Today's Message Index:
----------------------
1. 04:30 AM - Re: Find the Yak-50 in this picture (Tim Gagnon)
2. 05:44 AM - Re: Re: Find the Yak-50 in this picture (Roger Kemp)
3. 06:56 AM - Re: Find the Yak-50 in this picture (Tim Gagnon)
4. 08:47 AM - Re: Re: Find the Yak-50 in this picture (viperdoc)
5. 09:37 AM - Re: Flight suits, leathers and conflict resolution (Brian Lloyd)
6. 10:51 AM - The ultimate CJ6A (Brian Lloyd)
7. 10:52 AM - Post Mortem - Matronics List Pummeled By Spam... (Matt Dralle)
8. 11:59 AM - Re: Flight suits, leathers and conflict resolution (Yak Pilot)
9. 12:37 PM - Re: The ultimate CJ6A (Roger Kemp)
10. 02:41 PM - Pain questions (peter waddington)
11. 02:59 PM - Re: Flight suits, leathers and conflict resolution (cjpilot710@aol.com)
12. 03:39 PM - Re: Pain questions (Jim Griffin)
13. 04:00 PM - Re: The ultimate CJ6A (cjpilot710@aol.com)
14. 05:02 PM - Re: Pain questions (Brian Lloyd)
15. 05:06 PM - Re: Flight suits, leathers and conflict resolution (Brian Lloyd)
16. 05:36 PM - Re: The ultimate CJ6A (Brian Lloyd)
17. 08:21 PM - Re: The ultimate CJ6A (Walter Lannon)
18. 08:33 PM - Re: The ultimate CJ6A (Walter Lannon)
19. 09:00 PM - Re: The ultimate CJ6A (Brian Lloyd)
20. 09:01 PM - Re: The ultimate CJ6A (Brian Lloyd)
Message 1
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| Subject: | Re: Find the Yak-50 in this picture |
I would tell her to CHECK SIX! Then saddle up!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=145025#145025
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| Subject: | Re: Find the Yak-50 in this picture |
You did not notice the nomes Thong?!
Doc
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of GreasySideUp
Sent: Saturday, November 10, 2007 10:10 PM
Subject: Yak-List: Re: Find the Yak-50 in this picture
So you are against flight suits then?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=144914#144914
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| Subject: | Re: Find the Yak-50 in this picture |
Who ever took this photo did it stealthy like...notice the sequence card...there
are some hands and what looks to be a camera....plus the girl is looking that
way.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=145059#145059
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| Subject: | Re: Find the Yak-50 in this picture |
You are looking at fingers on a stealthy camera and all I can see is a slim
trail on that big nose!
Viperdoc
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Tim Gagnon
Sent: Sunday, November 11, 2007 8:55 AM
Subject: Yak-List: Re: Find the Yak-50 in this picture
Who ever took this photo did it stealthy like...notice the sequence
card...there are some hands and what looks to be a camera....plus the girl
is looking that way.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=145059#145059
Message 5
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| Subject: | Re: Flight suits, leathers and conflict resolution |
On Nov 10, 2007, at 5:56 PM, cjpilot710@aol.com wrote:
> Corrections :
>
> Are you a dues paying member? (Didn't have my glasses on)
Does that matter?
--
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 6
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| Subject: | The ultimate CJ6A |
As many of you know, I have been slowly (very slowly) moving forward
on The Project, a ground-up restoration of a 1967 CJ6A airframe.
But I have come to a conclusion: I no longer really want a CJ6A for
myself. Don't get me wrong, I love the CJ. (Yes, I love the Yak-52
too, but for different reasons.) The problem is, when I look at what
I want from a personal aircraft, the CJ6A falls short in several
areas so I am thinking along different lines. (I will elucidate if
someone asks but personal preference is just that, personal
preference, and mine is not yours. You should make up your own mind
as to what you want in an aircraft and why.)
Regardless, I am still trying to produce the best CJ6A possible. Here
is what I have done so far:
* Total disassembly of the airframe;
* Chinese instruments and electrical system removed and discarded;
(I did keep the oil pressure, fuel pressure, and oil temp senders as
well as the air start solenoid and starting vibrator.)
* complete inspection of every component;
* replacement of all bearings and hinges;
* inspect and overhaul all pneumatic components;
* replace any skins that were not deemed in perfect condition;
* recover all control surfaces;
* installed two 18 gallon fuel tanks in the wing center section
increasing fuel capacity to 78 gallons while retaining the stock 42
gallon tanks.
* installed stock engine and prop.
This is now the cleanest CJ6A airframe I have ever seen. (That is not
to say that there aren't others but I just haven't seen them.)
Now here is the stuff that I am for-sure going to do to complete the
aircraft:
* replace the stock cowl shutters with a titanium iris;
* stainless steel exhaust system;
* replace the wobble pump with an electric unit that will
automatically come on if fuel pressure drops;
* engine priming using the electric fuel pump so the manual primer
will go away too;
* modern, ergonomic, light-weight instrument panels, front and back;
* completely new, modern, lighter, and much simpler electrical system;
* new glass;
* new paint (it has already been stripped for inspection so it needs
paint anyway);
* lighting for night and IFR ops;
* automatic control of the iris and oil cooler door for CHT and oil-
temp control . Once engaged a microcontroller will manage CHT and oil
temp so the pilot won't have to. There will of course be a manual
bypass so that the pilot can take control away from the automatic
system. BTW, this will weigh no more than the stock, manual system.
* ALL controls will be operable from either cockpit allowing solo
from the rear seat if desired. (I wanted to do this to move the CG
more aft without having to add weight to the airframe in the tail to
get the CG into an acceptable range.)
* I am considering whether or not to put in three-axis trim. I
haven't decided.
I haven't decided which engine monitoring system to install or
whether to just build my own based on the automation that I will
already have present. Most of the new engine monitoring systems are,
to my way of thinking, the same. They display numbers, usually too
many numbers, and then do nothing else. My idea of a good engine
monitoring system is that it should deal with the parameters
automatically but also alert me when something goes wrong. Normally I
only want to see things for which I have an adjustment knob, and that
pretty much reduces down to engine power, i.e. MAP, RPM, and EGT in
this aircraft. If something is amiss, I want it to *tell* me and then
display everything so I can troubleshoot. Until then, don't bother
me, I'm flying.
So the goal is to make this the most pilot-friendly CJ6A in the air.
You can bet this will be a great airplane for formation flying as you
won't need to look inside the cockpit at all under normal conditions.
