Today's Message Index:
----------------------
1. 02:32 AM - Re: Yak-List Digest: 11 Msgs - 04/07/06 (Norm Davis)
2. 04:18 AM - Re: Yak-List Digest: 11 Msgs - 04/07/06 (Norm & Annette Davis)
3. 04:20 AM - Re: Yak-List Digest: 11 Msgs - 04/07/06 (Norm Davis)
4. 05:20 AM - Re: Re: Yak-List Digest: 11 Msgs - 04/07/06 (A. Dennis Savarese)
5. 07:24 AM - Fire Cock (Scooter)
6. 07:24 AM - Re: Firewall fuel shut-off (was: Re: glide ratios)Firewall fuel shut-off (was: glide ratios) (Valkyre1)
7. 08:45 AM - Re: Fire Cock (A. Dennis Savarese)
8. 08:47 AM - Re: Firewall fuel shut-off (was: Re: glide ratios)Firewall fuel shut-off (was: glide ratios) (A. Dennis Savarese)
9. 12:41 PM - Re: Yak-List Digest: 11 Msgs - 04/07/06 (davisn)
10. 03:28 PM - Re: Yak-List Digest: 11 Msgs - 04/07/06 (cdustercc)
11. 05:27 PM - Re: Yak-List Digest: 11 Msgs - 04/07/06 (davisn)
Message 1
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| Subject: | Re: Yak-List Digest: 11 Msgs - 04/07/06 |
Hi Guys
I'm Norm Davis, recently joined this group. Ex US Navy attack (1954-74), instructed
in SNJ,
T28, AD. Trapped aboard 13 aircraft carriers. Flew A4E in 1969 from USS Oriskany
in Vietnam
(99 missions). Involved in intro of A7E to fleet at NAS Lemoore, Skippered a new
EA6B
squadron (VAQ 136) aboard USS Kitty Hawk 1973. Retired and brought Kiwi wife and
family back
to NZ in 1974.
Since then, been and done a few things. Am now in a syndicate owning a Yak 52 and
drawing upon
my navy experience to check out 18 other syndicate members. Have rated 15 so far.
Some have
taken 4 hours, others, 18 hours before they felt ready and I was willing to let
them go.
Am enjoying the challenge and the airplane.
Also enjoying reading the chatter. So, far, I'm gratified to know that my minimum
6 flight
syllabus has touched on most of what has been discussed.
Am always ready to learn more - that's how we stay alive. Also don't profess to
be an expert.
I have been interested in the discussion about glide ratios and what to do in the
event of
engine failure. Yes, the ratio is 7:1 gear up and 5:1 gear down. And, yes, it all
boils down
to how YOU fly the airplane.
I advise our group to always be aware of the area within a 45 slant range and be
thinking of
what to do in the event of engine failure.
We practice an emergency landing pattern that sets up overhead the intended point
of landing
(1/3 into a field or runway), into the wind at 3,000'AGL.
Close cowl flaps, CAT hot and reduce power to idle, set up optimum glide at 160kph
and turn
for a point downwind abeam the intended point of landing at 1500' AGL. (Originally
tried
1,000AGL at the 180, but it's too low and hairy).
Turn close aboard and get the gear down by the 180.
The intended point of landing should be 45 down - sighted even with the inboard
aeleron hinge
at the 180.
You will be turning with about 40-45 bank, so increase a/s to 170kph. Aim to be
at 1,000AGL
at the 135, gear down, Flaps UP.
Before the 90 - COUP check (Cowl flaps open, Oil cooler open, Undercarriage down
and Prop
full forward).
>From there continue turning to intercept the centreline and keep the nose down.
When you know you got it made, flaps down to land within the first third of the
runway. Keep
the speed to 150kph for flare.
If landing in a field, Gear should be UP.
A few practices using this pattern and you'll soon be a believer!
BTW, every practice landing is to a full stop.
