Today's Message Index:
----------------------
1. 03:46 AM - Re: TAS at Alt for Yak52 flight planning (Craig Schneider)
2. 05:10 AM - Re:Hydro Lock (captaindonhopkin@aol.com)
3. 05:13 AM - Re: M-14b Timing (Cliff Coy)
4. 05:32 AM - Re: M-14b Timing (Cliff Coy)
5. 06:09 AM - Hydr-Lock--Kimball Valve (John Alber)
6. 09:52 AM - Re: TAS at Alt for Yak52 flight planning (Mark Scrivener)
7. 10:04 AM - 52 Mag compass (stuart.goodridge@goodridge.net)
8. 10:50 AM - Re: TAS at Alt for Yak52 flight planning (Brian Lloyd)
9. 10:51 AM - Re: M-14b Timing (Cliff Coy)
10. 10:53 AM - cross-country efficiency (Brian Lloyd)
11. 10:57 AM - Re: 52 Mag compass (Cliff Coy)
12. 02:43 PM - Re: TAS at Alt for Yak52 flight planning (Dale)
13. 03:52 PM - Re: Re: TAS at Alt for Yak52 flight planning (cjpilot710@aol.com)
14. 04:40 PM - Re: Hydr-Lock--Kimball Valve (F16ftrplt@aol.com)
15. 05:19 PM - Re: Re: TAS at Alt for Yak52 flight planning (A. Dennis Savarese)
16. 07:20 PM - Re: Re: TAS at Alt for Yak52 flight planning (Roger Kemp)
17. 08:35 PM - Re: Re: TAS at Alt for Yak52 flight planning (Brian Lloyd)
18. 09:44 PM - Re: TAS at Alt for Yak52 flight planning (Dale)
Message 1
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| Subject: | TAS at Alt for Yak52 flight planning |
Mark,
When flying cross country in my YAK-52W, I typically fly 70% which is 2050r
pm and 29"mp. This yeilds a pretty constant 120-130kts TAS with a fuel flo
w of 16-18gph at 5-8K feet. ( I have a EI fuel flow wired to a Garmin 430)
Reducing power to 60%, 1820rpm, 27"mp, same altitudes, I get 110-115kts TAS
with a fuel flow of 12-14gph.
Hope that helps!
Craig
N90GC
From: Mark Scrivener
Sent: Tue 10/2/2007 11:51 PM
Subject: Yak-List: TAS at Alt for Yak52 flight planning
I'm taking the '52 cross country this week and was wondering what a good TA
S is for planning purposes. Assuming I pull the power back to 68%/5 or some
thing similar, what should I plan on for true airspeed at an ALT of 7,000 t
o 9,000?
Also, what is typically the most efficient cruising altitude for the 52? Ob
viously there is less drag up higher, but you burn more fuel getting up the
re.
Thanks!
Mark
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=137767#137767
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DaBear,
Ditto on Kimball's oil shut off and sump pump.? I installed it a year ago and have
eliminated hydro lock and very little oil excess coming out of the exhaust
pipes and drains.? I did add a very large and bright idiot light on my panel
to remind me to open the shut off valve before flight!
Don
________________________________________________________________________
Email and AIM finally together. You've gotta check out free AOL Mail! - http://mail.aol.com
Message 3
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| Subject: | Re: M-14b Timing |
Cliff had an oops.
I got my engines crossed between M462 and M14B.
I was going from memory about gear reduction ratio for the M14-B engine.
I'll go hit the books and make a final determination if needed.
Doug pointed out that many people are running the "B" engine with a "P"
nose case which makes the point moot anyway.
In any event, if you time by the sparkplug pointer, then the gear
reduction doesn't come into play.
Cheers,
Cliff
In any event
Cliff Coy wrote:
>
> The spark advance for the M14 series engines is 22-24 degrees BTDC.
>
> If you have M9-35M magnetos, there is a degree stamp on the mating
> face of the magneto body under the mag cap.
> This stamp is typically between 23 and 37 degrees.