It will be certified for day/night VFR and IFR. The big questions are
probably just how far to go with the avionics and instrumentation. As
a minimum it will have a Dynon PFD for both front and back seats with
a Garmin SL-30 nav-com and transponder. I haven't decided what to do
for a GPS or MFD, if anything. Regardless, the comm, nav, and xpdr
will be operable from both seats allowing the GIF or GIB to complete
an IFR flight without any problems.
At this point I am interested in other people's wish lists. I want
this airplane to be attractive to a buyer when it is finished and
time comes to sell it. (You can bet I plan to fly it until someone
buys it from me. :-) So I am soliciting input from people who might
want such an airplane. Heck, if you get involved now and decide to
buy this airplane, I can tailor it to your specific desires,
including upgrading to an M14P and modern, composite prop.
Here are some of the primary questions I think I want answers to:
1. Should I install a three-axis electric trim or keep the stock
manual trim system?
2. Should I install an M14P? If so, should it be 360hp or 400hp?
3. If I install an M14P, should I go with an MT, a Whirlwind, or the
"stock" Russian paddle-prop? Why?
4. What sort of EFIS do people like best? (I know, this is already an
ongoing thread.)
So, give me some feedback.
--
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 7
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| Subject: | Post Mortem - Matronics List Pummeled By Spam... |
Dear Listers,
Over a 3-day period, Thursday 11/8 though Saturday 11/10, the Matronics Lists were
pummeled with over 450,000 spam emails causing posting delays and a few duplicate
messages. Yeah, I really said nearly half a million spams! The good
news is that I don't believe a single one of them actually made it to the Lists
thanks to the aggressive List filtering code and the Barracuda spam filter.
The bad news was that it caused quite a back log of email messages starting Friday
and continuing until late Saturday when I noticed that delivery seemed a bit
sluggish. By about 11pm on Saturday night, I had managed to get the backlog
cleared out of the spam filter by temporarily adjusting some of the filtering.
A check of the queues this morning, and everything looks like its working great
and there are no incoming filtering delays and spam levels appear to be back
to "normal".
There were a number of people asking what was going on, so I thought that I'd send
out a follow up post mortem on the event...
November is the annual List Fund Raiser. Your contribution directly enables me
to buy systems like the Barracuda spam filter that keep the List free of that
garbage. Please make a contribution to support your Lists!
http://www.matronics.com/contribution
Thank you!
Matt Dralle
Matronics Email List Administrator
Message 8
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| Subject: | Re: Flight suits, leathers and conflict resolution |
Jim, have you ever piloted a tactical military aircraft in formation while on active
duty for any United States military branch?
Mark Bitterlich
----- Original Message ----
From: "cjpilot710@aol.com" <cjpilot710@aol.com>
Sent: Saturday, November 10, 2007 4:02:09 PM
Subject: Re: Yak-List: Flight suits, leathers and conflict resolution
Mark,
Are you dies paying member?
Jim "Pappy" Goolsby
In a message dated 11/10/2007 2:55:34 P.M. Eastern Standard Time, yakplt@yahoo.com
writes:
Yes Drew, you provided me with a lot of material that I found of
interest and value. Some of which your own members did not quite
believe was accurate, so it was a wake-up call for everyone. I took
your advice (actually against my better judgment) and wrote a formal
letter to RPA as per your recommendation. I'm still waiting for even an
acknowledgement of its receipt let alone an answer to the
question/request. No big deal... Patience is a virtue.
The YAK list is a valuable tool and I agree, it is sometimes human
nature to enjoy debate in all of its forms. As long as it does not get
too personal, I consider such debate to be in the best interests of all
involved. As you know, this is the YAK LIST and discussing an
organization that flies and supports Russian aircraft seems to me to be
WELL within the bounds of "normalcy", especially when you include the
constant remarks made on this list by RPA members discussing RPA recent
events that they have attended. Remember the near mid-air discussion?
Another good example.
The "Flight Suit" issue over the years has not only been limited to
requests for the RPA to change their rules, but has also morphed into
interesting, and sometimes even heated debates on the actual worth of
certain types of safety equipment that are used in and around aircraft.
Over the history of this issue, a lot of people have been bored, a lot
have become angry, but all of us... Every one of us, has learned
something that they did not know originally in the process. In my heart,
I sincerely believe that to be a true statement.
I can understand that you might prefer all discussion and debate of
certain RPA rules/regs/policies be conducted in private and through
official RPA communication channels, but to be honest while that might
be in the best interests of the RPA, I do not consider it to be in the
best interests of General Aviation in total, and those that fly
formation (or want to) specifically. Further, if you will look closely,
my postings have all been REPLIES, not originations.
Drew, you have the right to form your own opinions about any rule or
policy that you want to, regardless of whether it applies to airplanes,
motorcycles or lawnmowers. More power to you. Like the old saying goes:
"I may not agree with that you say, but I will support to the death your
right to say it".
What strikes me as interesting is that now you seem to no longer be
questioning my point of view, but rather whether it is "appropriate" to
express my views here in the first place rather/versus more "official
channels".
Of course I could be wrong.
Mark Bitterlich
----- Original Message ----
From: Drew <lacloudchaser@yahoo.com>
Sent: Thursday, November 8, 2007 5:18:45 PM
Subject: Yak-List: Flight suits, leathers and conflict resolution
Mark,
Just to clarify, I believe I provided you the policy vie email that was retained
from the YPA in it's modified form that is posted online at the website - the
RPA vice president is David McGirt.
Again, my advice is to communicate this issue through admin@flyredstar.org, as
I've seen you have done, and so should others with opinions that they feel need
to be heard on this issue!! The yak list, although a valuable tool, tends to
express the human tendancy to enjoy conflict.
I just got back from Kieth Codes california superbike school, we all had to wear
his type of leathers, even after signing multiple hold harmless letters that
he had no responsibility for our personal well being if we highsided in a turn,
but the clothing had no wiggle room, no biker leathers, no breathable fabrics
except dead cow zippered or one piece, armored, including racing boots and
what not...he wasn't paying my medical bills for face slapping the pavement, and
in the desert, its hot...
...And you can imagine, I didn't question it - I was just thankful that so many
talented folks put together such an awsome program, and I had an opportunity
to learn from the best around, btw, I recommend it highly to any rider of sport,
touring or cruiser...many lessons apply track to street.
I'm sure this will get discussed by those at admin - again, if anyone else feels
strongly about it, they should also write admin@flyredstar.org
Now about those helmets, smoke systems, valve clearances, monoxide levels....
