Today's Message Index:
----------------------
1. 01:48 AM - Hmmmmmmmmm That ain't right. (Mark Jefferies YAK UK)
2. 02:05 AM - Re: Compressor Conundrum (Jan Mevis)
3. 05:13 AM - Re: Anyone know who this is? (Daniel Fortin)
4. 05:50 AM - Re: Compressor Conundrum (A. Dennis Savarese)
5. 05:54 AM - Re: Compressor Conundrum (Tim Gagnon)
6. 06:00 AM - Re: Re: Compressor Conundrum (A. Dennis Savarese)
7. 06:30 AM - Fuel Tank Venting (Scooter)
8. 07:53 AM - Re: Fuel Tank Venting (A. Dennis Savarese)
9. 07:54 AM - Re: Compressor Conundrum (LawnDart)
10. 08:02 AM - Re: Re: Compressor Conundrum (A. Dennis Savarese)
11. 11:33 AM - Re: Fuel Tank Venting (David Sproule)
12. 12:02 PM - Re: Hmmmmmmmmm That ain't right. (doug sapp)
13. 12:40 PM - Re: Wiring diagram (Michael Beach)
14. 02:38 PM - Re: Looking for Yak 52 or CJ-6 (Ernie)
15. 03:04 PM - M14 Prop (V530) For Sale (Tom Johnson)
16. 04:48 PM - Re: Hmmmmmmmmm That ain't right. (cjpilot710@aol.com)
17. 05:51 PM - Re: Compressor Conundrum (Tim Gagnon)
18. 07:01 PM - Aircraft Accident (Edwin Curry)
19. 07:07 PM - Re: Re: Compressor Conundrum (A. Dennis Savarese)
20. 07:11 PM - Re: Fuel Tank Venting (A. Dennis Savarese)
21. 07:38 PM - Re: Aircraft Accident (ggg6@att.net)
22. 09:06 PM - Calif Accident Today (ggg6@att.net)
23. 09:30 PM - Re: Calif Accident Today (Sarah Tobin)
Message 1
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| Subject: | Hmmmmmmmmm That ain't right. |
It astounds me that for 11 years you have known about this problem and done
nothing about it !! Just because you took delivery of the a/c with parts
missing does that mean its OK?
At 4 G you are on the gear limit speed. The P51 would tear its wing off if
the gear deployed at maneuvering speed I am told (is that true?)
Just goes to show how non airworthy a/c can fly in the USA and hide behind
"its my freedom to do so - or right"
BTW, there is an SB on YAK 11 that said keep the gear lever in up position
in flight. I deduce that other CJ owners may not be doing this. The reason
being is to prevent damage to the U/C. The same reason exists today on all
YAK types.
B,BTW it was Dan McCue in 2004 and apparently got 9G on the clock. Can
anyone asses from the video what his airspeed was to be sure it was 9G? Is
the 9G stall at approx 240 kts on a YAK 3?
Message 2
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| Subject: | Compressor Conundrum |
Did you really check all the small tubes and connectors in the main air
circuit? I recently lost all pressure in the main circuit of my Yak 50 after
doing some touch and go's and I first also thought that the compressor was
not working, but after landing (with the emergency system) and a few hours
work (using soap the way plumbers do it) I found a small tube broken just
behind the screw that tightens it. It seems that those aluminum tubes get
brittle after some time. So I replaced it with an iron tube.
Jan Mevis
Yak 50 RA2005K
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Tim Gagnon
Sent: zondag 26 november 2006 5:22
Subject: Yak-List: Compressor Conundrum
So I am all proud of myself and get the compressor switched out with an
overhauled one. I run the airplane up and it "seems" the compressor is
working...or maybe exitement to be flying again got the best of me. I take
her airborne and as I cycle the gear, it comes up really slowly. I bunt the
airplane and get two up locks (Yak-50). I trouble shoot the problem and
discover once again I am not making air and my primary side is gone! (The
compressor on the -50 charges both sides) Time to test the emer gear down
and land without incident...or brakes. All is well with the airplane and me.
So.....here is what I know (or think I know);
-The overhauled compressor and shear coupling were both operational when
they were installed in the airplane.
-The check valve from the compressor to the line running to the snot valve
was clean and free moving.
-I cleaned out the snot valve before reinstalling.
- I am not making air indicated by the fact that there is no rise in air
pressure OR and air in the snot valve after a lengthy runup.
SO I ASK...WTF!
A few things I have tried:
I did the following while motoring the engine:
*Had someone keep their finger over the "output" end of the air line running
from the compressor to snot valve. Nothing noted.
* Took that line off and held finger over output on check valve attached to
the compressor. Nothing noted. (Now I am getting nervous.)
* Took the check valve off the compressor and kept finger over small orfice
that check valves screws into and finally get some air.