>
> To compensate for the centrifugal advance of the mag use the following
> formula:
>
> 23 - (degree stamp / 1.25) = timing mark on the cylinder pointer in #4
> cylinder.
>
> If you're timing the engine via prop flange, then you will need to
> multiply the above result by the reduction gear ratio.
>
> On M14-P it's .658
> On M14-B it's .787
>
> So....with a "36" degree stamped magneto-
>
> 23- (36/1.25) = -5.8 or 6 degrees *after* top dead center as seen on
> the cylinder pointer.
>
> at the prop flange of an M14-P: 5.8 * .658 = 3.8 or 4 degrees ATDC
> at the prop flange of an M14-B: 5.8 * .787 = 4.5 degrees ATDC
>
> Cheers,
> Cliff
>
>
> Michael Bolton wrote:
>
>> Does anyone out there know the initial Mag timing for the M-14b? yes
>> that is a "B" I only have the manual for the P model. The "B" has
>> mags with centerfugal advance.
>> Thanks for any help you guys might be able to supply.
>>
>> Michael J. Bolton, Vice President
>> Young Forest Products, Inc.
>> (O)803.438.4259
>> (C)803.427.0604
>>
>> *
>>
>>
>> *
>>
>
>
Message 4
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| Subject: | Re: M-14b Timing |
The mag turns 1.25 times per crank revolution.
Dividing the retard angle by the drive ratio gives the offset from
"running" position of the rotor-which is what you are ultimately timing to.
To verify this, we can take an M9-F magneto with 0 retard angle and run
it through the formula:
23 - (0/1.25) * .658 = 15.1
So 23 degrees BTDC (crank position) translates to 15 degree BTDC (prop
flange position).
Cheers,
Cliff
Walter Lannon wrote:
>
> Hi Cliff;
>
> Could you expand on the use of the factor of "/1.25" in calculating
> the ignition advance angle?
> What does that factor represent?
> Thanks.
> Walt
>
>
> ----- Original Message ----- From: "Cliff Coy" <cliff@gesoco.com>
> To: <yak-list@matronics.com>
> Sent: Tuesday, October 02, 2007 11:18 AM
> Subject: Re: Yak-List: M-14b Timing
>
>
>>
>> The spark advance for the M14 series engines is 22-24 degrees BTDC.
>>
>> If you have M9-35M magnetos, there is a degree stamp on the mating
>> face of the magneto body under the mag cap.
>> This stamp is typically between 23 and 37 degrees.
>>
>> To compensate for the centrifugal advance of the mag use the
>> following formula:
>>
>> 23 - (degree stamp / 1.25) = timing mark on the cylinder pointer in
>> #4 cylinder.
>>
>> If you're timing the engine via prop flange, then you will need to
>> multiply the above result by the reduction gear ratio.
>>
>> On M14-P it's .658
>> On M14-B it's .787
>>
>> So....with a "36" degree stamped magneto-
>>
>> 23- (36/1.25) = -5.8 or 6 degrees *after* top dead center as seen on
>> the cylinder pointer.
>>
>> at the prop flange of an M14-P: 5.8 * .658 = 3.8 or 4 degrees ATDC
>> at the prop flange of an M14-B: 5.8 * .787 = 4.5 degrees ATDC
>>
>> Cheers,
>> Cliff
>>
>>
>> Michael Bolton wrote:
>>
>>> Does anyone out there know the initial Mag timing for the M-14b?
>>> yes that is a "B" I only have the manual for the P model. The "B"
>>> has mags with centerfugal advance. Thanks for any help you guys
>>> might be able to supply.
>>> Michael J. Bolton, Vice President
>>> Young Forest Products, Inc.
>>> (O)803.438.4259
>>> (C)803.427.0604
>>>
>>> *
>>>
>>>
>>> *
>>>
>>
>>
>>
>>
>
>
Message 5
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| Subject: | Hydr-Lock--Kimball Valve |
0I also have a 50 that used to--and used to is the operative phrase here--seep
oil into the cylinders and out the stacks and oil drain. Oil seeped through the
oil pump at a significant rate when the engine was shut down. After much consulting
with Dennis, and Carl and Jill, I determined that the check valve and
pressure relief were not the culprits. Some oil pumps (maybe most) have tolerances
that simply permit seepage through the pump. My old 52 was the same way.
