Today's Message Index:
----------------------
1. 04:11 AM - Re: Need Clean Pic (Vincent Palermo)
2. 08:04 AM - Re: Shipping from Europe to USA (Dave Laird)
3. 08:04 AM - Re: Engine Oil Question (Barry Hancock)
4. 09:48 AM - Red Alert back issues (John Graham)
5. 10:22 AM - CHT Monitoring (John Graham)
6. 10:54 AM - Re: Shipping from Europe to USA (Brian Lloyd)
7. 11:00 AM - China Nanchang Aircraft Manufacturing Corporation (CJcanuck)
8. 11:34 AM - Re: CHT Monitoring (viperdoc)
9. 02:40 PM - Re: Shipping from Europe to USA (viperdoc)
10. 06:23 PM - Re: Shipping from Europe to USA (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
11. 06:41 PM - Re: CJ6A vs Yak-52 (Mozam)
12. 09:09 PM - Re: Shipping from Europe to USA (Brian Lloyd)
Message 1
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| Subject: | Re: Need Clean Pic |
Try this
Vincent Palermo
vpalermo@tampabay.rr.com
On Jan 15, 2008, at 7:42 PM, Cpayne wrote:
>
> I'm working on creating a special award to be presented at Oshkosh.
> Looking for that rare shot of a CJ in STOCK paint in sharp focus,
> outlined in the sky with no other background, other than Mother
> Nature with plenty of pixels to work with.
>
> The perfect candidate will be forever enshrined in laser etched brass,
> but here is what I need first:
>
> - no broken arrows on the side
> - no nose art
> - no extra bands, rings, etc.
> - no camo jobs
> - no Yakkity Yak WW-II wannabe paint schemes
> - no giant spinners like the one I have
> - no Malcom canopies
>
>
> A "stock" paint job consists of green top/slate blue bottom with
> authentic flying school numbers in White, I know how to interpret
> the number schemes.
>
> I have plenty of Yak-52 pics but I'm not sure what "stock" is. All
> these airplanes and damn few really good pics, sigh....
>
> Craig Payne
>
>
Message 2
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| Subject: | Re: Shipping from Europe to USA |
Turtle-Pac does make a 66 gallon model called the "Drum 66" .... but
i don't know if you could stuff it into the back seat!
http://www.turtlepac.com/aircraftferry.htm
Dave Laird
N63536 1983 CJ6A "Betty"
Dallas (ADS)
> I might want a bit more than 30 gal for this trip. I would actually
> want an additional 55gal or so over and above the standard fuel in
> the wings.
>
> Brian Lloyd 3191 Western Drive
Message 3
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| Subject: | Re: Engine Oil Question |
Jack,
We use the EZ Heat Engine heater to pre-heat oil in the tank. Works
VERY well.
Cheers,
Barry
Barry Hancock
Worldwide Warbirds, Inc.
office (714) 730-3958
cell (949) 300-5510
www.worldwidewarbirds.com
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Message 4
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| Subject: | Red Alert back issues |
If any one has a collection of Red Alert magazine back
issues, I would like to offer to buy them. If so,
please contact me off board via email or phone.
Thanks,
John P. Graham
CubFlyer1940@Yahoo.com
Cell phone (847) 641-1330
Never miss a thing. Make Yahoo your home page.
http://www.yahoo.com/r/hs
Message 5
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Seeing that my CHT gauge in the Yak-52 only shows
temps off of one cylinder (#4 I believe), does anyone
have an opinion on gauges that measure CHT/EGT off of
all 9 cylinders, like JPI's EDM‑700‑9C?
Any feedback is greatly appreciated.
Thanks,
John P. Graham
CubFlyer1940@Yahoo.com
Cell phone (847) 641-1330
Looking for last minute shopping deals?
Message 6
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| Subject: | Re: Shipping from Europe to USA |
On Jan 16, 2008, at 8:00 AM, Dave Laird wrote:
>
> Turtle-Pac does make a 66 gallon model called the "Drum 66" ....
