent: 2/21/2006 11:48:16 AM
Subject: Re: Yak-List: Come again? I'm in love.
In a message dated 2/21/2006 7:51:52 AM Pacific Standard Time,
Valkyre1@comcast.net writes:
Flight suits definitely have a purpose in this. A few quotes from Col.
Larry Donnithornes' excellent book "The West Point Way of Leadership"pg
29; (Follwership is job One for a good leader.)
How many women do you know who quote books on military leadership? Val's
the first in my experience. That does it. I'm in love. Let's get married,
Val! ...Blitz
Message 67
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| Subject: | Re: Helpful or favorite Aviation Links |
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
We do. Falcon View is the parent of this program. As you know, it was
developed at Georgia Tech. It is marketed and managed by Tibrin. My son
used to be the rep for the guys at Maxwell before going to pilot training.
Doc
> [Original Message]
> From: Tim Gagnon <NiftyYak50@msn.com>
> To: <yak-list@matronics.com>
> Date: 2/21/2006 7:31:34 PM
> Subject: Yak-List: Re: Helpful or favorite Aviation Links
>
> --> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
>
> [quote="viperdoc(at)mindspring.co"]Here are a couple of more
> www.100ll.com for fuel prices along your route
> www.aeroplanner.com They have a Cartography program the generates great
> charts for low levels. Not cheap but it is good. It is the same that we
use
> in the guard with a few bells and whistles like threats and threat
circles.
> You can plan your low level gps mapping ect. for TOTs . The threats for us
> are power lines and towers which are well shown.
> Doc
>
>
> You dont use Falcon View??
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=13938#13938
>
>
>
>
>
>
>
Message 68
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In a message dated 2/21/2006 9:48:55 A.M. Pacific Standard Time,
barry@flyredstar.org writes:
If someone elects to not
wear a flight suit, that is their decision, and that's fine. ARS and
the RPA do not prevent anyone from receiving training, that's the
individual's choice...
BARRY?, Please answer the question! This sounds like Bubba Clinton I DID NOT
HAVE
%
$ WITH HIM OR HER!!!
Tom Elliott
CJ-6 NX63727
Sandy Valley NV
3L2
702-723-1223
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