No more. I put in the Kimball shutoff valve and oil scavenge pump. As a consequence
I leak no oil and my oil consumption has gone down to almost nothing (if
I keep the oil level near the min mark). I do get a satisfying little puff of
smoke on starting, but nothing like it used to be.You can now stand behind the
aircraft on starting and your white shirt will stay pristine.
I have three safety checks. First, the valve has a starter interrupt. Second, I
flag the shutoff T handle in the cockpit and tie the flag to the stick. Hard
to miss that way. Finally, I put the T handle close enough to the primer handle
so that with the T handle in the off position it is difficult to pump the primer.
The shutoff valve itself is positioned on the engine so you can reach in
under the cowling and hand check its position, and I recommend that as part of
the walk-around.
The one additional safety check I am considering is a return spring to assure that
the valve will not vibrate shut should the actuator cable become detached
in some way.
Count me as one very satisfied customer.
John Alber
ime: 08:00:48 AM PST US
From: DaBear <dabear@damned.org>
Subject: Re: Yak-List: hydro lock
So I'm going to weight in here. I've had the oil shut off valve (with
starter cut-off) and oil scavenge pump for a while. I got it from
Kimbal's in FL. I absolutely love it, with no (zero), nada, zip,
reservations. I have to admit that I have tried to start it with the
valve in the off position, it doesn't start. With it in place, I have
had almost no oil in the system at all and if there is, there is not
enough to hydro lock the engine.
The only thing I would suggest is that you drain the engine with
electric pump after shut down. Takes about 45-60 seconds. Then after
a
few min, drain the rest of the oil again. I'll usually do the second
drain pump for 10-15 seconds after I've started to button up the
airplane. This lets some of the oil drain down to the extraction point
so you get all of it.
Expensive, well, you decide. But I like not worrying about hydro lock.
I like having a clean hanger floor. I like not leaving much of an oil
slick at clinics. The only danger is that:
1. I could start it with it in the off position (not going to happen
with the cut-off).
2. I could shut off the oil in flight (That should never happen)
You make the call.
DaBear
Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E wrote:
>
> Read Brian Lloyd's reply to this one for the best of advice, but
let
me
> just add a few things:
>
> 1. I own a YAK-50 with intake drains, and due to a slightly leaky
ball
> check valve in my oil pump I get oil into the cylinders very
quickly.
> In a month of no flying I can actually lose up to 3 GALLONS of
oil.
If
> I fly every two weeks or so, that never happens.
>
> 2. Each person has his or her own method for getting oil out of
the
> cylinders, Brian's method being the most safe obviously.
>
> 3. Probably the best method I saw of everyone listed was on
Sergei
> Boriak's SU-31 (before it crashed). Sergei was sick and tired of
oil
in
> the cylinders and having to pull it through EVERY time.
>
> A. He spent a huge amount of $$$ and had new pistons put in with
gapless
> rings. Much more was done here than I will list, but the rings
made
a
> big difference.
>
> B. The best trick was that he installed an OIL VALVE in the oil
supply
> line to the engine. Yes, there is an obvious danger in doing
that.
He
> put in the typical safety steps with starter inhibitors, etc. etc.
And
> I am sure, a lot of people will say it is still too dangerous. So
if
> you feel that way, good for you. Keep yanking the plugs. On the
flip
> side, shutting off the oil supply pretty much puts an END to this
> problem.
>
> C. The last step was to install an engine sump line going to an
> electrical pump. After landing and shutting the engine down, you
run
> the pump and the oil from the sump is pumped back into the main
oil
> tank.
>
> You combine all three and you have a very dry engine, no oil on
the
> ground, and no need to pull it through, and no chance of
hydrostatic
> locks.
>
> I'm going to go with the main tank oil shut off valve, with push
pull
> control from the cockpit.
