Today's Message Index:
----------------------
1. 01:24 AM - politics and fuel prices (Elmar Hegenauer)
2. 01:48 AM - Re: politics and fuel prices (kp)
3. 02:07 AM - Re: Fuel Costs (Richard Goode)
4. 04:56 AM - More Fuel prices (Cpayne)
5. 06:46 AM - Re: More Fuel prices (Roger Kemp M.D.)
6. 07:14 AM - Ordering a JPI FS-450 fuel flow instrument (A. Dennis Savarese)
7. 07:35 AM - Re: More Fuel prices (kp)
8. 07:51 AM - Re: More Fuel prices (A. Dennis Savarese)
9. 07:59 AM - Re: More Fuel prices (David McGirt)
10. 08:22 AM - Re: More Fuel prices (Roger Kemp M.D.)
11. 08:43 AM - Re: More Fuel prices (A. Dennis Savarese)
12. 08:46 AM - Re: More Fuel prices (Roger Kemp M.D.)
13. 09:03 AM - Re: More Fuel prices (Herb Coussons)
14. 09:22 AM - Re: More Fuel prices (dabear)
15. 09:25 AM - Re: More Fuel prices (Roger Kemp M.D.)
16. 09:52 AM - Re: More Fuel prices (Herb Coussons)
17. 10:13 AM - Re: More Fuel prices (David McGirt)
18. 10:19 AM - Re: More Fuel prices (A. Dennis Savarese)
19. 10:37 AM - Re: More Fuel prices (A. Dennis Savarese)
20. 11:11 AM - Terra Transponder (ByronMFox@aol.com)
21. 12:49 PM - Good 285 for Sale (ONTHEGOSA@aol.com)
22. 01:11 PM - Yakking in Canada?? (Zjopa)
23. 03:22 PM - Re: Yakking in Canada?? (fougapilot)
24. 06:18 PM - Re: Re: Yakking in Canada?? (Royden Heays)
25. 07:13 PM - It's been a great ride (Barry Hancock)
Message 1
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| Subject: | politics and fuel prices |
Gentlemen and Gentlewomen,
this is for some of you out there, who
are sitting now on your hands and biting
your tongues.
Thank you very much for your postings
regarding fuel prices.
My name is Elmar Hegenauer, I am German
and I am ashamed of that, still. My
country, under certain leaders, messed
up this beautiful planet what we call our
home, twice. Are some of you guys going for
that? I fully respect Jim Goolsby's opinion,
even I think hard-liners like him are obsolete
by now, sorry Jim - looking forward to meet you
in person. No doubt (I always appreciate
his valuable contributions to the YAK list)
he has a point when it comes to flying and safety,
so let's leave it this way.
But when it comes to how to live in a fragile
political system like the western world, I'd rather
stick with people like Jerry Painter, Mark Bitterlich,
Brian Lloyd and Budd Davisson, who are a bit more
positive and keep this list going (good work guys).
So please, no more political effluent coming out
of the south end of a north-bound bovine.
That is only my opinion and thank you all...........
Elmar
--
Using Opera's revolutionary e-mail client: http://www.opera.com/mail/
Message 2
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| Subject: | Re: politics and fuel prices |
"So please, no more political effluent coming out
of the south end of a north-bound bovine."
Well said Elmer !
----- Original Message -----
Message 3
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100LL is already US$11 per US Gallon-not Imperial -in many parts of the
UK!!
Richard
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
----- Original Message -----
From: fish@aviation-tech.com
To: yak-list@matronics.com
Sent: Thursday, May 22, 2008 3:40 AM
Subject: Re: Yak-List: Fuel Costs
<fish@aviation-tech.com>
Group,
I agree fuel prices are probably here to stay and if we
would like to continue flying, we will need to explore other
methods. Some ideas would be a flying club or fractional
ownership. (Berry, yes I like your idea, currently I can not
afford the buy in)
Using Mike's breakdown, flying 25 hrs per year (2.08 hrs a
month). Lets assume there are 12 hours of daylight flying
per day (year round average). The aircraft is parked for 350
Hrs of day flying per month, where the aircraft is available
for someone else to fly.
A more realestic figure would be to say there are 4 weekends
in a month (24 day hrs X 4 weekends= 96 flying hrs available
per month). So with 4 partners in an aircraft, that leaves
one weekend a month for each to fly the aircraft. Weekends
could be drawn by lotto(aircraft avail wed - tue), giving
everyone an even chance of getting the aircraft on a weekend
they want. If you did not get the weekend you want, you
could then attempt to trade with the others.
This would drop the cost for the individual, and poss allow
more then 2 flight hrs per month. Increasing the utilization
factor of the aircraft, and dropping cost per flight hour.
With a club, you could add aditional aircraft (cross
country, STOL, instrument trainer, Multi Eng, Jet, Ect),
adding additional value to being a member.
Anyone want to purchase a 1/4 to 1/2 shares of a Yak-52?
have aircraft (Cessna, Piper, Twin, Jet, Ect) to include in
a club?
Fly Safe
John Fischer
Yak-52, N213YA
BT-13, Project
L-5, project
PT-19, Project
----- Original Message Follows -----
From: "CJcanuck" <m_kirk69@hotmail.com>
To: yak-list@matronics.com
Subject: Yak-List: Re: Fuel Costs
Date: Wed, 21 May 2008 18:36:50 -0700
> <m_kirk69@hotmail.com>
>
> Being Canadian I will refrain from commenting on the
> political scene in the United States (unless someone
> wishes to discuss NAFTA) but I do have a few thoughts on
> fuel prices.
>
> Do I think the current prices are here to stay? Yes, I
> do. However, both Europe, Canada and the Antipodians have
> been putting up with USD5.00+ per gallon for many years
> and both have active, if not as prolific, GA communities.
>
> I see parallel's with the energy crisis of '79. The daily
> consumption rate for the United States has only recently
> matched the daily consumption rate of those days (see
> Energy Information Agency info for detail), and that's
> with a much larger population. The rationalization of
> daily oil use (namely, cars) had a tremendous effect back
> then and I feel it needs to be revisited. Now, if the
> current prices drive all the H2's and sparklingly clean
> F350's off the road then I'm all for it. Many of my
> neighbours have large ski boats with 350HP+ motors that
> they go fishing with for Lord's sake.. what are they
> fishing, submarines??
>
> I rationalize my CJ this way:
>
> My car (Toyota Matrix) driven around 35,000km
> (22,000miles) per year = ~800 gallons. (~30miles per
> gallon) 25hours of CJ @14gal per hour = 350gallons.
> Total = 1150gallons
>
> vs
>
> Toyota 4-Runner (common larger vehicle I see) driven same
> distance = ~1300gallons (~17miles per gallon)
>
> vs
>
> Hummer H2 (lots on the road in Anchorage) for same
> distance = ~2000gallons (~11gallons per mile)
>
> Simply put America, park those ridiculously big cars (H2's
> , F350's), buy a Ford Focus/Honda Civic/Motorbike for your
> daily commute (or better yet, take mass transit) and put
> the oil where it's needed most, in the tanks of our
> CJ's/Yak's!!!
>
> Just my 2 (CDN) cents worth.
>
> Mike
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=184280#184280
>
>
>
>
>
>
>
> ===
>
>
>
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Message 4
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| Subject: | More Fuel prices |
I'll leave the politics alone other than to say that Money is the mother's milk
of politics and the Oil companies have plenty of money...
When we talk of fuel prices, we are really talking about operations cost. HOW the
airplane is operated and maintained can have an important effect on cost-of-operation.
Good flight planning can work wonders, on cross counties, I call ahead
for fuel prices, hours of operation, etc. NOT doing this has screwed my long
cross countries more than once on ferry flights. Working winds aloft, etc,
has always benefited my flights. standard stuff.
Now, pertaining to the Yak/CJ, I know from experience that there are tuning and
operations tips that improve the CJ-6's miles-per-gallon. read my stuff in the
RPA store for some of those tips. However, I don't know how much the Yak could
benefit but I would love to work hands-on with a -52 to see what is possible.
Craig Payne
Message 5
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| Subject: | More Fuel prices |
Craig,
The only thing that will make a YAK 52 more economical is to fold the feet into
wells in the wings. So instead of having three huge parasites sitting there under
the belly you have a clean air frame. Flush riveting would also streamline
the airframe some too. Find a way to cool the engine without the gills being
open is another way to speed her up to. Stripping a lot of the weight in the
form of inverters, RU radios and instruments would also lighten her up. The glass
panels like Dynon and Chelton's would offer a lot of info in a more compact
unit for one tenth the wt. Pulling that 45 lb generator and all the miles of
electrical wiring out would also lighten up the A/C to. Installing a fuel flow
monitor would also help you determine the best throttle setting for the best
fuel economy.
My Yak 50 weighs nearly 1000 lb less than the 52. I've done most of the above to
her. Have not stripped out the wiring yet but waiting for an excuse. She is
one of the flush riveted models. Although her feet do not fold completely into
the wing, they are a hell of a lot more streamlined than the 52's. Close the
gills almost shut on a really cold day and she cruises 5-6 knots faster. While
the 52s chug along at 65% and 700 mmHg indicating 130 kts, I'm throttled back
at 60% and 600 mmHg still having to do S turns to stay with them. The whole time
they are burning 15 gal/hr at those settings, I'm showing a fuel flow of 11.3
gal/ hour at the above settings. The FS 450 has been a huge asset in monitoring
fuel consumption along with increasing the gallons per mile!
Those are just my humble observations on things that could clean up the 52 and
make her more "green".
Doc
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Cpayne
Sent: Thursday, May 22, 2008 6:53 AM
Subject: Yak-List: More Fuel prices
I'll leave the politics alone other than to say that Money is the mother's milk
of politics and the Oil companies have plenty of money...
When we talk of fuel prices, we are really talking about operations cost. HOW the
airplane is operated and maintained can have an important effect on cost-of-operation.
Good flight planning can work wonders, on cross counties, I call ahead
for fuel prices, hours of operation, etc. NOT doing this has screwed my long
cross countries more than once on ferry flights. Working winds aloft, etc,
has always benefited my flights. standard stuff.
Now, pertaining to the Yak/CJ, I know from experience that there are tuning and
operations tips that improve the CJ-6's miles-per-gallon. read my stuff in the
RPA store for some of those tips. However, I don't know how much the Yak could
benefit but I would love to work hands-on with a -52 to see what is possible.