Whenever you do a few circuits to get back up to speed, at least try a dead stick
from
1,000AGL at the 135.
Get proficient at this and then you'll be ready to fly the same pattern if you
experience a
throttle linkage failure at full throttle. You will be proficient and will know
how to dead
stick it in.
Just a word of warning - normally the gospel is to never go over 30 bank in an
approach. This
is emergency landing practice and if you only use 30 bank you will not make it
dead stick.
You actually lose less altitude in a 180 45 banked turn then you do at 30 bank.
The safety
secret is keep the nose down and don't allow the airspeed to be less than 160kph.
Hope this helps.
Cheers
Norm
Message 2
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| Subject: | Re: Yak-List Digest: 11 Msgs - 04/07/06 |
--> Yak-List message posted by: Norm & Annette Davis <davisn@xtra.co.nz>
Hi Guys
I'm Norm Davis, recently joined this group. Ex US Navy attack (1954-74),
instructed in SNJ,
T28, AD. Trapped aboard 13 aircraft carriers. Flew A4E in 1969 from USS
Oriskany in Vietnam
(99 missions). Involved in intro of A7E to fleet at NAS Lemoore,
Skippered a new EA6B
squadron (VAQ 136) aboard USS Kitty Hawk 1973. Retired and brought Kiwi
wife and family back
to NZ in 1974.
Since then, been and done a few things. Am now in a syndicate owning a
Yak 52 and drawing upon
my navy experience to check out 18 other syndicate members. Have rated
15 so far. Some have
taken 4 hours, others, 18 hours before they felt ready and I was willing
to let them go.
Am enjoying the challenge and the airplane.
Also enjoying reading the chatter. So, far, I'm gratified to know that
my minimum 6 flight
syllabus has touched on most of what has been discussed.
Am always ready to learn more - that's how we stay alive. Also don't
profess to be an expert.
I have been interested in the discussion about glide ratios and what to
do in the event of
engine failure. Yes, the ratio is 7:1 gear up and 5:1 gear down. And,
yes, it all boils down
to how YOU fly the airplane.
I advise our group to always be aware of the area within a 45 slant
range and be thinking of
what to do in the event of engine failure.
We practice an emergency landing pattern that sets up overhead the
intended point of landing
(1/3 into a field or runway), into the wind at 3,000'AGL.
Close cowl flaps, CAT hot and reduce power to idle, set up optimum glide
at 160kph and turn
for a point downwind abeam the intended point of landing at 1500' AGL.
(Originally tried
1,000AGL at the 180, but it's too low and hairy).
Turn close aboard and get the gear down by the 180.
The intended point of landing should be 45 down - sighted even with the
inboard aeleron hinge
at the 180.
You will be turning with about 40-45 bank, so increase a/s to 170kph.
Aim to be at 1,000AGL
at the 135, gear down, Flaps UP.
Before the 90 - COUP check (Cowl flaps open, Oil cooler open,
Undercarriage down and Prop
full forward).
>From there continue turning to intercept the centreline and keep the
nose down.
When you know you got it made, flaps down to land within the first third
of the runway. Keep
the speed to 150kph for flare.
If landing in a field, Gear should be UP.
A few practices using this pattern and you'll soon be a believer!
BTW, every practice landing is to a full stop.
Whenever you do a few circuits to get back up to speed, at least try a
dead stick from
1,000AGL at the 135.
Get proficient at this and then you'll be ready to fly the same pattern
if you experience a
throttle linkage failure at full throttle. You will be proficient and
will know how to dead
stick it in.
Just a word of warning - normally the gospel is to never go over 30
bank in an approach. This
is emergency landing practice and if you only use 30 bank you will not
make it dead stick.
You actually lose less altitude in a 180 45 banked turn then you do at
30 bank. The safety
secret is keep the nose down and don't allow the airspeed to be less
than 160kph.
Hope this helps.