* Put small surgical glove over intake on compressor and found that indeed
the compressor collapsed the glove which means that the coupling is still
working and driving the piston in the compressor. (Big relief..hopefully)
* The line runnning from the compressor to the snot valve is clear. I used
shop air to confirm that.
So that leaves me with some serious question about what the problem could
be.
1.) Is there a certain power setting that needs to be achieved before the
check valve "opens"?
2.) Is the check valve not working?
3.) Is there something inside the gearbox that is not "spinning" fast enough
to provide enough power to the compressor itself?
4.) Will .40 cal hollow points penetrate the crankcase on an M-14P?
I thought I narrowed the problem down but I am really confused on what it
could be.
I REALLY dont want to take the compressor back off. I would rather drink
100LL and piss on a fire.
$100.00 to the first person who comes up with the right solution.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=76990#76990
Message 3
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| Subject: | Re: Anyone know who this is? |
Here are some first hand facts from the pilot himself.
He did loose his concentration for 1/2 a second. I believe his exacts words
were "I had a juvenile moment". He did recover the airplane without touching
the planet. He completed his display and flew again the next day (without
the juvenile part...). He was spoken to by the Base commander and told NEVER
to do this again. He was put in the penalty box by ICAS for his action and
decided to quit his ACE duties. He never lost his card and still flies
Warbirds with a unlimited card.
Only to prove it can happen to any one, he has been flying airshow for
nearly 30 years and has over 35 000 hrs in his logbook (yes you read right,
35 000hrs)
D
>From: Sarah Tobin <aerobaticgirl@yahoo.com>
>To: yak-list@matronics.com
>Subject: Re: Yak-List: Anyone know who this is?
>Date: Sat, 25 Nov 2006 09:03:19 -0800 (PST)
>
>Losin a waiver card is a whole lot better than the alternative.
>
>cjpilot710@aol.com wrote: In a message dated 11/23/2006 1:34:50 P.M.
>Eastern Standard Time, aerobaticgirl@yahoo.com writes:
>
> Yea wryly I do believe I heard he lost his low altitude waiver card.
>They found green grass stains on the prop tips (most likely found brown
>stains in his underwear too) and if it weren't for a depression between the
>runways, he wouldn't have cleared the ground at all.
>
> Pappy
>
>
> http://www.youtube.com/watch?v=C2PvcG4Vmyw
>
> This guy was pancaking there are the end....had it been an Extra 300, it
>wouldn't have climbed out of that.
>
>
> __________________________________________________
Message 4
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| Subject: | Re: Compressor Conundrum |
Tim,
Since you found out you were making air at the compressor and not making air
at the output of the check valve, two things immediately come to mind. The
crush washers on the output check valve (I believe there are 4) are leaking
or at least one of them is; the small valve that is suppose to be able to
move up and down (there's a spring inside the little valve) is sticking or
stuck. There is always the possibility the overhauled compressor second
stage is the problem in which case you won't build up high pressure.
Dennis
----- Original Message -----
From: "Tim Gagnon" <NiftyYak50@msn.com>
Sent: Saturday, November 25, 2006 10:21 PM
Subject: Yak-List: Compressor Conundrum
>
> So I am all proud of myself and get the compressor switched out with an
> overhauled one. I run the airplane up and it "seems" the compressor is
> working...or maybe exitement to be flying again got the best of me. I take
> her airborne and as I cycle the gear, it comes up really slowly. I bunt
> the airplane and get two up locks (Yak-50). I trouble shoot the problem
> and discover once again I am not making air and my primary side is gone!
> (The compressor on the -50 charges both sides) Time to test the emer gear
> down and land without incident...or brakes. All is well with the airplane
> and me.
>
> So.....here is what I know (or think I know);
>
> -The overhauled compressor and shear coupling were both operational when
> they were installed in the airplane.
> -The check valve from the compressor to the line running to the snot valve
> was clean and free moving.
> -I cleaned out the snot valve before reinstalling.
>
> - I am not making air indicated by the fact that there is no rise in air
> pressure OR and air in the snot valve after a lengthy runup.
>
> SO I ASK...WTF!
>
> A few things I have tried:
>
> I did the following while motoring the engine:
>
> *Had someone keep their finger over the "output" end of the air line
> running from the compressor to snot valve. Nothing noted.
>
> * Took that line off and held finger over output on check valve attached
> to the compressor. Nothing noted. (Now I am getting nervous.)
>
> * Took the check valve off the compressor and kept finger over small
> orfice that check valves screws into and finally get some air.
>
> * Put small surgical glove over intake on compressor and found that indeed
> the compressor collapsed the glove which means that the coupling is still
> working and driving the piston in the compressor. (Big relief..hopefully)
>
> * The line runnning from the compressor to the snot valve is clear. I used
> shop air to confirm that.
