Today's Message Index:
----------------------
1. 12:47 AM - Yahoo! Auto Response (duncan1574@sbcglobal.net)
2. 04:20 AM - Re: Yak 55M Tail Wheel (Scott Poehlmann)
3. 06:53 AM - Re: Yak 55M Tail Wheel (Javier Carrasco)
4. 08:50 AM - Re: Yak 55M Tail Wheel (Eric Wobschall)
5. 09:42 AM - Re: CJ6 remote oil filter kits (barryhancock)
6. 12:03 PM - Getting caught off guard, a life and death issue (barryhancock)
7. 12:57 PM - Re: Getting caught off guard, a life and death issue (Byron Fox)
8. 01:39 PM - Re: Getting caught off guard, a life and death issue (Didier Blouzard)
9. 01:42 PM - Re: Re: CJ6 remote oil filter kits (Gill Gutierrez)
10. 01:51 PM - Re: CJ6 remote oil filter kits (barryhancock)
11. 02:15 PM - Yak-52 For Sale or Partnership in Raleigh NC (Grayson)
12. 05:37 PM - Re: Getting caught off guard, a life and death issue (Eric Wobschall)
13. 05:39 PM - Re: Getting caught off guard, a life and death issue (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
14. 05:51 PM - Re: Yak 55M Tail Wheel (Scott Poehlmann)
15. 06:35 PM - Re: Getting caught off guard, a life and death issue (vectorwarbirds@aol.com)
16. 07:53 PM - Re: Getting caught off guard, a life and death issue (barryhancock)
17. 08:07 PM - Re: Getting caught off guard, a life and death issue (Roger Kemp)
Message 1
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| Subject: | Yahoo! Auto Response |
I am away from my primary Internet access device and therefore have limited
(if any) access to email. I will response to you when I get back in front of this
laptop. :-)
Message 2
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| Subject: | Re: Yak 55M Tail Wheel |
Replace it with a Scott 3200.
You can get a local machine shop to make an adapter plate that will fit
onto the tailwheel spring and then just bolt it right on. I have such a
tailwheel on my 55 and it great. Easier to push the plane around, easier
to get replacement tires/parts. Next time I am out at the hangar (today
PM? Tomorrow?) I'll shoot a photo of the adapter plate and sent it to
you off list.
Scott
On 9-21-2010 17:46, Flightbag wrote:
> --> Yak-List message posted by: "Flightbag"<jbcockrell@gmail.com>
>
> On my Yak-55, one of the stops that prevents the tail wheel from swiveling broke
off.
>
> Obviously I need to repair it.
>
> Any suggestions?
>
> Thanks...............Flightbag
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=313293#313293
>
>
Message 3
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| Subject: | Re: Yak 55M Tail Wheel |
Hi Scott,
if you can i will like to have a pic too!
Thanks!
--- On Wed, 9/22/10, Scott Poehlmann <scott-p@texas.net> wrote:
From: Scott Poehlmann <scott-p@texas.net>
Subject: Re: Yak-List: Yak 55M Tail Wheel
- Replace it with a Scott 3200.
You can get a local machine shop to make an adapter plate that will fit
onto the tailwheel spring and then just bolt it right on. I have such a
tailwheel on my 55 and it great. Easier to push the plane around, easier
to get replacement tires/parts. Next time I am out at the hangar (today
PM? Tomorrow?) I'll shoot a photo of the adapter plate and sent it to
you off list.
Scott
On 9-21-2010 17:46, Flightbag wrote:
> -->- Yak-List message posted by: "Flightbag"<jbcockrell@gmail.com>
>
> On my Yak-55, one of the stops that prevents the tail wheel from swivelin
g broke off.
>
> Obviously I need to repair it.
>
> Any suggestions?
>
> Thanks...............Flightbag
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=313293#313293
>
>
le, List Admin.
=0A=0A=0A
Message 4
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| Subject: | Re: Yak 55M Tail Wheel |
Is there a worry of excessive aft CG for some spin recoveries?
On Sep 22, 2010, at 7:15 AM, Scott Poehlmann wrote:
>
> Replace it with a Scott 3200.
>
> You can get a local machine shop to make an adapter plate that will
> fit onto the tailwheel spring and then just bolt it right on. I have
> such a tailwheel on my 55 and it great. Easier to push the plane
> around, easier to get replacement tires/parts. Next time I am out at
> the hangar (today PM? Tomorrow?) I'll shoot a photo of the adapter
> plate and sent it to you off list.
>
> Scott
>
> On 9-21-2010 17:46, Flightbag wrote:
>> --> Yak-List message posted by: "Flightbag"<jbcockrell@gmail.com>
>>
>> On my Yak-55, one of the stops that prevents the tail wheel from
>> swiveling broke off.
>>
>> Obviously I need to repair it.
>>
>> Any suggestions?
>>
>> Thanks...............Flightbag
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=313293#313293
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 5
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| Subject: | Re: CJ6 remote oil filter kits |
Gill,
That sounds like a good replacement for a paper filter. Does it have the "smart"
technology of the ADC i.e. filter dirty light, chip light (option)? Particularly
for the Housai which doesn't have a chip light on the motor like the M14P
does, this is a very nice feature.
Barry
--------
Barry Hancock
Worldwide Warbirds, Inc.
(909) 606-4444
www.worldwidewarbirds.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=313399#313399
Message 6
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| Subject: | Getting caught off guard, a life and death issue |
Gang,
I had an experience recently that I would like to share with you. First, I want
to give you some background, both because many of you don't know me, and I think
it's relevant to the issue at hand.
I have had the good fortune to fly Yaks and CJs for over 10 years now. I have
~2000 hrs. of PIC time, mostly in warbirds. For the past several years I have
been current in the following aircraft: CJ-6, Yak-50, L-39, and Lancair Legacy.
