Today's Message Index:
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1. 02:13 AM - Re: BMA EFIS Lite for Yak-55 - oppinions needed (Elmar)
2. 06:36 AM - Re: BMA EFIS Lite for Yak-55 - oppinions needed (Tim Gagnon)
3. 07:06 AM - Re: Re: BMA EFIS Lite for Yak-55 - oppinions needed (cjpilot710@aol.com)
4. 07:30 AM - Looking for Yak 55M Aileron Skin(s) (MikSpin@aol.com)
5. 07:49 AM - Cooling before shutdown (Denis Ischenko)
6. 01:04 PM - BMA EFIS (captaindonhopkin@aol.com)
7. 01:33 PM - Re: Cooling before shutdown (Buzzard Aviation)
8. 03:24 PM - Re: Cooling before shutdown (Denis Ischenko)
9. 04:40 PM - Re: BMA EFIS (Pilot2874)
10. 06:26 PM - Re: Re: Cooling before shutdown (Sarah Tobin)
Message 1
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| Subject: | RE: BMA EFIS Lite for Yak-55 - oppinions needed |
some of my gyro instruments are
due to be replaced, so I looked into
BMA and DYNON.
The other week on an airshow I had
the chance to see both system at work.
Don't like either of them. I cannot scan
them as quickly as the steam-gauges,
I might need bifocal glasses soon
to encrypt those colorful displays.
If I want to play with a computer, I have
a nice bottle of wine and do it at home.
I prefer the three dimensional appearance
of the original instruments, much easier
to scan and much bigger numbers.
Regards
Elmar (C-FTKL)
Message 2
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| Subject: | Re: BMA EFIS Lite for Yak-55 - oppinions needed |
[quotesome of my gyro instruments are
due to be replaced, so I looked into
BMA and DYNON.
The other week on an airshow I had
the chance to see both system at work.
Don't like either of them. I cannot scan
them as quickly as the steam-gauges,
I might need bifocal glasses soon
to encrypt those colorful displays.
If I want to play with a computer, I have
a nice bottle of wine and do it at home.
I prefer the three dimensional appearance
of the original instruments, much easier
to scan and much bigger numbers.[/quote]
Having flown a large turbo-prop that was mostly steam guages and then moving to
a jet with all glass, I would take glass any day. It takes a little getting used
to but them amount of info that can be put in one place reduces pilot workload.
Our particular airplane's PFD (Primary Flight Display) can depict nearly
80 pieces of info. We do not fly like that but it is an option. Too much can
be too much!
The main reason I would not go glass in these airplanes is because I do not see
the need for it. Are you flying hard IFR...or IFR at all? That is the only reason
I see for replacing the current instruments. YOu are dealing with a simple
airplane with minimal instruments (minimal systems) and I do not see the need
to have glass represent simplicity. The cheapest system is around $2500.00!
I can think of more things I would spend the $$ on.
In a turbine or more capable airplane, I would go glass. Buzzing aorund the patch..wasted
money in my opinion.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=115183#115183
Message 3
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| Subject: | Re: RE: BMA EFIS Lite for Yak-55 - oppinions needed |
I've had a BMA Sport Lite in my CJ for about 3 years. For the most part I
am happy with it.
I was use to using "glass" at the airline. The bigger the screen the
better, the one reason I did't go to the Dyon. Dyon now has a bigger screen and
its price is very nice.
My BMA has a moving map feature but you can not use a the horizon at the
same time. The really nasty problem with it is you must disassemble the unit
to
update the data card. I understand that they have since change this so that
the date card is external and has snap in-snap out feature. Also BMA now
have an even larger screen unit where you can split the display with a horizon
on top and moving map on bottom. I would prefer to have this unit BUT it will
just barely fit in the CJs panel area, so the 55's panel may not be possible
at all.
My personal set up is a BMA Sport in the middle. 2 1/4 manifold gage to the
left. ILS/VOR head to the right. Under the Sport is T&B with back airspeed
on the right and altimeter left. The T&B will soon be replaced with a
combination T&B/autopilot with just a simple heading hold function. Above the
BMA
mounted on the glare shield, is a AVMAP big screen GPS moving map.
Years ago I remember when the big deal in instrument flying was when some
study group found that if instruments were arranged in what they called the
"Basic T" how much simpler staying up right would be. "Scan rate" and
instrument relationship. Then came the "tap gages". I remember a real like or
dislike among the airline guys when the L1011 came on line with them. And when
glass came out, there were a large number of pilots who remained on the
"Jurassic Jets" because they did not trust that "fancy stuff".
I guess "my time is near". I've come full circle. Started out flying
airplanes with "steam gages" in no set pattern, all over the place. Flew the
latest glass. And now I back flying a WW2 B-24J that has its original panel set
up with steam gages unaligned and all over the place. Yes we fly it IFR and
IT IS A CHORE.
Jim "Pappy" Goolsby
************************************** See what's free at http://www.aol.com.
Message 4
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| Subject: | Looking for Yak 55M Aileron Skin(s) |
Hey folks, just like the subject line says, I'm looking for the upper right
aileron skin for a 55M.