Drew
://www.matronics.com/contribution">http://www.matronics.com/contribution
="http://www.matronics.com/Navigator?Yak-List">http://www.matronics.com/Navigator?Yak-List
.matronics.com/">http://forums.matronics.com
Message 9
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| Subject: | The ultimate CJ6A |
Brian,
Sounds like one hell of a project that will turn into one hell of a great
plane. With the EU to US dollar the way it is, it is cheaper to overhaul in
the US now than across the pond. But the answer from me is I have two YAKs.
I do not need another Eastern bloc A/C.
Now to answer you question, I still prefer the Dynon D10A. Even with its'
short comings of not having GPS. It does have a program to upgrade it to a
HSI now not that I have done it yet.
The rest of the upgrades on your (soon to be someone else's CJ) is for you
guys to decide. I'm going to fly the 52 this afternoon.
Doc
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Brian Lloyd
Sent: Sunday, November 11, 2007 12:51 PM
Subject: Yak-List: The ultimate CJ6A
As many of you know, I have been slowly (very slowly) moving forward
on The Project, a ground-up restoration of a 1967 CJ6A airframe.
But I have come to a conclusion: I no longer really want a CJ6A for
myself. Don't get me wrong, I love the CJ. (Yes, I love the Yak-52
too, but for different reasons.) The problem is, when I look at what
I want from a personal aircraft, the CJ6A falls short in several
areas so I am thinking along different lines. (I will elucidate if
someone asks but personal preference is just that, personal
preference, and mine is not yours. You should make up your own mind
as to what you want in an aircraft and why.)
Regardless, I am still trying to produce the best CJ6A possible. Here
is what I have done so far:
* Total disassembly of the airframe;
* Chinese instruments and electrical system removed and discarded;
(I did keep the oil pressure, fuel pressure, and oil temp senders as
well as the air start solenoid and starting vibrator.)
* complete inspection of every component;
* replacement of all bearings and hinges;
* inspect and overhaul all pneumatic components;
* replace any skins that were not deemed in perfect condition;
* recover all control surfaces;
* installed two 18 gallon fuel tanks in the wing center section
increasing fuel capacity to 78 gallons while retaining the stock 42
gallon tanks.
* installed stock engine and prop.
This is now the cleanest CJ6A airframe I have ever seen. (That is not
to say that there aren't others but I just haven't seen them.)
Now here is the stuff that I am for-sure going to do to complete the
aircraft:
* replace the stock cowl shutters with a titanium iris;
* stainless steel exhaust system;
* replace the wobble pump with an electric unit that will
automatically come on if fuel pressure drops;
* engine priming using the electric fuel pump so the manual primer
will go away too;
* modern, ergonomic, light-weight instrument panels, front and back;
* completely new, modern, lighter, and much simpler electrical system;
* new glass;
* new paint (it has already been stripped for inspection so it needs
paint anyway);
* lighting for night and IFR ops;
* automatic control of the iris and oil cooler door for CHT and oil-
temp control . Once engaged a microcontroller will manage CHT and oil
temp so the pilot won't have to. There will of course be a manual
bypass so that the pilot can take control away from the automatic
system. BTW, this will weigh no more than the stock, manual system.
* ALL controls will be operable from either cockpit allowing solo
from the rear seat if desired. (I wanted to do this to move the CG
more aft without having to add weight to the airframe in the tail to
get the CG into an acceptable range.)
* I am considering whether or not to put in three-axis trim. I
haven't decided.
I haven't decided which engine monitoring system to install or
whether to just build my own based on the automation that I will
already have present. Most of the new engine monitoring systems are,
to my way of thinking, the same. They display numbers, usually too
many numbers, and then do nothing else. My idea of a good engine
monitoring system is that it should deal with the parameters
automatically but also alert me when something goes wrong. Normally I
only want to see things for which I have an adjustment knob, and that
pretty much reduces down to engine power, i.e. MAP, RPM, and EGT in
this aircraft. If something is amiss, I want it to *tell* me and then
display everything so I can troubleshoot. Until then, don't bother
me, I'm flying.
So the goal is to make this the most pilot-friendly CJ6A in the air.
You can bet this will be a great airplane for formation flying as you
won't need to look inside the cockpit at all under normal conditions.
It will be certified for day/night VFR and IFR. The big questions are
probably just how far to go with the avionics and instrumentation. As
a minimum it will have a Dynon PFD for both front and back seats with
a Garmin SL-30 nav-com and transponder. I haven't decided what to do
for a GPS or MFD, if anything. Regardless, the comm, nav, and xpdr
will be operable from both seats allowing the GIF or GIB to complete
an IFR flight without any problems.
At this point I am interested in other people's wish lists. I want
this airplane to be attractive to a buyer when it is finished and
time comes to sell it. (You can bet I plan to fly it until someone
buys it from me. :-) So I am soliciting input from people who might
want such an airplane. Heck, if you get involved now and decide to
buy this airplane, I can tailor it to your specific desires,
including upgrading to an M14P and modern, composite prop.
Here are some of the primary questions I think I want answers to:
1. Should I install a three-axis electric trim or keep the stock
manual trim system?
2. Should I install an M14P? If so, should it be 360hp or 400hp?
3. If I install an M14P, should I go with an MT, a Whirlwind, or the
"stock" Russian paddle-prop? Why?
4. What sort of EFIS do people like best? (I know, this is already an
ongoing thread.)
So, give me some feedback.
--
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 10
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|
I co-own a CJ-6 purchased almost a year ago here in Canada from a direct import
from China. My partner and I are looking for a new paint job.
We have decided to go for a bare metal strip, the Chinese paint is thick with an
additional coat applied over the whole aircraft to cover all markings prior
to export from China.
We plan to paint in the original Chinese green / blue scheme along with a refurbishment
and paint of the cockpit and detailing of wheel wells. Additionally we
plan on having all the control surfaces recovered at this time. We will also
add the original Chinese markings along with the numbers covered by the last
coat of paint in China, which even now is wearing thin and exposing the original
numbers.
I know some of you guys have been through a similar experience so let me throw
out some questions if I may.
We are debating over gloss, matt or semi-gloss finish. Matt looks good to us but
we have concerns regarding keeping her clean. Suggestion?
We are looking for a reputable paint shop either in southern B.C. Canada or perhaps
Washington State. Quality work, timely completion and cost of course will
all be deciding factors. We also want to be close enough to supervise the process
through each stage of the work. Anyone have suggestions?