For the past 3 years my CJ and Yak flying time has been more limited due to
work and my constant commuting back and forth from Utah to Chino in the Lancair,
but I've still managed about 300 hrs./year all combined. In the past few
months we have had 3 different ground up restoration CJs get completed and delivered.
Part of that process is test flying the freshly restored airplanes,
which definitely gets your attention as a pilot. Included in this has been a
lot of adjustments with the engine, which necessitates a lot of starting, stopping,
tweaking, starting, etc. A lot of in and out of the cockpit. Well, one
day, I got lazy.....
On a CJ that I had literally started over a dozen times over the period of several
days between test flights, prop governor adjustments, electronic engine monitoring
tweaks, etc., I was all set for another test flight. Preflight complete,
pulled through, primed and ready, I hit the start button. The engine had
been starting flawlessly, so when it didn't start after a few blades I stopped
and reprimed. A few more blades and nothing. A few more start attempts...nothing.
I decided to get out and start over. So I unstrapped, got out and started
to pull the prop through....on the second blade the engine coughed and then
roared to life. When it coughed I knew what was coming and jumped out of the
way. My guess is the engine was turning about 1400 RPM....no chocks, no brake
strap...and it started rolling. In the blink of an eye I spun out of the
way and reacted. I knew what was at stake...get the plane stopped quickly or
this brand new restoration as going to tear into a hangar down the row.
As the plane was rolling towards me, I got clear of the prop arc and tried to jump
up on the front of the wing. My timing was a little off and the wing hit
me right in the side of the hip (the bruise still shows 2 months later). Luckily,
I landed on my feet. I knew at this point with the plane accelerating that
I had one last chance. Simultaneously back peddling and planting to jump up,
I grabbed ahold of the canopy rail, pulled myself up, reached in and grabbed
the brake handle with my right hand and killed the mags with my left. Where the
plane stopped there had been a Piper Cherokee sticking out of it's hangar about
30 minutes before. Another 20 feet further and the wingtip would have grabbed
a hangar door and spun the airplane into that hangar with the prop at something
above idle. It would have been ugly.
What would have been uglier is my body splattered all over that ramp. I reacted
to the situation and luckily things came out OK. I can't count on that luck
if it were to happen again. And neither can you.....
So, here are the main things I've learned from this and hopefully you can learn
by reading, and not from your own similar event.
1) Familiarity breeds complacency. I had done this so many times recently (and
always with the airplane chocked when we were tweaking) I neglected to follow
the golden rules: Mags OFF, Throttle IDLE, Parking Brake Set. Any of these
three make for a much less exciting event. It only takes one time getting complacent
to have a really bad day.
2) Just because you are current, doesn't mean you are proficient. While I had
about 10 hours of CJ flying in the last couple of months prior to this, I fly
a variety of stuff so my habits for the CJ isn't what it used to be when I flew
them almost exclusively. When things got out of the routine, I needed to stop
and double check everything.
3) No matter what, follow the golden rules for pulling through the prop. 1)
Mags off, 2) throttle idle, and 3) parking brake (in the case of the CJ, a velcro
strap) in place.
I got lucky. I could have turned into prop-sui. I could have gotten someone else
hurt. The plane could have been destroyed. Lots of other bad things were
possible. Honestly, it was my athleticism that saved me...not something I'd
like to count on again, and something that left guys like Pappy a few years ago.
;)- The other thing that saved me was proper technique on pulling the prop
through. One thing I have in my head is to treat that prop like a loaded gun.
I see guys that get their body in the prop arc when pulling blades through
and it makes me cringe. Had I done that, I likely would not be writing this.
Things go well for so long we sometimes forget how narrow the line is between fun
and death in this business. I remember now...and hopefully you do to.
Happy Flying!
Barry
--------
Barry Hancock
Worldwide Warbirds, Inc.
(909) 606-4444
www.worldwidewarbirds.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=313411#313411
Message 7
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| Subject: | Re: Getting caught off guard, a life and death issue |
Many, many thanks, Barry. There, but for the grace of God, go all of us.
I tend to rush. Too many times, I've fired-up after refueling at the gas
pump only to discover, when shutting down at my hangar, that I failed to
turn the air on. Only the air in CJ's plumbing saved me. Very, very sloppy.
...Blitz
On Wed, Sep 22, 2010 at 12:00 PM, barryhancock <
bhancock@worldwidewarbirds.com> wrote:
> bhancock@worldwidewarbirds.com>
>
> Gang,
>
> I had an experience recently that I would like to share with you. First, I
> want to give you some background, both because many of you don't know me,
> and I think it's relevant to the issue at hand.
>
> I have had the good fortune to fly Yaks and CJs for over 10 years now. I
> have ~2000 hrs. of PIC time, mostly in warbirds. For the past several years
> I have been current in the following aircraft: CJ-6, Yak-50, L-39, and
> Lancair Legacy. For the past 3 years my CJ and Yak flying time has been
> more limited due to work and my constant commuting back and forth from Utah
> to Chino in the Lancair, but I've still managed about 300 hrs./year all
> combined. In the past few months we have had 3 different ground up
> restoration CJs get completed and delivered. Part of that process is test
> flying the freshly restored airplanes, which definitely gets your attention
> as a pilot. Included in this has been a lot of adjustments with the engine,
> which necessitates a lot of starting, stopping, tweaking, starting, etc. A
> lot of in and out of the cockpit. Well, one day, I got lazy.....
>
> On a CJ that I had literally started over a dozen times over the period of
> several days between test flights, prop governor adjustments, electronic
> engine monitoring tweaks, etc., I was all set for another test flight.
