Today's Message Index:
----------------------
1. 03:50 AM - Re: Tool Needed for CJ6a (Craig Payne)
2. 04:53 AM - Re: Good Weather Site (David McGirt)
3. 04:54 AM - Re: Scott Crossfield (A. Dennis Savarese)
4. 05:04 AM - Re: Good Weather Site (A. Dennis Savarese)
5. 05:31 AM - Re: Good Weather Site (Tim Gagnon)
6. 05:32 AM - Re: Scott Crossfield (Stephen Fox)
7. 05:34 AM - Re: Re: Air.....in an emergency. (A. Dennis Savarese)
8. 07:02 AM - Fw: Fw: Good Weather Site (cgalley)
9. 07:07 AM - Re: Scott Crossfield (Fraser, Gus)
10. 07:47 AM - Re: Re: Air.....in an emergency. (DaBear)
11. 07:55 AM - Re: Re: Air.....in an emergency. (A. Dennis Savarese)
12. 08:05 AM - Re: Scott Crossfield (Ben Marsh)
13. 08:05 AM - Re: Re: Air.....in an emergency. (Jim Bernier)
14. 08:15 AM - Re: Air.....in an emergency. (Tim Gagnon)
15. 08:53 AM - Re: Scott Crossfield (Roger Kemp)
16. 12:33 PM - Re: Re: Air.....in an emergency. (Bitterlich GS11 Mark G)
17. 12:35 PM - ARS Bad Boy Blowout (Craig Payne)
18. 12:42 PM - Re: Re: Tool Needed for CJ6a (doug sapp)
19. 12:48 PM - Re: Re: Air.....in an emergency. (Bitterlich GS11 Mark G)
20. 12:55 PM - Re: Re: Air.....in an emergency. (Jim Bernier)
21. 01:04 PM - Re: Tool Needed for CJ6a (Bitterlich GS11 Mark G)
22. 01:31 PM - Re: Re: Air.....in an emergency. (Bitterlich GS11 Mark G)
23. 02:04 PM - (Bitterlich GS11 Mark G)
24. 02:13 PM - Re: (John W. Hilterman Jr.)
25. 02:27 PM - Re: (Ben Marsh)
26. 02:42 PM - Re: (Francis Butler)
27. 02:59 PM - RPM failure (Jerome van der Schaar)
28. 03:09 PM - Re: RPM failure (Bitterlich GS11 Mark G)
29. 04:20 PM - Hanger Parts Clearance (Craig Payne)
30. 08:32 PM - Re: RPM failure (A. Dennis Savarese)
31. 08:32 PM - new helmet (napeone)
32. 10:04 PM - Re: RPM failure (Jerome van der Schaar)
Message 1
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| Subject: | Re: Tool Needed for CJ6a |
>--> Yak-List message posted by: "mgdimarco" <mgdimarco@yahoo.com>
>
>Anyone got a line on a spanner wrench for prop removal? For that matter, how about
>an entire tool kit for the CJ or Yak?
>
Call Doug Sapp. If you are talking about the hub wrench, the same spanner fits
the CJ and Russian prop. If you mean the 55mm pulling nut, then a 2-3/8" socket
will do in a pinch.
Craig Payne
Message 2
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| Subject: | Good Weather Site |
One follow up for all you true geeks - It is worth mentioning that this site
(by Dan Checkoway) is also mobile enabled. You can get METARs and TAFs from
your phone browser, and there is also a text message feature...send a text
message to METAR@rvroject.com with the airport identifier in the subject,
and you get a reply with the weather info.
_____
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of David McGirt
Sent: Thursday, April 20, 2006 10:10 AM
Subject: Yak-List: Good Weather Site
This link is probably worth adding to your bookmarks:
http://www.rvproject.com/wx/
It's a privately operated site with a really nice text weather page for
airports. Go to the bottom where it lets you Customize Location, and put in
your airport with a 50 mile radius. Nice little tool when your trying to
quickly assess your chances for flying.
And of course, you already know about www.flightcentral.net/superwx
Message 3
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| Subject: | Re: Scott Crossfield |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Jerry,
THAT was very moving. You should seriously consider sending it to the EAA
to be published in the next Sport Aviation magazine. I doubt any editor
could say anything more eloquent than that about Scott Crossfield.
For those that do not know where Prattville, Alabama is, which is where
Scott Crossfield kept his 210, it is just north of Maxwell AFB and just
outside the Class D airspace, which is the Montgomery, AL area.
Dennis
----- Original Message -----
From: "Jerry Painter" <wild.blue@verizon.net>
Sent: Friday, April 21, 2006 1:21 AM
Subject: Yak-List: Scott Crossfield
> --> Yak-List message posted by: "Jerry Painter" <wild.blue@verizon.net>
>
> When I was a kid in the aftermath of the Big One, when jets were dangerous
> New Things and rockets had men for guidance systems, I read avidly about
> the
> exploits of Bill Bridgeman, Joe Walker, Al White, Mel Apt and many
> others--real heroes forging new paths in engineering and
> aeronautics--dreaming that some day I would do the same. I, too, wanted to
> be an experimental test pilot, the guy in the pointy end, a renaissance
> man
> of aeronautics, part engineer, part Leonardo, part athlete, part warrior,
> a
> man of intellect, daring and skill.
>
>
> Scott Crossfield was one of my heroes. I'm a Seattle boy and he had
> studied
> aeronautical engineering at the University of Washington, in my home town.
> Boeing was a bomber and airliner factory, it was the Cold War, Seattle was
> a
> hard core airplane town and us kids designed and built tons of models,
> read
> the books and magazines, drew pictures of airplanes all day long in school
> and thought "Strategic Air Command" was the best movie ever made. We all
> wanted to fly. I even had a hobby shop in the basement because no store
> would stock the stuff we needed to build competition models. My AMA
> number
> was 10124. We were boy engineers, control line and free flight test
> pilots,
> too poor to afford radio control, longing to grow up and do the real
> thing.
>
>
> Two airplanes really caught my attention: the F-104 and the X-15. Those
> were the airplanes I hoped to fly someday, or more powerful, faster,
> higher
> flying successors. I wanted to go Mach 6, too.
>
>
> Years later, dreams partly fulfilled, watching and listening to Crossfield
> on TV describing test running the XR-99 rocket engine in the X-15, the
> first
> throttleable rocket engine, he again personified my idea of what a pilot
> and
> man should be. He told a story that went something like "the airplane is
> firmly chained to the ground, they strap you into the cockpit, get
> everything prepared and then all go inside a concrete block house before
> you
> actually fire the thing off. This is called building the confidence of
> the
> pilot." Code words describing the potential for violent death that
> awaited
> the unlucky, unprepared or less skilled. "The Right Stuff" wasn't just
> the
> title of a book or movie, it was what you hoped would keep you alive and
> Scott Crossfield was the man on the leading edge of the the greatest
> adventure ever.
>
>
> You've seen the film: after they all go to the block house, Crossfield
> fires the XR-99. Everything seems to be going well, then it looks like
> he's
> throttling it back, but the fire sputters and goes out. After what seems
> like a very long pause, the whole thing blows up in no uncertain way.
> Miraculously, Crossfield was unhurt. A crewman, mistakenly thinking
> Crossfield was in great danger and probably seriously injured, rushed to
> the
> cockpit. Crossfield tried to wave him off, he was OK, but the crewman
> opened the canopy with bare hands, suffering terrible burns and dragged
> Crossfield to "safety."
>
>
> Later, during an early test flight, he encountered control problems and
> had
> to return to land, still heavy with fuel. On final approach he got into
> serious pitch PIO, finally landing on the skids attached to the aft
> fuselage
> then the nose slammed to the ground and the fuselage broke in two just
> behind the cockpit. Again, Crossfield was unhurt.
>
>
> When the Wright brothers centennial came around there was Crossfield
> again,
> working on a replica. He was at Oshkosh. He was in Seattle at the Museum
> of Flight. He was on TV. After almost fifty years, almost forgotten, he
> had made his way back into the spotlight. He owned a Cessna 210.
>
>
> I was in the hangar when a friend came by to ask if I knew who Scott
> Crossfield was. Yes, I knew who he was, why? He was dead. Killed in an
> airplane accident, no details. When I checked my email later, EAA had a
> bulletin saying it was true. Killed in his 210. He was 84.
>
>
> A lousy way to die.
>
>
> I didn't know you and you didn't know me, but you meant more to me than
> you could ever know, Scott, and I will miss you, but I won't forget you.
>
>
>
Message 4
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| Subject: | Re: Good Weather Site |
I've been using the RVPROJECT weather site for over a year and a half and had no
idea it was mobile enabled. WOW! I'm going to immediately give that a try.
Thanks Dave.
Dennis
----- Original Message -----
From: David McGirt
To: yak-list@matronics.com
Sent: Friday, April 21, 2006 6:51 AM
Subject: RE: Yak-List: Good Weather Site
One follow up for all you true geeks - It is worth mentioning that this site
(by Dan Checkoway) is also mobile enabled. You can get METARs and TAFs from your
phone browser, and there is also a text message feature...send a text message
to METAR@rvroject.com with the airport identifier in the subject, and you get
a reply with the weather info.
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of David McGirt
Sent: Thursday, April 20, 2006 10:10 AM
To: yak-list@matronics.com
Subject: Yak-List: Good Weather Site
This link is probably worth adding to your bookmarks: http://www.rvproject.com/wx/
It's a privately operated site with a really nice text weather page for airports.
Go to the bottom where it lets you Customize Location, and put in your airport
with a 50 mile radius. Nice little tool when your trying to quickly assess
your chances for flying.
And of course, you already know about www.flightcentral.net/superwx
Message 5
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| Subject: | Re: Good Weather Site |
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
I use a few of the following. Since I am not a big fan of flying the -50 cross
country, I use it more for local weather. When I fly for money (my real job) they
give us all the weather and NOTAMS any one man can hope for.
www.wunderground.com
For some serious geeking out:
http://earth.google.com/download-earth.html
Then use this plug in for some great WX overlays and other handy aviation features.
You will have to go another site but I know this guy personally and he is
a solid dude. You will not be directed to some porn site. It will down load a
Google Earth Specific file. It is really cool and Yariv put some work into this.