Craig Payne
Message 6
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| Subject: | Ordering a JPI FS-450 fuel flow instrument |
FWIW,
After many hours of "discussion" with the folks at JPI concerning a minor
problem I was having with my FS-450, they have recommended using the FS-450G
vs the standard FS-450. The "G" model uses a model 231 Floscan transducer
which has a larger inlet opening than the standard 201B transducer. Thus a
lower back pressure on the system.
Most of us who ordered the FS-450 from JPI's dealers received the standard
unit with the 201B transducer, including me. I discussed this with the folks
at JPI. BTW, they know the specifications for our engines with regard to
fuel flow and fuel pressure, horsepower etc. One of JPI's engineers said I
should be using a 231 transducer which has a lower back pressure and the
same fuel flow capacity as the 201B transducer. I have since installed a
231 transducer but found no difference is max fuel flow as with the 201B
transducer. (I still believe I have a flakey 201B transducer). However, on
May 11 and because of my bantering back and forth with JPI, they have posted
on their General Fuel Flow FAQ's a statement which is quite obvious where it
came from; on 300-360 HP 9 cylinder radial engines (amazing how they mention
360HP) use the 231 transducer.
http://www.jpitech.com/showfaq.php4?id=354 The 231 transducer comes with
the FS-450G.
When ordering an FS-450 from any of their dealers, order the FS-450G even
though is says "for gravity feed systems". It's really not any different
than the standard model except for the transducer model and the 231
transducer has a much lower backpressure than the 201B. If ordering one of
JPI's other instruments that will include fuel flow, be sure to also specify
the model 231 transducer, their part number 700900-2.
Dennis
A. Dennis Savarese
334-285-2141
334-546-8182 (cell)
Skype: yakworld1
www.yak-52.com
Message 7
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| Subject: | Re: More Fuel prices |
I'd like to see the weigh check that proves your '50 is 1000 lbs less than a
'52 !
----- Original Message -----
From: "Roger Kemp M.D." <viperdoc@mindspring.com>
Sent: Thursday, May 22, 2008 2:43 PM
Subject: RE: Yak-List: More Fuel prices
> <viperdoc@mindspring.com>
>
> Craig,
> The only thing that will make a YAK 52 more economical is to fold the feet
> into wells in the wings. So instead of having three huge parasites sitting
> there under the belly you have a clean air frame. Flush riveting would
> also streamline the airframe some too. Find a way to cool the engine
> without the gills being open is another way to speed her up to. Stripping
> a lot of the weight in the form of inverters, RU radios and instruments
> would also lighten her up. The glass panels like Dynon and Chelton's would
> offer a lot of info in a more compact unit for one tenth the wt. Pulling
> that 45 lb generator and all the miles of electrical wiring out would also
> lighten up the A/C to. Installing a fuel flow monitor would also help you
> determine the best throttle setting for the best fuel economy.
> My Yak 50 weighs nearly 1000 lb less than the 52. I've done most of the
> above to her. Have not stripped out the wiring yet but waiting for an
> excuse. She is one of the flush riveted models. Although her feet do not
> fold completely into the wing, they are a hell of a lot more streamlined
> than the 52's. Close the gills almost shut on a really cold day and she
> cruises 5-6 knots faster. While the 52s chug along at 65% and 700 mmHg
> indicating 130 kts, I'm throttled back at 60% and 600 mmHg still having to
> do S turns to stay with them. The whole time they are burning 15 gal/hr at
> those settings, I'm showing a fuel flow of 11.3 gal/ hour at the above
> settings. The FS 450 has been a huge asset in monitoring fuel consumption
> along with increasing the gallons per mile!
> Those are just my humble observations on things that could clean up the 52
> and make her more "green".
> Doc
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Cpayne
> Sent: Thursday, May 22, 2008 6:53 AM
> To: yak-list
> Subject: Yak-List: More Fuel prices
>
>
> I'll leave the politics alone other than to say that Money is the mother's
> milk of politics and the Oil companies have plenty of money...
>
> When we talk of fuel prices, we are really talking about operations cost.
> HOW the airplane is operated and maintained can have an important effect
> on cost-of-operation. Good flight planning can work wonders, on cross
> counties, I call ahead for fuel prices, hours of operation, etc. NOT doing
> this has screwed my long cross countries more than once on ferry flights.
> Working winds aloft, etc, has always benefited my flights. standard stuff.
>
> Now, pertaining to the Yak/CJ, I know from experience that there are
> tuning and operations tips that improve the CJ-6's miles-per-gallon. read
> my stuff in the RPA store for some of those tips. However, I don't know
> how much the Yak could benefit but I would love to work hands-on with
> a -52 to see what is possible.
>
> Craig Payne
>
>
>
Message 8
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| Subject: | Re: More Fuel prices |
Actually, according to specs, the 50 is 893 LBS, (US) or 405 kg lighter than
a 52. Not that far off.
Dennis
----- Original Message -----
From: "kp" <pilko2@btinternet.com>
Sent: Thursday, May 22, 2008 9:33 AM
Subject: Re: Yak-List: More Fuel prices
>
> I'd like to see the weigh check that proves your '50 is 1000 lbs less than
> a '52 !
>
>
> ----- Original Message -----
> From: "Roger Kemp M.D." <viperdoc@mindspring.com>
> To: <yak-list@matronics.com>
> Sent: Thursday, May 22, 2008 2:43 PM
> Subject: RE: Yak-List: More Fuel prices
>
>
>> <viperdoc@mindspring.com>
>>
>> Craig,
>> The only thing that will make a YAK 52 more economical is to fold the
>> feet into wells in the wings. So instead of having three huge parasites
>> sitting there under the belly you have a clean air frame. Flush riveting
>> would also streamline the airframe some too. Find a way to cool the
>> engine without the gills being open is another way to speed her up to.
>> Stripping a lot of the weight in the form of inverters, RU radios and
>> instruments would also lighten her up. The glass panels like Dynon and
>> Chelton's would offer a lot of info in a more compact unit for one tenth
>> the wt. Pulling that 45 lb generator and all the miles of electrical
>> wiring out would also lighten up the A/C to. Installing a fuel flow
>> monitor would also help you determine the best throttle setting for the
>> best fuel economy.
>> My Yak 50 weighs nearly 1000 lb less than the 52. I've done most of the
>> above to her. Have not stripped out the wiring yet but waiting for an
>> excuse. She is one of the flush riveted models. Although her feet do not
>> fold completely into the wing, they are a hell of a lot more streamlined
>> than the 52's. Close the gills almost shut on a really cold day and she
>> cruises 5-6 knots faster. While the 52s chug along at 65% and 700 mmHg
>> indicating 130 kts, I'm throttled back at 60% and 600 mmHg still having
>> to do S turns to stay with them. The whole time they are burning 15
>> gal/hr at those settings, I'm showing a fuel flow of 11.3 gal/ hour at
>> the above settings. The FS 450 has been a huge asset in monitoring fuel
>> consumption along with increasing the gallons per mile!
>> Those are just my humble observations on things that could clean up the
>> 52 and make her more "green".
>> Doc
>>
>> -----Original Message-----
>> From: owner-yak-list-server@matronics.com
>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Cpayne
>> Sent: Thursday, May 22, 2008 6:53 AM
>> To: yak-list
>> Subject: Yak-List: More Fuel prices
>>
>>
>> I'll leave the politics alone other than to say that Money is the
>> mother's milk of politics and the Oil companies have plenty of money...
>>
>> When we talk of fuel prices, we are really talking about operations cost.
>> HOW the airplane is operated and maintained can have an important effect
>> on cost-of-operation. Good flight planning can work wonders, on cross
>> counties, I call ahead for fuel prices, hours of operation, etc. NOT
>> doing this has screwed my long cross countries more than once on ferry
>> flights. Working winds aloft, etc, has always benefited my flights.
>> standard stuff.
>>
>> Now, pertaining to the Yak/CJ, I know from experience that there are
>> tuning and operations tips that improve the CJ-6's miles-per-gallon. read
>> my stuff in the RPA store for some of those tips. However, I don't know
>> how much the Yak could benefit but I would love to work hands-on with
>> a -52 to see what is possible.
>>
>> Craig Payne
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 9
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| Subject: | Re: More Fuel prices |
Ok guys... Lets be honest.. You own a warbird.. They are not fast, they are
not economical , they are fun and we love them.
We can kid ourselves all we want.. "If I buy that JPI ( $800 ), then I will
know the best power setting to save fuel ( $800 worth? Hehe ) , Like doc
said.. If I install $3000 worth of newer electronics, the weight savings
should save me... Errrr... $3000 of gas...
Just enjoy the damn things, but the fact that you could justify a Yak/CJ to
yourself/spouse in the first place, means you don't REALLY care.. Otherwise
you would have bought a damn Mooney.. Hehe
The gentleman from Canada ( forgot the name, sorry! ) made the most sense..
Plenty of places to save money, but trying to do it with your plane, is
throwing good money after bad.. Ride your bike or quit the $7 freaking
coffees.. Hehehe.. I know I could save a lot, without spending anything!
That concept does not seem to work on my planes..
Anyway, back to the humorous justifications....
On 5/22/08 9:43 AM, "Roger Kemp" <viperdoc@mindspring.com> wrote:
>
> Craig,
> The only thing that will make a YAK 52 more economical is to fold the feet
> into wells in the wings. So instead of having three huge parasites sitting
> there under the belly you have a clean air frame. Flush riveting would also
> streamline the airframe some too. Find a way to cool the engine without the
> gills being open is another way to speed her up to. Stripping a lot of the
> weight in the form of inverters, RU radios and instruments would also lighten
> her up. The glass panels like Dynon and Chelton's would offer a lot of info in
> a more compact unit for one tenth the wt. Pulling that 45 lb generator and all
> the miles of electrical wiring out would also lighten up the A/C to.
> Installing a fuel flow monitor would also help you determine the best throttle
> setting for the best fuel economy.