> Preflight complete, pulled through, primed and ready, I hit the start
> button. The engine had been starting flawlessly, so when it didn't start
> after a few blades I stopped and reprimed. A few more blades and nothing.
> A few more start attempts...nothing. I decided to get out and start over.
> So I unstrapped, got out and started to pull the prop through....on the
> second blade the engine coughed and then roared to life. When it coughed I
> knew what was coming and jumped out of the way. My guess is the engine was
> turning about 1400 RPM....no chocks, no brake strap...and it started
> rolling. In the blink of an eye I spun out of the way and reacted. I knew
> what was at stake...get the plane stopped quickly or this brand new
> restoration as going to tear into a h!
> angar down the row.
>
> As the plane was rolling towards me, I got clear of the prop arc and tried
> to jump up on the front of the wing. My timing was a little off and the
> wing hit me right in the side of the hip (the bruise still shows 2 months
> later). Luckily, I landed on my feet. I knew at this point with the plane
> accelerating that I had one last chance. Simultaneously back peddling and
> planting to jump up, I grabbed ahold of the canopy rail, pulled myself up,
> reached in and grabbed the brake handle with my right hand and killed the
> mags with my left. Where the plane stopped there had been a Piper Cherokee
> sticking out of it's hangar about 30 minutes before. Another 20 feet
> further and the wingtip would have grabbed a hangar door and spun the
> airplane into that hangar with the prop at something above idle. It would
> have been ugly.
>
> What would have been uglier is my body splattered all over that ramp. I
> reacted to the situation and luckily things came out OK. I can't count on
> that luck if it were to happen again. And neither can you.....
>
> So, here are the main things I've learned from this and hopefully you can
> learn by reading, and not from your own similar event.
>
> 1) Familiarity breeds complacency. I had done this so many times recently
> (and always with the airplane chocked when we were tweaking) I neglected to
> follow the golden rules: Mags OFF, Throttle IDLE, Parking Brake Set. Any
> of these three make for a much less exciting event. It only takes one time
> getting complacent to have a really bad day.
>
> 2) Just because you are current, doesn't mean you are proficient. While I
> had about 10 hours of CJ flying in the last couple of months prior to this,
> I fly a variety of stuff so my habits for the CJ isn't what it used to be
> when I flew them almost exclusively. When things got out of the routine, I
> needed to stop and double check everything.
>
> 3) No matter what, follow the golden rules for pulling through the prop.
> 1) Mags off, 2) throttle idle, and 3) parking brake (in the case of the
> CJ, a velcro strap) in place.
>
> I got lucky. I could have turned into prop-sui. I could have gotten
> someone else hurt. The plane could have been destroyed. Lots of other bad
> things were possible. Honestly, it was my athleticism that saved me...not
> something I'd like to count on again, and something that left guys like
> Pappy a few years ago. ;)- The other thing that saved me was proper
> technique on pulling the prop through. One thing I have in my head is to
> treat that prop like a loaded gun. I see guys that get their body in the
> prop arc when pulling blades through and it makes me cringe. Had I done
> that, I likely would not be writing this.
>
> Things go well for so long we sometimes forget how narrow the line is
> between fun and death in this business. I remember now...and hopefully you
> do to.
>
> Happy Flying!
>
> Barry
>
> --------
> Barry Hancock
> Worldwide Warbirds, Inc.
> (909) 606-4444
> www.worldwidewarbirds.com
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=313411#313411
>
>
--
Byron M. Fox
80 Milland Drive
Mill Valley, CA 94941
415-307-2405
Message 8
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| Subject: | Re: Getting caught off guard, a life and death issue |
Hi Barry,
that's remind us all that getting into a plane is never never like jumping
on a bicycle and that whatever is our experience we always have to question
ourselve and think twice.
Thanks very much to share this experience with us.
Hope it will help me (us) not to make the same mistake.
Fly safe,...., but FLY.
Didier
2010/9/22 barryhancock <bhancock@worldwidewarbirds.com>
> bhancock@worldwidewarbirds.com>
>
> Gang,
>
> I had an experience recently that I would like to share with you. First, I
> want to give you some background, both because many of you don't know me,
> and I think it's relevant to the issue at hand.
>
> I have had the good fortune to fly Yaks and CJs for over 10 years now. I
> have ~2000 hrs. of PIC time, mostly in warbirds. For the past several years
> I have been current in the following aircraft: CJ-6, Yak-50, L-39, and
> Lancair Legacy. For the past 3 years my CJ and Yak flying time has been
> more limited due to work and my constant commuting back and forth from Utah
> to Chino in the Lancair, but I've still managed about 300 hrs./year all
> combined. In the past few months we have had 3 different ground up
> restoration CJs get completed and delivered. Part of that process is test
> flying the freshly restored airplanes, which definitely gets your attention
> as a pilot. Included in this has been a lot of adjustments with the engine,
> which necessitates a lot of starting, stopping, tweaking, starting, etc. A
> lot of in and out of the cockpit. Well, one day, I got lazy.....
>
> On a CJ that I had literally started over a dozen times over the period of
> several days between test flights, prop governor adjustments, electronic
> engine monitoring tweaks, etc., I was all set for another test flight.
> Preflight complete, pulled through, primed and ready, I hit the start
> button. The engine had been starting flawlessly, so when it didn't start
> after a few blades I stopped and reprimed. A few more blades and nothing.
> A few more start attempts...nothing. I decided to get out and start over.
> So I unstrapped, got out and started to pull the prop through....on the
> second blade the engine coughed and then roared to life. When it coughed I
> knew what was coming and jumped out of the way. My guess is the engine was
> turning about 1400 RPM....no chocks, no brake strap...and it started
> rolling. In the blink of an eye I spun out of the way and reacted. I knew
> what was at stake...get the plane stopped quickly or this brand new
> restoration as going to tear into a h!