>
> Mark
> N50YK
>
John Alber
john@johnalber.com
314-259-2144
Message 6
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| Subject: | Re: TAS at Alt for Yak52 flight planning |
Thanks Craig.
I guess I was a little optimistic - thinking I would get 130kts TAS and 13gph up
at ~9k ft.
No fuel flow meter in my 52, just the stock Russian stuff and a hand held GPS.
Quite different from my usual cross country ride with multiple moving maps and
at least 2 readouts for everything. Should be fun...
-Mark
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=137869#137869
Message 7
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Does anyone have a replacement mag compass for the 52 to fit the original
housing , both mine have gone u/s now and hoping not to have to change the
original fitting set up. Trying to get from the Eastern Europe but no luck
so far.
Cheers
Stuart Goodridge
Exeter England
(44)1392 832004
stuart.goodridge@goodridge.net
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Message 8
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| Subject: | Re: TAS at Alt for Yak52 flight planning |
On Oct 3, 2007, at 3:45 AM, Craig Schneider wrote:
> Mark,
>
> When flying cross country in my YAK-52W, I typically fly 70% which
> is 2050rpm and 29"mp. This yeilds a pretty constant 120-130kts TAS
> with a fuel flow of 16-18gph at 5-8K feet. ( I have a EI fuel flow
> wired to a Garmin 430)
>
> Reducing power to 60%, 1820rpm, 27"mp, same altitudes, I get
> 110-115kts TAS with a fuel flow of 12-14gph.
Generally speaking, higher is going to be better. I found the most
efficient altitude for the CJ6A to be 11,000'-12,000'. I would pull
the RPM back to 1850 and use full throttle. Fuel burn was around
11gph with a TAS of about 125kts. I could comfortably fly 3 hour legs
with reserve that way. With tailwinds I have flown a 450nm leg before.
If you are looking for efficiency plan on operating with the throttle
wide open and only make power changes with the prop control (RPM).
The Yak-52, being overpowered, is going to have its most efficient
altitude up higher. Basically you want to climb until your IAS in
cruise is best L/D. That is pretty high. But in order to get best
efficiency you need to stay up there as long as possible in order to
offset the cost of getting up there.
But given the available climb from the Yak-52, I would certainly be
looking to cruise up above 12,000'.
--
Brian Lloyd 3191 Western Drive
brian HYPHEN 1927 AT lloyd DOT com Cameron Park, CA 95682
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
Antoine de Saint-Exupry
PGP key ID: 12095C52A32A1B6C
PGP key fingerprint: 3B1D BA11 4913 3254 B6E0 CC09 1209 5C52 A32A 1B6C
Message 9
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| Subject: | Re: M-14b Timing |
Hey...add another 1 in there...that should read
"the mag turns 1.125 times per crank revolution"
<sigh>
Cliff Coy wrote:
>
> The mag turns 1.25 times per crank revolution.
>
> Dividing the retard angle by the drive ratio gives the offset from
> "running" position of the rotor-which is what you are ultimately
> timing to.
>
> To verify this, we can take an M9-F magneto with 0 retard angle and
> run it through the formula:
>
> 23 - (0/1.25) * .658 = 15.1
>
> So 23 degrees BTDC (crank position) translates to 15 degree BTDC (prop
> flange position).
>
> Cheers,
> Cliff
>
> Walter Lannon wrote:
>
>> <wlannon@cablerocket.com>
>>
>> Hi Cliff;
>>
>> Could you expand on the use of the factor of "/1.25" in calculating
>> the ignition advance angle?
>> What does that factor represent?
>> Thanks.
>> Walt
>>
>>
>> ----- Original Message ----- From: "Cliff Coy" <cliff@gesoco.com>
>> To: <yak-list@matronics.com>
>> Sent: Tuesday, October 02, 2007 11:18 AM
>> Subject: Re: Yak-List: M-14b Timing
>>
>>
>>>
>>> The spark advance for the M14 series engines is 22-24 degrees BTDC.