With regards to Chinese markings, paint or decals? We will be adding Chinese stars
and bars along with cowling and tail numbers in white. Additionally we would
like to add the original Chinese red letter stenciling found around the airframe.
Regarding all these markings, does anyone have info on size and location
perhaps even CAD files the paint shop could use?
Any suggestions regarding the recover of the control surfaces, material suggestions
perhaps? This seems to be a time consuming and expensive job beyond the scope
of my partner and I.
We may take this opportunity to replace wing / tail fillets that are cracked, stop
drilled and patched. We have been replacing corroded external screws with
stainless steel imperial size screws after re-tapping the threads.
Other work to do or suggestions prior to refinishing would be gratefully welcomed.
We plan to be at Oshkosh next year and while not expecting a showstopper we
do want to look respectable for the 50th anniversary!
Thanks,
Pete
_________________________________________________________________
Express yourself with free Messenger emoticons. Get them today!
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Message 11
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| Subject: | Re: Flight suits, leathers and conflict resolution |
In a message dated 11/11/2007 12:38:21 P.M. Eastern Standard Time,
brian-1927@lloyd.com writes:
Well I guess if you think like a democrat and want everyone to vote even if
he is a convicted criminal or illegal alien. I always though you needed to be
part of an organization in order to vote in its elections and partition
motions. I mean does the Supreme Court allow anybody and every body to vote on
its decisions. Does Congress? Even our little homeowners association would
not pay attention nor conceder a nonmember's partition as a legitimate motion.
By what right does a non member expect that?
All I asked was Mark a dues paying member.
Jim "Pappy" Goolsby
--> Yak-List message posted by: Brian Lloyd <brian-1927@lloyd.com>
On Nov 10, 2007, at 5:56 PM, cjpilot710@aol.com wrote:
> Corrections :
>
> Are you a dues paying member? (Didn't have my glasses on)
Does that matter?
--
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)
Message 12
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| Subject: | Re: Pain questions |
My CJ was matte finish blue and white on the bottom. It was hell on earth
trying to keep it clean with that loose engine. I repainted it a glossy
finish and it is much easier.
I think painting American warbirds in original squadron colors is a good
idea just to honor our vets. I don't really care about honoring the Chinese
vets and the original colors are not that attractive, but, whatever floats
your boat.
Jim Griffin
----- Original Message -----
From: "peter waddington" <waddingtonpeter@hotmail.com>
Sent: Sunday, November 11, 2007 4:40 PM
Subject: Yak-List: Pain questions
> <waddingtonpeter@hotmail.com>
>
>
> I co-own a CJ-6 purchased almost a year ago here in Canada from a direct
> import from China. My partner and I are looking for a new paint job.
>
> We have decided to go for a bare metal strip, the Chinese paint is thick
> with an additional coat applied over the whole aircraft to cover all
> markings prior to export from China.
>
> We plan to paint in the original Chinese green / blue scheme along with a
> refurbishment and paint of the cockpit and detailing of wheel wells.
> Additionally we plan on having all the control surfaces recovered at this
> time. We will also add the original Chinese markings along with the
> numbers covered by the last coat of paint in China, which even now is
> wearing thin and exposing the original numbers.
>
> I know some of you guys have been through a similar experience so let me
> throw out some questions if I may.
>
> We are debating over gloss, matt or semi-gloss finish. Matt looks good to
> us but we have concerns regarding keeping her clean. Suggestion?
>
> We are looking for a reputable paint shop either in southern B.C. Canada
> or perhaps Washington State. Quality work, timely completion and cost of
> course will all be deciding factors. We also want to be close enough to
> supervise the process through each stage of the work. Anyone have
> suggestions?
>
> With regards to Chinese markings, paint or decals? We will be adding
> Chinese stars and bars along with cowling and tail numbers in white.
> Additionally we would like to add the original Chinese red letter
> stenciling found around the airframe. Regarding all these markings, does
> anyone have info on size and location perhaps even CAD files the paint
> shop could use?
>
> Any suggestions regarding the recover of the control surfaces, material
> suggestions perhaps? This seems to be a time consuming and expensive job
> beyond the scope of my partner and I.
>
> We may take this opportunity to replace wing / tail fillets that are
> cracked, stop drilled and patched. We have been replacing corroded
> external screws with stainless steel imperial size screws after re-tapping
> the threads.
>
> Other work to do or suggestions prior to refinishing would be gratefully
> welcomed. We plan to be at Oshkosh next year and while not expecting a
> showstopper we do want to look respectable for the 50th anniversary!
>
> Thanks,
> Pete
> _________________________________________________________________
> Express yourself with free Messenger emoticons. Get them today!
> http://www.freemessengeremoticons.ca/?icid=EMENCA122
>
>
>
Message 13
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| Subject: | Re: The ultimate CJ6A |
At this point I am interested in other people's wish lists. I want
this airplane to be attractive to a buyer when it is finished and
time comes to sell it. (You can bet I plan to fly it until someone
buys it from me. :-) So I am soliciting input from people who might
want such an airplane. Heck, if you get involved now and decide to
buy this airplane, I can tailor it to your specific desires,
including upgrading to an M14P and modern, composite prop.
Here are some of the primary questions I think I want answers to:
1. Should I install a three-axis electric trim or keep the stock
manual trim system?
Well you most likely wouldn't short out a battery on steel trim cables if
you went to insulated wires. ;-) (Remember that one "Sparkey" )
The most used trim would of course be for the elevator, and than rudder,
with little use of the aileron trim once it is set up. I personally would not
put in aileron trim simply to keep it simple. The present steel wire trim is
near bullet proof and very reliable. Rudder trim would be very nice and
using electrics would simplify installation. Adding the auto pilot would take
care of the wing leveling requirement.
2. Should I install an M14P? If so, should it be 360hp or 400hp?
By all means do it. It is an easy modification and the safety aspect of
increased performance is worth it. I doubled my rate of climb from my HS-6
(260hp) engine.
3. If I install an M14P, should I go with an MT, a Whirlwind, or the
"stock" Russian paddle-prop? Why?
I have the stock paddle prop. It however was refurbished by Whirlwind and
looks and is balanced much better than when it was in Russian condition.
However I've flown behind and in formation with the MT, Whirlwind, and FW-190
prop (very sexy looking). They were all superior to the standard paddle. You
might want to talk to Bill Blackwell. He did some testing and can give you
the actual thrust measurements between the different props. With all three
props, the power-off angle of descent is much steeper, particularly with the
FW-190 prop.