> angar down the row.
>
> As the plane was rolling towards me, I got clear of the prop arc and tried
> to jump up on the front of the wing. My timing was a little off and the
> wing hit me right in the side of the hip (the bruise still shows 2 months
> later). Luckily, I landed on my feet. I knew at this point with the plane
> accelerating that I had one last chance. Simultaneously back peddling and
> planting to jump up, I grabbed ahold of the canopy rail, pulled myself up,
> reached in and grabbed the brake handle with my right hand and killed the
> mags with my left. Where the plane stopped there had been a Piper Cherokee
> sticking out of it's hangar about 30 minutes before. Another 20 feet
> further and the wingtip would have grabbed a hangar door and spun the
> airplane into that hangar with the prop at something above idle. It would
> have been ugly.
>
> What would have been uglier is my body splattered all over that ramp. I
> reacted to the situation and luckily things came out OK. I can't count on
> that luck if it were to happen again. And neither can you.....
>
> So, here are the main things I've learned from this and hopefully you can
> learn by reading, and not from your own similar event.
>
> 1) Familiarity breeds complacency. I had done this so many times recently
> (and always with the airplane chocked when we were tweaking) I neglected to
> follow the golden rules: Mags OFF, Throttle IDLE, Parking Brake Set. Any
> of these three make for a much less exciting event. It only takes one time
> getting complacent to have a really bad day.
>
> 2) Just because you are current, doesn't mean you are proficient. While I
> had about 10 hours of CJ flying in the last couple of months prior to this,
> I fly a variety of stuff so my habits for the CJ isn't what it used to be
> when I flew them almost exclusively. When things got out of the routine, I
> needed to stop and double check everything.
>
> 3) No matter what, follow the golden rules for pulling through the prop.
> 1) Mags off, 2) throttle idle, and 3) parking brake (in the case of the
> CJ, a velcro strap) in place.
>
> I got lucky. I could have turned into prop-sui. I could have gotten
> someone else hurt. The plane could have been destroyed. Lots of other bad
> things were possible. Honestly, it was my athleticism that saved me...not
> something I'd like to count on again, and something that left guys like
> Pappy a few years ago. ;)- The other thing that saved me was proper
> technique on pulling the prop through. One thing I have in my head is to
> treat that prop like a loaded gun. I see guys that get their body in the
> prop arc when pulling blades through and it makes me cringe. Had I done
> that, I likely would not be writing this.
>
> Things go well for so long we sometimes forget how narrow the line is
> between fun and death in this business. I remember now...and hopefully you
> do to.
>
> Happy Flying!
>
> Barry
>
> --------
> Barry Hancock
> Worldwide Warbirds, Inc.
> (909) 606-4444
> www.worldwidewarbirds.com
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=313411#313411
>
>
--
Didier BLOUZARD
didier.blouzard@gmail.com
0624243672
Message 9
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| Subject: | Re: CJ6 remote oil filter kits |
Barry,
PurePower does not have a filter dirty indicator or a chip sensor. It is a
spin on filter replacement with built in magnets to remove ferric particles
which may get past the engine oil pump filter screens. This allows you to
see if you are making metal in your engine via excessive wear. The unit is
completely washable and reusable and has better flow characteristic than
spin on paper filters which by-pass significant oil flow as they begin to
load up. The M14P chip sensor is located ahead of the engine oil pump
filter screen and filter except for the pump screen are all located after
the pump. So, larger engine generated chips are trapped ahead of the oil
pump and shouldn't reach the filter.
I don't sell the PurePower filter, but it is a real nice unit and pricey.
Gill
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of barryhancock
Sent: Wednesday, September 22, 2010 9:40 AM
Subject: Yak-List: Re: CJ6 remote oil filter kits
<bhancock@worldwidewarbirds.com>
Gill,
That sounds like a good replacement for a paper filter. Does it have the
"smart" technology of the ADC i.e. filter dirty light, chip light (option)?
Particularly for the Housai which doesn't have a chip light on the motor
like the M14P does, this is a very nice feature.
Barry
--------
Barry Hancock
Worldwide Warbirds, Inc.
(909) 606-4444
www.worldwidewarbirds.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=313399#313399
Message 10
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| Subject: | Re: CJ6 remote oil filter kits |
Thanks, Gill. Sounds like a nice alternative....especially if you already have
a spin on installation.
OH, and I've yet to see a really good product for an engine related accessory that
isn't pricey. [Wink]
--------
Barry Hancock
Worldwide Warbirds, Inc.
(909) 606-4444
www.worldwidewarbirds.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=313421#313421
Message 11
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| Subject: | Yak-52 For Sale or Partnership in Raleigh NC |
A 1991 Yak-52
N552BM - you can google the N number for photos
Looking to sell, or for 3 partners.
Aircraft is hangared at Raleigh Executive Airport (TTA).
Sell price is $67,500
Partnership price is $225/month and $125/hr (wet)
Maintained, and all annuals (conditionals) done by professional mechanic over past
4 years
14 gallon auxiliary fuel tank installed behind rear passenger seat
Smoking Airplane smoke system (5 gal)
2 Softie seatpack parachutes
Custom aircraft cover
Aircraft total time 730 hr
Engine SMOH 600 hr
Beautiful and well maintained airplane.
Flown by professional pilot.
Contact:
Grayson Gallaher
859-866-8586
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=313422#313422
Message 12
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| Subject: | Re: Getting caught off guard, a life and death issue |
Thanks for sharing. A good week for good advice.