> My Yak 50 weighs nearly 1000 lb less than the 52. I've done most of the above
> to her. Have not stripped out the wiring yet but waiting for an excuse. She is
> one of the flush riveted models. Although her feet do not fold completely into
> the wing, they are a hell of a lot more streamlined than the 52's. Close the
> gills almost shut on a really cold day and she cruises 5-6 knots faster. While
> the 52s chug along at 65% and 700 mmHg indicating 130 kts, I'm throttled back
> at 60% and 600 mmHg still having to do S turns to stay with them. The whole
> time they are burning 15 gal/hr at those settings, I'm showing a fuel flow of
> 11.3 gal/ hour at the above settings. The FS 450 has been a huge asset in
> monitoring fuel consumption along with increasing the gallons per mile!
> Those are just my humble observations on things that could clean up the 52 and
> make her more "green".
> Doc
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Cpayne
> Sent: Thursday, May 22, 2008 6:53 AM
> To: yak-list
> Subject: Yak-List: More Fuel prices
>
>
> I'll leave the politics alone other than to say that Money is the mother's
> milk of politics and the Oil companies have plenty of money...
>
> When we talk of fuel prices, we are really talking about operations cost. HOW
> the airplane is operated and maintained can have an important effect on
> cost-of-operation. Good flight planning can work wonders, on cross counties,
I
> call ahead for fuel prices, hours of operation, etc. NOT doing this has
> screwed my long cross countries more than once on ferry flights. Working winds
> aloft, etc, has always benefited my flights. standard stuff.
>
> Now, pertaining to the Yak/CJ, I know from experience that there are tuning
> and operations tips that improve the CJ-6's miles-per-gallon. read my stuff in
> the RPA store for some of those tips. However, I don't know how much the Yak
> could benefit but I would love to work hands-on with a -52 to see what is
> possible.
>
> Craig Payne
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 10
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| Subject: | More Fuel prices |
(Yak 52) 2838 lbs vs. 2002 lbs (YAK 50) = 836 lbs difference. Add the additional
~30lbs I pulled out in RU instruments, radio, and inverter, it comes out to
836 lbs. I believe that is "almost a 1000 lbs". Sorry I was precise but my airframe
logs are at the hanger and I'm in my office this morning.
Doc
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of kp
Sent: Thursday, May 22, 2008 9:33 AM
Subject: Re: Yak-List: More Fuel prices
I'd like to see the weigh check that proves your '50 is 1000 lbs less than a
'52 !
----- Original Message -----
From: "Roger Kemp M.D." <viperdoc@mindspring.com>
Sent: Thursday, May 22, 2008 2:43 PM
Subject: RE: Yak-List: More Fuel prices
> <viperdoc@mindspring.com>
>
> Craig,
> The only thing that will make a YAK 52 more economical is to fold the feet
> into wells in the wings. So instead of having three huge parasites sitting
> there under the belly you have a clean air frame. Flush riveting would
> also streamline the airframe some too. Find a way to cool the engine
> without the gills being open is another way to speed her up to. Stripping
> a lot of the weight in the form of inverters, RU radios and instruments
> would also lighten her up. The glass panels like Dynon and Chelton's would
> offer a lot of info in a more compact unit for one tenth the wt. Pulling
> that 45 lb generator and all the miles of electrical wiring out would also
> lighten up the A/C to. Installing a fuel flow monitor would also help you
> determine the best throttle setting for the best fuel economy.
> My Yak 50 weighs nearly 1000 lb less than the 52. I've done most of the
> above to her. Have not stripped out the wiring yet but waiting for an
> excuse. She is one of the flush riveted models. Although her feet do not
> fold completely into the wing, they are a hell of a lot more streamlined
> than the 52's. Close the gills almost shut on a really cold day and she
> cruises 5-6 knots faster. While the 52s chug along at 65% and 700 mmHg
> indicating 130 kts, I'm throttled back at 60% and 600 mmHg still having to
> do S turns to stay with them. The whole time they are burning 15 gal/hr at
> those settings, I'm showing a fuel flow of 11.3 gal/ hour at the above
> settings. The FS 450 has been a huge asset in monitoring fuel consumption
> along with increasing the gallons per mile!
> Those are just my humble observations on things that could clean up the 52
> and make her more "green".
> Doc
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Cpayne
> Sent: Thursday, May 22, 2008 6:53 AM
> To: yak-list
> Subject: Yak-List: More Fuel prices
>
>
> I'll leave the politics alone other than to say that Money is the mother's
> milk of politics and the Oil companies have plenty of money...
>
> When we talk of fuel prices, we are really talking about operations cost.
> HOW the airplane is operated and maintained can have an important effect
> on cost-of-operation. Good flight planning can work wonders, on cross
> counties, I call ahead for fuel prices, hours of operation, etc. NOT doing
> this has screwed my long cross countries more than once on ferry flights.
> Working winds aloft, etc, has always benefited my flights. standard stuff.
>
> Now, pertaining to the Yak/CJ, I know from experience that there are
> tuning and operations tips that improve the CJ-6's miles-per-gallon. read
> my stuff in the RPA store for some of those tips. However, I don't know
> how much the Yak could benefit but I would love to work hands-on with
> a -52 to see what is possible.
>
> Craig Payne
>
>
>
Message 11
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| Subject: | Re: More Fuel prices |
Yes, $800 worth Dave. $500 if you buy it at Gulf Coast Avionics. Certainly
not on one flight, but depending on the number of hours you fly a year, it
could easily pay for itself if it helps you to reduce your fuel consumption
by 1 gallon per hour by helping you manage your power settings. Installing
one for myself proved that it was quite easy to reduce the fuel consumption
by 1 gallon an hour and most importantly, increase the miles per gallon.
Increasing miles per gallon is the key. Yes, it does require interfacing to
your GPS though. But that's easy too. One wire, possibly two if there
needs to be a ground.
I have heard many people tell me what manifold pressure they are developing
at WOT with their stock 360 HP M14P's. Most were high. Very few were low.
My first question to them is, when was the last time you calibrated or had
your MP gauge calibrated? If the MP gauge is calibrated and the tach is
reasonably close to being accurate, your engine should produce the book
specs fuel flows at given manifold pressures and RPM. BTW, it is easy to
calibrate the MP gauge as there is an adjustment at the rear (inside) of the
instrument. Using a recently calibrated altimeter, read the barometric
pressure in the Kohlsman window and convert that to millimeters. 29.92" at
sea level is 760 mm. Adjust the MP gauge to read the barometric pressure as
read on the calibrated altimeter.
I wonder how many people flying behind an M14P know if the barometric
chamber on the carburetor is properly adjusted for their specific field
elevation? Since we can not manually lean our engines, I believe it is
something that when properly preset, can help reduce your fuel consumption.
Isn't that what leaning is suppose to do as we increase altitude? I believe
every little bit does help.
FWIW (and that's not much),
Dennis
After
----- Original Message -----
From: "David McGirt" <david@mcgirt.net>
Sent: Thursday, May 22, 2008 9:57 AM
Subject: Re: Yak-List: More Fuel prices
>
> Ok guys... Lets be honest.. You own a warbird.. They are not fast, they
> are
> not economical , they are fun and we love them.
>
> We can kid ourselves all we want.. "If I buy that JPI ( $800 ), then I
> will
> know the best power setting to save fuel ( $800 worth? Hehe ) , Like doc
> said.. If I install $3000 worth of newer electronics, the weight savings
> should save me... Errrr... $3000 of gas...
>
> Just enjoy the damn things, but the fact that you could justify a Yak/CJ
> to
> yourself/spouse in the first place, means you don't REALLY care..
> Otherwise
> you would have bought a damn Mooney.. Hehe
>
> The gentleman from Canada ( forgot the name, sorry! ) made the most
> sense..
> Plenty of places to save money, but trying to do it with your plane, is
> throwing good money after bad.. Ride your bike or quit the $7 freaking
> coffees.. Hehehe.. I know I could save a lot, without spending anything!
> That concept does not seem to work on my planes..
>
> Anyway, back to the humorous justifications....
>
>
> On 5/22/08 9:43 AM, "Roger Kemp" <viperdoc@mindspring.com> wrote:
>
>> <viperdoc@mindspring.com>
>>
>> Craig,
>> The only thing that will make a YAK 52 more economical is to fold the
>> feet
>> into wells in the wings. So instead of having three huge parasites
>> sitting
>> there under the belly you have a clean air frame. Flush riveting would
>> also
>> streamline the airframe some too. Find a way to cool the engine without
>> the
>> gills being open is another way to speed her up to. Stripping a lot of
>> the
>> weight in the form of inverters, RU radios and instruments would also
>> lighten
>> her up. The glass panels like Dynon and Chelton's would offer a lot of
>> info in
>> a more compact unit for one tenth the wt. Pulling that 45 lb generator
>> and all
>> the miles of electrical wiring out would also lighten up the A/C to.
>> Installing a fuel flow monitor would also help you determine the best
>> throttle
>> setting for the best fuel economy.
>> My Yak 50 weighs nearly 1000 lb less than the 52. I've done most of the
>> above
>> to her. Have not stripped out the wiring yet but waiting for an excuse.
>> She is
>> one of the flush riveted models. Although her feet do not fold completely
>> into
>> the wing, they are a hell of a lot more streamlined than the 52's. Close
>> the
>> gills almost shut on a really cold day and she cruises 5-6 knots faster.
>> While
>> the 52s chug along at 65% and 700 mmHg indicating 130 kts, I'm throttled
>> back
>> at 60% and 600 mmHg still having to do S turns to stay with them. The
>> whole
>> time they are burning 15 gal/hr at those settings, I'm showing a fuel
>> flow of
>> 11.3 gal/ hour at the above settings. The FS 450 has been a huge asset in
>> monitoring fuel consumption along with increasing the gallons per mile!
>> Those are just my humble observations on things that could clean up the
>> 52 and
>> make her more "green".
>> Doc
>>
>> -----Original Message-----
>> From: owner-yak-list-server@matronics.com
>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Cpayne
>> Sent: Thursday, May 22, 2008 6:53 AM
>> To: yak-list
>> Subject: Yak-List: More Fuel prices
>>
>>
>> I'll leave the politics alone other than to say that Money is the
>> mother's
>> milk of politics and the Oil companies have plenty of money...
>>
>> When we talk of fuel prices, we are really talking about operations cost.
>> HOW
>> the airplane is operated and maintained can have an important effect on
>> cost-of-operation. Good flight planning can work wonders, on cross
>> counties, I
>> call ahead for fuel prices, hours of operation, etc. NOT doing this has
>> screwed my long cross countries more than once on ferry flights. Working
>> winds
>> aloft, etc, has always benefited my flights. standard stuff.