Trust me, it will not infect your computer.
http://yariv.levin.net/WX-3.kmz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=29830#29830
Message 6
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| Subject: | Re: Scott Crossfield |
--> Yak-List message posted by: Stephen Fox <jsfox@adelphia.net>
Allow me to add my praise as well, a very moving and heart felt
piece. Dennis is right, I don't think there's a writer out there who
can say it any better.
Steve Fox
On Apr 21, 2006, at 7:53 AM, A. Dennis Savarese wrote:
> --> Yak-List message posted by: "A. Dennis Savarese"
> <dsavarese@elmore.rr.com>
>
> Jerry,
> THAT was very moving. You should seriously consider sending it to
> the EAA to be published in the next Sport Aviation magazine. I
> doubt any editor could say anything more eloquent than that about
> Scott Crossfield.
>
> For those that do not know where Prattville, Alabama is, which is
> where Scott Crossfield kept his 210, it is just north of Maxwell
> AFB and just outside the Class D airspace, which is the Montgomery,
> AL area.
> Dennis
>
> ----- Original Message ----- From: "Jerry Painter"
> <wild.blue@verizon.net>
> To: <yak-list@matronics.com>
> Sent: Friday, April 21, 2006 1:21 AM
> Subject: Yak-List: Scott Crossfield
>
>
>> --> Yak-List message posted by: "Jerry Painter"
>> <wild.blue@verizon.net>
>>
>> When I was a kid in the aftermath of the Big One, when jets were
>> dangerous
>> New Things and rockets had men for guidance systems, I read avidly
>> about the
>> exploits of Bill Bridgeman, Joe Walker, Al White, Mel Apt and many
>> others--real heroes forging new paths in engineering and
>> aeronautics--dreaming that some day I would do the same. I, too,
>> wanted to
>> be an experimental test pilot, the guy in the pointy end, a
>> renaissance man
>> of aeronautics, part engineer, part Leonardo, part athlete, part
>> warrior, a
>> man of intellect, daring and skill.
>>
>>
>>
>> Scott Crossfield was one of my heroes. I'm a Seattle boy and he
>> had studied
>> aeronautical engineering at the University of Washington, in my
>> home town.
>> Boeing was a bomber and airliner factory, it was the Cold War,
>> Seattle was a
>> hard core airplane town and us kids designed and built tons of
>> models, read
>> the books and magazines, drew pictures of airplanes all day long
>> in school
>> and thought "Strategic Air Command" was the best movie ever made.
>> We all
>> wanted to fly. I even had a hobby shop in the basement because no
>> store
>> would stock the stuff we needed to build competition models. My
>> AMA number
>> was 10124. We were boy engineers, control line and free flight
>> test pilots,
>> too poor to afford radio control, longing to grow up and do the
>> real thing.
>>
>>
>>
>> Two airplanes really caught my attention: the F-104 and the
>> X-15. Those
>> were the airplanes I hoped to fly someday, or more powerful,
>> faster, higher
>> flying successors. I wanted to go Mach 6, too.
>>
>>
>>
>> Years later, dreams partly fulfilled, watching and listening to
>> Crossfield
>> on TV describing test running the XR-99 rocket engine in the X-15,
>> the first
>> throttleable rocket engine, he again personified my idea of what a
>> pilot and
>> man should be. He told a story that went something like "the
>> airplane is
>> firmly chained to the ground, they strap you into the cockpit, get
>> everything prepared and then all go inside a concrete block house
>> before you
>> actually fire the thing off. This is called building the
>> confidence of the
>> pilot." Code words describing the potential for violent death
>> that awaited
>> the unlucky, unprepared or less skilled. "The Right Stuff" wasn't
>> just the
>> title of a book or movie, it was what you hoped would keep you
>> alive and
>> Scott Crossfield was the man on the leading edge of the the greatest
>> adventure ever.
>>
>>
>>
>> You've seen the film: after they all go to the block house,
>> Crossfield
>> fires the XR-99. Everything seems to be going well, then it looks
>> like he's
>> throttling it back, but the fire sputters and goes out. After
>> what seems
>> like a very long pause, the whole thing blows up in no uncertain way.
>> Miraculously, Crossfield was unhurt. A crewman, mistakenly thinking
>> Crossfield was in great danger and probably seriously injured,
>> rushed to the
>> cockpit. Crossfield tried to wave him off, he was OK, but the
>> crewman
>> opened the canopy with bare hands, suffering terrible burns and
>> dragged
>> Crossfield to "safety."
>>
>>
>>
>> Later, during an early test flight, he encountered control
>> problems and had
>> to return to land, still heavy with fuel. On final approach he
>> got into
>> serious pitch PIO, finally landing on the skids attached to the
>> aft fuselage
>> then the nose slammed to the ground and the fuselage broke in two
>> just
>> behind the cockpit. Again, Crossfield was unhurt.
>>
>>
>>
>> When the Wright brothers centennial came around there was
>> Crossfield again,
>> working on a replica. He was at Oshkosh. He was in Seattle at
>> the Museum
>> of Flight. He was on TV. After almost fifty years, almost
>> forgotten, he
>> had made his way back into the spotlight. He owned a Cessna 210.
>>
>>
>>
>> I was in the hangar when a friend came by to ask if I knew who Scott
>> Crossfield was. Yes, I knew who he was, why? He was dead.
>> Killed in an
>> airplane accident, no details. When I checked my email later, EAA
>> had a
>> bulletin saying it was true. Killed in his 210. He was 84.
>>
>>
>>
>> A lousy way to die.
>>
>>
>>
>> I didn't know you and you didn't know me, but you meant more to me
>> than you could ever know, Scott, and I will miss you, but I won't
>> forget you.
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> www.matronics.com/Navigator?Yak-List
> wiki.matronics.com
>
>
Message 7
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| Subject: | Re: Air.....in an emergency. |
Usually if you have less than 20 atmospheres in the tank, the blades won't turn.
There are some engines that will start on pure Nitrogen and some, like mine,
that absolutely says, "ain't no way I'M going to start on that stuff". Recently
someone posted the best explanation I've read on the subject which was related
to the timing of the airstart distributor.
Dennis
----- Original Message -----
From: Sarah Tobin
To: yak-list@matronics.com
Sent: Thursday, April 20, 2006 10:43 PM
Subject: Yak-List: Re: Air.....in an emergency.
Tank was completely empty. I don't have a gauge to tell you how empty, but I
couldn't get a single blade to turn and the air dump didn't have any air to dump.
Yup no prob starting it up on pure nitro, after all you breathe 79% of it.
Throw the spears, getting used to it now....
Smash
"A. Dennis Savarese" <dsavarese@elmore.rr.com> wrote:
Smash,
Was your air tank completely empty or did you have some air left in it? If
there was air in it, how many ATM's. There have been numerous discussions on
the List as to whether the M14P will start on pure nitrogen vs. a mixture of
Nitrogen and breathing air. I really don't want to open up that can of worms
again.
Dennis
----- Original Message -----
From: Sarah Tobin
To: yak-list@matronics.com
Sent: Tuesday, April 11, 2006 2:25 PM
Subject: Re: Yak-List: Air.....in an emergency.
Well, since this *just* happened to me...ask the mx dudes for Nitrogen.
Filled up the tank and the booger started right up.
Smash
Tim Gagnon <NiftyYak50@msn.com> wrote:
--> Yak-List message posted by: "Tim Gagnon"
Say your out on a cross country with one leg home and you have stoped for
gas. You get back to the airplane and for some reason your air supply is gone.
Message 8
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| Subject: | Good Weather Site |
--> Yak-List message posted by: "cgalley" <cgalley@qcbc.org>
I am re-posting as the link was mis-spelled. The correct link is
METAR@rvproject.com and has been corrected in the body of text as well.
Cy Galley - Bellanca Champion Club
Newsletter Editor-in-Chief & EAA TC
www.bellanca-championclub.com
Actively supporting Bellancas every day
----- Original Message -----
From: "cgalley" <cgalley@qcbc.org>
Sent: Friday, April 21, 2006 7:11 AM
Subject: B: Fw: Yak-List: Good Weather Site
FYI
----- Original Message -----
From: David McGirt
Sent: Friday, April 21, 2006 6:51 AM
Subject: RE: Yak-List: Good Weather Site
One follow up for all you true geeks - It is worth mentioning that this site
(by Dan Checkoway) is also mobile enabled. You can get METARs and TAFs from
your phone browser, and there is also a text message feature...send a text
message to METAR@rvproject.com with the airport identifier in the subject,
and you get a reply with the weather info.
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of David McGirt
Sent: Thursday, April 20, 2006 10:10 AM
Subject: Yak-List: Good Weather Site
This link is probably worth adding to your bookmarks:
http://www.rvproject.com/wx/
It's a privately operated site with a really nice text weather page for
airports. Go to the bottom where it lets you Customize Location, and put in
your airport with a 50 mile radius. Nice little tool when your trying to
quickly assess your chances for flying.
And of course, you already know about www.flightcentral.net/superwx
Message 9
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|
| Subject: | Scott Crossfield |
--> Yak-List message posted by: "Fraser, Gus" <gus.fraser@gs.com>
Two years ago I was at OSH. I was sitting at the tables outside the WB
building chatting with my friend Erik Lindbergh (it gets better) just
shooting the s
&t. Then we noticed a group of older gentlemen to the side on
the next table. It was Scott Crossfield, Chuck Yeager, Neil Armstrong & John
Glenn. Talk about being in the presence of greatness. Both Erik and I were
dumb struck, of course we just wanted to say hi but we held off of that and
just enjoyed the moment. These guys and what they did is a large part of why
I fly today.
I always think that pilot is a verb not a noun. Anyone can fly a plane but
it takes a special person to pilot a plane.
You can keep all the super aircraft, all the special trips etc etc. You know
when you look at something a realize how important it is from a historical
perspective, well this was one of those moments.
I am sure we will all take a couple of minutes next time we fly to say
thanks to Scott for the inspiration he provided.
Gus
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Stephen Fox
Sent: Friday, April 21, 2006 8:32 AM
Subject: Re: Yak-List: Scott Crossfield
--> Yak-List message posted by: Stephen Fox <jsfox@adelphia.net>
Allow me to add my praise as well, a very moving and heart felt piece.
Dennis is right, I don't think there's a writer out there who can say it any
better.