On Sep 22, 2010, at 3:00 PM, barryhancock wrote:
> >
>
> Gang,
>
> I had an experience recently that I would like to share with you.
> First, I want to give you some background, both because many of you
> don't know me, and I think it's relevant to the issue at hand.
>
> I have had the good fortune to fly Yaks and CJs for over 10 years
> now. I have ~2000 hrs. of PIC time, mostly in warbirds. For the
> past several years I have been current in the following aircraft:
> CJ-6, Yak-50, L-39, and Lancair Legacy. For the past 3 years my CJ
> and Yak flying time has been more limited due to work and my
> constant commuting back and forth from Utah to Chino in the Lancair,
> but I've still managed about 300 hrs./year all combined. In the
> past few months we have had 3 different ground up restoration CJs
> get completed and delivered. Part of that process is test flying
> the freshly restored airplanes, which definitely gets your attention
> as a pilot. Included in this has been a lot of adjustments with the
> engine, which necessitates a lot of starting, stopping, tweaking,
> starting, etc. A lot of in and out of the cockpit. Well, one day,
> I got lazy.....
>
> On a CJ that I had literally started over a dozen times over the
> period of several days between test flights, prop governor
> adjustments, electronic engine monitoring tweaks, etc., I was all
> set for another test flight. Preflight complete, pulled through,
> primed and ready, I hit the start button. The engine had been
> starting flawlessly, so when it didn't start after a few blades I
> stopped and reprimed. A few more blades and nothing. A few more
> start attempts...nothing. I decided to get out and start over. So I
> unstrapped, got out and started to pull the prop through....on the
> second blade the engine coughed and then roared to life. When it
> coughed I knew what was coming and jumped out of the way. My guess
> is the engine was turning about 1400 RPM....no chocks, no brake
> strap...and it started rolling. In the blink of an eye I spun out
> of the way and reacted. I knew what was at stake...get the plane
> stopped quickly or this brand new restoration as going to tear into
> a h!
> angar down the row.
>
> As the plane was rolling towards me, I got clear of the prop arc and
> tried to jump up on the front of the wing. My timing was a little
> off and the wing hit me right in the side of the hip (the bruise
> still shows 2 months later). Luckily, I landed on my feet. I knew
> at this point with the plane accelerating that I had one last
> chance. Simultaneously back peddling and planting to jump up, I
> grabbed ahold of the canopy rail, pulled myself up, reached in and
> grabbed the brake handle with my right hand and killed the mags with
> my left. Where the plane stopped there had been a Piper Cherokee
> sticking out of it's hangar about 30 minutes before. Another 20
> feet further and the wingtip would have grabbed a hangar door and
> spun the airplane into that hangar with the prop at something above
> idle. It would have been ugly.
>
> What would have been uglier is my body splattered all over that
> ramp. I reacted to the situation and luckily things came out OK. I
> can't count on that luck if it were to happen again. And neither
> can you.....
>
> So, here are the main things I've learned from this and hopefully
> you can learn by reading, and not from your own similar event.
>
> 1) Familiarity breeds complacency. I had done this so many times
> recently (and always with the airplane chocked when we were
> tweaking) I neglected to follow the golden rules: Mags OFF,
> Throttle IDLE, Parking Brake Set. Any of these three make for a
> much less exciting event. It only takes one time getting complacent
> to have a really bad day.
>
> 2) Just because you are current, doesn't mean you are proficient.
> While I had about 10 hours of CJ flying in the last couple of months
> prior to this, I fly a variety of stuff so my habits for the CJ
> isn't what it used to be when I flew them almost exclusively. When
> things got out of the routine, I needed to stop and double check
> everything.
>
> 3) No matter what, follow the golden rules for pulling through the
> prop. 1) Mags off, 2) throttle idle, and 3) parking brake (in the
> case of the CJ, a velcro strap) in place.
>
> I got lucky. I could have turned into prop-sui. I could have
> gotten someone else hurt. The plane could have been destroyed.
> Lots of other bad things were possible. Honestly, it was my
> athleticism that saved me...not something I'd like to count on
> again, and something that left guys like Pappy a few years
> ago. ;)- The other thing that saved me was proper technique on
> pulling the prop through. One thing I have in my head is to treat
> that prop like a loaded gun. I see guys that get their body in the
> prop arc when pulling blades through and it makes me cringe. Had I
> done that, I likely would not be writing this.
>
> Things go well for so long we sometimes forget how narrow the line
> is between fun and death in this business. I remember now...and
> hopefully you do to.
>
> Happy Flying!
>
> Barry
>
> --------
> Barry Hancock
> Worldwide Warbirds, Inc.
> (909) 606-4444
> www.worldwidewarbirds.com
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=313411#313411
>
>
Message 13
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| Subject: | Getting caught off guard, a life and death issue |
Barry,
Just wanted to tell you something publicly. All your excellent points aside,
what impresses me more than anything else is your honesty and humility. It
took a lot of guts to tell that story and I just want you to know I recognize
and respect that fact. A lot.
Mark Bitterlich
________________________________
From: owner-yak-list-server@matronics.com on behalf of barryhancock
Sent: Wed 9/22/2010 3:00 PM
Subject: Yak-List: Getting caught off guard, a life and death issue
Gang,
I had an experience recently that I would like to share with you. First, I want
to give you some background, both because many of you don't know me, and I think
it's relevant to the issue at hand.
I have had the good fortune to fly Yaks and CJs for over 10 years now. I have
~2000 hrs. of PIC time, mostly in warbirds. For the past several years I have
been current in the following aircraft: CJ-6, Yak-50, L-39, and Lancair Legacy.