Cheers
Norm
Message 3
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| Subject: | Re: Yak-List Digest: 11 Msgs - 04/07/06 |
--> Yak-List message posted by: Norm Davis <davisn@xtra.co.nz>
Hi Guys
I'm Norm Davis, recently joined this group. Ex US Navy attack (1954-74),
instructed in SNJ,
T28, AD. Trapped aboard 13 aircraft carriers. Flew A4E in 1969 from USS
Oriskany in Vietnam
(99 missions). Involved in intro of A7E to fleet at NAS Lemoore,
Skippered a new EA6B
squadron (VAQ 136) aboard USS Kitty Hawk 1973. Retired and brought Kiwi
wife and family back
to NZ in 1974.
Since then, been and done a few things. Am now in a syndicate owning a
Yak 52 and drawing upon
my navy experience to check out 18 other syndicate members. Have rated
15 so far. Some have
taken 4 hours, others, 18 hours before they felt ready and I was willing
to let them go.
Am enjoying the challenge and the airplane.
Also enjoying reading the chatter. So, far, I'm gratified to know that
my minimum 6 flight
syllabus has touched on most of what has been discussed.
Am always ready to learn more - that's how we stay alive. Also don't
profess to be an expert.
I have been interested in the discussion about glide ratios and what to
do in the event of
engine failure. Yes, the ratio is 7:1 gear up and 5:1 gear down. And,
yes, it all boils down
to how YOU fly the airplane.
I advise our group to always be aware of the area within a 45 slant
range and be thinking of
what to do in the event of engine failure.
We practice an emergency landing pattern that sets up overhead the
intended point of landing
(1/3 into a field or runway), into the wind at 3,000'AGL.
Close cowl flaps, CAT hot and reduce power to idle, set up optimum glide
at 160kph and turn
for a point downwind abeam the intended point of landing at 1500' AGL.
(Originally tried
1,000AGL at the 180, but it's too low and hairy).
Turn close aboard and get the gear down by the 180.
The intended point of landing should be 45 down - sighted even with the
inboard aileron hinge
at the 180.
You will be turning with about 40-45 bank, so increase a/s to 170kph.
Aim to be at 1,000AGL
at the 135, gear down, Flaps UP.
Before the 90 - COUP check (Cowl flaps open, Oil cooler open,
Undercarriage down and Prop
full forward).
>From there continue turning to intercept the centreline and keep the
nose down.
When you know you got it made, flaps down to land within the first third
of the runway. Keep
the speed to 150kph for flare.
If landing in a field, Gear should be UP.
A few practices using this pattern and you'll soon be a believer!
BTW, every practice landing is to a full stop.
Whenever you do a few circuits to get back up to speed, at least try a
dead stick from
1,000AGL at the 135.
Get proficient at this and then you'll be ready to fly the same pattern
if you experience a
throttle linkage failure at full throttle. You will be proficient and
will know how to dead
stick it in.
Just a word of warning - normally the gospel is to never go over 30
bank in an approach. This
is emergency landing practice and if you only use 30 bank you will not
make it dead stick.
You actually lose less altitude in a 180 45 banked turn then you do at
30 bank. The safety
secret is keep the nose down and don't allow the airspeed to be less
than 160kph.
Hope this helps.
Cheers
Norm
Message 4
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| Subject: | Re: Yak-List Digest: 11 Msgs - 04/07/06 |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Excellent post Norm. I found it quite informative. One very minor point
I'd like to submit for your consideration. With a real engine out (assuming
no oil pressure) moving the prop control full forward makes no difference.
The windmilling prop counterweights will take the prop to full coarse pitch
anyway.
During practice emergency landings with the engine idling, since there is
oil pressure, pull the prop control full aft prior to reducing the power and
continue the emergency landing practice. As you know, with the prop in
coarse pitch/low rpm, there is less drag which equals more gliding distance.