>>>
>>> If you have M9-35M magnetos, there is a degree stamp on the mating
>>> face of the magneto body under the mag cap.
>>> This stamp is typically between 23 and 37 degrees.
>>>
>>> To compensate for the centrifugal advance of the mag use the
>>> following formula:
>>>
>>> 23 - (degree stamp / 1.25) = timing mark on the cylinder pointer in
>>> #4 cylinder.
>>>
>>> If you're timing the engine via prop flange, then you will need to
>>> multiply the above result by the reduction gear ratio.
>>>
>>> On M14-P it's .658
>>> On M14-B it's .787
>>>
>>> So....with a "36" degree stamped magneto-
>>>
>>> 23- (36/1.25) = -5.8 or 6 degrees *after* top dead center as seen on
>>> the cylinder pointer.
>>>
>>> at the prop flange of an M14-P: 5.8 * .658 = 3.8 or 4 degrees ATDC
>>> at the prop flange of an M14-B: 5.8 * .787 = 4.5 degrees ATDC
>>>
>>> Cheers,
>>> Cliff
>>>
>>>
>>> Michael Bolton wrote:
>>>
>>>> Does anyone out there know the initial Mag timing for the M-14b?
>>>> yes that is a "B" I only have the manual for the P model. The "B"
>>>> has mags with centerfugal advance. Thanks for any help you guys
>>>> might be able to supply.
>>>> Michael J. Bolton, Vice President
>>>> Young Forest Products, Inc.
>>>> (O)803.438.4259
>>>> (C)803.427.0604
>>>>
>>>> *
>>>>
>>>>
>>>> *
>>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 10
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| Subject: | cross-country efficiency |
Just another point on cross-country efficiency. If you are going a
long way and can increase your leg length to the point where you can
eliminate a leg from your trip, the time saved by not making one stop
will probably make up for any speed increase you would have by
operating at a less-efficient but faster altitude.
I know that I am equipping The Project with O2 so I can operate up
high. With the M14P I was expecting to do cross-country flights up
around 17,000' for the purposes of efficiency.
--
Brian Lloyd 3191 Western Drive
brian HYPHEN 1927 AT lloyd DOT com Cameron Park, CA 95682
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
Antoine de Saint-Exupry
PGP key ID: 12095C52A32A1B6C
PGP key fingerprint: 3B1D BA11 4913 3254 B6E0 CC09 1209 5C52 A32A 1B6C
Message 11
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| Subject: | Re: 52 Mag compass |
We've found the SIRS compass makes a pretty good retro fit into the Yak.
http://www.sirs.co.uk/index.htm
Cheers,
Cliff
stuart.goodridge@goodridge.net wrote:
>
>
>Does anyone have a replacement mag compass for the 52 to fit the original
>housing , both mine have gone u/s now and hoping not to have to change the
>original fitting set up. Trying to get from the Eastern Europe but no luck
>so far.
>Cheers
>
>Stuart Goodridge
>Exeter England
>(44)1392 832004
>stuart.goodridge@goodridge.net
>
>
>This e-mail and any attachments are strictly confidential and intended for the
addressee(s) only. If you are not an addressee, you must not disclose, copy,
circulate or use the information contained in this e-mail. If you are not the
intended recipient, or believe you have received this e-mail in error, please
notify the sender immediately and delete this email and any attachments from your
system. Any views, opinions or advice expressed are solely those of the author
and do not necessarily represent those of Goodridge. This email and any attachments
are believed to be virus free and no responsibility is accepted by
Goodridge for any loss or damage arising in any way from the receipt or use thereof.