Steve Fox
On Apr 21, 2006, at 7:53 AM, A. Dennis Savarese wrote:
> --> Yak-List message posted by: "A. Dennis Savarese"
> <dsavarese@elmore.rr.com>
>
> Jerry,
> THAT was very moving. You should seriously consider sending it to the
> EAA to be published in the next Sport Aviation magazine. I doubt any
> editor could say anything more eloquent than that about Scott
> Crossfield.
>
> For those that do not know where Prattville, Alabama is, which is
> where Scott Crossfield kept his 210, it is just north of Maxwell AFB
> and just outside the Class D airspace, which is the Montgomery, AL
> area.
> Dennis
>
> ----- Original Message ----- From: "Jerry Painter"
> <wild.blue@verizon.net>
> To: <yak-list@matronics.com>
> Sent: Friday, April 21, 2006 1:21 AM
> Subject: Yak-List: Scott Crossfield
>
>
>> --> Yak-List message posted by: "Jerry Painter"
>> <wild.blue@verizon.net>
>>
>> When I was a kid in the aftermath of the Big One, when jets were
>> dangerous New Things and rockets had men for guidance systems, I read
>> avidly about the exploits of Bill Bridgeman, Joe Walker, Al White,
>> Mel Apt and many others--real heroes forging new paths in engineering
>> and aeronautics--dreaming that some day I would do the same. I, too,
>> wanted to be an experimental test pilot, the guy in the pointy end, a
>> renaissance man of aeronautics, part engineer, part Leonardo, part
>> athlete, part warrior, a man of intellect, daring and skill.
>>
>>
>>
>> Scott Crossfield was one of my heroes. I'm a Seattle boy and he had
>> studied aeronautical engineering at the University of Washington, in
>> my home town.
>> Boeing was a bomber and airliner factory, it was the Cold War,
>> Seattle was a hard core airplane town and us kids designed and built
>> tons of models, read the books and magazines, drew pictures of
>> airplanes all day long in school
>> and thought "Strategic Air Command" was the best movie ever made.
>> We all
>> wanted to fly. I even had a hobby shop in the basement because no
>> store would stock the stuff we needed to build competition models.
>> My AMA number was 10124. We were boy engineers, control line and
>> free flight test pilots, too poor to afford radio control, longing to
>> grow up and do the real thing.
>>
>>
>>
>> Two airplanes really caught my attention: the F-104 and the X-15.
>> Those were the airplanes I hoped to fly someday, or more powerful,
>> faster, higher flying successors. I wanted to go Mach 6, too.
>>
>>
>>
>> Years later, dreams partly fulfilled, watching and listening to
>> Crossfield on TV describing test running the XR-99 rocket engine in
>> the X-15, the first throttleable rocket engine, he again personified
>> my idea of what a pilot and man should be. He told a story that went
>> something like "the airplane is firmly chained to the ground, they
>> strap you into the cockpit, get everything prepared and then all go
>> inside a concrete block house before you actually fire the thing off.
>> This is called building the confidence of the pilot." Code words
>> describing the potential for violent death that awaited the unlucky,
>> unprepared or less skilled. "The Right Stuff" wasn't just the title
>> of a book or movie, it was what you hoped would keep you alive and
>> Scott Crossfield was the man on the leading edge of the the greatest
>> adventure ever.
>>
>>
>>
>> You've seen the film: after they all go to the block house,
>> Crossfield fires the XR-99. Everything seems to be going well, then
>> it looks like he's throttling it back, but the fire sputters and goes
>> out. After what seems like a very long pause, the whole thing blows
>> up in no uncertain way.
>> Miraculously, Crossfield was unhurt. A crewman, mistakenly thinking
>> Crossfield was in great danger and probably seriously injured, rushed
>> to the cockpit. Crossfield tried to wave him off, he was OK, but the
>> crewman opened the canopy with bare hands, suffering terrible burns
>> and dragged Crossfield to "safety."
>>
>>
>>
>> Later, during an early test flight, he encountered control problems
>> and had to return to land, still heavy with fuel. On final approach
>> he got into serious pitch PIO, finally landing on the skids attached
>> to the aft fuselage then the nose slammed to the ground and the
>> fuselage broke in two just behind the cockpit. Again, Crossfield was
>> unhurt.
>>
>>
>>
>> When the Wright brothers centennial came around there was Crossfield
>> again, working on a replica. He was at Oshkosh. He was in Seattle
>> at the Museum of Flight. He was on TV. After almost fifty years,
>> almost forgotten, he had made his way back into the spotlight. He
>> owned a Cessna 210.
>>
>>
>>
>> I was in the hangar when a friend came by to ask if I knew who Scott
>> Crossfield was. Yes, I knew who he was, why? He was dead.
>> Killed in an
>> airplane accident, no details. When I checked my email later, EAA
>> had a bulletin saying it was true. Killed in his 210. He was 84.
>>
>>
>>
>> A lousy way to die.
>>
>>
>>
>> I didn't know you and you didn't know me, but you meant more to me
>> than you could ever know, Scott, and I will miss you, but I won't
>> forget you.
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> www.matronics.com/Navigator?Yak-List
> wiki.matronics.com
>
>
Message 10
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| Subject: | Re: Air.....in an emergency. |
--> Yak-List message posted by: DaBear <dabear@damned.org>
However, before I buy that the air distributor is the issue. I'd like
to see an engine that refuses to start on N2 get the airstart
distributor adjusted so that it will. Until then, it is all theory.
DaBear
A. Dennis Savarese wrote:
> Usually if you have less than 20 atmospheres in the tank, the blades
> won't turn. There are some engines that will start on pure Nitrogen
> and some, like mine, that absolutely says, "ain't no way I'M going to
> start on that stuff". Recently someone posted the best explanation
> I've read on the subject which was related to the timing of the
> airstart distributor.
> Dennis
>
>
> ----- Original Message -----
> *From:* Sarah Tobin <mailto:aerobaticgirl@yahoo.com>
> *To:* yak-list@matronics.com <mailto:yak-list@matronics.com>
> *Sent:* Thursday, April 20, 2006 10:43 PM
> *Subject:* Yak-List: Re: Air.....in an emergency.
>
> Tank was completely empty. I don't have a gauge to tell you how
> empty, but I couldn't get a single blade to turn and the air dump
> didn't have any air to dump.
>
> Yup no prob starting it up on pure nitro, after all you breathe
> 79% of it.
>
> Throw the spears, getting used to it now....
>
> Smash
>
> */"A. Dennis Savarese" <dsavarese@elmore.rr.com
> <mailto:dsavarese@elmore.rr.com>>/* wrote:
>
> Smash,
> Was your air tank completely empty or did you have some air
> left in it? If there was air in it, how many ATM's. There
> have been numerous discussions on the List as to whether the
> M14P will start on pure nitrogen vs. a mixture of Nitrogen and
> breathing air. I really don't want to open up that can of
> worms again.
> Dennis
>
>
> ----- Original Message -----
> *From:* Sarah Tobin <mailto:aerobaticgirl@yahoo.com>
> *To:* yak-list@matronics.com <mailto:yak-list@matronics.com>
> *Sent:* Tuesday, April 11, 2006 2:25 PM
> *Subject:* Re: Yak-List: Air.....in an emergency.
>
> Well, since this *just* happened to me...ask the mx dudes
> for Nitrogen. Filled up the tank and the booger started
> right up.
> Smash
>
> */Tim Gagnon <NiftyYak50@msn.com
> <mailto:NiftyYak50@msn.com>>/* wrote:
>
> --> Yak-List message posted by: "Tim Gagnon"
>
> Say your out on a cross country with one leg home and
> you have stoped for gas. You get back to the airplane
> and for some reason your air supply is gone.
>
>
> Love cheap thrills? Enjoy PC-to-Phone calls to 30+
> countries
>
>
> PC-to-Phone calls for ridiculously low rates.
>
Message 11
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| Subject: | Re: Air.....in an emergency. |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Yep! Good point. I think you're right. I for one will not try to adjust
the air distributor on my engine just so it MIGHT start on pure Nitrogen.
Dennis
----- Original Message -----
From: "DaBear" <dabear@damned.org>
Sent: Friday, April 21, 2006 9:46 AM
Subject: Re: Yak-List: Re: Air.....in an emergency.
> --> Yak-List message posted by: DaBear <dabear@damned.org>
>
> However, before I buy that the air distributor is the issue. I'd like
> to see an engine that refuses to start on N2 get the airstart
> distributor adjusted so that it will. Until then, it is all theory.
>
> DaBear
>
> A. Dennis Savarese wrote:
>
>> Usually if you have less than 20 atmospheres in the tank, the blades
>> won't turn. There are some engines that will start on pure Nitrogen
>> and some, like mine, that absolutely says, "ain't no way I'M going to
>> start on that stuff". Recently someone posted the best explanation
>> I've read on the subject which was related to the timing of the
>> airstart distributor.
>> Dennis
>>
>>
>> ----- Original Message -----
>> *From:* Sarah Tobin <mailto:aerobaticgirl@yahoo.com>
>> *To:* yak-list@matronics.com <mailto:yak-list@matronics.com>
>> *Sent:* Thursday, April 20, 2006 10:43 PM
>> *Subject:* Yak-List: Re: Air.....in an emergency.
>>
>> Tank was completely empty. I don't have a gauge to tell you how
>> empty, but I couldn't get a single blade to turn and the air dump
>> didn't have any air to dump.
>>
>> Yup no prob starting it up on pure nitro, after all you breathe
>> 79% of it.
>>
>> Throw the spears, getting used to it now....
>>
>> Smash
>>
>> */"A. Dennis Savarese" <dsavarese@elmore.rr.com
>> <mailto:dsavarese@elmore.rr.com>>/* wrote:
>>
>> Smash,
>> Was your air tank completely empty or did you have some air
>> left in it? If there was air in it, how many ATM's. There
>> have been numerous discussions on the List as to whether the
>> M14P will start on pure nitrogen vs. a mixture of Nitrogen and
>> breathing air. I really don't want to open up that can of
>> worms again.
>> Dennis
>>
>>
>> ----- Original Message -----
>> *From:* Sarah Tobin <mailto:aerobaticgirl@yahoo.com>
>> *To:* yak-list@matronics.com <mailto:yak-list@matronics.com>
>> *Sent:* Tuesday, April 11, 2006 2:25 PM
>> *Subject:* Re: Yak-List: Air.....in an emergency.
>>
>> Well, since this *just* happened to me...ask the mx dudes
>> for Nitrogen. Filled up the tank and the booger started
>> right up.