> but i don't know if you could stuff it into the back seat!
When last I did this I had to triple my fuel capacity. I did so by
having custom tanks constructed to fit within the confines of the
cabin. That is probably the best way to approach this problem with the
Yak-52, i.e. build a tank that specifically fits in the rear cockpit,
probably held in with the normal harness. It is amazing what one can
do with sheet metal. It might even be a two-part tank to allow it to
be more easily placed in the cockpit.
I would plumb it directly into the fuel system with valve that can be
worked from the front cockpit. I am not comfortable with tanks that
depend on electric transfer pumps. Gravity feed to the header tank,
just like the wing tanks, would be the preferable way to go.
Brian Lloyd 3191 Western Drive
brianl AT lloyd DOT com Cameron Park, CA 95682
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
PGP key ID: 12095C52A32A1B6C
PGP key fingerprint: 3B1D BA11 4913 3254 B6E0 CC09 1209 5C52 A32A 1B6C
Message 7
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| Subject: | China Nanchang Aircraft Manufacturing Corporation |
Hi All!
I find myself with 3 days off in Hong Kong next month and I've come up with an
idea of going and visiting the China Nanchang Aircraft Manufacturing Corporation,
assuming it is possible.
I realize this is a long shot, as the factory also builds the Q-5 Fantan(Mig-19),
among others, and I'm sure security is quite high, but just thought I'd see
if anyone has done it and if it could be done again.
Thanks!
Mike Kirk
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158599#158599
Message 8
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John,
You are reopening a long and torrid thread on monitoring CHT and EGT with a
9 cylinder or 6 cylinder JPI or Dynon. The question for you is, "what are
you going to do with the information once you have it." As you know on the
52 and the 50, you have a pressure carburetor so you cannot richen the
mixture to cool the engine. You can only do that by opening the Louvers and
pulling the power back or diving to increase airflow across the fins (i.e.,
shock cool). Otherwise, you are at the mercy of the ambient atmospheric
temperature. The M-14 is a tough engine and will take short froes to temps
above 220 C. Best policy is to push the engine control louvers to full open
for Take-off. I never move my hand off of them if I pulled them closed to
warm the engine on the ground, otherwise you are going to forget them at
some point and time only to be surprised by the temp! Also always keep the
friction set to where it takes a mild degree of effort to move them
otherwise they will drift closed on you in flight.
Back to 9 cylinder monitoring, I have toyed with the idea of putting in the
Dynon EMS D10 (I know it only monitors 6 and will need a toggle switch to
monitor the other 3) but my question still comes up why? As for the JPI
monitor, the best part of that instrument is the fuel flow monitor function.
For now, I am putting in a FS-450 from JPI to monitor fuel flow and am
leaving the CHT to the existing Russian designed gauge. If and when it
fails, I will revisit the Dynon EMS D10 idea.
Sorry, did not help much.
Doc
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of John Graham
Sent: Wednesday, January 16, 2008 12:18 PM
Subject: Yak-List: CHT Monitoring
Seeing that my CHT gauge in the Yak-52 only shows
temps off of one cylinder (#4 I believe), does anyone
have an opinion on gauges that measure CHT/EGT off of
all 9 cylinders, like JPI's EDM‑700‑9C?
Any feedback is greatly appreciated.
Thanks,
John P. Graham
CubFlyer1940@Yahoo.com
Cell phone (847) 641-1330
Looking for last minute shopping deals?
Message 9
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| Subject: | Shipping from Europe to USA |
Contact Termikus. They make Aux Ferry tanks that sit in the rear seat of the
YAK-52. Do not how many Liters it holds though.
Doc
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Brian Lloyd
Sent: Wednesday, January 16, 2008 12:48 PM
Subject: Re: Yak-List: Shipping from Europe to USA
On Jan 16, 2008, at 8:00 AM, Dave Laird wrote:
>
> Turtle-Pac does make a 66 gallon model called the "Drum 66" ....
> but i don't know if you could stuff it into the back seat!