>
> So that leaves me with some serious question about what the problem could
> be.
>
> 1.) Is there a certain power setting that needs to be achieved before the
> check valve "opens"?
> 2.) Is the check valve not working?
> 3.) Is there something inside the gearbox that is not "spinning" fast
> enough to provide enough power to the compressor itself?
>
> 4.) Will .40 cal hollow points penetrate the crankcase on an M-14P?
>
> I thought I narrowed the problem down but I am really confused on what it
> could be.
>
> I REALLY dont want to take the compressor back off. I would rather drink
> 100LL and piss on a fire.
>
> $100.00 to the first person who comes up with the right solution.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=76990#76990
>
>
>
Message 5
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| Subject: | Re: Compressor Conundrum |
jan.mevis(at)informavia.b wrote:
> Did you really check all the small tubes and connectors in the main air
> circuit? I recently lost all pressure in the main circuit of my Yak 50 after
> doing some touch and go's and I first also thought that the compressor was
> not working, but after landing (with the emergency system) and a few hours
> work (using soap the way plumbers do it) I found a small tube broken just
> behind the screw that tightens it. It seems that those aluminum tubes get
> brittle after some time. So I replaced it with an iron tube.
>
> Jan Mevis
> Yak 50 RA2005K
>
> I would assume that if there is no air getting to the snot bottle, checking for
leaks down stream would be futile. There is something wrong between the engine
and the snot bottle....my guess at least.
>
> Thanks for the input though.
>
>
>
> --
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=77021#77021
Message 6
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| Subject: | Re: Compressor Conundrum |
BTW, you can have Doug Sapp fabricate a new, flexible line from the banjo
fitting on the output check valve to the input of the snot bottle if you
think that line might have a small pin hole in it (not uncommon). All you
have to do is send Doug the line and he'll make up the correct length
flexible line.
Dennis
----- Original Message -----
From: "Tim Gagnon" <NiftyYak50@msn.com>
Sent: Sunday, November 26, 2006 7:54 AM
Subject: Yak-List: Re: Compressor Conundrum
>
>
> jan.mevis(at)informavia.b wrote:
>> Did you really check all the small tubes and connectors in the main air
>> circuit? I recently lost all pressure in the main circuit of my Yak 50
>> after
>> doing some touch and go's and I first also thought that the compressor
>> was
>> not working, but after landing (with the emergency system) and a few
>> hours
>> work (using soap the way plumbers do it) I found a small tube broken just
>> behind the screw that tightens it. It seems that those aluminum tubes get
>> brittle after some time. So I replaced it with an iron tube.
>>
>> Jan Mevis
>> Yak 50 RA2005K
>>
>> I would assume that if there is no air getting to the snot bottle,
>> checking for leaks down stream would be futile. There is something wrong
>> between the engine and the snot bottle....my guess at least.
>>
>> Thanks for the input though.
>>
>>
>>
>> --
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=77021#77021
>
>
>
Message 7
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| Subject: | Fuel Tank Venting |
My left tank seems to have trouble venting. Occasionally when i pop off the fuel
cap i hear a "whoosh" of air (getting sucked in I think). It also doesn't
seem to feed like it should. Can anyone describe how these tanks are vented?
There is a vent tube in the bottom of the fuselage but I'm not sure exactly where
it goes. I don't have the diagram in front of me but I thought it T'ed and
went to each wing tank? I would assume it would go to the top of each tank.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=77032#77032
Message 8
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| Subject: | Re: Fuel Tank Venting |
Scooter,
The vent system on the pre-1989 Yak 52's is flawed. IE: it will siphon fuel
out the fuel tanks on hot days because the vent system is joined between the
tanks below the front seat on the left side. From there, the vent line goes
forward and loops up around and behind the front instrument panel and then
back down to the vent tube below the front seat under the belly of the
airplane. Later model 52's have two separate vent lines which do not oppose
themselves when a tank is venting.
Attach a piece of hose to the vent tube under the belly and make it long
enough so you can stand in front of the wing and blow into the tube while
listening for air venting out of the fuel tank. You want to be able to hear
air bubbles coming out of the fuel tank vent line through the fuel cap. Do
only one side at a time and make sure the opposite side fuel tank has the
fuel cap secure. If you do not hear air venting though the fuel cap, there
is a restriction in that specific tank's vent line.
The bubbling you will hear is the fuel trapped in the loop of the vent
lines. This is normal.