>>
>> Now, pertaining to the Yak/CJ, I know from experience that there are
>> tuning
>> and operations tips that improve the CJ-6's miles-per-gallon. read my
>> stuff in
>> the RPA store for some of those tips. However, I don't know how much the
>> Yak
>> could benefit but I would love to work hands-on with a -52 to see what is
>> possible.
>>
>> Craig Payne
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 12
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|
| Subject: | More Fuel prices |
Talon,
It's that fighter mentality pilot thing...I can't seem to get my balls off
my forehead when I'm playing with my YAK 50!
Doc :>))
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of David McGirt
Sent: Thursday, May 22, 2008 9:57 AM
Subject: Re: Yak-List: More Fuel prices
Ok guys... Lets be honest.. You own a warbird.. They are not fast, they are
not economical , they are fun and we love them.
We can kid ourselves all we want.. "If I buy that JPI ( $800 ), then I will
know the best power setting to save fuel ( $800 worth? Hehe ) , Like doc
said.. If I install $3000 worth of newer electronics, the weight savings
should save me... Errrr... $3000 of gas...
Just enjoy the damn things, but the fact that you could justify a Yak/CJ to
yourself/spouse in the first place, means you don't REALLY care.. Otherwise
you would have bought a damn Mooney.. Hehe
The gentleman from Canada ( forgot the name, sorry! ) made the most sense..
Plenty of places to save money, but trying to do it with your plane, is
throwing good money after bad.. Ride your bike or quit the $7 freaking
coffees.. Hehehe.. I know I could save a lot, without spending anything!
That concept does not seem to work on my planes..
Anyway, back to the humorous justifications....
On 5/22/08 9:43 AM, "Roger Kemp" <viperdoc@mindspring.com> wrote:
<viperdoc@mindspring.com>
>
> Craig,
> The only thing that will make a YAK 52 more economical is to fold the feet
> into wells in the wings. So instead of having three huge parasites sitting
> there under the belly you have a clean air frame. Flush riveting would
also
> streamline the airframe some too. Find a way to cool the engine without
the
> gills being open is another way to speed her up to. Stripping a lot of the
> weight in the form of inverters, RU radios and instruments would also
lighten
> her up. The glass panels like Dynon and Chelton's would offer a lot of
info in
> a more compact unit for one tenth the wt. Pulling that 45 lb generator and
all
> the miles of electrical wiring out would also lighten up the A/C to.
> Installing a fuel flow monitor would also help you determine the best
throttle
> setting for the best fuel economy.
> My Yak 50 weighs nearly 1000 lb less than the 52. I've done most of the
above
> to her. Have not stripped out the wiring yet but waiting for an excuse.
She is
> one of the flush riveted models. Although her feet do not fold completely
into
> the wing, they are a hell of a lot more streamlined than the 52's. Close
the
> gills almost shut on a really cold day and she cruises 5-6 knots faster.
While
> the 52s chug along at 65% and 700 mmHg indicating 130 kts, I'm throttled
back
> at 60% and 600 mmHg still having to do S turns to stay with them. The
whole
> time they are burning 15 gal/hr at those settings, I'm showing a fuel flow
of
> 11.3 gal/ hour at the above settings. The FS 450 has been a huge asset in
> monitoring fuel consumption along with increasing the gallons per mile!
> Those are just my humble observations on things that could clean up the 52
and
> make her more "green".
> Doc
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Cpayne
> Sent: Thursday, May 22, 2008 6:53 AM
> To: yak-list
> Subject: Yak-List: More Fuel prices
>
>
> I'll leave the politics alone other than to say that Money is the mother's
> milk of politics and the Oil companies have plenty of money...
>
> When we talk of fuel prices, we are really talking about operations cost.
HOW
> the airplane is operated and maintained can have an important effect on
> cost-of-operation. Good flight planning can work wonders, on cross
counties, I
> call ahead for fuel prices, hours of operation, etc. NOT doing this has
> screwed my long cross countries more than once on ferry flights. Working
winds
> aloft, etc, has always benefited my flights. standard stuff.
>
> Now, pertaining to the Yak/CJ, I know from experience that there are
tuning
> and operations tips that improve the CJ-6's miles-per-gallon. read my
stuff in
> the RPA store for some of those tips. However, I don't know how much the
Yak
> could benefit but I would love to work hands-on with a -52 to see what is
> possible.
>
> Craig Payne
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 13
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|
| Subject: | Re: More Fuel prices |
Yak 55M
1517 lbs empty, about 1865 lbs with me, oil and aerobatic fuel load.
Makes the 52 feel stuck in the mud (for you southerners)
Herb
On May 22, 2008, at 10:19 AM, Roger Kemp M.D. wrote:
> >
>
> (Yak 52) 2838 lbs vs. 2002 lbs (YAK 50) = 836 lbs difference. Add
> the additional ~30lbs I pulled out in RU instruments, radio, and
> inverter, it comes out to 836 lbs. I believe that is "almost a 1000
> lbs". Sorry I was precise but my airframe logs are at the hanger and
> I'm in my office this morning.
> Doc
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com
> ] On Behalf Of kp
> Sent: Thursday, May 22, 2008 9:33 AM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: More Fuel prices
>
>
> I'd like to see the weigh check that proves your '50 is 1000 lbs
> less than a
> '52 !
>
>
> ----- Original Message -----
> From: "Roger Kemp M.D." <viperdoc@mindspring.com>
> To: <yak-list@matronics.com>
> Sent: Thursday, May 22, 2008 2:43 PM
> Subject: RE: Yak-List: More Fuel prices
>
>
>> <viperdoc@mindspring.com>
>>
>> Craig,
>> The only thing that will make a YAK 52 more economical is to fold
>> the feet
>> into wells in the wings. So instead of having three huge parasites
>> sitting
>> there under the belly you have a clean air frame. Flush riveting
>> would
>> also streamline the airframe some too. Find a way to cool the engine
>> without the gills being open is another way to speed her up to.
>> Stripping
>> a lot of the weight in the form of inverters, RU radios and
>> instruments
>> would also lighten her up. The glass panels like Dynon and
>> Chelton's would
>> offer a lot of info in a more compact unit for one tenth the wt.
>> Pulling
>> that 45 lb generator and all the miles of electrical wiring out
>> would also
>> lighten up the A/C to. Installing a fuel flow monitor would also
>> help you
>> determine the best throttle setting for the best fuel economy.
>> My Yak 50 weighs nearly 1000 lb less than the 52. I've done most of
>> the
>> above to her. Have not stripped out the wiring yet but waiting for an
>> excuse. She is one of the flush riveted models. Although her feet
>> do not
>> fold completely into the wing, they are a hell of a lot more
>> streamlined
>> than the 52's. Close the gills almost shut on a really cold day and
>> she
>> cruises 5-6 knots faster. While the 52s chug along at 65% and 700
>> mmHg
>> indicating 130 kts, I'm throttled back at 60% and 600 mmHg still
>> having to
>> do S turns to stay with them. The whole time they are burning 15
>> gal/hr at
>> those settings, I'm showing a fuel flow of 11.3 gal/ hour at the
>> above
>> settings. The FS 450 has been a huge asset in monitoring fuel
>> consumption
>> along with increasing the gallons per mile!
>> Those are just my humble observations on things that could clean up
>> the 52
>> and make her more "green".
>> Doc
>>
>> -----Original Message-----
>> From: owner-yak-list-server@matronics.com
>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Cpayne
>> Sent: Thursday, May 22, 2008 6:53 AM
>> To: yak-list
>> Subject: Yak-List: More Fuel prices
>>
>>
>> I'll leave the politics alone other than to say that Money is the
>> mother's
>> milk of politics and the Oil companies have plenty of money...
>>
>> When we talk of fuel prices, we are really talking about operations
>> cost.
>> HOW the airplane is operated and maintained can have an important
>> effect
>> on cost-of-operation. Good flight planning can work wonders, on cross
>> counties, I call ahead for fuel prices, hours of operation, etc.
>> NOT doing
>> this has screwed my long cross countries more than once on ferry
>> flights.
>> Working winds aloft, etc, has always benefited my flights. standard
>> stuff.
>>
>> Now, pertaining to the Yak/CJ, I know from experience that there are
>> tuning and operations tips that improve the CJ-6's miles-per-
>> gallon. read
>> my stuff in the RPA store for some of those tips. However, I don't
>> know
>> how much the Yak could benefit but I would love to work hands-on with
>> a -52 to see what is possible.
>>
>> Craig Payne
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 14
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|
| Subject: | Re: More Fuel prices |
He is mostly talking about not having me in the back seat. That saves a 1/2
ton of weight
DaBear
----- Original Message -----
From: "kp" <pilko2@btinternet.com>
Sent: Thursday, May 22, 2008 10:33 AM
Subject: Re: Yak-List: More Fuel prices
>
> I'd like to see the weigh check that proves your '50 is 1000 lbs less than
> a '52 !
>
>
> ----- Original Message -----
> From: "Roger Kemp M.D." <viperdoc@mindspring.com>
> To: <yak-list@matronics.com>
> Sent: Thursday, May 22, 2008 2:43 PM
> Subject: RE: Yak-List: More Fuel prices
>
>
>> <viperdoc@mindspring.com>
>>
>> Craig,
>> The only thing that will make a YAK 52 more economical is to fold the
>> feet into wells in the wings. So instead of having three huge parasites
>> sitting there under the belly you have a clean air frame. Flush riveting
>> would also streamline the airframe some too. Find a way to cool the
>> engine without the gills being open is another way to speed her up to.
>> Stripping a lot of the weight in the form of inverters, RU radios and
>> instruments would also lighten her up. The glass panels like Dynon and
>> Chelton's would offer a lot of info in a more compact unit for one tenth
>> the wt. Pulling that 45 lb generator and all the miles of electrical
>> wiring out would also lighten up the A/C to. Installing a fuel flow
>> monitor would also help you determine the best throttle setting for the
>> best fuel economy.