Any leads would be appreciated!
Mike Hastings
mikspin@aol.com
**************************************
See what's free at
http://www.aol.com.
Message 5
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| Subject: | Cooling before shutdown |
Hi All
I suspect this has been discussed here before, but I can't find it in the
archive...
What is the danger of shutting down the engine before it cools to 150C? The
book says it is allowed to shut down not above 170C, but then such occasions
should be noted in the logbook. I have only a limited experience with my
M14P, but it seems that if the ambient temperature is over 20C (68F) it
takes ages to cool the engine to 160C, let alone 150C. Reaching 170C though
takes only a few minutes, so I am wondering if this can be done routinely
without damaging the engine. Or, put another way, what's worse -- shutting
down too hot or running on idle for 10 minutes?
Also, in Lithuania my instructor showed me an unwritten trick they used in
the Soviet air force in such occasions -- squirting one primer of gas into
the cylinders while simultaneously pulling the throttle to idle and killing
the mags; this would supposedly provide extra cooling to the cylinders (but
of course this was not noticeable on the CHT gauge). Wondering if other
people are using this technique...
Thanks in advance for any comments!
Denis
Yak-18T
London, England
Message 6
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Kirill,
I fly a Yak 52 and also wanted a EFIS.=C2- After much deliberation and spe
aking with several of the group, I ordered the EFIS G4 lite from Blue Mounta
in.=C2- I will get it this week and hopefully have it installed in the nex
t week or two.=C2- If you still are thinking about it then, I'll give you
a report after it's in.
Don
Captain Don Hopkin
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-N6868Y
captaindonhopkin@aol.com
________________________________________________________________________
AOL at AOL.com.
Message 7
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| Subject: | Re: Cooling before shutdown |
At 15:47 28/05/2007, Denis Ischenko wrote:
>Hi All
>
>What is the danger of shutting down the engine before it cools to
>150C? The book says it is allowed to shut down not above 170C, but
>then such occasions should be noted in the logbook. I have only a
>limited experience with my M14P, but it seems that if the ambient
>temperature is over 20C (68F) it takes ages to cool the engine to
>160C, let alone 150C. Reaching 170C though takes only a few minutes,
>so I am wondering if this can be done routinely without damaging the
>engine. Or, put another way, what's worse -- shutting down too hot
>or running on idle for 10 minutes?
I find I rarely get that hot (I believe the spinner on my 18T aids
cooling) but if I am running hot (above 170) usually after some
energetic maneuvering, then I just loiter near the circuit for five
minutes at 59% and she soon cools down. I also make a point of not
using the brakes unless necessary on landing as a slow taxi back to
the tie downs allows things to cool and stabilize. No point wearing
out brakes only to sit there parked waiting for things to cool off.
>Also, in Lithuania my instructor showed me an unwritten trick they
>used in the Soviet air force in such occasions -- squirting one
>primer of gas into the cylinders while simultaneously pulling the
>throttle to idle and killing the mags; this would supposedly provide
>extra cooling to the cylinders (but of course this was not
>noticeable on the CHT gauge). Wondering if other people are using
>this technique...
Not heard of that one. Where are you based Dennis? WW? I'm at EGHU
Happy Landings
____|____
\O/
o'o Martin Robinson
Yak 18T HA-YAV
Message 8
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| Subject: | Re: Cooling before shutdown |
Martin
Thanks for you comment, it made me think and look in the manual again. I am
trying to keep CHT at above 170 on final for the fear of shock-cooling and
not having power available quickly for a go-around. The book prescribes
160-180 during descent, but the same book says 140 is the minimum for
prolonged operation, so may be I am running it too hot... What temperatures
do other people keep on final?
I agree of course about the use of brakes after landing, but I have to taxi
on some rough up-sloping grass bits to get to my spot (at Elstree -- EGTR),
so can't keep it at idle...
Denis
Message 9
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Don --
The report will be greatly appreciated.
thanks,
Kirill
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=115265#115265
Message 10
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| Subject: | Re: Cooling before shutdown |
My book says don't shut down above 140 degrees.
I must be babying my engine because if it gets to 170 degrees, I start to shallow
my climb so I don't overtemp and pull back throttle/prop. I try to run it
for acro no higher than 160-170 and cooler than that when coming in for landing
so I can shut down below 140.
I use a minimun of 120 for run up and takeoff settings.
Smash
Denis Ischenko <dischenko@gmail.com> wrote:
Martin
Thanks for you comment, it made me think and look in the manual again. I am trying
to keep CHT at above 170 on final for the fear of shock-cooling and not having
power available quickly for a go-around. The book prescribes 160-180 during
descent, but the same book says 140 is the minimum for prolonged operation,
so may be I am running it too hot... What temperatures do other people keep on
final?
I agree of course about the use of brakes after landing, but I have to taxi on
some rough up-sloping grass bits to get to my spot (at Elstree -- EGTR), so can't
keep it at idle...
Denis
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