>> Smash
>>
>> */Tim Gagnon <NiftyYak50@msn.com
>> <mailto:NiftyYak50@msn.com>>/* wrote:
>>
>> --> Yak-List message posted by: "Tim Gagnon"
>>
>> Say your out on a cross country with one leg home and
>> you have stoped for gas. You get back to the airplane
>> and for some reason your air supply is gone.
>>
>>
>> Love cheap thrills? Enjoy PC-to-Phone calls to 30+
>> countries
>>
>>
>>
>>
>> PC-to-Phone calls for ridiculously low rates.
>>
>
>
>
Message 12
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|
| Subject: | Scott Crossfield |
--> Yak-List message posted by: "Ben Marsh" <ben@designselect.net>
I had the pleasure of spending a few days with Scott Crossfield in the
Sanders pit at the races a couple years ago. From my perspective, Mr.
Crossfield was a gentle, unassuming man. He had a sparkle in his eye which
communicated that he'd done it all; at the same time he was egoless, a truly
unique feature among test pilots or aviators in general.
I will not forget meeting and chatting with Mr. Crossfield. Oddly
enough, one of the things I remember most vividly about him was his grip.
Shaking hands with an 82 year old man is usually a somewhat restrained
event. Mr. Crossfield's grip was quite strong. It was clear to me by that
singular experience that this was a test pilot. I've met quite a few of the
greats in our community, none greater than Scott Crossfield.
I will say, however, that coming to one's end in an airplane is not
such a lousy way to go, given that they may be no good way. It's a bit like
living and dying by the sword. It sure beats forgetting who you are, who
your family is or losing your functions slowly, mindful of your past.
Aviation is what we do, so it's not such bad a way to go. He was solo,
fighting the good fight to the end; I am certain.
Still, I too am sorry Scott Crossfield has gone West.
Marsh
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Jerry Painter
Sent: Thursday, April 20, 2006 11:22 PM
Subject: Yak-List: Scott Crossfield
--> Yak-List message posted by: "Jerry Painter" <wild.blue@verizon.net>
When I was a kid in the aftermath of the Big One, when jets were dangerous
New Things and rockets had men for guidance systems, I read avidly about the
exploits of Bill Bridgeman, Joe Walker, Al White, Mel Apt and many
others--real heroes forging new paths in engineering and
aeronautics--dreaming that some day I would do the same. I, too, wanted to
be an experimental test pilot, the guy in the pointy end, a renaissance man
of aeronautics, part engineer, part Leonardo, part athlete, part warrior, a
man of intellect, daring and skill.
Scott Crossfield was one of my heroes. I'm a Seattle boy and he had studied
aeronautical engineering at the University of Washington, in my home town.
Boeing was a bomber and airliner factory, it was the Cold War, Seattle was a
hard core airplane town and us kids designed and built tons of models, read
the books and magazines, drew pictures of airplanes all day long in school
and thought "Strategic Air Command" was the best movie ever made. We all
wanted to fly. I even had a hobby shop in the basement because no store
would stock the stuff we needed to build competition models. My AMA number
was 10124. We were boy engineers, control line and free flight test pilots,
too poor to afford radio control, longing to grow up and do the real thing.
Two airplanes really caught my attention: the F-104 and the X-15. Those
were the airplanes I hoped to fly someday, or more powerful, faster, higher
flying successors. I wanted to go Mach 6, too.
Years later, dreams partly fulfilled, watching and listening to Crossfield
on TV describing test running the XR-99 rocket engine in the X-15, the first
throttleable rocket engine, he again personified my idea of what a pilot and
man should be. He told a story that went something like "the airplane is
firmly chained to the ground, they strap you into the cockpit, get
everything prepared and then all go inside a concrete block house before you
actually fire the thing off. This is called building the confidence of the
pilot." Code words describing the potential for violent death that awaited
the unlucky, unprepared or less skilled. "The Right Stuff" wasn't just the
title of a book or movie, it was what you hoped would keep you alive and
Scott Crossfield was the man on the leading edge of the the greatest
adventure ever.
You've seen the film: after they all go to the block house, Crossfield
fires the XR-99. Everything seems to be going well, then it looks like he's
throttling it back, but the fire sputters and goes out. After what seems
like a very long pause, the whole thing blows up in no uncertain way.
Miraculously, Crossfield was unhurt. A crewman, mistakenly thinking
Crossfield was in great danger and probably seriously injured, rushed to the
cockpit. Crossfield tried to wave him off, he was OK, but the crewman
opened the canopy with bare hands, suffering terrible burns and dragged
Crossfield to "safety."
Later, during an early test flight, he encountered control problems and had
to return to land, still heavy with fuel. On final approach he got into
serious pitch PIO, finally landing on the skids attached to the aft fuselage
then the nose slammed to the ground and the fuselage broke in two just
behind the cockpit. Again, Crossfield was unhurt.
When the Wright brothers centennial came around there was Crossfield again,
working on a replica. He was at Oshkosh. He was in Seattle at the Museum
of Flight. He was on TV. After almost fifty years, almost forgotten, he
had made his way back into the spotlight. He owned a Cessna 210.
I was in the hangar when a friend came by to ask if I knew who Scott
Crossfield was. Yes, I knew who he was, why? He was dead. Killed in an
airplane accident, no details. When I checked my email later, EAA had a
bulletin saying it was true. Killed in his 210. He was 84.
A lousy way to die.
I didn't know you and you didn't know me, but you meant more to me than you
could ever know, Scott, and I will miss you, but I won't forget you.
Message 13
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|
| Subject: | Re: Air.....in an emergency. |
--> Yak-List message posted by: "Jim Bernier" <JBernier@dart.org>
Before we off the topic of air start. Does anyone know of a reason not to use the
emergency air bottle as supplemental air for starting? If the plane won't start
on "the ground" it would seem reasonable to use the air on the right side
to support a start. Should be a simple tie in direct to the start solenoid valve
through an isolation valve. Might be able to use that little red valve on
my right side. I've never used it for anything to this point. After start you
could always leave the gear down until a positive fill is observed. Just a thought.
Jim B
>>> dabear@damned.org 04/21/06 9:46 AM >>>
--> Yak-List message posted by: DaBear <dabear@damned.org>
However, before I buy that the air distributor is the issue. I'd like
to see an engine that refuses to start on N2 get the airstart
distributor adjusted so that it will. Until then, it is all theory.
DaBear
A. Dennis Savarese wrote:
> Usually if you have less than 20 atmospheres in the tank, the blades
> won't turn. There are some engines that will start on pure Nitrogen
> and some, like mine, that absolutely says, "ain't no way I'M going to
> start on that stuff". Recently someone posted the best explanation
> I've read on the subject which was related to the timing of the
> airstart distributor.
> Dennis
>
>
> ----- Original Message -----
> *From:* Sarah Tobin <mailto:aerobaticgirl@yahoo.com>
> *To:* yak-list@matronics.com <mailto:yak-list@matronics.com>
> *Sent:* Thursday, April 20, 2006 10:43 PM
> *Subject:* Yak-List: Re: Air.....in an emergency.
>
> Tank was completely empty. I don't have a gauge to tell you how
> empty, but I couldn't get a single blade to turn and the air dump
> didn't have any air to dump.
>
> Yup no prob starting it up on pure nitro, after all you breathe
> 79% of it.
>
> Throw the spears, getting used to it now....
>
> Smash
>
> */"A. Dennis Savarese" <dsavarese@elmore.rr.com
> <mailto:dsavarese@elmore.rr.com>>/* wrote:
>
> Smash,
> Was your air tank completely empty or did you have some air
> left in it? If there was air in it, how many ATM's. There
> have been numerous discussions on the List as to whether the
> M14P will start on pure nitrogen vs. a mixture of Nitrogen and
> breathing air. I really don't want to open up that can of
> worms again.
> Dennis
>
>
> ----- Original Message -----
> *From:* Sarah Tobin <mailto:aerobaticgirl@yahoo.com>
> *To:* yak-list@matronics.com <mailto:yak-list@matronics.com>
> *Sent:* Tuesday, April 11, 2006 2:25 PM
> *Subject:* Re: Yak-List: Air.....in an emergency.
>
> Well, since this *just* happened to me...ask the mx dudes
> for Nitrogen. Filled up the tank and the booger started
> right up.
> Smash
>
> */Tim Gagnon <NiftyYak50@msn.com
> <mailto:NiftyYak50@msn.com>>/* wrote:
>
> --> Yak-List message posted by: "Tim Gagnon"
>
> Say your out on a cross country with one leg home and
> you have stoped for gas. You get back to the airplane
> and for some reason your air supply is gone.
>
>
> Love cheap thrills? Enjoy PC-to-Phone calls to 30+
> countries
>
>
> PC-to-Phone calls for ridiculously low rates.
>
Message 14
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|
| Subject: | Re: Air.....in an emergency. |
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
[quote="JBernier(at)dart.org"]Before we off the topic of air start. Does anyone
know of a reason not to use the emergency air bottle as supplemental air for
starting? If the plane won't start on "the ground" it would seem reasonable to
use the air on the right side to support a start. Should be a simple tie in direct
to the start solenoid valve through an isolation valve. Might be able to
use that little red valve on my right side. I've never used it for anything to
this point. After start you could always leave the gear down until a positive
fill is observed. Just a thought.
Jim B
> >> dabear@damned.org 04/21/06 9:46 AM >>>
>
However, before I buy that the air distributor is the issue. I'd like
to see an engine that refuses to start on N2 get the airstart
distributor adjusted so that it will. Until then, it is all theory.
DaBear
A. Dennis Savarese wrote:
> Usually if you have less than 20 atmospheres in the tank, the blades
> won't turn. There are some engines that will start on pure Nitrogen
> and some, like mine, that absolutely says, "ain't no way I'M going to
> start on that stuff". Recently someone posted the best explanation
> I've read on the subject which was related to the timing of the
> airstart distributor.
> Dennis
>
>
> ---
Jim,
I suspect you will be getting an email concering this very soon.....
Tim
It will not be me.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=29865#29865
Message 15
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|
| Subject: | Re: Scott Crossfield |
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
Here, Here! Well said expressing the love for aviation that we all have! I
too followed the exploits of the test pilots of Muroc. Can't say that
Strategic Air Command was my favorite movie though.
A great American Aviator has gone West! We will miss you.