>
>This email has been scanned by the MessageLabs Email Security System. For more information please visit http://www.messagelabs.com/email
>
>
>
>
Message 12
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| Subject: | Re: TAS at Alt for Yak52 flight planning |
A friend of mine cautioned me not to run a 9cyl below 2000 RPM at cruise because
of the vibration resonance found in radial engines is transmitted through the
airframe at that RPM or lower. I can't remember the airline that changed hands
and thought they could save money and extend range with lower RPM's. The airline
found out the tails were suffering cracks and needed repaired. When they
returned to the 2000 RPM min the crack problem once again disappeared. My friend
was maintaince chief for a fleet of radial powered cargo transports flying
in the Caribbean islands for years. I trust him and do not operate below 70%
for this reason and feel safe than sorry is in order for me, everyone else can
do what they want as I am in no way a expert and am only expressing my opinion.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=137918#137918
Message 13
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| Subject: | Re: TAS at Alt for Yak52 flight planning |
In a message dated 10/3/2007 5:47:50 P.M. Eastern Daylight Time,
hdinamic@qwest.net writes:
That may have been for a particular aircraft/engine combination. It's not a
general rule. We cruise our B-17G at 1800 rpm all the time, there is not
'resonance vibration' (unless the props are out of syncopation). Was that air
line "Macky"? If so, they operated out of Miami, Fl. for years. They had
mixed fleet of DC-4, DC-3, and C-46s. I've never heard of any of these aircraft
having that problem. That airline was quite a "colorful" bunch. Gipsies,
nar-do-wells, laid off airlines pilots, or just plain old-fart pilots, run by
a real character. I try once to get a job there. Took one look at me and
said (honest to God) "Go away kid".
I do believe that Lindbergh taught this during WW2 so as to extend the range
of military aircraft. I never heard of a resonance vibration indicative to
round engines, though. It is true that the 9 cly Wright 1820 is not as
smooth running at the 14 cly P&W-1830 but I never heard of vibration problems
in
either engine.
Jim "Pappy" Goolsby
--> Yak-List message posted by: "Dale" <hdinamic@qwest.net>
A friend of mine cautioned me not to run a 9cyl below 2000 RPM at cruise
because of the vibration resonance found in radial engines is transmitted
through the airframe at that RPM or lower. I can't remember the airline that
changed hands and thought they could save money and extend range with lower RPM's.
The airline found out the tails were suffering cracks and needed repaired.
When they returned to the 2000 RPM min the crack problem once again
disappeared. My friend was maintaince chief for a fleet of radial powered cargo
transports flying in the Caribbean islands for years. I trust him and do not operate
below 70% for this reason and feel safe than sorry is in order for me,
everyone else can do what they want as I am in no way a expert and am only
expressing my opinion.
Message 14
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| Subject: | Re: Hydr-Lock--Kimball Valve |
Does this system work on the Housai engine?
Med
Message 15
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| Subject: | Re: TAS at Alt for Yak52 flight planning |
Dale,
Regardless of what you've heard, the M14P is quite comfortable running at
less than 2000 RPM. If you read the Russian Flight Manual or the M14
Manual, it clearly shows you cruise rpm's at less than 2000 RPM. It is a
proven fact that this engine is designed to run "over square". Not by my
say so. But by the Russian manuals say so. That means running a higher
manifold pressure (ie: 700 MM) and lower RPM (ie: 64%) is most acceptable
for the M14 mounted on a Yak 52. Click on this link. It is right out of
the Russian manual. http://n9tumimypu.win.aplus.net/Power%20Settings.htm
Dennis
----- Original Message -----
From: "Dale" <hdinamic@qwest.net>To: <yak-list@matronics.com>
Sent: Wednesday, October 03, 2007 4:41 PM
Subject: Yak-List: Re: TAS at Alt for Yak52 flight planning
>
> A friend of mine cautioned me not to run a 9cyl below 2000 RPM at cruise
> because of the vibration resonance found in radial engines is transmitted
> through the airframe at that RPM or lower. I can't remember the airline
> that changed hands and thought they could save money and extend range with
> lower RPM's. The airline found out the tails were suffering cracks and
> needed repaired. When they returned to the 2000 RPM min the crack problem
> once again disappeared. My friend was maintaince chief for a fleet of
> radial powered cargo transports flying in the Caribbean islands for years.