Dennis
----- Original Message -----
From: "Norm Davis" <davisn@xtra.co.nz>
Sent: Saturday, April 08, 2006 4:26 AM
Subject: Yak-List: Re: Yak-List Digest: 11 Msgs - 04/07/06
> Hi Guys
> I'm Norm Davis, recently joined this group. Ex US Navy attack (1954-74),
> instructed in SNJ,
> T28, AD. Trapped aboard 13 aircraft carriers. Flew A4E in 1969 from USS
> Oriskany in Vietnam
> (99 missions). Involved in intro of A7E to fleet at NAS Lemoore, Skippered
> a new EA6B
> squadron (VAQ 136) aboard USS Kitty Hawk 1973. Retired and brought Kiwi
> wife and family back
> to NZ in 1974.
> Since then, been and done a few things. Am now in a syndicate owning a Yak
> 52 and drawing upon
> my navy experience to check out 18 other syndicate members. Have rated 15
> so far. Some have
> taken 4 hours, others, 18 hours before they felt ready and I was willing
> to let them go.
> Am enjoying the challenge and the airplane.
> Also enjoying reading the chatter. So, far, I'm gratified to know that my
> minimum 6 flight
> syllabus has touched on most of what has been discussed.
> Am always ready to learn more - that's how we stay alive. Also don't
> profess to be an expert.
> I have been interested in the discussion about glide ratios and what to do
> in the event of
> engine failure. Yes, the ratio is 7:1 gear up and 5:1 gear down. And, yes,
> it all boils down
> to how YOU fly the airplane.
> I advise our group to always be aware of the area within a 45 slant range
> and be thinking of
> what to do in the event of engine failure.
> We practice an emergency landing pattern that sets up overhead the
> intended point of landing
> (1/3 into a field or runway), into the wind at 3,000'AGL.
> Close cowl flaps, CAT hot and reduce power to idle, set up optimum glide
> at 160kph and turn
> for a point downwind abeam the intended point of landing at 1500' AGL.
> (Originally tried
> 1,000AGL at the 180, but it's too low and hairy).
> Turn close aboard and get the gear down by the 180.
> The intended point of landing should be 45 down - sighted even with the
> inboard aeleron hinge
> at the 180.
> You will be turning with about 40-45 bank, so increase a/s to 170kph. Aim
> to be at 1,000AGL
> at the 135, gear down, Flaps UP.
> Before the 90 - COUP check (Cowl flaps open, Oil cooler open,
> Undercarriage down and Prop
> full forward).
>>From there continue turning to intercept the centreline and keep the nose
>>down.
> When you know you got it made, flaps down to land within the first third
> of the runway. Keep
> the speed to 150kph for flare.
> If landing in a field, Gear should be UP.
> A few practices using this pattern and you'll soon be a believer!
> BTW, every practice landing is to a full stop.
> Whenever you do a few circuits to get back up to speed, at least try a
> dead stick from
> 1,000AGL at the 135.
> Get proficient at this and then you'll be ready to fly the same pattern if
> you experience a
> throttle linkage failure at full throttle. You will be proficient and will
> know how to dead
> stick it in.
> Just a word of warning - normally the gospel is to never go over 30 bank
> in an approach. This
> is emergency landing practice and if you only use 30 bank you will not
> make it dead stick.
> You actually lose less altitude in a 180 45 banked turn then you do at
> 30 bank. The safety
> secret is keep the nose down and don't allow the airspeed to be less than
> 160kph.
> Hope this helps.
> Cheers
> Norm
>
Message 5
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--> Yak-List message posted by: "Scooter" <yakk52@verizon.net>
Here's what i have in my manual (Yak-52):
"ATTENTION! It is forbidden to stop the engine:
- by closing the fire cock, with fuel consumption within the carburator (to avoid
the flareback and the fire)."
"After the engine stop... the fire cock is closed when the airplane is in the
park, after flights performance".
And here's an unrelated question: Does anyone know how to adjust the VSI? Mine
reads a little negative when it should be zero. Is it that screw on the bottom?