4. What sort of EFIS do people like best? (I know, this is already an
ongoing thread.)
I have the Blue Mountain Sport. I bought sometime ago, when it first came
out. Easy installation. and so far trouble free. However, I would like to
have a two screen presentation on it. As it is I have to punch from the
attitude screen to the HSI screen back and forth. It would be far better if the
HSI (horizontal situation indicator) and attitude horizon were on the same
screen. BM does have a new EFIS with that set up, but it does take up more panel
space. Also Aspen Avionics has just came out with a vertical rectangle
screen unit. The top part will has a cylinder (all its circuits and for
plug-ins) that will fit or mount right in a 3 1/4 instrument hole. This thing
looks
really cool and looks simple to install. You might want to look into that.
I over came my HSI problem by mounting a AVMAP GPS (7" screen) on the top of
my panel. Large and very readable in daylight. Also the company (for $400)
just add MX weather to the unit. It will do every thing a Garmin will but
with a bigger screen. That will soon be in my airplane.
So, give me some feedback.
--
Brian Lloyd 3191 Western Drive
brian HYPHEN 1927 AT lloyd DOT com Cameron Park, CA 95682
Message 14
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| Subject: | Re: Pain questions |
On Nov 11, 2007, at 2:40 PM, peter waddington wrote:
> We are debating over gloss, matt or semi-gloss finish. Matt looks
> good to us but we have concerns regarding keeping her clean.
> Suggestion?
Gloss. Bugs wash off more easily.
> With regards to Chinese markings, paint or decals?
Paint costs more and lasts longer. Your choice.
> Any suggestions regarding the recover of the control surfaces,
> material suggestions perhaps? This seems to be a time consuming and
> expensive job beyond the scope of my partner and I.
Use any of the dacron processes, e.g. Stitts, Poly Fiber, etc.
--
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 15
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| Subject: | Re: Flight suits, leathers and conflict resolution |
On Nov 11, 2007, at 2:59 PM, cjpilot710@aol.com wrote:
>
>
> In a message dated 11/11/2007 12:38:21 P.M. Eastern Standard Time,
> brian-1927@lloyd.com writes:
>
> Well I guess if you think like a democrat and want everyone to vote
> even if he is a convicted criminal or illegal alien. I always
> though you needed to be part of an organization in order to vote in
> its elections and partition motions. I mean does the Supreme Court
> allow anybody and every body to vote on its decisions. Does
> Congress? Even our little homeowners association would not pay
> attention nor conceder a nonmember's partition as a legitimate
> motion. By what right does a non member expect that?
>
> All I asked was Mark a dues paying member.
And I was looking at it from a different angle. I was looking at it
from the point of view of determining whether what he was saying had
merit. If it does or does not, it does so whether or not he is a
voting member.
But I agree with you; one should ante up if one wants to play in the
game.
--
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 16
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| Subject: | Re: The ultimate CJ6A |
On Nov 11, 2007, at 3:58 PM, cjpilot710@aol.com wrote:
>
>
> At this point I am interested in other people's wish lists. I want
> this airplane to be attractive to a buyer when it is finished and
> time comes to sell it. (You can bet I plan to fly it until someone
> buys it from me. :-) So I am soliciting input from people who might
> want such an airplane. Heck, if you get involved now and decide to
> buy this airplane, I can tailor it to your specific desires,
> including upgrading to an M14P and modern, composite prop.
>
> Here are some of the primary questions I think I want answers to:
>
> 1. Should I install a three-axis electric trim or keep the stock
> manual trim system?
>
> Well you most likely wouldn't short out a battery on steel trim
> cables if you went to insulated wires. ;-) (Remember that one
> "Sparkey" )
I sure do. It was *dark* in there! Well, it was until the trim cable
got across the battery. Then I saw god. Actually I saw a really big
purple splotch for about the next 5 minutes. Did you know that god is
purple? ;-)
> The most used trim would of course be for the elevator, and than
> rudder, with little use of the aileron trim once it is set up. I
> personally would not put in aileron trim simply to keep it simple.
> The present steel wire trim is near bullet proof and very reliable.
Yes, and I am considering retaining it. I don't like pure fly-by-wire
stuff without backup personally. OTOH, there are a lot of
experimental aircraft flying very happily with Mac trim servos and
they seem as reliable as mechanical things. Also there is less chance
to short out the wiring with the battery. ;-)
> Rudder trim would be very nice and using electrics would simplify
> installation.
Precisely. Electric trim for all three axes would probably be as
light as the stock manual pitch-trim alone.
> Adding the auto pilot would take care of the wing leveling
> requirement.
Yes, I considered adding an autopilot and then the servos for the
trim would come from the autopilot. But if I don't plan to keep the
plane long-term, I am probably not going to put extra money into it.
If someone is interested in the airplane then I will be happy to
tailor it to their tastes.
>
> 2. Should I install an M14P? If so, should it be 360hp or 400hp?
>
> By all means do it. It is an easy modification and the safety
> aspect of increased performance is worth it. I doubled my rate of
> climb from my HS-6 (260hp) engine.
Yes, an M14P with a modern 3-blade prop would be my first choice too.
OTOH, the Huosai is dead-nuts reliable and this will be a very light
airplane anyway.
Does anyone have a CJ with the 400hp engine? If so, could they please
comment on performance relative the to 285 hp and 360 hp engines.
(Side note: The Project once had an M14P and an MT-3 prop but I
needed money a couple years back so I sold them to Sean Caroll to put
on Joe Nygard's CJ. It turns out that, while well-known to many
people but unbeknown to me, Sean Caroll is a lying thief. He paid me
the 1/2 up front we agreed upon but he still hasn't paid the $10,000
he still owes me. I have recently discovered that he has come into
money and is quietly paying the people he needs to purchase product
from and not returning phone calls to those he doesn't. If anyone out
there has any contact with Mr. Caroll, I would certainly appreciate
it if they would remind him that he still owes me $10,000. I would
even happily pay a 10% finders-fee to someone who could get him to
finally pay me.)
>
> 3. If I install an M14P, should I go with an MT, a Whirlwind, or the
> "stock" Russian paddle-prop? Why?
>
> I have the stock paddle prop. It however was refurbished by
> Whirlwind and looks and is balanced much better than when it was in
> Russian condition. However I've flown behind and in formation with
> the MT, Whirlwind, and FW-190 prop (very sexy looking). They were
> all superior to the standard paddle.