>> My Yak 50 weighs nearly 1000 lb less than the 52. I've done most of the
>> above to her. Have not stripped out the wiring yet but waiting for an
>> excuse. She is one of the flush riveted models. Although her feet do not
>> fold completely into the wing, they are a hell of a lot more streamlined
>> than the 52's. Close the gills almost shut on a really cold day and she
>> cruises 5-6 knots faster. While the 52s chug along at 65% and 700 mmHg
>> indicating 130 kts, I'm throttled back at 60% and 600 mmHg still having
>> to do S turns to stay with them. The whole time they are burning 15
>> gal/hr at those settings, I'm showing a fuel flow of 11.3 gal/ hour at
>> the above settings. The FS 450 has been a huge asset in monitoring fuel
>> consumption along with increasing the gallons per mile!
>> Those are just my humble observations on things that could clean up the
>> 52 and make her more "green".
>> Doc
>>
>> -----Original Message-----
>> From: owner-yak-list-server@matronics.com
>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Cpayne
>> Sent: Thursday, May 22, 2008 6:53 AM
>> To: yak-list
>> Subject: Yak-List: More Fuel prices
>>
>>
>> I'll leave the politics alone other than to say that Money is the
>> mother's milk of politics and the Oil companies have plenty of money...
>>
>> When we talk of fuel prices, we are really talking about operations cost.
>> HOW the airplane is operated and maintained can have an important effect
>> on cost-of-operation. Good flight planning can work wonders, on cross
>> counties, I call ahead for fuel prices, hours of operation, etc. NOT
>> doing this has screwed my long cross countries more than once on ferry
>> flights. Working winds aloft, etc, has always benefited my flights.
>> standard stuff.
>>
>> Now, pertaining to the Yak/CJ, I know from experience that there are
>> tuning and operations tips that improve the CJ-6's miles-per-gallon. read
>> my stuff in the RPA store for some of those tips. However, I don't know
>> how much the Yak could benefit but I would love to work hands-on with
>> a -52 to see what is possible.
>>
>> Craig Payne
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 15
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|
| Subject: | More Fuel prices |
Stuck aint da word! Draggin' da anchor woood be mo likes it!
Flying the 50 vs the 52 is like driving a Porche vs a Cadillac. There is
really no comparison.
Doc
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Herb Coussons
Sent: Thursday, May 22, 2008 11:01 AM
Subject: Re: Yak-List: More Fuel prices
Yak 55M
1517 lbs empty, about 1865 lbs with me, oil and aerobatic fuel load.
Makes the 52 feel stuck in the mud (for you southerners)
Herb
On May 22, 2008, at 10:19 AM, Roger Kemp M.D. wrote:
> >
>
> (Yak 52) 2838 lbs vs. 2002 lbs (YAK 50) = 836 lbs difference. Add
> the additional ~30lbs I pulled out in RU instruments, radio, and
> inverter, it comes out to 836 lbs. I believe that is "almost a 1000
> lbs". Sorry I was precise but my airframe logs are at the hanger and
> I'm in my office this morning.
> Doc
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com
> ] On Behalf Of kp
> Sent: Thursday, May 22, 2008 9:33 AM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: More Fuel prices
>
>
> I'd like to see the weigh check that proves your '50 is 1000 lbs
> less than a
> '52 !
>
>
> ----- Original Message -----
> From: "Roger Kemp M.D." <viperdoc@mindspring.com>
> To: <yak-list@matronics.com>
> Sent: Thursday, May 22, 2008 2:43 PM
> Subject: RE: Yak-List: More Fuel prices
>
>
>> <viperdoc@mindspring.com>
>>
>> Craig,
>> The only thing that will make a YAK 52 more economical is to fold
>> the feet
>> into wells in the wings. So instead of having three huge parasites
>> sitting
>> there under the belly you have a clean air frame. Flush riveting
>> would
>> also streamline the airframe some too. Find a way to cool the engine
>> without the gills being open is another way to speed her up to.
>> Stripping
>> a lot of the weight in the form of inverters, RU radios and
>> instruments
>> would also lighten her up. The glass panels like Dynon and
>> Chelton's would
>> offer a lot of info in a more compact unit for one tenth the wt.
>> Pulling
>> that 45 lb generator and all the miles of electrical wiring out
>> would also
>> lighten up the A/C to. Installing a fuel flow monitor would also
>> help you
>> determine the best throttle setting for the best fuel economy.
>> My Yak 50 weighs nearly 1000 lb less than the 52. I've done most of
>> the
>> above to her. Have not stripped out the wiring yet but waiting for an
>> excuse. She is one of the flush riveted models. Although her feet
>> do not
>> fold completely into the wing, they are a hell of a lot more
>> streamlined
>> than the 52's. Close the gills almost shut on a really cold day and
>> she
>> cruises 5-6 knots faster. While the 52s chug along at 65% and 700
>> mmHg
>> indicating 130 kts, I'm throttled back at 60% and 600 mmHg still
>> having to
>> do S turns to stay with them. The whole time they are burning 15
>> gal/hr at
>> those settings, I'm showing a fuel flow of 11.3 gal/ hour at the
>> above
>> settings. The FS 450 has been a huge asset in monitoring fuel
>> consumption
>> along with increasing the gallons per mile!
>> Those are just my humble observations on things that could clean up
>> the 52
>> and make her more "green".
>> Doc
>>
>> -----Original Message-----
>> From: owner-yak-list-server@matronics.com
>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Cpayne
>> Sent: Thursday, May 22, 2008 6:53 AM
>> To: yak-list
>> Subject: Yak-List: More Fuel prices
>>
>>
>> I'll leave the politics alone other than to say that Money is the
>> mother's
>> milk of politics and the Oil companies have plenty of money...
>>
>> When we talk of fuel prices, we are really talking about operations
>> cost.
>> HOW the airplane is operated and maintained can have an important
>> effect
>> on cost-of-operation. Good flight planning can work wonders, on cross
>> counties, I call ahead for fuel prices, hours of operation, etc.
>> NOT doing
>> this has screwed my long cross countries more than once on ferry
>> flights.
>> Working winds aloft, etc, has always benefited my flights. standard
>> stuff.
>>
>> Now, pertaining to the Yak/CJ, I know from experience that there are
>> tuning and operations tips that improve the CJ-6's miles-per-
>> gallon. read
>> my stuff in the RPA store for some of those tips. However, I don't
>> know
>> how much the Yak could benefit but I would love to work hands-on with
>> a -52 to see what is possible.
>>
>> Craig Payne
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 16
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| Subject: | Re: More Fuel prices |
Is this a straightforward DIY install for tthe JPI?
Herb
On May 22, 2008, at 10:40 AM, A. Dennis Savarese wrote:
> >
>
> Yes, $800 worth Dave. $500 if you buy it at Gulf Coast Avionics.
> Certainly not on one flight, but depending on the number of hours
> you fly a year, it could easily pay for itself if it helps you to
> reduce your fuel consumption by 1 gallon per hour by helping you
> manage your power settings. Installing one for myself proved that
> it was quite easy to reduce the fuel consumption by 1 gallon an hour
> and most importantly, increase the miles per gallon. Increasing
> miles per gallon is the key. Yes, it does require interfacing to
> your GPS though. But that's easy too. One wire, possibly two if
> there needs to be a ground.
>
> I have heard many people tell me what manifold pressure they are
> developing at WOT with their stock 360 HP M14P's. Most were high.
> Very few were low. My first question to them is, when was the last
> time you calibrated or had your MP gauge calibrated? If the MP
> gauge is calibrated and the tach is reasonably close to being
> accurate, your engine should produce the book specs fuel flows at
> given manifold pressures and RPM. BTW, it is easy to calibrate the
> MP gauge as there is an adjustment at the rear (inside) of the
> instrument. Using a recently calibrated altimeter, read the
> barometric pressure in the Kohlsman window and convert that to
> millimeters. 29.92" at sea level is 760 mm. Adjust the MP gauge to
> read the barometric pressure as read on the calibrated altimeter.
>
> I wonder how many people flying behind an M14P know if the
> barometric chamber on the carburetor is properly adjusted for their
> specific field elevation? Since we can not manually lean our
> engines, I believe it is something that when properly preset, can
> help reduce your fuel consumption. Isn't that what leaning is
> suppose to do as we increase altitude? I believe every little bit
> does help.
>
> FWIW (and that's not much),
> Dennis
>
>
> After
> ----- Original Message ----- From: "David McGirt" <david@mcgirt.net>
> To: <yak-list@matronics.com>
> Sent: Thursday, May 22, 2008 9:57 AM
> Subject: Re: Yak-List: More Fuel prices
>
>
>>
>> Ok guys... Lets be honest.. You own a warbird.. They are not fast,
>> they are
>> not economical , they are fun and we love them.
>>
>> We can kid ourselves all we want.. "If I buy that JPI ( $800 ),
>> then I will
>> know the best power setting to save fuel ( $800 worth? Hehe ) ,
>> Like doc
>> said.. If I install $3000 worth of newer electronics, the weight
>> savings
>> should save me... Errrr... $3000 of gas...
>>
>> Just enjoy the damn things, but the fact that you could justify a
>> Yak/CJ to
>> yourself/spouse in the first place, means you don't REALLY care..
>> Otherwise
>> you would have bought a damn Mooney.. Hehe
>>
>> The gentleman from Canada ( forgot the name, sorry! ) made the most
>> sense..
>> Plenty of places to save money, but trying to do it with your
>> plane, is
>> throwing good money after bad.. Ride your bike or quit the $7
>> freaking
>> coffees.. Hehehe.. I know I could save a lot, without spending
>> anything!
>> That concept does not seem to work on my planes..
>>
>> Anyway, back to the humorous justifications....
>>
>>
>>
>>
>> On 5/22/08 9:43 AM, "Roger Kemp" <viperdoc@mindspring.com> wrote:
>>
>>> >
>>>
>>> Craig,
>>> The only thing that will make a YAK 52 more economical is to fold
>>> the feet
>>> into wells in the wings. So instead of having three huge parasites
>>> sitting
>>> there under the belly you have a clean air frame. Flush riveting
>>> would also
>>> streamline the airframe some too. Find a way to cool the engine
>>> without the
>>> gills being open is another way to speed her up to. Stripping a
>>> lot of the
>>> weight in the form of inverters, RU radios and instruments would
>>> also lighten
>>> her up. The glass panels like Dynon and Chelton's would offer a
>>> lot of info in
>>> a more compact unit for one tenth the wt. Pulling that 45 lb
>>> generator and all
>>> the miles of electrical wiring out would also lighten up the A/C to.