Dennis
----- Original Message -----
From: "Scooter" <yakk52@verizon.net>
Sent: Sunday, November 26, 2006 8:30 AM
Subject: Yak-List: Fuel Tank Venting
>
> My left tank seems to have trouble venting. Occasionally when i pop off
> the fuel cap i hear a "whoosh" of air (getting sucked in I think). It
> also doesn't seem to feed like it should. Can anyone describe how these
> tanks are vented? There is a vent tube in the bottom of the fuselage but
> I'm not sure exactly where it goes. I don't have the diagram in front of
> me but I thought it T'ed and went to each wing tank? I would assume it
> would go to the top of each tank.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=77032#77032
>
>
>
Message 9
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| Subject: | Re: Compressor Conundrum |
A friend of mine had the same problem. Mechanic installed new compressor etc -
still not making air. I was sent to troubleshoot. Discovered the check-valve
on the compressor was assembled/installed incorrectly (parts out of order and
some missing). Installed a new valve and it worked fine.
Cheers
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=77047#77047
Message 10
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| Subject: | Re: Compressor Conundrum |
Your point is quite valid inasmuch as I have seen the small spring either
left out during reassembly or broken, thus making the spring ineffective for
the little valve inside the check valve.
Dennis
----- Original Message -----
From: "LawnDart" <dougr@yak-18t.com>
Sent: Sunday, November 26, 2006 9:54 AM
Subject: Yak-List: Re: Compressor Conundrum
>
> A friend of mine had the same problem. Mechanic installed new compressor
> etc - still not making air. I was sent to troubleshoot. Discovered the
> check-valve on the compressor was assembled/installed incorrectly (parts
> out of order and some missing). Installed a new valve and it worked fine.
>
> Cheers
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=77047#77047
>
>
>
Message 11
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| Subject: | Fuel Tank Venting |
Note: when you "blow" into the tube check that the pressure is not too high
and that the caps are off the tanks
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of A. Dennis Savarese
Sent: November 26, 2006 7:53 AM
Subject: Re: Yak-List: Fuel Tank Venting
<dsavarese@elmore.rr.com>
Scooter,
The vent system on the pre-1989 Yak 52's is flawed. IE: it will siphon fuel
out the fuel tanks on hot days because the vent system is joined between the
tanks below the front seat on the left side. From there, the vent line goes
forward and loops up around and behind the front instrument panel and then
back down to the vent tube below the front seat under the belly of the
airplane. Later model 52's have two separate vent lines which do not oppose
themselves when a tank is venting.
Attach a piece of hose to the vent tube under the belly and make it long
enough so you can stand in front of the wing and blow into the tube while
listening for air venting out of the fuel tank. You want to be able to hear
air bubbles coming out of the fuel tank vent line through the fuel cap. Do
only one side at a time and make sure the opposite side fuel tank has the
fuel cap secure. If you do not hear air venting though the fuel cap, there
is a restriction in that specific tank's vent line.
The bubbling you will hear is the fuel trapped in the loop of the vent
lines. This is normal.
Dennis
----- Original Message -----
From: "Scooter" <yakk52@verizon.net>
Sent: Sunday, November 26, 2006 8:30 AM
Subject: Yak-List: Fuel Tank Venting
>
> My left tank seems to have trouble venting. Occasionally when i pop off
> the fuel cap i hear a "whoosh" of air (getting sucked in I think). It
> also doesn't seem to feed like it should. Can anyone describe how these
> tanks are vented? There is a vent tube in the bottom of the fuselage but
> I'm not sure exactly where it goes. I don't have the diagram in front of
> me but I thought it T'ed and went to each wing tank? I would assume it
> would go to the top of each tank.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=77032#77032
>
>
>
Message 12
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| Subject: | Hmmmmmmmmm That ain't right. |
Pappy,
Check your gear up hoses. Years back I had the same symptoms in the mini
yak and found the "up" hoses were leaking badly. I suspect that your hoses
(in your CJ) are nearly as old as you are, so you might check there first.
And by the way, I DON'T pant........might salivate a bit, or even drool in
an extreme circumstance, but I do not pant!! ;O)
Best to all from Omak.
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of cjpilot710@aol.com
Sent: Saturday, November 25, 2006 3:46 PM
To: yak-list@matronics.com; cpayne@joimail.com
Subject: Yak-List: Hmmmmmmmmm That ain't right.
This evening I took my CJ up for one of my "Clear the soul" acro flight at
sunset. Just to spend thirty minutes with just me and the CJ having a love
feast with the western sky ablaze in coral gold.
:05 minutes into my little routines, I started noticing the old girl just
wasn't performing on her up lines and I started hearing a thump noise now
and than. Since I had left the canopy cover in the baggage compartment, I
though that it was since I would hear it as I would release back pressure on
some of the over the top maneuvers. Than on the last maneuver I heard a
very healthy 'clunk' (Hmmmmmmmmm that ain't right). I decided to stop right
there and set myself for a landing on our airpark right under me. I looked
down at my system air pressure gage and she was reading 25 atoms. Hmmmmmmmm
that ain't right either. I was either losing though a leak or my compressor
has crapped out.