Ah, OK.
> You might want to talk to Bill Blackwell. He did some testing and
> can give you the actual thrust measurements between the different
> props. With all three props, the power-off angle of descent is
> much steeper, particularly with the FW-190 prop.
Yes, I have experienced that flying Tyson's '52 with the 400hp
engine. My neighbors are constantly on my case for my overhead break,
one-continuous-turn to landing until they ride with me and see that
no other approach will let me make the runway in case of an engine
failure. I used to refer to my approach in the CJ as the "lawn dart
approach". The power-off approach of the Yak-52 with the big engine
and three-bladed prop is now termed "the falling brick" approach.
>
> 4. What sort of EFIS do people like best? (I know, this is already an
> ongoing thread.)
>
> I have the Blue Mountain Sport. I bought sometime ago, when it
> first came out. Easy installation. and so far trouble free.
> However, I would like to have a two screen presentation on it. As
> it is I have to punch from the attitude screen to the HSI screen
> back and forth. It would be far better if the HSI (horizontal
> situation indicator) and attitude horizon were on the same screen.
> BM does have a new EFIS with that set up, but it does take up more
> panel space. Also Aspen Avionics has just came out with a vertical
> rectangle screen unit. The top part will has a cylinder (all its
> circuits and for plug-ins) that will fit or mount right in a 3 1/4
> instrument hole. This thing looks really cool and looks simple to
> install. You might want to look into that. I over came my HSI
> problem by mounting a AVMAP GPS (7" screen) on the top of my
> panel. Large and very readable in daylight. Also the company (for
> $400) just add MX weather to the unit. It will do every thing a
> Garmin will but with a bigger screen. That will soon be in my
> airplane.
Thanks Jim.
--
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 17
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| Subject: | Re: The ultimate CJ6A |
Hey Brian;
I too am in the process of restoring a CJ and considering a number of
modifications. It is the last of 4 I imported from China in 1994. The other
3 have been flying for more than ten years but mine still sits in the
corner. The descriptive word for my restoration is SLOW. Probably even
slower than yours. But since I sold the Harvard I now have to get it done.
It is a nice straight 1966 model with 1728 Hrs TTSN.
Without actually doing the numbers I think you will have a big problem in
making this an allowable rear seat solo aircraft. You have an allowable CG
range of 4.9 in.
If you do not ballast to compensate for the removal of the Chinese avionics
there is no possibility
of meeting the forward CG limit in the most forward condition (front pilot,
min. fuel, full oil, no baggage, etc.) even if you extend the forward limit
by 2 in. The M14P and 3 blade prop do not help in this respect. As I'm sure
you know there are a number of reasons for the forward limit. In this
aircraft configuration the overriding one is simply "Is there adequate
elevator authority in the most forward loading condition to make a safe
landing with a dead engine and zero (or even minimum) fuel"
You may be able to meet this with a mandatory " solo from rear seat only"
provision but that introduces a host of other problems including
saleability.
The front seat pilot is actually forward of the CG and with the additional
weight of the M14P and 3 blade provides some counterbalance for the
additional 216 lbs. of fuel (plus the installation of tanks & structure).
The aircraft with 2 on board and full fuel will be over gross weight.
Moving the pilot to the rear seat will guarantee that it will also be well
beyond the rearward CG limit.
Cheers;
Walt
----- Original Message -----
From: "Brian Lloyd" <brian-1927@lloyd.com>
Sent: Sunday, November 11, 2007 5:36 PM
Subject: Re: Yak-List: The ultimate CJ6A
>
>
> On Nov 11, 2007, at 3:58 PM, cjpilot710@aol.com wrote:
>
>>
>>
>>
>>
>> At this point I am interested in other people's wish lists. I want
>> this airplane to be attractive to a buyer when it is finished and
>> time comes to sell it. (You can bet I plan to fly it until someone
>> buys it from me. :-) So I am soliciting input from people who might
>> want such an airplane. Heck, if you get involved now and decide to
>> buy this airplane, I can tailor it to your specific desires,
>> including upgrading to an M14P and modern, composite prop.
>>
>> Here are some of the primary questions I think I want answers to:
>>
>> 1. Should I install a three-axis electric trim or keep the stock
>> manual trim system?
>>
>> Well you most likely wouldn't short out a battery on steel trim cables
>> if you went to insulated wires. ;-) (Remember that one "Sparkey" )
>
> I sure do. It was *dark* in there! Well, it was until the trim cable got
> across the battery. Then I saw god. Actually I saw a really big purple
> splotch for about the next 5 minutes. Did you know that god is purple?
> ;-)
>
>> The most used trim would of course be for the elevator, and than rudder,
>> with little use of the aileron trim once it is set up. I personally
>> would not put in aileron trim simply to keep it simple. The present
>> steel wire trim is near bullet proof and very reliable.
>
> Yes, and I am considering retaining it. I don't like pure fly-by-wire
> stuff without backup personally. OTOH, there are a lot of experimental
> aircraft flying very happily with Mac trim servos and they seem as
> reliable as mechanical things. Also there is less chance to short out the
> wiring with the battery. ;-)
>
>> Rudder trim would be very nice and using electrics would simplify
>> installation.
>
> Precisely. Electric trim for all three axes would probably be as light as
> the stock manual pitch-trim alone.
>
>> Adding the auto pilot would take care of the wing leveling requirement.
>
> Yes, I considered adding an autopilot and then the servos for the trim
> would come from the autopilot. But if I don't plan to keep the plane
> long-term, I am probably not going to put extra money into it. If someone
> is interested in the airplane then I will be happy to tailor it to their
> tastes.
>
>>
>> 2. Should I install an M14P? If so, should it be 360hp or 400hp?
>>
>> By all means do it. It is an easy modification and the safety aspect of
>> increased performance is worth it. I doubled my rate of climb from my
>> HS-6 (260hp) engine.
>
> Yes, an M14P with a modern 3-blade prop would be my first choice too.
> OTOH, the Huosai is dead-nuts reliable and this will be a very light
> airplane anyway.
>
> Does anyone have a CJ with the 400hp engine? If so, could they please
> comment on performance relative the to 285 hp and 360 hp engines.