Doc
> [Original Message]
> From: Stephen Fox <jsfox@adelphia.net>
> To: <yak-list@matronics.com>
> Date: 4/21/2006 7:38:34 AM
> Subject: Re: Yak-List: Scott Crossfield
>
> --> Yak-List message posted by: Stephen Fox <jsfox@adelphia.net>
>
> Allow me to add my praise as well, a very moving and heart felt
> piece. Dennis is right, I don't think there's a writer out there who
> can say it any better.
>
> Steve Fox
> On Apr 21, 2006, at 7:53 AM, A. Dennis Savarese wrote:
>
> > --> Yak-List message posted by: "A. Dennis Savarese"
> > <dsavarese@elmore.rr.com>
> >
> > Jerry,
> > THAT was very moving. You should seriously consider sending it to
> > the EAA to be published in the next Sport Aviation magazine. I
> > doubt any editor could say anything more eloquent than that about
> > Scott Crossfield.
> >
> > For those that do not know where Prattville, Alabama is, which is
> > where Scott Crossfield kept his 210, it is just north of Maxwell
> > AFB and just outside the Class D airspace, which is the Montgomery,
> > AL area.
> > Dennis
> >
> > ----- Original Message ----- From: "Jerry Painter"
> > <wild.blue@verizon.net>
> > To: <yak-list@matronics.com>
> > Sent: Friday, April 21, 2006 1:21 AM
> > Subject: Yak-List: Scott Crossfield
> >
> >
> >> --> Yak-List message posted by: "Jerry Painter"
> >> <wild.blue@verizon.net>
> >>
> >> When I was a kid in the aftermath of the Big One, when jets were
> >> dangerous
> >> New Things and rockets had men for guidance systems, I read avidly
> >> about the
> >> exploits of Bill Bridgeman, Joe Walker, Al White, Mel Apt and many
> >> others--real heroes forging new paths in engineering and
> >> aeronautics--dreaming that some day I would do the same. I, too,
> >> wanted to
> >> be an experimental test pilot, the guy in the pointy end, a
> >> renaissance man
> >> of aeronautics, part engineer, part Leonardo, part athlete, part
> >> warrior, a
> >> man of intellect, daring and skill.
> >>
> >>
> >>
> >> Scott Crossfield was one of my heroes. I'm a Seattle boy and he
> >> had studied
> >> aeronautical engineering at the University of Washington, in my
> >> home town.
> >> Boeing was a bomber and airliner factory, it was the Cold War,
> >> Seattle was a
> >> hard core airplane town and us kids designed and built tons of
> >> models, read
> >> the books and magazines, drew pictures of airplanes all day long
> >> in school
> >> and thought "Strategic Air Command" was the best movie ever made.
> >> We all
> >> wanted to fly. I even had a hobby shop in the basement because no
> >> store
> >> would stock the stuff we needed to build competition models. My
> >> AMA number
> >> was 10124. We were boy engineers, control line and free flight
> >> test pilots,
> >> too poor to afford radio control, longing to grow up and do the
> >> real thing.
> >>
> >>
> >>
> >> Two airplanes really caught my attention: the F-104 and the
> >> X-15. Those
> >> were the airplanes I hoped to fly someday, or more powerful,
> >> faster, higher
> >> flying successors. I wanted to go Mach 6, too.
> >>
> >>
> >>
> >> Years later, dreams partly fulfilled, watching and listening to
> >> Crossfield
> >> on TV describing test running the XR-99 rocket engine in the X-15,
> >> the first
> >> throttleable rocket engine, he again personified my idea of what a
> >> pilot and
> >> man should be. He told a story that went something like "the
> >> airplane is
> >> firmly chained to the ground, they strap you into the cockpit, get
> >> everything prepared and then all go inside a concrete block house
> >> before you
> >> actually fire the thing off. This is called building the
> >> confidence of the
> >> pilot." Code words describing the potential for violent death
> >> that awaited
> >> the unlucky, unprepared or less skilled. "The Right Stuff" wasn't
> >> just the
> >> title of a book or movie, it was what you hoped would keep you
> >> alive and
> >> Scott Crossfield was the man on the leading edge of the the greatest
> >> adventure ever.
> >>
> >>
> >>
> >> You've seen the film: after they all go to the block house,
> >> Crossfield
> >> fires the XR-99. Everything seems to be going well, then it looks
> >> like he's
> >> throttling it back, but the fire sputters and goes out. After
> >> what seems
> >> like a very long pause, the whole thing blows up in no uncertain way.
> >> Miraculously, Crossfield was unhurt. A crewman, mistakenly thinking
> >> Crossfield was in great danger and probably seriously injured,
> >> rushed to the
> >> cockpit. Crossfield tried to wave him off, he was OK, but the
> >> crewman
> >> opened the canopy with bare hands, suffering terrible burns and
> >> dragged
> >> Crossfield to "safety."
> >>
> >>
> >>
> >> Later, during an early test flight, he encountered control
> >> problems and had
> >> to return to land, still heavy with fuel. On final approach he
> >> got into
> >> serious pitch PIO, finally landing on the skids attached to the
> >> aft fuselage
> >> then the nose slammed to the ground and the fuselage broke in two
> >> just
> >> behind the cockpit. Again, Crossfield was unhurt.
> >>
> >>
> >>
> >> When the Wright brothers centennial came around there was
> >> Crossfield again,
> >> working on a replica. He was at Oshkosh. He was in Seattle at
> >> the Museum
> >> of Flight. He was on TV. After almost fifty years, almost
> >> forgotten, he
> >> had made his way back into the spotlight. He owned a Cessna 210.
> >>
> >>
> >>
> >> I was in the hangar when a friend came by to ask if I knew who Scott
> >> Crossfield was. Yes, I knew who he was, why? He was dead.
> >> Killed in an
> >> airplane accident, no details. When I checked my email later, EAA
> >> had a
> >> bulletin saying it was true. Killed in his 210. He was 84.
> >>
> >>
> >>
> >> A lousy way to die.
> >>
> >>
> >>
> >> I didn't know you and you didn't know me, but you meant more to me
> >> than you could ever know, Scott, and I will miss you, but I won't
> >> forget you.
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >
> >
> >
> >
> >
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> > wiki.matronics.com
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Message 16
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| Subject: | Re: Air.....in an emergency. |
I suggested the same thing about a year ago Tim. It is not hard to do.
However remember that the VOLUME in the emergency air tank is much smaller
and you are not going to get as many starting attempts as you would with the
main bottle.
For the YAK-52.... don't worry about flying it back with the gear down.
Once you open your little "tie it all together valve", just leave it open
and it will end up pressurizing BOTH bottles again after start. After
everything is full, just close off your little valve and you are perfectly
good to go again.
For the YAK-50, you can close off the new little valve immediately. Your
emergency air bottle ALWAYS charges off the engine compressor. Which means
in your case Tim, all you need to do is to put a by-pass around the existing
check valve and you will accomplish what you are talking about. That check
valve is on your firewall right near the pop-off valve.
Mark Bitterlich
N50YK
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Tim Gagnon
Sent: Friday, April 21, 2006 11:15 AM
Subject: Yak-List: Re: Air.....in an emergency.
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
[quote="JBernier(at)dart.org"]Before we off the topic of air start. Does
anyone know of a reason not to use the emergency air bottle as supplemental
air for starting? If the plane won't start on "the ground" it would seem
reasonable to use the air on the right side to support a start. Should be a
simple tie in direct to the start solenoid valve through an isolation valve.
Might be able to use that little red valve on my right side. I've never used
it for anything to this point. After start you could always leave the gear
down until a positive fill is observed. Just a thought.
Jim B
> >> dabear@damned.org 04/21/06 9:46 AM >>>
>
However, before I buy that the air distributor is the issue. I'd like
to see an engine that refuses to start on N2 get the airstart
distributor adjusted so that it will. Until then, it is all theory.
DaBear
A. Dennis Savarese wrote:
> Usually if you have less than 20 atmospheres in the tank, the blades
> won't turn. There are some engines that will start on pure Nitrogen
> and some, like mine, that absolutely says, "ain't no way I'M going to
> start on that stuff". Recently someone posted the best explanation
> I've read on the subject which was related to the timing of the
> airstart distributor.
> Dennis
>
>
> ---
Jim,
I suspect you will be getting an email concering this very soon.....
Tim
It will not be me.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=29865#29865
Message 17
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| Subject: | ARS Bad Boy Blowout |
Sooo, all those Left Coast Bad Boy airplanes in one spot....Bill Blackwell Specials
with high compression pistons, gap-less rings, supercharger gear hop-up,
Focke-Wulf props, Malcom Hoods, extractor exhaust, etc. etc. Why not stage an
informal time trial for fastest airplane? Sorta King of the West Coast.
That way I'll know who to blast propwash on with my 2-Bladed Beater when I make
it out next year.
Prizes you ask? Well, I remember (with help from the archive) a certain 6-pack
of Tsing Tao that never got delivered to me. Should be a Case by now with interest
and inflation.
Craig Payne
Message 18
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| Subject: | Re: Tool Needed for CJ6a |
Mike: yes I have the prop tools
Tim: yes I have the 30 amp fuse
Am stocking over 150K worth of parts now, give me a call, 99% of the time I
can solve your problem.
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Craig Payne
Sent: Friday, April 21, 2006 3:48 AM
To: yak-list
Subject: Yak-List: Re: Tool Needed for CJ6a
>--> Yak-List message posted by: "mgdimarco" <mgdimarco@yahoo.com>
>
>Anyone got a line on a spanner wrench for prop removal? For that matter,
how about
>an entire tool kit for the CJ or Yak?
>
Call Doug Sapp. If you are talking about the hub wrench, the same spanner
fits the CJ and Russian prop. If you mean the 55mm pulling nut, then a
2-3/8" socket will do in a pinch.
Craig Payne
Message 19
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| Subject: | Re: Air.....in an emergency. |
I am about to make the understatement of the century.
If your M-14 air started engine now starts when you push the engine start
button, DO NOT take the air distributor apart for any reason what-so-ever.
The reason that I stated that it could be easily possible that one engine
may start when the bottle is full of nitrogen and another may not.. POSSIBLY
being due to the starting distributor being off one or more teeth from one
aircraft to another, is simply because I have been there and assisted when
one of the best M-14 mechanics on this planet took one off and spent the
next DAY trying to get it back in, and get the engine cranking correctly.