For the past 3 years my CJ and Yak flying time has been more limited due to
work and my constant commuting back and forth from Utah to Chino in the Lancair,
but I've still managed about 300 hrs./year all combined. In the past few
months we have had 3 different ground up restoration CJs get completed and delivered.
Part of that process is test flying the freshly restored airplanes,
which definitely gets your attention as a pilot. Included in this has been a
lot of adjustments with the engine, which necessitates a lot of starting, stopping,
tweaking, starting, etc. A lot of in and out of the cockpit. Well, one
day, I got lazy.....
On a CJ that I had literally started over a dozen times over the period of several
days between test flights, prop governor adjustments, electronic engine monitoring
tweaks, etc., I was all set for another test flight. Preflight complete,
pulled through, primed and ready, I hit the start button. The engine had
been starting flawlessly, so when it didn't start after a few blades I stopped
and reprimed. A few more blades and nothing. A few more start attempts...nothing.
I decided to get out and start over. So I unstrapped, got out and started
to pull the prop through....on the second blade the engine coughed and then
roared to life. When it coughed I knew what was coming and jumped out of the
way. My guess is the engine was turning about 1400 RPM....no chocks, no brake
strap...and it started rolling. In the blink of an eye I spun out of the
way and reacted. I knew what was at stake...get the plane stopped quickly or
this brand new restoration as going to tear into a h!
angar down the row.
As the plane was rolling towards me, I got clear of the prop arc and tried to jump
up on the front of the wing. My timing was a little off and the wing hit
me right in the side of the hip (the bruise still shows 2 months later). Luckily,
I landed on my feet. I knew at this point with the plane accelerating that
I had one last chance. Simultaneously back peddling and planting to jump up,
I grabbed ahold of the canopy rail, pulled myself up, reached in and grabbed
the brake handle with my right hand and killed the mags with my left. Where the
plane stopped there had been a Piper Cherokee sticking out of it's hangar about
30 minutes before. Another 20 feet further and the wingtip would have grabbed
a hangar door and spun the airplane into that hangar with the prop at something
above idle. It would have been ugly.
What would have been uglier is my body splattered all over that ramp. I reacted
to the situation and luckily things came out OK. I can't count on that luck
if it were to happen again. And neither can you.....
So, here are the main things I've learned from this and hopefully you can learn
by reading, and not from your own similar event.
1) Familiarity breeds complacency. I had done this so many times recently (and
always with the airplane chocked when we were tweaking) I neglected to follow
the golden rules: Mags OFF, Throttle IDLE, Parking Brake Set. Any of these
three make for a much less exciting event. It only takes one time getting complacent
to have a really bad day.
2) Just because you are current, doesn't mean you are proficient. While I had
about 10 hours of CJ flying in the last couple of months prior to this, I fly
a variety of stuff so my habits for the CJ isn't what it used to be when I flew
them almost exclusively. When things got out of the routine, I needed to stop
and double check everything.
3) No matter what, follow the golden rules for pulling through the prop. 1)
Mags off, 2) throttle idle, and 3) parking brake (in the case of the CJ, a velcro
strap) in place.
I got lucky. I could have turned into prop-sui. I could have gotten someone else
hurt. The plane could have been destroyed. Lots of other bad things were
possible. Honestly, it was my athleticism that saved me...not something I'd
like to count on again, and something that left guys like Pappy a few years ago.
;)- The other thing that saved me was proper technique on pulling the prop
through. One thing I have in my head is to treat that prop like a loaded gun.
I see guys that get their body in the prop arc when pulling blades through
and it makes me cringe. Had I done that, I likely would not be writing this.
Things go well for so long we sometimes forget how narrow the line is between fun
and death in this business. I remember now...and hopefully you do to.
Happy Flying!
Barry
--------
Barry Hancock
Worldwide Warbirds, Inc.
(909) 606-4444
www.worldwidewarbirds.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=313411#313411
Message 14
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| Subject: | Re: Yak 55M Tail Wheel |
Not at all. The adapter plate weighs perhaps 500 gm, and the whole
Scott tailwheel assembly weighs either the same or perhaps a bit less
than the original Russian one. The net effect on w/b is negligible. I
have more than 450 hours of Advanced category acro (inverted spins, lots
of snaps, etc) in my 55 and it spins and snaps (and recovers)
beautifully. AND, I can push my airplane backwards if need be...<VBG>
Scott
On 9-22-2010 08:59, Eric Wobschall wrote:
>
> Is there a worry of excessive aft CG for some spin recoveries?
>
> On Sep 22, 2010, at 7:15 AM, Scott Poehlmann wrote:
>
>>
>> Replace it with a Scott 3200.
>>
>> You can get a local machine shop to make an adapter plate that will
>> fit onto the tailwheel spring and then just bolt it right on. I have
>> such a tailwheel on my 55 and it great. Easier to push the plane
>> around, easier to get replacement tires/parts. Next time I am out at
>> the hangar (today PM? Tomorrow?) I'll shoot a photo of the adapter
>> plate and sent it to you off list.
>>
>> Scott
>>
>> On 9-21-2010 17:46, Flightbag wrote:
>>> --> Yak-List message posted by: "Flightbag"<jbcockrell@gmail.com>
>>>
>>> On my Yak-55, one of the stops that prevents the tail wheel from
>>> swiveling broke off.
>>>
>>> Obviously I need to repair it.
>>>
>>> Any suggestions?
>>>
>>> Thanks...............Flightbag
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=313293#313293
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>
>
Message 15
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| Subject: | Re: Getting caught off guard, a life and death issue |
Good to hear all went well.