>
> (Side note: The Project once had an M14P and an MT-3 prop but I needed
> money a couple years back so I sold them to Sean Caroll to put on Joe
> Nygard's CJ. It turns out that, while well-known to many people but
> unbeknown to me, Sean Caroll is a lying thief. He paid me the 1/2 up
> front we agreed upon but he still hasn't paid the $10,000 he still owes
> me. I have recently discovered that he has come into money and is quietly
> paying the people he needs to purchase product from and not returning
> phone calls to those he doesn't. If anyone out there has any contact with
> Mr. Caroll, I would certainly appreciate it if they would remind him that
> he still owes me $10,000. I would even happily pay a 10% finders-fee to
> someone who could get him to finally pay me.)
>
>>
>> 3. If I install an M14P, should I go with an MT, a Whirlwind, or the
>> "stock" Russian paddle-prop? Why?
>>
>> I have the stock paddle prop. It however was refurbished by Whirlwind
>> and looks and is balanced much better than when it was in Russian
>> condition. However I've flown behind and in formation with the MT,
>> Whirlwind, and FW-190 prop (very sexy looking). They were all superior
>> to the standard paddle.
>
> Ah, OK.
>
>> You might want to talk to Bill Blackwell. He did some testing and can
>> give you the actual thrust measurements between the different props.
>> With all three props, the power-off angle of descent is much steeper,
>> particularly with the FW-190 prop.
>
> Yes, I have experienced that flying Tyson's '52 with the 400hp engine. My
> neighbors are constantly on my case for my overhead break,
> one-continuous-turn to landing until they ride with me and see that no
> other approach will let me make the runway in case of an engine failure.
> I used to refer to my approach in the CJ as the "lawn dart approach". The
> power-off approach of the Yak-52 with the big engine and three-bladed
> prop is now termed "the falling brick" approach.
>
>>
>> 4. What sort of EFIS do people like best? (I know, this is already an
>> ongoing thread.)
>>
>> I have the Blue Mountain Sport. I bought sometime ago, when it first
>> came out. Easy installation. and so far trouble free. However, I would
>> like to have a two screen presentation on it. As it is I have to punch
>> from the attitude screen to the HSI screen back and forth. It would be
>> far better if the HSI (horizontal situation indicator) and attitude
>> horizon were on the same screen. BM does have a new EFIS with that set
>> up, but it does take up more panel space. Also Aspen Avionics has just
>> came out with a vertical rectangle screen unit. The top part will has a
>> cylinder (all its circuits and for plug-ins) that will fit or mount
>> right in a 3 1/4 instrument hole. This thing looks really cool and
>> looks simple to install. You might want to look into that. I over came
>> my HSI problem by mounting a AVMAP GPS (7" screen) on the top of my
>> panel. Large and very readable in daylight. Also the company (for
>> $400) just add MX weather to the unit. It will do every thing a Garmin
>> will but with a bigger screen. That will soon be in my airplane.
>
> Thanks Jim.
>
> --
> 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: The ultimate CJ6A |
----- Original Message -----
From: "Brian Lloyd" <brian-1927@lloyd.com>
Sent: Sunday, November 11, 2007 5:36 PM
Subject: Re: Yak-List: The ultimate CJ6A
>
> I sure do. It was *dark* in there! Well, it was until the trim cable got
> across the battery. Then I saw god. Actually I saw a really big purple
> splotch for about the next 5 minutes. Did you know that god is purple?
> ;-)
I knew that Brian. I saw him inside a CJ as well when I dropped a wrench
into the main electrical box (which I had laying horizontal). It shorted out
the 50 amp main breaker! Zowie!!!
Message 19
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| Subject: | Re: The ultimate CJ6A |
On Nov 11, 2007, at 8:20 PM, Walter Lannon wrote:
> Without actually doing the numbers I think you will have a big
> problem in making this an allowable rear seat solo aircraft. You
> have an allowable CG range of 4.9 in.
> If you do not ballast to compensate for the removal of the Chinese
> avionics there is no possibility
> of meeting the forward CG limit in the most forward condition
> (front pilot, min. fuel, full oil, no baggage, etc.) even if you
> extend the forward limit by 2 in. The M14P and 3 blade prop do not
> help in this respect. As I'm sure you know there are a number of
> reasons for the forward limit. In this aircraft configuration the
> overriding one is simply "Is there adequate elevator authority in
> the most forward loading condition to make a safe landing with a
> dead engine and zero (or even minimum) fuel"
Right.
> You may be able to meet this with a mandatory " solo from rear seat
> only" provision but that introduces a host of other problems
> including saleability.
Correct. I would never set up a CJ to be "solo from the rear seat only."
> The front seat pilot is actually forward of the CG and with the
> additional weight of the M14P and 3 blade provides some
> counterbalance for the additional 216 lbs. of fuel (plus the
> installation of tanks & structure). The aircraft with 2 on board
> and full fuel will be over gross weight.
You are correct.
> Moving the pilot to the rear seat will guarantee that it will also
> be well beyond the rearward CG limit.
I haven't done the W&B but are you sure that with a pilot in the rear
seat, no additional ballast, and reduced fuel load the CG will be aft
of the rear CG limit?
Regardless, you are assuming that all of this would be with no
changes. With a pilot in the front seat, empty fuel, an M14, etc.,
one would need to put weight in the tail to achieve a CG within the
forward limit. No problem. But, if one was looking to get the CG
within the acceptable range without additional weight in the tail,
putting the pilot in the rear seat would do the job.
So don't make the assumption that the aircraft configuration will be
static. It would be very easy to allow for removable ballast to move
the CG to the proper location.
The key is that it would be *possible* to solo the aircraft from
either seat. Have flown the CJ and instructed in it from the rear
seat I would personally have no problem flying it from back there. I
can imagine someone else wanting that capability as well, especially
if they wanted the extra performance that comes from reduced gross
weight and with the CG at the aft limit. Isn't it nice to have options!
>
> Cheers;
> Walt
>
>
> ----- Original Message ----- From: "Brian Lloyd"
> <brian-1927@lloyd.com>
> To: <yak-list@matronics.com>
> Sent: Sunday, November 11, 2007 5:36 PM
> Subject: Re: Yak-List: The ultimate CJ6A
>
>
>>
>>
>> On Nov 11, 2007, at 3:58 PM, cjpilot710@aol.com wrote:
>>
>>>
>>>
>>>
>>>
>>> At this point I am interested in other people's wish lists. I want
>>> this airplane to be attractive to a buyer when it is finished and
>>> time comes to sell it. (You can bet I plan to fly it until someone
>>> buys it from me. :-) So I am soliciting input from people who might
>>> want such an airplane. Heck, if you get involved now and decide to
>>> buy this airplane, I can tailor it to your specific desires,
>>> including upgrading to an M14P and modern, composite prop.