His first attempt was brilliant... he put it back in, the start button was
pushed, and the engine spun around like a happy merry-go round! Only one
problem. It was spinning backwards.
In the end... just getting it to spin the correct way, and with enough
energy to start was considered to be a happy miracle.
Others warned me of this before I ever experienced it myself. I am warning
every reader here. NEVER pull that darn thing out of the engine unless
there is simply no way to avoid it.
Mark Bitterlich
N50YK
p.s. So until then, it very well IS NOTHING BUT THEORY, and it will remain
that way. Why? Because the kind of precise adjustment necessary to prove
the point correct or incorrect is in my opinion, impossible given the tools
available to us now at hand. If you feel that nothing is "impossible"... be
my guest... have at it. You won't be flying again anytime soon.
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of A. Dennis
Savarese
Sent: Friday, April 21, 2006 10:55 AM
Subject: Re: Yak-List: Re: Air.....in an emergency.
--> Yak-List message posted by: "A. Dennis Savarese"
<dsavarese@elmore.rr.com>
Yep! Good point. I think you're right. I for one will not try to adjust
the air distributor on my engine just so it MIGHT start on pure Nitrogen.
Dennis
----- Original Message -----
From: "DaBear" <dabear@damned.org>
Sent: Friday, April 21, 2006 9:46 AM
Subject: Re: Yak-List: Re: Air.....in an emergency.
> --> Yak-List message posted by: DaBear <dabear@damned.org>
>
> However, before I buy that the air distributor is the issue. I'd like
> to see an engine that refuses to start on N2 get the airstart
> distributor adjusted so that it will. Until then, it is all theory.
>
> DaBear
>
> A. Dennis Savarese wrote:
>
>> Usually if you have less than 20 atmospheres in the tank, the blades
>> won't turn. There are some engines that will start on pure Nitrogen
>> and some, like mine, that absolutely says, "ain't no way I'M going to
>> start on that stuff". Recently someone posted the best explanation
>> I've read on the subject which was related to the timing of the
>> airstart distributor.
>> Dennis
>>
>>
>> ----- Original Message -----
>> *From:* Sarah Tobin <mailto:aerobaticgirl@yahoo.com>
>> *To:* yak-list@matronics.com <mailto:yak-list@matronics.com>
>> *Sent:* Thursday, April 20, 2006 10:43 PM
>> *Subject:* Yak-List: Re: Air.....in an emergency.
>>
>> Tank was completely empty. I don't have a gauge to tell you how
>> empty, but I couldn't get a single blade to turn and the air dump
>> didn't have any air to dump.
>>
>> Yup no prob starting it up on pure nitro, after all you breathe
>> 79% of it.
>>
>> Throw the spears, getting used to it now....
>>
>> Smash
>>
>> */"A. Dennis Savarese" <dsavarese@elmore.rr.com
>> <mailto:dsavarese@elmore.rr.com>>/* wrote:
>>
>> Smash,
>> Was your air tank completely empty or did you have some air
>> left in it? If there was air in it, how many ATM's. There
>> have been numerous discussions on the List as to whether the
>> M14P will start on pure nitrogen vs. a mixture of Nitrogen and
>> breathing air. I really don't want to open up that can of
>> worms again.
>> Dennis
>>
>>
>> ----- Original Message -----
>> *From:* Sarah Tobin <mailto:aerobaticgirl@yahoo.com>
>> *To:* yak-list@matronics.com <mailto:yak-list@matronics.com>
>> *Sent:* Tuesday, April 11, 2006 2:25 PM
>> *Subject:* Re: Yak-List: Air.....in an emergency.
>>
>> Well, since this *just* happened to me...ask the mx dudes
>> for Nitrogen. Filled up the tank and the booger started
>> right up.
>> Smash
>>
>> */Tim Gagnon <NiftyYak50@msn.com
>> <mailto:NiftyYak50@msn.com>>/* wrote:
>>
>> --> Yak-List message posted by: "Tim Gagnon"
>>
>> Say your out on a cross country with one leg home and
>> you have stoped for gas. You get back to the airplane
>> and for some reason your air supply is gone.
>>
>>
>>
>> Love cheap thrills? Enjoy PC-to-Phone calls to 30+
>> countries
>>
>>
<http://us.rd.yahoo.com/mail_us/taglines/postman9/*http://us.rd.yahoo.com/ev
>>
>>
>>
>>
>>
<http://us.rd.yahoo.com/mail_us/taglines/postman3/*http://us.rd.yahoo.com/ev
>> PC-to-Phone calls for ridiculously low rates.
>>
>
>
>
Message 20
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| Subject: | Re: Air.....in an emergency. |
--> Yak-List message posted by: "Jim Bernier" <JBernier@dart.org>
Mark,
Understood. I would assume that this alternative would be used off home field,
after an airshow. The engine should have all cylinders clean and ready to fire.
It wouldn't take much to start. and would be cheaper then carrying air around.
Better then hand propping and you can never forget it in the hanger. It would
seem a shame to have air aboard with the proper psi that you can't use.
I'll check the schematics of the CJ and determine the best by-pass and secondary
connection. Primary being for the gear.
Thanks for the info, glad someone else tried it and it works.
Jim
>>> BitterlichMG@cherrypoint.usmc.mil 04/21/06 2:30 PM >>>
I suggested the same thing about a year ago Tim. It is not hard to do.
However remember that the VOLUME in the emergency air tank is much smaller
and you are not going to get as many starting attempts as you would with the
main bottle.
For the YAK-52.... don't worry about flying it back with the gear down.
Once you open your little "tie it all together valve", just leave it open
and it will end up pressurizing BOTH bottles again after start. After
everything is full, just close off your little valve and you are perfectly
good to go again.
For the YAK-50, you can close off the new little valve immediately. Your
emergency air bottle ALWAYS charges off the engine compressor. Which means
in your case Tim, all you need to do is to put a by-pass around the existing
check valve and you will accomplish what you are talking about. That check
valve is on your firewall right near the pop-off valve.
Mark Bitterlich
N50YK
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Tim Gagnon
Sent: Friday, April 21, 2006 11:15 AM
Subject: Yak-List: Re: Air.....in an emergency.
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
[quote="JBernier(at)dart.org"]Before we off the topic of air start. Does
anyone know of a reason not to use the emergency air bottle as supplemental
air for starting? If the plane won't start on "the ground" it would seem
reasonable to use the air on the right side to support a start. Should be a
simple tie in direct to the start solenoid valve through an isolation valve.
Might be able to use that little red valve on my right side. I've never used
it for anything to this point. After start you could always leave the gear
down until a positive fill is observed. Just a thought.
Jim B
> >> dabear@damned.org 04/21/06 9:46 AM >>>
>
However, before I buy that the air distributor is the issue. I'd like
to see an engine that refuses to start on N2 get the airstart
distributor adjusted so that it will. Until then, it is all theory.
DaBear
A. Dennis Savarese wrote:
> Usually if you have less than 20 atmospheres in the tank, the blades
> won't turn. There are some engines that will start on pure Nitrogen
> and some, like mine, that absolutely says, "ain't no way I'M going to
> start on that stuff". Recently someone posted the best explanation
> I've read on the subject which was related to the timing of the
> airstart distributor.
> Dennis
>
>
> ---
Jim,
I suspect you will be getting an email concering this very soon.....
Tim
It will not be me.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=29865#29865
Message 21
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| Subject: | Tool Needed for CJ6a |
Michael, Doug Sapp sells the complete set of tools for prop removal, but be
careful.... if you merely want to remove the blades, they UNSCREW out of the
hub after just loosening up a bolt/nut. That big ole spanner kind of wrench
is for taking the hub apart... you do NOT want to do that, even though at
first glance it appears that this is the way to remove the blades. Repeat..
the blades UNSCREW from the hub.
There are marks on the blade and the hub for pitch alignment as well... be
sure you know where they are and where they are set so that you can put
things back exactly as they came apart.
Mark
N50YK
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of mgdimarco
Sent: Thursday, April 20, 2006 11:31 PM
Subject: Yak-List: Tool Needed for CJ6a
--> Yak-List message posted by: "mgdimarco" <mgdimarco@yahoo.com>
Anyone got a line on a spanner wrench for prop removal? For that matter,
how about an entire tool kit for the CJ or Yak?
Thanks
--------
Michael Di Marco
China Blue
407-348-4798
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=29784#29784
Message 22
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| Subject: | Re: Air.....in an emergency. |
It works perfectly. It is very easy to do. Brian Lloyd COULD have told you
exactly how to do it I am sure. Try looking up his personal email address
and writing. He would be glad to help I am sure.
Mark Bitterlich
N50YK
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Jim Bernier
Sent: Friday, April 21, 2006 3:54 PM
Subject: RE: Yak-List: Re: Air.....in an emergency.
--> Yak-List message posted by: "Jim Bernier" <JBernier@dart.org>
Mark,
Understood. I would assume that this alternative would be used off home
field, after an airshow. The engine should have all cylinders clean and
ready to fire. It wouldn't take much to start. and would be cheaper then
carrying air around. Better then hand propping and you can never forget it
in the hanger. It would seem a shame to have air aboard with the proper psi
that you can't use.
I'll check the schematics of the CJ and determine the best by-pass and
secondary connection. Primary being for the gear.
Thanks for the info, glad someone else tried it and it works.
Jim
>>> BitterlichMG@cherrypoint.usmc.mil 04/21/06 2:30 PM >>>
I suggested the same thing about a year ago Tim. It is not hard to do.
However remember that the VOLUME in the emergency air tank is much smaller
and you are not going to get as many starting attempts as you would with the
main bottle.
For the YAK-52.... don't worry about flying it back with the gear down.
Once you open your little "tie it all together valve", just leave it open
and it will end up pressurizing BOTH bottles again after start. After
everything is full, just close off your little valve and you are perfectly
good to go again.
For the YAK-50, you can close off the new little valve immediately. Your
emergency air bottle ALWAYS charges off the engine compressor. Which means
in your case Tim, all you need to do is to put a by-pass around the existing
check valve and you will accomplish what you are talking about. That check
valve is on your firewall right near the pop-off valve.
Mark Bitterlich
N50YK
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Tim Gagnon
Sent: Friday, April 21, 2006 11:15 AM
Subject: Yak-List: Re: Air.....in an emergency.