>>> Installing a fuel flow monitor would also help you determine the
>>> best throttle
>>> setting for the best fuel economy.
>>> My Yak 50 weighs nearly 1000 lb less than the 52. I've done most
>>> of the above
>>> to her. Have not stripped out the wiring yet but waiting for an
>>> excuse. She is
>>> one of the flush riveted models. Although her feet do not fold
>>> completely into
>>> the wing, they are a hell of a lot more streamlined than the 52's.
>>> Close the
>>> gills almost shut on a really cold day and she cruises 5-6 knots
>>> faster. While
>>> the 52s chug along at 65% and 700 mmHg indicating 130 kts, I'm
>>> throttled back
>>> at 60% and 600 mmHg still having to do S turns to stay with them.
>>> The whole
>>> time they are burning 15 gal/hr at those settings, I'm showing a
>>> fuel flow of
>>> 11.3 gal/ hour at the above settings. The FS 450 has been a huge
>>> asset in
>>> monitoring fuel consumption along with increasing the gallons per
>>> mile!
>>> Those are just my humble observations on things that could clean
>>> up the 52 and
>>> make her more "green".
>>> Doc
>>>
>>> -----Original Message-----
>>> From: owner-yak-list-server@matronics.com
>>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Cpayne
>>> Sent: Thursday, May 22, 2008 6:53 AM
>>> To: yak-list
>>> Subject: Yak-List: More Fuel prices
>>>
>>>
>>> I'll leave the politics alone other than to say that Money is the
>>> mother's
>>> milk of politics and the Oil companies have plenty of money...
>>>
>>> When we talk of fuel prices, we are really talking about
>>> operations cost. HOW
>>> the airplane is operated and maintained can have an important
>>> effect on
>>> cost-of-operation. Good flight planning can work wonders, on cross
>>> counties, I
>>> call ahead for fuel prices, hours of operation, etc. NOT doing
>>> this has
>>> screwed my long cross countries more than once on ferry flights.
>>> Working winds
>>> aloft, etc, has always benefited my flights. standard stuff.
>>>
>>> Now, pertaining to the Yak/CJ, I know from experience that there
>>> are tuning
>>> and operations tips that improve the CJ-6's miles-per-gallon. read
>>> my stuff in
>>> the RPA store for some of those tips. However, I don't know how
>>> much the Yak
>>> could benefit but I would love to work hands-on with a -52 to see
>>> what is
>>> possible.
>>>
>>> Craig Payne
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>
>
Message 17
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|
| Subject: | Re: More Fuel prices |
Well put Dennis, we can make modest improvements in how we fly etc.. Point
taken..
But, I still think, that gal you described, is lost by 99% of us, because we
decided to do one low approach at full power ( just because it is fun!)
Like in my mountain biking.. $1000 for carbon fiber, save 2 lbs.. Should I
put down my 1/2lb whopper while I order that? I know where I can get weight
out of the picture cheaply... My ass! Hehe..
Also, good point on the base calibration on the carb, will have to look at
that.
David
On 5/22/08 11:40 AM, "Dennis Savarese" <dsavarese@elmore.rr.com> wrote:
>
> Yes, $800 worth Dave. $500 if you buy it at Gulf Coast Avionics. Certainly
> not on one flight, but depending on the number of hours you fly a year, it
> could easily pay for itself if it helps you to reduce your fuel consumption
> by 1 gallon per hour by helping you manage your power settings. Installing
> one for myself proved that it was quite easy to reduce the fuel consumption
> by 1 gallon an hour and most importantly, increase the miles per gallon.
> Increasing miles per gallon is the key. Yes, it does require interfacing to
> your GPS though. But that's easy too. One wire, possibly two if there
> needs to be a ground.
>
> I have heard many people tell me what manifold pressure they are developing
> at WOT with their stock 360 HP M14P's. Most were high. Very few were low.
> My first question to them is, when was the last time you calibrated or had
> your MP gauge calibrated? If the MP gauge is calibrated and the tach is
> reasonably close to being accurate, your engine should produce the book
> specs fuel flows at given manifold pressures and RPM. BTW, it is easy to
> calibrate the MP gauge as there is an adjustment at the rear (inside) of the
> instrument. Using a recently calibrated altimeter, read the barometric
> pressure in the Kohlsman window and convert that to millimeters. 29.92" at
> sea level is 760 mm. Adjust the MP gauge to read the barometric pressure as
> read on the calibrated altimeter.
>
> I wonder how many people flying behind an M14P know if the barometric
> chamber on the carburetor is properly adjusted for their specific field
> elevation? Since we can not manually lean our engines, I believe it is
> something that when properly preset, can help reduce your fuel consumption.
> Isn't that what leaning is suppose to do as we increase altitude? I believe
> every little bit does help.
>
> FWIW (and that's not much),
> Dennis
>
>
>
>
>
>
> After
> ----- Original Message -----
> From: "David McGirt" <david@mcgirt.net>
> To: <yak-list@matronics.com>
> Sent: Thursday, May 22, 2008 9:57 AM
> Subject: Re: Yak-List: More Fuel prices
>
>
>>
>> Ok guys... Lets be honest.. You own a warbird.. They are not fast, they
>> are
>> not economical , they are fun and we love them.
>>
>> We can kid ourselves all we want.. "If I buy that JPI ( $800 ), then I
>> will
>> know the best power setting to save fuel ( $800 worth? Hehe ) , Like doc
>> said.. If I install $3000 worth of newer electronics, the weight savings
>> should save me... Errrr... $3000 of gas...
>>
>> Just enjoy the damn things, but the fact that you could justify a Yak/CJ
>> to
>> yourself/spouse in the first place, means you don't REALLY care..
>> Otherwise
>> you would have bought a damn Mooney.. Hehe
>>
>> The gentleman from Canada ( forgot the name, sorry! ) made the most
>> sense..
>> Plenty of places to save money, but trying to do it with your plane, is
>> throwing good money after bad.. Ride your bike or quit the $7 freaking
>> coffees.. Hehehe.. I know I could save a lot, without spending anything!
>> That concept does not seem to work on my planes..
>>
>> Anyway, back to the humorous justifications....
>>
>>
>>
>>
>> On 5/22/08 9:43 AM, "Roger Kemp" <viperdoc@mindspring.com> wrote:
>>
>>> <viperdoc@mindspring.com>
>>>
>>> Craig,
>>> The only thing that will make a YAK 52 more economical is to fold the
>>> feet
>>> into wells in the wings. So instead of having three huge parasites
>>> sitting
>>> there under the belly you have a clean air frame. Flush riveting would
>>> also
>>> streamline the airframe some too. Find a way to cool the engine without
>>> the
>>> gills being open is another way to speed her up to. Stripping a lot of
>>> the
>>> weight in the form of inverters, RU radios and instruments would also
>>> lighten
>>> her up. The glass panels like Dynon and Chelton's would offer a lot of
>>> info in
>>> a more compact unit for one tenth the wt. Pulling that 45 lb generator
>>> and all
>>> the miles of electrical wiring out would also lighten up the A/C to.
>>> Installing a fuel flow monitor would also help you determine the best
>>> throttle
>>> setting for the best fuel economy.
>>> My Yak 50 weighs nearly 1000 lb less than the 52. I've done most of the
>>> above
>>> to her. Have not stripped out the wiring yet but waiting for an excuse.
>>> She is
>>> one of the flush riveted models. Although her feet do not fold completely
>>> into
>>> the wing, they are a hell of a lot more streamlined than the 52's. Close
>>> the
>>> gills almost shut on a really cold day and she cruises 5-6 knots faster.
>>> While
>>> the 52s chug along at 65% and 700 mmHg indicating 130 kts, I'm throttled
>>> back
>>> at 60% and 600 mmHg still having to do S turns to stay with them. The
>>> whole
>>> time they are burning 15 gal/hr at those settings, I'm showing a fuel
>>> flow of
>>> 11.3 gal/ hour at the above settings. The FS 450 has been a huge asset in
>>> monitoring fuel consumption along with increasing the gallons per mile!
>>> Those are just my humble observations on things that could clean up the
>>> 52 and
>>> make her more "green".
>>> Doc
>>>
>>> -----Original Message-----
>>> From: owner-yak-list-server@matronics.com
>>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Cpayne
>>> Sent: Thursday, May 22, 2008 6:53 AM
>>> To: yak-list
>>> Subject: Yak-List: More Fuel prices
>>>
>>>
>>> I'll leave the politics alone other than to say that Money is the
>>> mother's
>>> milk of politics and the Oil companies have plenty of money...
>>>
>>> When we talk of fuel prices, we are really talking about operations cost.
>>> HOW
>>> the airplane is operated and maintained can have an important effect on
>>> cost-of-operation. Good flight planning can work wonders, on cross
>>> counties, I
>>> call ahead for fuel prices, hours of operation, etc. NOT doing this has
>>> screwed my long cross countries more than once on ferry flights. Working
>>> winds
>>> aloft, etc, has always benefited my flights. standard stuff.
>>>
>>> Now, pertaining to the Yak/CJ, I know from experience that there are
>>> tuning
>>> and operations tips that improve the CJ-6's miles-per-gallon. read my
>>> stuff in
>>> the RPA store for some of those tips. However, I don't know how much the
>>> Yak
>>> could benefit but I would love to work hands-on with a -52 to see what is
>>> possible.
>>>
>>> Craig Payne
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
>
>
Message 18
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|
| Subject: | Re: More Fuel prices |
Yes, definitely.
Dennis
----- Original Message -----
From: "Herb Coussons" <drc@wscare.com>
Sent: Thursday, May 22, 2008 11:49 AM
Subject: Re: Yak-List: More Fuel prices
>
> Is this a straightforward DIY install for tthe JPI?
>
> Herb
>
>
> On May 22, 2008, at 10:40 AM, A. Dennis Savarese wrote:
>
>> <dsavarese@elmore.rr.com
>> >
>>
>> Yes, $800 worth Dave. $500 if you buy it at Gulf Coast Avionics.
>> Certainly not on one flight, but depending on the number of hours you
>> fly a year, it could easily pay for itself if it helps you to reduce
>> your fuel consumption by 1 gallon per hour by helping you manage your
>> power settings. Installing one for myself proved that it was quite easy
>> to reduce the fuel consumption by 1 gallon an hour and most importantly,
>> increase the miles per gallon. Increasing miles per gallon is the key.