The "thump" and "clunk" were my landing gear. On my CJ there are NO up
locks (yes, it came that way) so that if I loose system pressure (below 20
atoms) the gear starts to fall "automatically". My emergency gear extension
procedures are a little different than most CJ-6s. I simply put the gear
down, wait for them to fall, than open the emergency valve to lock them over
center. Yes - I have to keep my gear handle in the up position all the time
and no - it will not wear out anything. Been doing it that way for over
1,500 hours and 11 years now.
What was happening here was, I was loosing pressure to the point when I
pulled any G's the gear would start to extend, and than when I released the
back pressure on the stick and dropped the G load, the gear would pop back
up ( thump & clunk ) in the well.
So tomorrow afternoon I'll start to trouble shoot what is wrong. I hope
its not the compressor But since I didn't hear any air leaks on the ground,
I already have sneaky suspicion it may be. I may luck out. ( I can hear
Doug Sapp panting already) :-)
Stay tuned Oh fellow Aviators.
Jim "Pappy" Goolsby
Message 13
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Gents, would any one have a copy of a radio to intercom wiring diagram for a
yak 52. The problem we have is he can transmit ok but can not receive very
well broken in the head phones, the inter com between front and back is ok.
Problem appears to be between the inter com and radio changing head sets
makes no difference all original radios and intercom.
Any assistance would be appreciated
Rgs Michael
Message 14
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| Subject: | Re: Looking for Yak 52 or CJ-6 |
I also have a CJ for sale. See http://commiewarbird@blogspot.com
Ernie
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=77111#77111
Message 15
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| Subject: | M14 Prop (V530) For Sale |
V530 Prop for sale. Pulled off my Yak 50 for a 3 blade.
200 hours since NEW, date stamped 2001 on hub.
Zero since repaint and balance blades and hub serviced.
Contact me off list: tomjohnson@cox.net
or 602-628-2701
Tj
---------------------------
Thomas Johnson
Airpower Insurance, LLC
36 West Ocotillo Road
Phoenix, AZ 85013-1235
Toll Free: 866-475-9199
Tel: 602-628-2701
Fax: 623-321-5843
www.airpowerinsurance.com <http://www.airpowerinsurance.com/>
E: tomjohnson@cox.net
Message 16
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| Subject: | Re: Hmmmmmmmmm That ain't right. |
In a message dated 11/26/2006 4:50:46 A.M. Eastern Standard Time,
mj@yakuk.com writes:
Mark,
--> Yak-List message posted by: "Mark Jefferies YAK UK" <mj@yakuk.com>
It astounds me that for 11 years you have known about this problem and done
nothing about it !! Just because you took delivery of the a/c with parts
missing does that mean its OK?
First of all that is the way it came to the USA. The Chinese said it was
"airworthy" when I got it. And I've seem one manual schematics that shows NO up
locks. For me this NOT a problem.
At 4 G you are on the gear limit speed. The P51 would tear its wing off if
the gear deployed at maneuvering speed I am told (is that true?)
I enter my loops at 140 kts IAS (engine is an M-14P and just me). I pull
2.5 to 3 Gs. I don't need any more than that. It is the way I fly my loops.
I am not interested in a perfect circle. (Been there done that)
Just goes to show how non airworthy a/c can fly in the USA and hide behind
"its my freedom to do so - or right"
Well I wouldn't say that. To me "airworthy" is a relative term. There are
some aircraft that meet very letter of their TC and shouldn't be in the air
as far as I'm concern. Take the B19 airliner. No airplane should have all
those extra stabilizers just to fly straight and level.
As for a "freedom" here in the US - that's not quite correct. The
government issue us the "privilege" to fly. But in fact too, half the residents
on my
airpark here in Florida are from England. One even brought over his Tiger
Moth on floats. Another brought his Chipmunk. Please don't start knocking
my country. It's the only one I have.
BTW, there is an SB on YAK 11 that said keep the gear lever in up position
in flight. I deduce that other CJ owners may not be doing this. The reason
being is to prevent damage to the U/C. The same reason exists today on all
YAK types.
There was a debate here on the CJ, on weather to put the gear handle in the
OFF position after gear retraction. The argument was that it did not "wear
out" the seals in the actuators. What wears out the seals is movement, not
pressure. Another argument was that it took the load of the compressor. The
truth is that pressure is pressure. The pressure is the same with the gear
handle UP or OFF and is controlled by the regulator. The only time the
compressor isn't "working" and not sucking h/p off the engine, is if it's output
is
dumped directly over board. Some 18T's have this feature. I don't like it.
Just one more thing to go wrong.