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
[quote="JBernier(at)dart.org"]Before we off the topic of air start. Does
anyone know of a reason not to use the emergency air bottle as supplemental
air for starting? If the plane won't start on "the ground" it would seem
reasonable to use the air on the right side to support a start. Should be a
simple tie in direct to the start solenoid valve through an isolation valve.
Might be able to use that little red valve on my right side. I've never used
it for anything to this point. After start you could always leave the gear
down until a positive fill is observed. Just a thought.
Jim B
> >> dabear@damned.org 04/21/06 9:46 AM >>>
>
However, before I buy that the air distributor is the issue. I'd like
to see an engine that refuses to start on N2 get the airstart
distributor adjusted so that it will. Until then, it is all theory.
DaBear
A. Dennis Savarese wrote:
> Usually if you have less than 20 atmospheres in the tank, the blades
> won't turn. There are some engines that will start on pure Nitrogen
> and some, like mine, that absolutely says, "ain't no way I'M going to
> start on that stuff". Recently someone posted the best explanation
> I've read on the subject which was related to the timing of the
> airstart distributor.
> Dennis
>
>
> ---
Jim,
I suspect you will be getting an email concering this very soon.....
Tim
It will not be me.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=29865#29865
Message 23
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|
I concur with Smash, I thought it was constructive too... and Smash, I took
nothing personally.. and further, it did not really degenerate into
something that did not make sense. We were debating from two different
points of view, that is all. And... I still have just as much respect for
you AND your perspective as I did before. Anyway, it's a done deal.
That said excuse me, I have something else to add.
I consider many on this list to be personal friends, and I would consider it
a great loss to lose my friendship with any one of you. But here's the
deal. Certain member(s) of this list have already managed to drive one
person off... that being the guy who helped start the whole thing to begin
with. THAT was reprehensible! His knowledge and ability with YAK and CJ
aircraft will not be easily replaced.
NO ONE likes to be told off in public. When I or anyone else is involved
with a discussion that bothers you, then HEY maybe it is about time for you
to read the instruction manual that came with your email program and figure
out how to send a message directly to the person you are upset with, instead
of trying to see if you can get a gang of like-minded readers to slay your
target in public. Doing that is just dirty pool. I NEVER RECEIVED ONE
PERSONAL MESSAGE FROM ANY OF YOU CONCERNING THIS TOPIC OF DISCUSSION. Shame
on every one of you that has the courage to complain on a list, but not the
decency to write a private message.
Personally, I got sick and tired of hearing all the nonsense about ACM/BCM
WEEKS AGO! If you are in the military and do ACM for a living GREAT! Lucky
you. If you feel others should not even try it because it is too dangerous,
SHUT YOUR MOUTH, what others do is none of your darn business, and don't try
to imply that what I do in my airplane can impact your airplanes value, so
therefore it IS your business. Nice try. I'll still do whatever I want to
do in MY AIRPLANE, and if that makes others upset. Tough. If that lowers
your airplanes value.... tough.... Suck it up, or sell it and buy
something else. By the way, I currently do not even DO much ACM in my
YAK-50, but when I want to, I will. End of discussion.
If the RPA won't sponsor ACM training, fine... I could care less. That
said, I take exception to members of the RPA using this list as their public
announcement page. If people have the right to come on this list and tell
me to cease and desist, then I have the same right...... You RPA folks have
your own site, start using it to discuss your RPA issues.
Personally, I joined this list because I had something to offer others based
on my 700 hours or more of flying my YAK-50, and also working with 52,s
Sukhoi 26's, 31,s etc. I think the technical articles I have written prove
that. I have been fortunate enough to hang around with people that know
these aircraft and have done my best to pass every mistake I have made and
every tidbit I have learned to others that look for that knowledge the same
as I do.
Bottom line, the people complaining are right.... Gary Gabbard, your
comments hit home. There's nothing a ham radio operator hates more than to
be referred to as a CB radio freak, much less "a child". I will look
forward to reading more from you that contributes toward what this site was
created for. In fact, I will look forward to reading ANYTHING from you that
has contributed towards what this site was created for.
Thus I will now HAPPILY limit ALL future submissions to this list to what it
was created for...... Just be darn sure if it applies to me... it damn
well applies to you too. Let's see how long it lasts... personally my guess
is less than 24 hours.
Mark Bitterlich
YAK-50 Driver
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Sarah Tobin
Sent: Thursday, April 20, 2006 11:32 PM
Subject: Yak-List: Re: Russians vs. Smash
Trust me I'm done.
Sorry, thought it was a constructive conversation at first. Too bad it
degenerated into something that doesn't even make sense anymore.
Smash
Message 24
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Well said dude.
_____
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Bitterlich GS11
Mark G
Sent: Friday, April 21, 2006 4:03 PM
Subject: Yak-List:
I concur with Smash, I thought it was constructive too... and Smash, I took
nothing personally.. and further, it did not really degenerate into
something that did not make sense. We were debating from two different
points of view, that is all. And... I still have just as much respect for
you AND your perspective as I did before. Anyway, it's a done deal.
That said excuse me, I have something else to add.
I consider many on this list to be personal friends, and I would consider it
a great loss to lose my friendship with any one of you. But here's the
deal. Certain member(s) of this list have already managed to drive one
person off... that being the guy who helped start the whole thing to begin
with. THAT was reprehensible! His knowledge and ability with YAK and CJ
aircraft will not be easily replaced.
NO ONE likes to be told off in public. When I or anyone else is involved
with a discussion that bothers you, then HEY maybe it is about time for you
to read the instruction manual that came with your email program and figure
out how to send a message directly to the person you are upset with, instead
of trying to see if you can get a gang of like-minded readers to slay your
target in public. Doing that is just dirty pool. I NEVER RECEIVED ONE
PERSONAL MESSAGE FROM ANY OF YOU CONCERNING THIS TOPIC OF DISCUSSION. Shame
on every one of you that has the courage to complain on a list, but not the
decency to write a private message.
Personally, I got sick and tired of hearing all the nonsense about ACM/BCM
WEEKS AGO! If you are in the military and do ACM for a living GREAT! Lucky
you. If you feel others should not even try it because it is too dangerous,
SHUT YOUR MOUTH, what others do is none of your darn business, and don't try
to imply that what I do in my airplane can impact your airplanes value, so
therefore it IS your business. Nice try. I'll still do whatever I want to
do in MY AIRPLANE, and if that makes others upset. Tough. If that lowers
your airplanes value.... tough.... Suck it up, or sell it and buy
something else. By the way, I currently do not even DO much ACM in my
YAK-50, but when I want to, I will. End of discussion.
If the RPA won't sponsor ACM training, fine... I could care less. That
said, I take exception to members of the RPA using this list as their public
announcement page. If people have the right to come on this list and tell
me to cease and desist, then I have the same right...... You RPA folks have
your own site, start using it to discuss your RPA issues.
Personally, I joined this list because I had something to offer others based
on my 700 hours or more of flying my YAK-50, and also working with 52,s
Sukhoi 26's, 31,s etc. I think the technical articles I have written prove
that. I have been fortunate enough to hang around with people that know
these aircraft and have done my best to pass every mistake I have made and
every tidbit I have learned to others that look for that knowledge the same
as I do.
Bottom line, the people complaining are right.... Gary Gabbard, your
comments hit home. There's nothing a ham radio operator hates more than to
be referred to as a CB radio freak, much less "a child". I will look
forward to reading more from you that contributes toward what this site was
created for. In fact, I will look forward to reading ANYTHING from you that
has contributed towards what this site was created for.
Thus I will now HAPPILY limit ALL future submissions to this list to what it
was created for...... Just be darn sure if it applies to me... it damn
well applies to you too. Let's see how long it lasts... personally my guess
is less than 24 hours.
Mark Bitterlich
YAK-50 Driver
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Sarah Tobin
Sent: Thursday, April 20, 2006 11:32 PM
Subject: Yak-List: Re: Russians vs. Smash
Trust me I'm done.
Sorry, thought it was a constructive conversation at first. Too bad it
degenerated into something that doesn't even make sense anymore.
Smash
Message 25
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Where's Rodney King when we need him?
Marsh
_____
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of John W. Hilterman
Jr.
Sent: Friday, April 21, 2006 2:12 PM
Subject: RE: Yak-List:
Well said dude.
_____
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Bitterlich GS11
Mark G
Sent: Friday, April 21, 2006 4:03 PM
Subject: Yak-List:
I concur with Smash, I thought it was constructive too... and Smash, I took
nothing personally.. and further, it did not really degenerate into
something that did not make sense. We were debating from two different
points of view, that is all. And... I still have just as much respect for
you AND your perspective as I did before. Anyway, it's a done deal.
That said excuse me, I have something else to add.
I consider many on this list to be personal friends, and I would consider it
a great loss to lose my friendship with any one of you. But here's the
deal. Certain member(s) of this list have already managed to drive one
person off... that being the guy who helped start the whole thing to begin
with. THAT was reprehensible! His knowledge and ability with YAK and CJ
aircraft will not be easily replaced.
NO ONE likes to be told off in public. When I or anyone else is involved
with a discussion that bothers you, then HEY maybe it is about time for you
to read the instruction manual that came with your email program and figure
out how to send a message directly to the person you are upset with, instead
of trying to see if you can get a gang of like-minded readers to slay your
target in public. Doing that is just dirty pool. I NEVER RECEIVED ONE
PERSONAL MESSAGE FROM ANY OF YOU CONCERNING THIS TOPIC OF DISCUSSION. Shame
on every one of you that has the courage to complain on a list, but not the
decency to write a private message.
Personally, I got sick and tired of hearing all the nonsense about ACM/BCM
WEEKS AGO! If you are in the military and do ACM for a living GREAT! Lucky
you. If you feel others should not even try it because it is too dangerous,
SHUT YOUR MOUTH, what others do is none of your darn business, and don't try
to imply that what I do in my airplane can impact your airplanes value, so
therefore it IS your business. Nice try. I'll still do whatever I want to
do in MY AIRPLANE, and if that makes others upset. Tough. If that lowers
your airplanes value.... tough.... Suck it up, or sell it and buy
something else. By the way, I currently do not even DO much ACM in my
YAK-50, but when I want to, I will. End of discussion.
If the RPA won't sponsor ACM training, fine... I could care less. That
said, I take exception to members of the RPA using this list as their public
announcement page. If people have the right to come on this list and tell
me to cease and desist, then I have the same right...... You RPA folks have
your own site, start using it to discuss your RPA issues.