>> Yes, it does require interfacing to your GPS though. But that's easy
>> too. One wire, possibly two if there needs to be a ground.
>>
>> I have heard many people tell me what manifold pressure they are
>> developing at WOT with their stock 360 HP M14P's. Most were high. Very
>> few were low. My first question to them is, when was the last time you
>> calibrated or had your MP gauge calibrated? If the MP gauge is
>> calibrated and the tach is reasonably close to being accurate, your
>> engine should produce the book specs fuel flows at given manifold
>> pressures and RPM. BTW, it is easy to calibrate the MP gauge as there
>> is an adjustment at the rear (inside) of the instrument. Using a
>> recently calibrated altimeter, read the barometric pressure in the
>> Kohlsman window and convert that to millimeters. 29.92" at sea level is
>> 760 mm. Adjust the MP gauge to read the barometric pressure as read on
>> the calibrated altimeter.
>>
>> I wonder how many people flying behind an M14P know if the barometric
>> chamber on the carburetor is properly adjusted for their specific field
>> elevation? Since we can not manually lean our engines, I believe it is
>> something that when properly preset, can help reduce your fuel
>> consumption. Isn't that what leaning is suppose to do as we increase
>> altitude? I believe every little bit does help.
>>
>> FWIW (and that's not much),
>> Dennis
>>
>>
>>
>>
>>
>>
>> After
>> ----- Original Message ----- From: "David McGirt" <david@mcgirt.net>
>> To: <yak-list@matronics.com>
>> Sent: Thursday, May 22, 2008 9:57 AM
>> Subject: Re: Yak-List: More Fuel prices
>>
>>
>>>
>>> Ok guys... Lets be honest.. You own a warbird.. They are not fast,
>>> they are
>>> not economical , they are fun and we love them.
>>>
>>> We can kid ourselves all we want.. "If I buy that JPI ( $800 ), then I
>>> will
>>> know the best power setting to save fuel ( $800 worth? Hehe ) , Like
>>> doc
>>> said.. If I install $3000 worth of newer electronics, the weight
>>> savings
>>> should save me... Errrr... $3000 of gas...
>>>
>>> Just enjoy the damn things, but the fact that you could justify a
>>> Yak/CJ to
>>> yourself/spouse in the first place, means you don't REALLY care..
>>> Otherwise
>>> you would have bought a damn Mooney.. Hehe
>>>
>>> The gentleman from Canada ( forgot the name, sorry! ) made the most
>>> sense..
>>> Plenty of places to save money, but trying to do it with your plane, is
>>> throwing good money after bad.. Ride your bike or quit the $7 freaking
>>> coffees.. Hehehe.. I know I could save a lot, without spending
>>> anything!
>>> That concept does not seem to work on my planes..
>>>
>>> Anyway, back to the humorous justifications....
>>>
>>>
>>>
>>>
>>> On 5/22/08 9:43 AM, "Roger Kemp" <viperdoc@mindspring.com> wrote:
>>>
>>>> <viperdoc@mindspring.com
>>>> >
>>>>
>>>> Craig,
>>>> The only thing that will make a YAK 52 more economical is to fold the
>>>> feet
>>>> into wells in the wings. So instead of having three huge parasites
>>>> sitting
>>>> there under the belly you have a clean air frame. Flush riveting would
>>>> also
>>>> streamline the airframe some too. Find a way to cool the engine
>>>> without the
>>>> gills being open is another way to speed her up to. Stripping a lot of
>>>> the
>>>> weight in the form of inverters, RU radios and instruments would also
>>>> lighten
>>>> her up. The glass panels like Dynon and Chelton's would offer a lot of
>>>> info in
>>>> a more compact unit for one tenth the wt. Pulling that 45 lb generator
>>>> and all
>>>> the miles of electrical wiring out would also lighten up the A/C to.
>>>> Installing a fuel flow monitor would also help you determine the best
>>>> throttle
>>>> setting for the best fuel economy.
>>>> My Yak 50 weighs nearly 1000 lb less than the 52. I've done most of
>>>> the above
>>>> to her. Have not stripped out the wiring yet but waiting for an
>>>> excuse. She is
>>>> one of the flush riveted models. Although her feet do not fold
>>>> completely into
>>>> the wing, they are a hell of a lot more streamlined than the 52's.
>>>> Close the
>>>> gills almost shut on a really cold day and she cruises 5-6 knots
>>>> faster. While
>>>> the 52s chug along at 65% and 700 mmHg indicating 130 kts, I'm
>>>> throttled back
>>>> at 60% and 600 mmHg still having to do S turns to stay with them. The
>>>> whole
>>>> time they are burning 15 gal/hr at those settings, I'm showing a fuel
>>>> flow of
>>>> 11.3 gal/ hour at the above settings. The FS 450 has been a huge asset
>>>> in
>>>> monitoring fuel consumption along with increasing the gallons per
>>>> mile!
>>>> Those are just my humble observations on things that could clean up
>>>> the 52 and
>>>> make her more "green".
>>>> Doc
>>>>
>>>> -----Original Message-----
>>>> From: owner-yak-list-server@matronics.com
>>>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Cpayne
>>>> Sent: Thursday, May 22, 2008 6:53 AM
>>>> To: yak-list
>>>> Subject: Yak-List: More Fuel prices
>>>>
>>>>
>>>> I'll leave the politics alone other than to say that Money is the
>>>> mother's
>>>> milk of politics and the Oil companies have plenty of money...
>>>>
>>>> When we talk of fuel prices, we are really talking about operations
>>>> cost. HOW
>>>> the airplane is operated and maintained can have an important effect
>>>> on
>>>> cost-of-operation. Good flight planning can work wonders, on cross
>>>> counties, I
>>>> call ahead for fuel prices, hours of operation, etc. NOT doing this
>>>> has
>>>> screwed my long cross countries more than once on ferry flights.
>>>> Working winds
>>>> aloft, etc, has always benefited my flights. standard stuff.
>>>>
>>>> Now, pertaining to the Yak/CJ, I know from experience that there are
>>>> tuning
>>>> and operations tips that improve the CJ-6's miles-per-gallon. read my
>>>> stuff in
>>>> the RPA store for some of those tips. However, I don't know how much
>>>> the Yak
>>>> could benefit but I would love to work hands-on with a -52 to see what
>>>> is
>>>> possible.
>>>>
>>>> Craig Payne
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 19
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|
| Subject: | Re: More Fuel prices |
Not a good argument Dave. You would have made the high speed low pass
regardless. And you would have already saved the 1 gallon (example) of gas
before you made the low pass.
My whole point is we're not going to see avgas prices going down. But we
can find ways to reduce fuel consumption without giving up our fun flying.
And at reasonable cost justifications. Spending $3000 or more to reduce the
weight by "X" number of lbs will be a much, much smaller rate of return.
When you have the ability to control how much fuel the airplane burns, now
you will see a much faster rate of return on the investment of $500. 100
hours per year at $5/gallon pays for the instrument. Plus the other
benefits that come automatically with using this instrument.
Dennis
----- Original Message -----
From: "David McGirt" <david@mcgirt.net>
Sent: Thursday, May 22, 2008 12:11 PM
Subject: Re: Yak-List: More Fuel prices
>
> Well put Dennis, we can make modest improvements in how we fly etc.. Point
> taken..
>
> But, I still think, that gal you described, is lost by 99% of us, because
> we
> decided to do one low approach at full power ( just because it is fun!)
>
> Like in my mountain biking.. $1000 for carbon fiber, save 2 lbs.. Should
> I
> put down my 1/2lb whopper while I order that? I know where I can get
> weight
> out of the picture cheaply... My ass! Hehe..
>
> Also, good point on the base calibration on the carb, will have to look at
> that.
>
> David
>
>
> On 5/22/08 11:40 AM, "Dennis Savarese" <dsavarese@elmore.rr.com> wrote:
>
>> <dsavarese@elmore.rr.com>
>>
>> Yes, $800 worth Dave. $500 if you buy it at Gulf Coast Avionics.
>> Certainly
>> not on one flight, but depending on the number of hours you fly a year,
>> it
>> could easily pay for itself if it helps you to reduce your fuel
>> consumption
>> by 1 gallon per hour by helping you manage your power settings.
>> Installing
>> one for myself proved that it was quite easy to reduce the fuel
>> consumption
>> by 1 gallon an hour and most importantly, increase the miles per gallon.
>> Increasing miles per gallon is the key. Yes, it does require interfacing
>> to
>> your GPS though. But that's easy too. One wire, possibly two if there
>> needs to be a ground.
>>
>> I have heard many people tell me what manifold pressure they are
>> developing
>> at WOT with their stock 360 HP M14P's. Most were high. Very few were
>> low.
>> My first question to them is, when was the last time you calibrated or
>> had
>> your MP gauge calibrated? If the MP gauge is calibrated and the tach is
>> reasonably close to being accurate, your engine should produce the book
>> specs fuel flows at given manifold pressures and RPM. BTW, it is easy to
>> calibrate the MP gauge as there is an adjustment at the rear (inside) of
>> the
>> instrument. Using a recently calibrated altimeter, read the barometric
>> pressure in the Kohlsman window and convert that to millimeters. 29.92"
>> at
>> sea level is 760 mm. Adjust the MP gauge to read the barometric pressure
>> as
>> read on the calibrated altimeter.
>>
>> I wonder how many people flying behind an M14P know if the barometric
>> chamber on the carburetor is properly adjusted for their specific field
>> elevation? Since we can not manually lean our engines, I believe it is
>> something that when properly preset, can help reduce your fuel
>> consumption.
>> Isn't that what leaning is suppose to do as we increase altitude? I
>> believe
>> every little bit does help.
>>
>> FWIW (and that's not much),
>> Dennis
>>
>>
>>
>>
>>
>>
>> After
>> ----- Original Message -----
>> From: "David McGirt" <david@mcgirt.net>
>> To: <yak-list@matronics.com>
>> Sent: Thursday, May 22, 2008 9:57 AM
>> Subject: Re: Yak-List: More Fuel prices
>>
>>
>>>
>>> Ok guys... Lets be honest.. You own a warbird.. They are not fast, they
>>> are
>>> not economical , they are fun and we love them.