>>>
>>> Here are some of the primary questions I think I want answers to:
>>>
>>> 1. Should I install a three-axis electric trim or keep the stock
>>> manual trim system?
>>>
>>> Well you most likely wouldn't short out a battery on steel trim
>>> cables if you went to insulated wires. ;-) (Remember that one
>>> "Sparkey" )
>>
>> I sure do. It was *dark* in there! Well, it was until the trim
>> cable got across the battery. Then I saw god. Actually I saw a
>> really big purple splotch for about the next 5 minutes. Did you
>> know that god is purple? ;-)
>>
>>> The most used trim would of course be for the elevator, and than
>>> rudder, with little use of the aileron trim once it is set up.
>>> I personally would not put in aileron trim simply to keep it
>>> simple. The present steel wire trim is near bullet proof and
>>> very reliable.
>>
>> Yes, and I am considering retaining it. I don't like pure fly-by-
>> wire stuff without backup personally. OTOH, there are a lot of
>> experimental aircraft flying very happily with Mac trim servos
>> and they seem as reliable as mechanical things. Also there is
>> less chance to short out the wiring with the battery. ;-)
>>
>>> Rudder trim would be very nice and using electrics would simplify
>>> installation.
>>
>> Precisely. Electric trim for all three axes would probably be as
>> light as the stock manual pitch-trim alone.
>>
>>> Adding the auto pilot would take care of the wing leveling
>>> requirement.
>>
>> Yes, I considered adding an autopilot and then the servos for the
>> trim would come from the autopilot. But if I don't plan to keep
>> the plane long-term, I am probably not going to put extra money
>> into it. If someone is interested in the airplane then I will be
>> happy to tailor it to their tastes.
>>
>>>
>>> 2. Should I install an M14P? If so, should it be 360hp or 400hp?
>>>
>>> By all means do it. It is an easy modification and the safety
>>> aspect of increased performance is worth it. I doubled my rate
>>> of climb from my HS-6 (260hp) engine.
>>
>> Yes, an M14P with a modern 3-blade prop would be my first choice
>> too. OTOH, the Huosai is dead-nuts reliable and this will be a
>> very light airplane anyway.
>>
>> Does anyone have a CJ with the 400hp engine? If so, could they
>> please comment on performance relative the to 285 hp and 360 hp
>> engines.
>>
>> (Side note: The Project once had an M14P and an MT-3 prop but I
>> needed money a couple years back so I sold them to Sean Caroll to
>> put on Joe Nygard's CJ. It turns out that, while well-known to
>> many people but unbeknown to me, Sean Caroll is a lying thief. He
>> paid me the 1/2 up front we agreed upon but he still hasn't paid
>> the $10,000 he still owes me. I have recently discovered that he
>> has come into money and is quietly paying the people he needs to
>> purchase product from and not returning phone calls to those he
>> doesn't. If anyone out there has any contact with Mr. Caroll, I
>> would certainly appreciate it if they would remind him that he
>> still owes me $10,000. I would even happily pay a 10% finders-fee
>> to someone who could get him to finally pay me.)
>>
>>>
>>> 3. If I install an M14P, should I go with an MT, a Whirlwind, or the
>>> "stock" Russian paddle-prop? Why?
>>>
>>> I have the stock paddle prop. It however was refurbished by
>>> Whirlwind and looks and is balanced much better than when it was
>>> in Russian condition. However I've flown behind and in
>>> formation with the MT, Whirlwind, and FW-190 prop (very sexy
>>> looking). They were all superior to the standard paddle.
>>
>> Ah, OK.
>>
>>> You might want to talk to Bill Blackwell. He did some testing
>>> and can give you the actual thrust measurements between the
>>> different props. With all three props, the power-off angle of
>>> descent is much steeper, particularly with the FW-190 prop.
>>
>> Yes, I have experienced that flying Tyson's '52 with the 400hp
>> engine. My neighbors are constantly on my case for my overhead
>> break, one-continuous-turn to landing until they ride with me and
>> see that no other approach will let me make the runway in case of
>> an engine failure. I used to refer to my approach in the CJ as
>> the "lawn dart approach". The power-off approach of the Yak-52
>> with the big engine and three-bladed prop is now termed "the
>> falling brick" approach.
>>
>>>
>>> 4. What sort of EFIS do people like best? (I know, this is
>>> already an
>>> ongoing thread.)
>>>
>>> I have the Blue Mountain Sport. I bought sometime ago, when it
>>> first came out. Easy installation. and so far trouble free.
>>> However, I would like to have a two screen presentation on it.
>>> As it is I have to punch from the attitude screen to the HSI
>>> screen back and forth. It would be far better if the HSI
>>> (horizontal situation indicator) and attitude horizon were on
>>> the same screen. BM does have a new EFIS with that set up, but
>>> it does take up more panel space. Also Aspen Avionics has just
>>> came out with a vertical rectangle screen unit. The top part
>>> will has a cylinder (all its circuits and for plug-ins) that
>>> will fit or mount right in a 3 1/4 instrument hole. This thing
>>> looks really cool and looks simple to install. You might want
>>> to look into that. I over came my HSI problem by mounting a
>>> AVMAP GPS (7" screen) on the top of my panel. Large and very
>>> readable in daylight. Also the company (for $400) just add MX
>>> weather to the unit. It will do every thing a Garmin will but
>>> with a bigger screen. That will soon be in my airplane.
>>
>> Thanks Jim.
>>
>> --
>> 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
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
--
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
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| Subject: | Re: The ultimate CJ6A |
On Nov 11, 2007, at 8:33 PM, Walter Lannon wrote:
>
>
> ----- Original Message ----- From: "Brian Lloyd"
> <brian-1927@lloyd.com>
> To: <yak-list@matronics.com>
> Sent: Sunday, November 11, 2007 5:36 PM
> Subject: Re: Yak-List: The ultimate CJ6A
>
>
>>
>> I sure do. It was *dark* in there! Well, it was until the trim
>> cable got across the battery. Then I saw god. Actually I saw a
>> really big purple splotch for about the next 5 minutes. Did you
>> know that god is purple? ;-)
>
> I knew that Brian. I saw him inside a CJ as well when I dropped a
> wrench into the main electrical box (which I had laying
> horizontal). It shorted out the 50 amp main breaker! Zowie!!!
Ah, the fun we can have with these airplanes, no? ;-)
--
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
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