The Chinese manual does say that the gear handle should be moved to OFF
after retraction. This would not work on the CJs that do not have up locks.
But
I like to point that NOT all manual procedures are correct. A number of us
that were once at PAA, can point- very poignantly - to the lost of 3 great
guys lost because they followed Boeing manual procedures.
B,BTW it was Dan McCue in 2004 and apparently got 9G on the clock. Can
anyone asses from the video what his airspeed was to be sure it was 9G? Is
the 9G stall at approx 240 kts on a YAK 3?
It'd be interesting to see the Yak 3 flight envelope ( G vs IAS ). What
would be the IAS at Va? I have no idea. As long as the AoA does not go passed
critical the airplane should fly around it's circle. The flight path of the
Yak in the video, didn't seem to be "panning out" and made that last part of
the pull, pretty much aligned with the fuselage's longitudinal axis and
flight path. That indicates he was well with-in the G vs IAS envelope. BUT
I am
not an aerodynamic engineer.
Any way I'll let yawl know what I find out with my air problem.
Jim "Pappy" Goolsby
Message 17
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| Subject: | Re: Compressor Conundrum |
I will file this in the "not sure what happened but I will take it" folder.
I took the check valve, snot valve, and the line that runs between them off the
airplane this morning. I started at the compressor itself and again, found it
was working. I took the check valve and ran some shop air through it and a little
tool oil. Put it back on, attached a surgical glove on it and cranked the
engine which exploded the glove...the pump and valve are working. Attached the
line to the valve, connected it to the snot valve and attached another glove
to the output side of the snot valve...blew that glove too! So, I am making air
and it is FINALLY getting to the snot valve. I attach everything, button her
up and run her up....I AM MAKING AIR!! I give it some time, say a prayer and
take off leaving the gear down. I fly around for about 5 minutes and see good
pressure and pull the gear which comes up with a rewarding thump. Fly around
another 30 minutes or so when I hear what can only be described as music to my
ears...the pop off valve working!!!!
I am not sure what I did or what happened..but it is working just fine and I will
take it. It has been almost two months since this thing failed. The day was
absolutely beautiful and I flew.....life is good.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=77142#77142
Message 18
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| Subject: | Aircraft Accident |
I heard on the news this morning that a Russian Experimental 2 seat
aircraft had crashed off of the coast of Catalina killing the sole
occupant (pilot). Anybody have any information about this?
Message 19
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| Subject: | Re: Compressor Conundrum |
It was most likely in the little valve in the check valve or a crush washer
not sealing. Glad you got it fixed.
Dennis
----- Original Message -----
From: "Tim Gagnon" <NiftyYak50@msn.com>
Sent: Sunday, November 26, 2006 7:51 PM
Subject: Yak-List: Re: Compressor Conundrum
>
> I will file this in the "not sure what happened but I will take it"
> folder.
>
> I took the check valve, snot valve, and the line that runs between them
> off the airplane this morning. I started at the compressor itself and
> again, found it was working. I took the check valve and ran some shop air
> through it and a little tool oil. Put it back on, attached a surgical
> glove on it and cranked the engine which exploded the glove...the pump and
> valve are working. Attached the line to the valve, connected it to the
> snot valve and attached another glove to the output side of the snot
> valve...blew that glove too! So, I am making air and it is FINALLY getting
> to the snot valve. I attach everything, button her up and run her up....I
> AM MAKING AIR!! I give it some time, say a prayer and take off leaving the
> gear down. I fly around for about 5 minutes and see good pressure and pull
> the gear which comes up with a rewarding thump. Fly around another 30
> minutes or so when I hear what can only be described as music to my
> ears...the pop off valve working!!!!
>
> I am not sure what I did or what happened..but it is working just fine and
> I will take it. It has been almost two months since this thing failed. The
> day was absolutely beautiful and I flew.....life is good.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=77142#77142
>
>
>
Message 20
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| Subject: | Re: Fuel Tank Venting |
Only remove one cap at a time when you blow into the tube. Not both. Mouth
pressure will not be too high.
Dennis
----- Original Message -----
From: "David Sproule" <david@warbirdrebuilder.com>
Sent: Sunday, November 26, 2006 1:30 PM
Subject: RE: Yak-List: Fuel Tank Venting
> <david@warbirdrebuilder.com>
>
> Note: when you "blow" into the tube check that the pressure is not too
> high
> and that the caps are off the tanks
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of A. Dennis
> Savarese
> Sent: November 26, 2006 7:53 AM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Fuel Tank Venting
>
> <dsavarese@elmore.rr.com>
>
> Scooter,
> The vent system on the pre-1989 Yak 52's is flawed. IE: it will siphon
> fuel
>
> out the fuel tanks on hot days because the vent system is joined between
> the
>
> tanks below the front seat on the left side. From there, the vent line
> goes
>
> forward and loops up around and behind the front instrument panel and then
> back down to the vent tube below the front seat under the belly of the
> airplane. Later model 52's have two separate vent lines which do not
> oppose
>
> themselves when a tank is venting.