I can't remember who it was but the same thing happened several years ago
at a airshow I believe, it was a Nanchang flight and they had to shut dow
n and wait for the proceeding act to finish. Thinking about hydraulic loc
k the pilot got out and pulled the prop through and it started. It hit hi
m in the shoulder and elsewhere with devastating results. Does anyone rem
ember who that CJ pilot was? This is exactly why I have an external mag
indicator on my Nanchang Haiyan C, one glance from in front of the engine
and I can tell where the mags are. No brainer. And why there is still di
scussion about oil shut off valves is beyond me, they are a no brainer as
well, you have to have one or your just well, use your imagination.
TGB
-----Original Message-----
From: barryhancock <bhancock@worldwidewarbirds.com>
Sent: Wed, Sep 22, 2010 12:00 pm
Subject: Yak-List: Getting caught off guard, a life and death issue
.com>
Gang,
I had an experience recently that I would like to share with you. First,
I want
to give you some background, both because many of you don't know me, and
I think
it's relevant to the issue at hand.
I have had the good fortune to fly Yaks and CJs for over 10 years now. I
have
~2000 hrs. of PIC time, mostly in warbirds. For the past several years I
have
been current in the following aircraft: CJ-6, Yak-50, L-39, and Lancair Le
gacy.
For the past 3 years my CJ and Yak flying time has been more limited due
to work
and my constant commuting back and forth from Utah to Chino in the Lancair
, but
I've still managed about 300 hrs./year all combined. In the past few mont
hs we
have had 3 different ground up restoration CJs get completed and delivered
.
Part of that process is test flying the freshly restored airplanes, which
definitely gets your attention as a pilot. Included in this has been a lo
t of
adjustments with the engine, which necessitates a lot of starting, stoppin
g,
tweaking, starting, etc. A lot of in and out of the cockpit. Well, one
day, I
got lazy.....
On a CJ that I had literally started over a dozen times over the period of
several days between test flights, prop governor adjustments, electronic
engine
monitoring tweaks, etc., I was all set for another test flight. Preflight
complete, pulled through, primed and ready, I hit the start button. The
engine
had been starting flawlessly, so when it didn't start after a few blades
I
stopped and reprimed. A few more blades and nothing. A few more start
attempts...nothing. I decided to get out and start over. So I unstrapped,
got
out and started to pull the prop through....on the second blade the engine
coughed and then roared to life. When it coughed I knew what was coming
and
jumped out of the way. My guess is the engine was turning about 1400 RPM.
...no
chocks, no brake strap...and it started rolling. In the blink of an eye
I spun
out of the way and reacted. I knew what was at stake...get the plane stop
ped
quickly or this brand new restoration as going to tear into a h!
angar down the row.
As the plane was rolling towards me, I got clear of the prop arc and tried
to
jump up on the front of the wing. My timing was a little off and the wing
hit
me right in the side of the hip (the bruise still shows 2 months later).
Luckily, I landed on my feet. I knew at this point with the plane acceler
ating
that I had one last chance. Simultaneously back peddling and planting to
jump
up, I grabbed ahold of the canopy rail, pulled myself up, reached in and
grabbed
the brake handle with my right hand and killed the mags with my left. Wher
e the
plane stopped there had been a Piper Cherokee sticking out of it's hangar
about
30 minutes before. Another 20 feet further and the wingtip would have gra
bbed a
hangar door and spun the airplane into that hangar with the prop at someth
ing
above idle. It would have been ugly.
What would have been uglier is my body splattered all over that ramp. I
reacted
to the situation and luckily things came out OK. I can't count on that lu
ck if
it were to happen again. And neither can you.....
So, here are the main things I've learned from this and hopefully you can
learn
by reading, and not from your own similar event.
1) Familiarity breeds complacency. I had done this so many times recentl
y (and
always with the airplane chocked when we were tweaking) I neglected to fol
low
the golden rules: Mags OFF, Throttle IDLE, Parking Brake Set. Any of the
se
three make for a much less exciting event. It only takes one time getting
complacent to have a really bad day.
2) Just because you are current, doesn't mean you are proficient. While
I had
about 10 hours of CJ flying in the last couple of months prior to this, I
fly a
variety of stuff so my habits for the CJ isn't what it used to be when I
flew
them almost exclusively. When things got out of the routine, I needed to
stop
and double check everything.
3) No matter what, follow the golden rules for pulling through the prop.
1)
Mags off, 2) throttle idle, and 3) parking brake (in the case of the CJ,
a
velcro strap) in place.
I got lucky. I could have turned into prop-sui. I could have gotten some
one
else hurt. The plane could have been destroyed. Lots of other bad things
were
possible. Honestly, it was my athleticism that saved me...not something
I'd
like to count on again, and something that left guys like Pappy a few year
s ago.
;)- The other thing that saved me was proper technique on pulling the pro
p
through. One thing I have in my head is to treat that prop like a loaded
gun.
I see guys that get their body in the prop arc when pulling blades through
and
it makes me cringe. Had I done that, I likely would not be writing this.
Things go well for so long we sometimes forget how narrow the line is betw
een
fun and death in this business. I remember now...and hopefully you do to.
Happy Flying!
Barry
--------
Barry Hancock
Worldwide Warbirds, Inc.
(909) 606-4444
www.worldwidewarbirds.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=313411#313411
========================
===========
========================
===========
========================
===========
========================
===========
Message 16
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| Subject: | Re: Getting caught off guard, a life and death issue |
Mark, thanks. In my mind the important thing is to try to help others avoid our
mistakes....
--------
Barry Hancock
Worldwide Warbirds, Inc.
(909) 606-4444
www.worldwidewarbirds.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=313449#313449
Message 17
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| Subject: | Getting caught off guard, a life and death issue |
Barry,
First, thanks for your candor. Second, the culture of excellance that the RPA has
been cultivating welcomes the openes of "there I was" experiences that benefit
all of the RPA aircraft owners. That is the culture that exists in Army, Air
Force, and Navy flying safety programs. Blame is not what those programs are
about. Awareness of the incident and the series of minor events that lead up
to the incident or accident, as it would be, are what those programs are about.