I tried turning that and it was pretty stiff.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=27004#27004
Message 6
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| Subject: | Re: Firewall fuel shut-off (was: Re: glide ratios)Firewall fuel |
shut-off (was: glide ratios)
Dennis,
Does the M14-P Russian 360 hp have the same over-center type mechanism? - V
Message 7
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--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
VSI adjustment - unscrew the screw knob at the bottom center and PULL OUT.
It will lock into a keyway and you will be able to move the pointer up or
down. When you are finished making the adjustment PUSH IN on the knob then
tighten the screw back in.
Fire control handle - that is true (what you have in the manual), but in an
emergency situation involving fire or any kind of emergency engine shut
down, I personally would not hesitate to pull the fuel shut off.
Dennis
----- Original Message -----
From: "Scooter" <yakk52@verizon.net>
Sent: Saturday, April 08, 2006 9:22 AM
Subject: Yak-List: Fire Cock
> --> Yak-List message posted by: "Scooter" <yakk52@verizon.net>
>
> Here's what i have in my manual (Yak-52):
>
> "ATTENTION! It is forbidden to stop the engine:
> - by closing the fire cock, with fuel consumption within the carburator
> (to avoid the flareback and the fire)."
>
> "After the engine stop... the fire cock is closed when the airplane is in
> the park, after flights performance".
>
> And here's an unrelated question: Does anyone know how to adjust the VSI?
> Mine reads a little negative when it should be zero. Is it that screw on
> the bottom? I tried turning that and it was pretty stiff.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=27004#27004
>
>
>
Message 8
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| Subject: | Re: Firewall fuel shut-off (was: Re: glide ratios)Firewall fuel |
shut-off (was: glide ratios)
Val, it has nothing to do with the engine itself. The mechanism being discussed
in part of the Yak 52's coarse fuel screen assembly which is mounted to the
firewall. The cable from the fuel shut off handle is connected to an over-center
arm on this assembly. From that assembly is a flexible hose that connects
to the fuel pump. You would have to look at the CJ's fuel system diagrams to
determine if it is the same. My guess is it probably is, but I am not certain.
One of the CJ experts probably can say for sure. If we had the cowl off,
we could tell in a heartbeat. Hope this helps.
Dennis
----- Original Message -----
From: Valkyre1
To: yak-list@matronics.com
Sent: Saturday, April 08, 2006 9:22 AM
Subject: Re: Yak-List: Firewall fuel shut-off (was: Re: glide ratios)Firewall
fuel shut-off (was: glide ratios)
Dennis,
Does the M14-P Russian 360 hp have the same over-center type mechanism? - V
Message 9
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| Subject: | Re: Yak-List Digest: 11 Msgs - 04/07/06 |
--> Yak-List message posted by: "davisn" <davisn@xtra.co.nz>
Roger that, Dennis. I should have emphasized the word practice. For a real emergency,
pull the prop back. But, for practice, by the 90, push it forward - just
in case you find you need to go around.
Cheers
Norm
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=27047#27047
Message 10
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| Subject: | Re: Yak-List Digest: 11 Msgs - 04/07/06 |
--> Yak-List message posted by: "cdustercc" <craig@craftairservices.com>
Just curious why you teach landing in a field with the gear up. Isn't NZ largely
livestock production with fields for grazing or hay?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=27060#27060
Message 11
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| Subject: | Re: Yak-List Digest: 11 Msgs - 04/07/06 |
--> Yak-List message posted by: "davisn" <davisn@xtra.co.nz>
It's really a judgement call based on assessment of field size, irrigation dikes,
fence lines, etc. many may look smooth from altitude, but are pretty rough
when close. Also this is a mountainous country.
When landing gear up, there is less chance of tipping over and the gear still protrudes
below the wing.
The other judgement call is whether or not to open the canopy. In a rough landing
it might slam shut and jam - if already closed it might be easier to open post
touch down.
Cheer
Norm
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=27071#27071
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