When last I did this I had to triple my fuel capacity. I did so by
having custom tanks constructed to fit within the confines of the
cabin. That is probably the best way to approach this problem with the
Yak-52, i.e. build a tank that specifically fits in the rear cockpit,
probably held in with the normal harness. It is amazing what one can
do with sheet metal. It might even be a two-part tank to allow it to
be more easily placed in the cockpit.
I would plumb it directly into the fuel system with valve that can be
worked from the front cockpit. I am not comfortable with tanks that
depend on electric transfer pumps. Gravity feed to the header tank,
just like the wing tanks, would be the preferable way to go.
Brian Lloyd 3191 Western Drive
brianl AT lloyd DOT com Cameron Park, CA 95682
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
PGP key ID: 12095C52A32A1B6C
PGP key fingerprint: 3B1D BA11 4913 3254 B6E0 CC09 1209 5C52 A32A 1B6C
Message 10
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| Subject: | Shipping from Europe to USA |
Thanks for the interesting reply Brian.
Just for kicks someday, you might try experimenting with shunt loading the whole
aircraft itself. This is often done on the tactical aircraft I am associated
with and works extremely well.
Trailing wire systems on an aircraft with fabric control surfaces makes me grimace,
but you obviously have more experience with it than anyone else around these
days.
Mark Bitterlich
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Brian Lloyd
Sent: Wednesday, January 16, 2008 0:07
Subject: Re: Yak-List: Shipping from Europe to USA
On Jan 15, 2008, at 8:09 PM, Bitterlich, Mark G CIV Det Cherry Point,
MALS-14 64E wrote:
> Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>
> Brian, what kind of lashup do you use for an antenna for the HF? Tell
> me you don't extend a trailing wire?
There are a couple of ways to go but I prefer the trailing-wire-with-
drogue myself. I used a plastic funnel as the drogue. I can reel the
antenna in or out to tune it. It works well.
I might do things differently now. I have a couple of automatic tuners
that do everything for you. I would probably run a wire from the back
of the canopy to the top of the VS and then out to the right wingtip.
The tuner will be perfectly happy with that. The antenna is long
enough to be relatively efficient down to 2.5MHz and the airframe is a
good counterpoise.
OTOH, one doesn't really need HF when going the northern route. There
is almost continuous VHF coverage up there.
--
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: CJ6A vs Yak-52 |
brian-1927(at)lloyd.com wrote:
> I just can't for the life of me figure
> out how anyone can come to the conclusion that one is better than the
> other.
Brian,
As someone who has flown both planes a bunch, and enjoyed your insights on this
list for the past seven or eight years, I could not agree more. :-)
All the best,
Steve Dalton
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158698#158698
Message 12
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| Subject: | Re: Shipping from Europe to USA |
On Jan 16, 2008, at 6:20 PM, Bitterlich, Mark G CIV Det Cherry Point,
MALS-14 64E wrote:
> Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>
> Thanks for the interesting reply Brian.
>
> Just for kicks someday, you might try experimenting with shunt
> loading the whole aircraft itself. This is often done on the
> tactical aircraft I am associated with and works extremely well.
Huh. Neat idea. Yeah, that could be made to work. Feed the ends of the
wings as a balanced antenna. The wings would become a form of folded
dipole. I may just try that with the CJ while I have it all apart. It
would be easy to set that up.
> Trailing wire systems on an aircraft with fabric control surfaces
> makes me grimace, but you obviously have more experience with it
> than anyone else around these days.
The trick I used was to run a tube out through the tailcone and then
line it with polyethylene tubing. The trailing wire went out inside
that. It formed a coax with the wire being the center conductor. My
Collins KWM-2 liked it so I didn't need a tuner. I just cranked it in
and out to make it resonate on the frequency I was using. The nice
thing is that the wire was completely behind the aircraft so there was
no way it could get hooked on any of the control surfaces. My landing
checklist still has "trailing wire -- in" on it. I tend to get "WTF"
from copilots when they read the checklist to me. :-)
--
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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