>>>
>>> We can kid ourselves all we want.. "If I buy that JPI ( $800 ), then I
>>> will
>>> know the best power setting to save fuel ( $800 worth? Hehe ) , Like doc
>>> said.. If I install $3000 worth of newer electronics, the weight savings
>>> should save me... Errrr... $3000 of gas...
>>>
>>> Just enjoy the damn things, but the fact that you could justify a Yak/CJ
>>> to
>>> yourself/spouse in the first place, means you don't REALLY care..
>>> Otherwise
>>> you would have bought a damn Mooney.. Hehe
>>>
>>> The gentleman from Canada ( forgot the name, sorry! ) made the most
>>> sense..
>>> Plenty of places to save money, but trying to do it with your plane, is
>>> throwing good money after bad.. Ride your bike or quit the $7 freaking
>>> coffees.. Hehehe.. I know I could save a lot, without spending
>>> anything!
>>> That concept does not seem to work on my planes..
>>>
>>> Anyway, back to the humorous justifications....
>>>
>>>
>>>
>>>
>>> On 5/22/08 9:43 AM, "Roger Kemp" <viperdoc@mindspring.com> wrote:
>>>
>>>> <viperdoc@mindspring.com>
>>>>
>>>> Craig,
>>>> The only thing that will make a YAK 52 more economical is to fold the
>>>> feet
>>>> into wells in the wings. So instead of having three huge parasites
>>>> sitting
>>>> there under the belly you have a clean air frame. Flush riveting would
>>>> also
>>>> streamline the airframe some too. Find a way to cool the engine without
>>>> the
>>>> gills being open is another way to speed her up to. Stripping a lot of
>>>> the
>>>> weight in the form of inverters, RU radios and instruments would also
>>>> lighten
>>>> her up. The glass panels like Dynon and Chelton's would offer a lot of
>>>> info in
>>>> a more compact unit for one tenth the wt. Pulling that 45 lb generator
>>>> and all
>>>> the miles of electrical wiring out would also lighten up the A/C to.
>>>> Installing a fuel flow monitor would also help you determine the best
>>>> throttle
>>>> setting for the best fuel economy.
>>>> My Yak 50 weighs nearly 1000 lb less than the 52. I've done most of the
>>>> above
>>>> to her. Have not stripped out the wiring yet but waiting for an excuse.
>>>> She is
>>>> one of the flush riveted models. Although her feet do not fold
>>>> completely
>>>> into
>>>> the wing, they are a hell of a lot more streamlined than the 52's.
>>>> Close
>>>> the
>>>> gills almost shut on a really cold day and she cruises 5-6 knots
>>>> faster.
>>>> While
>>>> the 52s chug along at 65% and 700 mmHg indicating 130 kts, I'm
>>>> throttled
>>>> back
>>>> at 60% and 600 mmHg still having to do S turns to stay with them. The
>>>> whole
>>>> time they are burning 15 gal/hr at those settings, I'm showing a fuel
>>>> flow of
>>>> 11.3 gal/ hour at the above settings. The FS 450 has been a huge asset
>>>> in
>>>> monitoring fuel consumption along with increasing the gallons per mile!
>>>> Those are just my humble observations on things that could clean up the
>>>> 52 and
>>>> make her more "green".
>>>> Doc
>>>>
>>>> -----Original Message-----
>>>> From: owner-yak-list-server@matronics.com
>>>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Cpayne
>>>> Sent: Thursday, May 22, 2008 6:53 AM
>>>> To: yak-list
>>>> Subject: Yak-List: More Fuel prices
>>>>
>>>>
>>>> I'll leave the politics alone other than to say that Money is the
>>>> mother's
>>>> milk of politics and the Oil companies have plenty of money...
>>>>
>>>> When we talk of fuel prices, we are really talking about operations
>>>> cost.
>>>> HOW
>>>> the airplane is operated and maintained can have an important effect on
>>>> cost-of-operation. Good flight planning can work wonders, on cross
>>>> counties, I
>>>> call ahead for fuel prices, hours of operation, etc. NOT doing this has
>>>> screwed my long cross countries more than once on ferry flights.
>>>> Working
>>>> winds
>>>> aloft, etc, has always benefited my flights. standard stuff.
>>>>
>>>> Now, pertaining to the Yak/CJ, I know from experience that there are
>>>> tuning
>>>> and operations tips that improve the CJ-6's miles-per-gallon. read my
>>>> stuff in
>>>> the RPA store for some of those tips. However, I don't know how much
>>>> the
>>>> Yak
>>>> could benefit but I would love to work hands-on with a -52 to see what
>>>> is
>>>> possible.
>>>>
>>>> Craig Payne
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 20
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| Subject: | Terra Transponder |
My Terra Transponder's display has gone dark. The guts work fine, according
to our local avionics shop, but the display gave up the ghost in the heat of
ARS VII. So before I decide to come into the 21st century with something new,
has anybody out there got an old functioning Terra sitting on the bench? If
so, contact me offline. Thanks, Blitz
Byron M. Fox
80 Milland Drive
Mill Valley, CA 94941
415-307-2405
**************
Get trade secrets for amazing burgers. Watch "Cooking with
Tyler Florence" on AOL Food.
(http://food.aol.com/tyler-florence?video=4&
?NCID=aolfod00030000000002)
Message 21
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| Subject: | Good 285 for Sale |
I have a good 285 for sale, 500 SMOH, intake drains, Auto Ignition, spare
exhaust plumbed for smoke system, been on oil filter since in States, Oil
analysis done every 50 hrs shows a good engine, runs strong! The only
reason
for putting the engine up for sale is that I swapped over to a M14P "Rat"
engine
from Bill Blackwell. The 285 has been maintained by Blackwell since in the
States as
well.
$6,500 plus shipping.
Scott Andrews
602-705-4413
**************Get trade secrets for amazing burgers. Watch "Cooking with
Tyler Florence" on AOL Food.
(http://food.aol.com/tyler-florence?video=4&?NCID=aolfod00030000000002)
Message 22
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| Subject: | Yakking in Canada?? |
Possibility I might get a job transfer to Vancouver... How are the Great White
Northerners when It comes to Yak flying??
I have a 52TD. What sort of paperwork is needed???
(Or do I just keep it at Bellingham across the border??) :?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=184416#184416
Message 23
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| Subject: | Re: Yakking in Canada?? |
Yaking in Canada is not as bad as it sounds.
The first thing you need to ask yourself is will you keep the TD Us register? All
things considered, I would. Truth be told, the Yak market in Canada is so small
that it is simply impossible to have hull insurance. Yep, all Canadian Yaks
are flying with liability only.
If you keep the TD US registered, the only thing you will need is a piece of paper
from Transport Canada (our FAA but not as trigger happy) to "Validate" your
CofA. There is a cost associated to it; $100 and the validation is good for
90 days. So unless you plan on flying it all year long, you can expect a $200-$300
out of pocket per year. If your TD is parked all winter, then no need for
a validation.
Other than that, you will need $1 000 000 liability insurance.
If you want more info, feel free to email me questions;
fougapilot@hotmail.com
Dan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=184432#184432
Message 24
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| Subject: | Re: Yakking in Canada?? |
Yakkers,
Not true.
Become a member of COPA, then through their Marsh "Goldwings" insurance
policy you can get hull insurance for Canadian registered Yaks at a
reasonable price. At least that is true for a YAK 55M. The policy covers you
for recreational aerobatics. The Marsh underwriter is Lloyds. You can even
get a competition aerobatic endorsement for a few more $'s. Go to the Marsh
website and check it out.
Royden
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of fougapilot
Sent: 22 May 2008 3:20 PM
Subject: Yak-List: Re: Yakking in Canada??
Yaking in Canada is not as bad as it sounds.
The first thing you need to ask yourself is will you keep the TD Us
register? All things considered, I would. Truth be told, the Yak market in
Canada is so small that it is simply impossible to have hull insurance. Yep,
all Canadian Yaks are flying with liability only.
If you keep the TD US registered, the only thing you will need is a piece of
paper from Transport Canada (our FAA but not as trigger happy) to "Validate"
your CofA. There is a cost associated to it; $100 and the validation is good
for 90 days. So unless you plan on flying it all year long, you can expect a
$200-$300 out of pocket per year. If your TD is parked all winter, then no
need for a validation.
Other than that, you will need $1 000 000 liability insurance.
If you want more info, feel free to email me questions;
fougapilot@hotmail.com
Dan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=184432#184432
Message 25
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| Subject: | It's been a great ride |
Gang,
ARS VII is in the books. 50+ airplanes for 3+ days of professional,
safe, and fun flying, and great evening events. There truly is
nothing like ARS anywhere in the world. Amy, Amanda, and Lysandra
did their usual magic of keeping everyone happy, well fed, hydrated
(it was 100+ every day), sunscreened (ditto) and entertained while
Hartely and Brandon kept everyone flying, training, and learning.
Alan Silver again gave a fantastic emergency egress brief, Bill
Blackwell gave a talk on his in-flight engine failure, former USN
Survival Specialist Noah Graeme gave a great talk on what to do once
you've survived the egress/emergency landing, and Skip Holm capped
our Saturday banquet with a talk on Reno Racers.
Transition training, aerobatics, basic FAST formation, Tactical
Formation (another great brief, Moto!), and BFM/ACM were all safely
enjoyed - a testament to the professionalism of our pilots and a
great reflection on the RPA's commitment to excellence. And we flew
more this year than we did in each of the last 2 years, to boot.
We have new champions of the Carrier Landing (I avoided claiming the
"Boltron" award ;) ), Formation Challenge, and Bomb Drop competitions
(you should see the eye watering perpetual awards provided by
Condor!), and more importantly old acquaintances were renewed and new
friendships forged. Participants came from all over California,
Arizona, Washington, Idaho, and one each from Maine and North Carolina.
This year marked my 5th year as Event Director for ARS, and it's with
mixed emotions that I'm officially announcing it is my last.
Resigning is a bitter sweet, but necessary and ultimately very
positive step I need to make at this time. The event will continue
on in the very capable hands of the ARS staff and enjoy continued
support from the RPA. I am grateful to all of you who have in any
way been associated with ARS throughout the years - your efforts and
support are appreciated and have made ARS the "best darned warbird
event in the country!"
Thank you for a great ride.
Check six,
Bdog
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