>
> Attach a piece of hose to the vent tube under the belly and make it long
> enough so you can stand in front of the wing and blow into the tube while
> listening for air venting out of the fuel tank. You want to be able to
> hear
>
> air bubbles coming out of the fuel tank vent line through the fuel cap.
> Do
> only one side at a time and make sure the opposite side fuel tank has the
> fuel cap secure. If you do not hear air venting though the fuel cap,
> there
> is a restriction in that specific tank's vent line.
>
> The bubbling you will hear is the fuel trapped in the loop of the vent
> lines. This is normal.
> Dennis
>
>
> ----- Original Message -----
> From: "Scooter" <yakk52@verizon.net>
> To: <yak-list@matronics.com>
> Sent: Sunday, November 26, 2006 8:30 AM
> Subject: Yak-List: Fuel Tank Venting
>
>
>>
>> My left tank seems to have trouble venting. Occasionally when i pop off
>> the fuel cap i hear a "whoosh" of air (getting sucked in I think). It
>> also doesn't seem to feed like it should. Can anyone describe how these
>> tanks are vented? There is a vent tube in the bottom of the fuselage but
>> I'm not sure exactly where it goes. I don't have the diagram in front of
>> me but I thought it T'ed and went to each wing tank? I would assume it
>> would go to the top of each tank.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=77032#77032
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 21
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| Subject: | Re: Aircraft Accident |
I was at the airport here in Las Vegas today and someone said that they heard it
was a Yak 52 that went in the ocean about 1/2 mile off shore.... Gary G.
-------------- Original message from Edwin Curry <EACurry@ev1.net>: --------------
>
> I heard on the news this morning that a Russian Experimental 2 seat
> aircraft had crashed off of the coast of Catalina killing the sole
> occupant (pilot). Anybody have any information about this?
>
>
>
>
>
>
>
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<DIV></DIV>I was at the airport here in Las Vegas today and someone said that they
heard it was a Yak 52 that went in the ocean about 1/2 mile off shore....
Gary G.<BR>
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Message 22
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| Subject: | Calif Accident Today |
The following was an Associated Press Release today about the Fatal Crash in the
ocean of the California coast.. Gary Gabbard
Top Toyota Engineer Dies in Plane Crash
Updated 11:25 PM ET November 26, 2006
By JEREMIAH MARQUEZ
LOS ANGELES (AP) - A Toyota Motor Corp. executive engineer described as the "American
father of the Prius" and who was among the country's top experts on gas-electric
hybrid vehicles died in a plane crash, officials said Sunday.
David Hermance, 59, was piloting an experimental plane when it went down Saturday
afternoon about 50 yards off Los Angeles' San Pedro area.
A search team found the wreckage of the two-passenger Interavia E-3 aircraft submerged
in 60 feet of water Sunday morning, county Fire Capt. Mark Savage said.
"The plane was coming straight down, like it couldn't pull out of a steep dive,
and it just hit the water," a witness, Rick Wadlow of Palos Verdes, told KABC-TV.
Hermance was executive engineer for Advanced Technology Vehicles at Toyota's technical
center in the Los Angeles area, company spokesman Mike Michels said. There,
he was key in developing the gas-electric Prius and bringing it to the American
market, where it gained popularity for its fuel efficiency.
While much of the car's technology was developed in Japan, Hermance was perhaps
the "American father of the Prius" for his tireless work evaluating and promoting
it in the U.S., longtime colleague Bill Reinert said.
"When that car came out, no one knew what it was," said Reinert, a Toyota national
manager. "Dave dedicated his life to championing this technology."
Hermance joined Toyota in 1991 as a senior manager, the became a general manager
in the company's powertrain department. Before that, he worked for General Motors.
"He was widely recognized as the most authoritative individual on hybrid power
vehicles in the U.S.," Michels said.
Hermance, who was married with two grown children, was believed to be the only
person aboard the plane.
His single-engine plane is classified as experimental by the Federal Aviation Administration.
It is based on a Russian design and often is used in aerobatics.
The plane may have taken off from Long Beach but it was unclear where it was heading,
Savage said.
The plane was built in 1993 and registered to Yakety Yak, Inc., in Wilmington,
Del., the FAA said.