> I trust him and do not operate below 70% for this reason and feel safe
> than sorry is in order for me, everyone else can do what they want as I am
> in no way a expert and am only expressing my opinion.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=137918#137918
>
>
Message 16
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| Subject: | Re: TAS at Alt for Yak52 flight planning |
Mark,
Try setting your throttle and pitch over square. Meaning your manifold
pressure is set higher than your prop. Try 65% at 700 mmHg (70 on the dial).
Nominal one is 65% and 650 mmHg if my memory serves correct (been awhile
since I looked at it for the 52). You will see right at 15 gal/hour fuel
burn or 1 liter/min (standard for the M-14). You will see approximately 130
kts/hr for your airspeed. Plan on 150 mi. legs to be safe. You can push it
to 200nm but. Know it is the proverbial frog bumping its' ass cross country
but you are not going to be a statistic for fuel starvation that way either.
The over square throttle setting is just something a few of the old B17
drivers on the field taught us. You get the best fuel economy and cruise A/S
that way.
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Mark Scrivener
Sent: Wednesday, October 03, 2007 11:52 AM
Subject: Yak-List: Re: TAS at Alt for Yak52 flight planning
Thanks Craig.
I guess I was a little optimistic - thinking I would get 130kts TAS and
13gph up at ~9k ft.
No fuel flow meter in my 52, just the stock Russian stuff and a hand held
GPS. Quite different from my usual cross country ride with multiple moving
maps and at least 2 readouts for everything. Should be fun...
-Mark
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=137869#137869
Message 17
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| Subject: | Re: TAS at Alt for Yak52 flight planning |
On Oct 3, 2007, at 2:41 PM, Dale wrote:
>
> A friend of mine cautioned me not to run a 9cyl below 2000 RPM at
> cruise because of the vibration resonance found in radial engines
> is transmitted through the airframe at that RPM or lower. I can't
> remember the airline that changed hands and thought they could save
> money and extend range with lower RPM's.
Well, my father flew OS2Us, SBDs, SB2Cs, F6Fs, F8Fs, and the SNB in
the Navy. (He later went on to fly jets but those were the recips he
flew.) He says that they regularly ran very low RPM, i.e. 1800 or so,
when flying long legs from the carrier.
> The airline found out the tails were suffering cracks and needed
> repaired. When they returned to the 2000 RPM min the crack problem
> once again disappeared. My friend was maintaince chief for a fleet
> of radial powered cargo transports flying in the Caribbean islands
> for years. I trust him and do not operate below 70% for this reason
> and feel safe than sorry is in order for me, everyone else can do
> what they want as I am in no way a expert and am only expressing my
> opinion.
It depends on the aircraft and/or engine.
--
Brian Lloyd 3191 Western Drive
brian HYPHEN 1927 AT lloyd DOT com Cameron Park, CA 95682
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
Antoine de Saint-Exupry
PGP key ID: 12095C52A32A1B6C
PGP key fingerprint: 3B1D BA11 4913 3254 B6E0 CC09 1209 5C52 A32A 1B6C
Message 18
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| Subject: | Re: TAS at Alt for Yak52 flight planning |
Hi Guys
No the airline was a major. I will not argue the point , just telling you what
I was told. I am sure you are all correct, just repeating. I remember my friend
telling me that it was not a issue in military aircraft as they were not built
to be flown like airliners for hundreds of thousand of hours. Or for that
matter just a few thousand and thrown away as the Russians like to do. I have
a 1947 V35 that Beech didn't bother to put zinc chromate in either thinking it
would be gone in the dust in a few years, and they still haven't figured out
why the tails fall off ( read the AD13-2002 ) I get a laugh that the Russians
bothered to corrosion treat the 52's considering how long they planned to use
them ( I know about the alloy they are built with ). I realize the book numbers
from the M-14p power settings also and don't remember my friend saying that
the radial or any radial for that matter had a "vibration problem" just that the
vibration was transmitted through the airframe and best to avoid it. He did
own personally two Beech 18's a DC-3, C-47, DC-4, and a A-26, still has his DC-3.
I do listen to him and everyone else for that matter. His experience far
exceeds mine.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=138008#138008
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