The whole purpose of a flying safety program is to educate the aviators. Flying
safety is not about embaressment or assignment of blame. That is better left
up to the accident investigation board under the perview of the NTSB.
Thanks Barry for bearing your soul. Glad you survived the incident. What you have
done may save someone else's life.
Doc
-----Original Message-----
>From: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>Sent: Sep 22, 2010 7:30 PM
>To: yak-list@matronics.com
>Subject: RE: Yak-List: Getting caught off guard, a life and death issue
>
>
>Barry,
>
>Just wanted to tell you something publicly. All your excellent points aside,
what impresses me more than anything else is your honesty and humility. It
took a lot of guts to tell that story and I just want you to know I recognize
and respect that fact. A lot.
>
>Mark Bitterlich
>
>
>________________________________
>
>From: owner-yak-list-server@matronics.com on behalf of barryhancock
>Sent: Wed 9/22/2010 3:00 PM
>To: yak-list@matronics.com
>Subject: Yak-List: Getting caught off guard, a life and death issue
>
>
>
>Gang,
>
>I had an experience recently that I would like to share with you. First, I want
to give you some background, both because many of you don't know me, and I
think it's relevant to the issue at hand.
>
>I have had the good fortune to fly Yaks and CJs for over 10 years now. I have
~2000 hrs. of PIC time, mostly in warbirds. For the past several years I have
been current in the following aircraft: CJ-6, Yak-50, L-39, and Lancair Legacy.
For the past 3 years my CJ and Yak flying time has been more limited due
to work and my constant commuting back and forth from Utah to Chino in the Lancair,
but I've still managed about 300 hrs./year all combined. In the past few
months we have had 3 different ground up restoration CJs get completed and delivered.
Part of that process is test flying the freshly restored airplanes,
which definitely gets your attention as a pilot. Included in this has been a
lot of adjustments with the engine, which necessitates a lot of starting, stopping,
tweaking, starting, etc. A lot of in and out of the cockpit. Well, one
day, I got lazy.....
>
>On a CJ that I had literally started over a dozen times over the period of several
days between test flights, prop governor adjustments, electronic engine monitoring
tweaks, etc., I was all set for another test flight. Preflight complete,
pulled through, primed and ready, I hit the start button. The engine had
been starting flawlessly, so when it didn't start after a few blades I stopped
and reprimed. A few more blades and nothing. A few more start attempts...nothing.
I decided to get out and start over. So I unstrapped, got out and started
to pull the prop through....on the second blade the engine coughed and then
roared to life. When it coughed I knew what was coming and jumped out of
the way. My guess is the engine was turning about 1400 RPM....no chocks, no brake
strap...and it started rolling. In the blink of an eye I spun out of the
way and reacted. I knew what was at stake...get the plane stopped quickly or
this brand new restoration as going to tear into a h
!
> angar down the row.
>
>As the plane was rolling towards me, I got clear of the prop arc and tried to
jump up on the front of the wing. My timing was a little off and the wing hit
me right in the side of the hip (the bruise still shows 2 months later). Luckily,
I landed on my feet. I knew at this point with the plane accelerating that
I had one last chance. Simultaneously back peddling and planting to jump up,
I grabbed ahold of the canopy rail, pulled myself up, reached in and grabbed
the brake handle with my right hand and killed the mags with my left. Where
the plane stopped there had been a Piper Cherokee sticking out of it's hangar
about 30 minutes before. Another 20 feet further and the wingtip would have grabbed
a hangar door and spun the airplane into that hangar with the prop at something
above idle. It would have been ugly.
>
>What would have been uglier is my body splattered all over that ramp. I reacted
to the situation and luckily things came out OK. I can't count on that luck
if it were to happen again. And neither can you.....
>
>So, here are the main things I've learned from this and hopefully you can learn
by reading, and not from your own similar event.
>
>1) Familiarity breeds complacency. I had done this so many times recently (and
always with the airplane chocked when we were tweaking) I neglected to follow
the golden rules: Mags OFF, Throttle IDLE, Parking Brake Set. Any of these
three make for a much less exciting event. It only takes one time getting complacent
to have a really bad day.
>
>2) Just because you are current, doesn't mean you are proficient. While I had
about 10 hours of CJ flying in the last couple of months prior to this, I fly
a variety of stuff so my habits for the CJ isn't what it used to be when I flew
them almost exclusively. When things got out of the routine, I needed to
stop and double check everything.
>
>3) No matter what, follow the golden rules for pulling through the prop. 1)
Mags off, 2) throttle idle, and 3) parking brake (in the case of the CJ, a velcro
strap) in place.
>
>I got lucky. I could have turned into prop-sui. I could have gotten someone
else hurt. The plane could have been destroyed. Lots of other bad things were
possible. Honestly, it was my athleticism that saved me...not something I'd
like to count on again, and something that left guys like Pappy a few years ago.
;)- The other thing that saved me was proper technique on pulling the prop
through. One thing I have in my head is to treat that prop like a loaded gun.
I see guys that get their body in the prop arc when pulling blades through
and it makes me cringe. Had I done that, I likely would not be writing this.
>
>Things go well for so long we sometimes forget how narrow the line is between
fun and death in this business. I remember now...and hopefully you do to.
>
>Happy Flying!
>
>Barry
>
>--------
>Barry Hancock
>Worldwide Warbirds, Inc.
>(909) 606-4444
>www.worldwidewarbirds.com
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=313411#313411
>
>
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