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<DIV><SPAN class=contentHeader>The following was an Associated Press Release today
about the Fatal Crash in the ocean of the California coast.. Gary
Gabbard</SPAN></DIV>
<DIV><SPAN class=contentHeader></SPAN> </DIV>
<DIV><SPAN class=contentHeader></SPAN> </DIV>
<DIV><SPAN class=contentHeader>Top Toyota Engineer Dies in Plane Crash</SPAN> </DIV>
<P><I>Updated 11:25 PM ET November 26, 2006</I>
<P>
<P>By JEREMIAH MARQUEZ </P>
<P>LOS ANGELES (AP) - A Toyota Motor Corp. executive engineer described as the
"American father of the Prius" and who was among the country's top experts on
gas-electric hybrid vehicles died in a plane crash, officials said Sunday. </P>
<P>David Hermance, 59, was piloting an experimental plane when it went down Saturday
afternoon about 50 yards off Los Angeles' San Pedro area.</P>
<P>A search team found the wreckage of the two-passenger Interavia E-3 aircraft
submerged in 60 feet of water Sunday morning, county Fire Capt. Mark Savage said.</P>
<P>"The plane was coming straight down, like it couldn't pull out of a steep dive,
and it just hit the water," a witness, Rick Wadlow of Palos Verdes, told KABC-TV.</P>
<P>Hermance was executive engineer for Advanced Technology Vehicles at Toyota's
technical center in the Los Angeles area, company spokesman Mike Michels said.
There, he was key in developing the gas-electric Prius and bringing it to the
American market, where it gained popularity for its fuel efficiency.</P>
<P>While much of the car's technology was developed in Japan, Hermance was perhaps
the "American father of the Prius" for his tireless work evaluating and promoting
it in the U.S., longtime colleague Bill Reinert said.</P>
<P>"When that car came out, no one knew what it was," said Reinert, a Toyota national
manager. "Dave dedicated his life to championing this technology."</P>
<P>Hermance joined Toyota in 1991 as a senior manager, the became a general manager
in the company's powertrain department. Before that, he worked for General
Motors.</P>
<P>"He was widely recognized as the most authoritative individual on hybrid power
vehicles in the U.S.," Michels said.</P>
<P>Hermance, who was married with two grown children, was believed to be the only
person aboard the plane.</P>
<P>His single-engine plane is classified as experimental by the Federal Aviation
Administration. It is based on a Russian design and often is used in aerobatics.</P>
<P>The plane may have taken off from Long Beach but it was unclear where it was
heading, Savage said.</P>
<P>The plane was built in 1993 and registered to Yakety Yak, Inc., in Wilmington,
Del., the FAA said.</P>
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Message 23
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| Subject: | Re: Calif Accident Today |
You guys this is the man I bought my Yak from. He sold his Yak to me late July
when he bought the Interavia. Unbelievable!
Smash
ggg6@att.net wrote:
The following was an Associated Press Release today about the Fatal Crash in
the ocean of the California coast.. Gary Gabbard
Top Toyota Engineer Dies in Plane Crash
Updated 11:25 PM ET November 26, 2006 By JEREMIAH MARQUEZ
LOS ANGELES (AP) - A Toyota Motor Corp. executive engineer described as the "American
father of the Prius" and who was among the country's top experts on gas-electric
hybrid vehicles died in a plane crash, officials said Sunday.
David Hermance, 59, was piloting an experimental plane when it went down Saturday
afternoon about 50 yards off Los Angeles' San Pedro area.
A search team found the wreckage of the two-passenger Interavia E-3 aircraft
submerged in 60 feet of water Sunday morning, county Fire Capt. Mark Savage said.
"The plane was coming straight down, like it couldn't pull out of a steep dive,
and it just hit the water," a witness, Rick Wadlow of Palos Verdes, told KABC-TV.
Hermance was executive engineer for Advanced Technology Vehicles at Toyota's
technical center in the Los Angeles area, company spokesman Mike Michels said.
There, he was key in developing the gas-electric Prius and bringing it to the
American market, where it gained popularity for its fuel efficiency.
While much of the car's technology was developed in Japan, Hermance was perhaps
the "American father of the Prius" for his tireless work evaluating and promoting
it in the U.S., longtime colleague Bill Reinert said.
"When that car came out, no one knew what it was," said Reinert, a Toyota national
manager. "Dave dedicated his life to championing this technology."
Hermance joined Toyota in 1991 as a senior manager, the became a general manager
in the company's powertrain department. Before that, he worked for General
Motors.
"He was widely recognized as the most authoritative individual on hybrid power
vehicles in the U.S.," Michels said.
Hermance, who was married with two grown children, was believed to be the only
person aboard the plane.
His single-engine plane is classified as experimental by the Federal Aviation
Administration. It is based on a Russian design and often is used in aerobatics.
The plane may have taken off from Long Beach but it was unclear where it was
heading, Savage said.
The plane was built in 1993 and registered to Yakety Yak, Inc., in Wilmington,
Del., the FAA said.
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