Personally, I joined this list because I had something to offer others based
on my 700 hours or more of flying my YAK-50, and also working with 52,s
Sukhoi 26's, 31,s etc. I think the technical articles I have written prove
that. I have been fortunate enough to hang around with people that know
these aircraft and have done my best to pass every mistake I have made and
every tidbit I have learned to others that look for that knowledge the same
as I do.
Bottom line, the people complaining are right.... Gary Gabbard, your
comments hit home. There's nothing a ham radio operator hates more than to
be referred to as a CB radio freak, much less "a child". I will look
forward to reading more from you that contributes toward what this site was
created for. In fact, I will look forward to reading ANYTHING from you that
has contributed towards what this site was created for.
Thus I will now HAPPILY limit ALL future submissions to this list to what it
was created for...... Just be darn sure if it applies to me... it damn
well applies to you too. Let's see how long it lasts... personally my guess
is less than 24 hours.
Mark Bitterlich
YAK-50 Driver
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Sarah Tobin
Sent: Thursday, April 20, 2006 11:32 PM
Subject: Yak-List: Re: Russians vs. Smash
Trust me I'm done.
Sorry, thought it was a constructive conversation at first. Too bad it
degenerated into something that doesn't even make sense anymore.
Smash
Message 26
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--> Yak-List message posted by: "Francis Butler" <francis_butler@msn.com>
Get em Gunny. 700 hours on your 50? When you wear it out, mine is still
for sale. Have taken delivery of my new 300L.
Freindly reminder for Yak Listers....my Yak 50 is for sale. See link below
for details. Will Deliver. Make fair offer and it is yours.
http://homepage.mac.com/francisbutler/
DO NOT ARCHIVE
>From: Bitterlich GS11 Mark G <BitterlichMG@cherrypoint.usmc.mil>
>To: "'yak-list@matronics.com'" <yak-list@matronics.com>
>Subject: Yak-List: Date: Fri, 21 Apr 2006 17:02:43 -0400
>
>I concur with Smash, I thought it was constructive too... and Smash, I took
>nothing personally.. and further, it did not really degenerate into
>something that did not make sense. We were debating from two different
>points of view, that is all. And... I still have just as much respect for
>you AND your perspective as I did before. Anyway, it's a done deal.
>
>That said excuse me, I have something else to add.
>
>I consider many on this list to be personal friends, and I would consider
>it
>a great loss to lose my friendship with any one of you. But here's the
>deal. Certain member(s) of this list have already managed to drive one
>person off... that being the guy who helped start the whole thing to begin
>with. THAT was reprehensible! His knowledge and ability with YAK and CJ
>aircraft will not be easily replaced.
>
>NO ONE likes to be told off in public. When I or anyone else is involved
>with a discussion that bothers you, then HEY maybe it is about time for you
>to read the instruction manual that came with your email program and figure
>out how to send a message directly to the person you are upset with,
>instead
>of trying to see if you can get a gang of like-minded readers to slay your
>target in public. Doing that is just dirty pool. I NEVER RECEIVED ONE
>PERSONAL MESSAGE FROM ANY OF YOU CONCERNING THIS TOPIC OF DISCUSSION.
>Shame
>on every one of you that has the courage to complain on a list, but not the
>decency to write a private message.
>
>Personally, I got sick and tired of hearing all the nonsense about ACM/BCM
>WEEKS AGO! If you are in the military and do ACM for a living GREAT! Lucky
>you. If you feel others should not even try it because it is too
>dangerous,
>SHUT YOUR MOUTH, what others do is none of your darn business, and don't
>try
>to imply that what I do in my airplane can impact your airplanes value, so
>therefore it IS your business. Nice try. I'll still do whatever I want to
>do in MY AIRPLANE, and if that makes others upset. Tough. If that lowers
>your airplanes value.... tough.... Suck it up, or sell it and buy
>something else. By the way, I currently do not even DO much ACM in my
>YAK-50, but when I want to, I will. End of discussion.
>
>If the RPA won't sponsor ACM training, fine... I could care less. That
>said, I take exception to members of the RPA using this list as their
>public
>announcement page. If people have the right to come on this list and tell
>me to cease and desist, then I have the same right...... You RPA folks have
>your own site, start using it to discuss your RPA issues.
>
>Personally, I joined this list because I had something to offer others
>based
>on my 700 hours or more of flying my YAK-50, and also working with 52,s
>Sukhoi 26's, 31,s etc. I think the technical articles I have written prove
>that. I have been fortunate enough to hang around with people that know
>these aircraft and have done my best to pass every mistake I have made and
>every tidbit I have learned to others that look for that knowledge the same
>as I do.
>
>Bottom line, the people complaining are right.... Gary Gabbard, your
>comments hit home. There's nothing a ham radio operator hates more than to
>be referred to as a CB radio freak, much less "a child". I will look
>forward to reading more from you that contributes toward what this site was
>created for. In fact, I will look forward to reading ANYTHING from you
>that
>has contributed towards what this site was created for.
>
>Thus I will now HAPPILY limit ALL future submissions to this list to what
>it
>was created for...... Just be darn sure if it applies to me... it damn
>well applies to you too. Let's see how long it lasts... personally my
>guess
>is less than 24 hours.
>
> Mark Bitterlich
> YAK-50 Driver
>
>
Message 27
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Hi all,
Today my RPM (Russian one) indicator stopped without any particular reason.
Does anybody do have a suggestion what could be the reason?
I didn't check in the back since I was flying the plane solo.
Thanks,
Jerome
www.yakkes.com
Message 28
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Why of course Jerome!
Typically any kind of failure with the RPM indicator occurs because of
failure to the solder joints in the cannon plug that attaches to the RPM
Tach Generator. Usually this causes the RPM indicator to work backwards, or
to be grossly inaccurate. If it fails and goes to ZERO... just as if the
engine is not running... then it is possible that your tach generator itself
sheared the shaft. The Tach Generator is very easy to remove, is on the
left side of the M-14 engine, and has a segmented ring that simply unscrews
in order to take it off.
Same thing with the cannon plug... you can take it apart easily and see if
one or more of the wires inside have just fallen off. (Check this at the
Tach Gen End)
It is UNLIKELY that you have a bad indicator. You did not mention what kind
of airplane you are flying, but if it is a two seat model, you can usually
just reverse the two indicators if one fails and the other one works.. but
regardless.. the indicators rarely fail. 99 times out of 100, it is either
the wiring on the Tach Generator cannon plug, or the tach generator itself.
There is a very good digital replacement tach that simply connects to the
engine P leads inside the cockpit if you decide to replace the original
design. Let me know if that is the case, and I will send you to the web
site.
Mark Bitterlich
YAK-50 N50YK
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Jerome van der
Schaar
Sent: Friday, April 21, 2006 5:54 PM
Subject: Yak-List: RPM failure
Hi all,
Today my RPM (Russian one) indicator stopped without any particular reason.
Does anybody do have a suggestion what could be the reason?
I didn't check in the back since I was flying the plane solo.
Thanks,
Jerome
<http://www.yakkes.com> www.yakkes.com
Message 29
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| Subject: | Hanger Parts Clearance |
1st round of hanger parts clearance:
1 New prop governor for Huosai engine.
1 decent set of CJ "gills" with center section. Ring and standoffs not included.
Off-list for inquiries please.
Craig Payne
Message 30
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Remove the connector on the Tach Generator. Open the connector and you will most
likely find a broken wire. Very common.
Dennis
----- Original Message -----
From: Jerome van der Schaar
To: yak-list@matronics.com
Sent: Friday, April 21, 2006 4:53 PM
Subject: Yak-List: RPM failure
Hi all,
Today my RPM (Russian one) indicator stopped without any particular reason.
Does anybody do have a suggestion what could be the reason?
I didn't check in the back since I was flying the plane solo.
Thanks,
Jerome
www.yakkes.com
Message 31
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--> Yak-List message posted by: "napeone" <napeone@aol.com>
I purchased a HGU55 dual visor helmet from Flighthelmet.com a few weeks ago. Good
used helmet in good condition. I couldn't hear a thing in th Yak with the ear
phones that came with it. I then installed the Oregon Aero Hush Kit. Only marginally
better. One more try. I sent it off to Headsets, Inc. for them to install
their ENC gear. Pure Magic! The best ENC I have ever experienced. Far better
than my David Clark's or Telex. I had previously thought the Clark's couldn't
be beaten.
Very happy now with my new helmet setup.
David H.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=29985#29985
Message 32
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--> Yak-List message posted by: "Jerome van der Schaar" <jvds30@hotmail.com>
Mark & Dennis,
thanks a lot for your answer, will try you suggestions today.
Regards,
Jerome
-------Original Message-------
From: Bitterlich GS11 Mark G
Subject: RE: Yak-List: RPM failure
Why of course Jerome!
Typically any kind of failure with the RPM indicator occurs because of
failure to the solder joints in the cannon plug that attaches to the RPM
Tach Generator. Usually this causes the RPM indicator to work backwards, or
to be grossly inaccurate. If it fails and goes to ZERO... just as if the
engine is not running... then it is possible that your tach generator itself
sheared the shaft. The Tach Generator is very easy to remove, is on the left
side of the M-14 engine, and has a segmented ring that simply unscrews in
order to take it off.
Same thing with the cannon plug... you can take it apart easily and see if
one or more of the wires inside have just fallen off. (Check this at the
Tach Gen End)
It is UNLIKELY that you have a bad indicator. You did not mention what kind
of airplane you are flying, but if it is a two seat model, you can usually
just reverse the two indicators if one fails and the other one works.. but
regardless.. the indicators rarely fail. 99 times out of 100, it is either
the wiring on the Tach Generator cannon plug, or the tach generator itself.
There is a very good digital replacement tach that simply connects to the
engine P leads inside the cockpit if you decide to replace the original
design. Let me know if that is the case, and I will send you to the web site
Mark Bitterlich
YAK-50 N50YK
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Jerome van der
Schaar
Sent: Friday, April 21, 2006 5:54 PM
Subject: Yak-List: RPM failure
Hi all,
Today my RPM (Russian one) indicator stopped without any particular reason.
Does anybody do have a suggestion what could be the reason?
I didn't check in the back since I was flying the plane solo.
Thanks,
Jerome
www.yakkes.com
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