Today's Message Index:
----------------------
1. 05:00 AM - Re: April 2010 Yak 50 Engine Failure in UK (Stu)
2. 06:25 AM - Re: Re: engine failure over water (dabear)
3. 06:35 AM - Re: Re: engine failure over water (William Halverson)
4. 07:01 AM - Re: Re: engine failure over water (Roger Kemp)
5. 07:09 AM - Re: Re: Yak-List Digest: 6 Msgs - 03/03/11 (Mark Davis)
6. 10:46 AM - Re: engine failure & parachutes (cjpilot710@aol.com)
7. 11:08 AM - Desiccant (doug sapp)
8. 12:03 PM - "more efficient engine designs of the past two decades" (Ron Davis)
9. 03:13 PM - YAK 52 oil tank (Avro)
10. 03:17 PM - Re: 3 blade prop for sale (Avro)
11. 03:33 PM - Horizon failure (Didier Blouzard)
Message 1
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| Subject: | Re: April 2010 Yak 50 Engine Failure in UK |
Thanks Greasysideup. Your post is what I was looking for. Some of us may disagree
with some parts of your policy but I like the fact that it is clear and readily
applied in time we have to make these decisions before it is too late.
--------
Stewart Nicholson
Yak 52 N122GC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=333026#333026
Message 2
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| Subject: | Re: engine failure over water |
I agree with much of what you said, and as you state, its up to the
individual to make their plan. But at least make a plan.
I fly over the Chesapeake frequently as well. But typically can't get high
because of the SFRA. I've got the LPU and a survival vest. Using both
under the chute is not very comfortable, but is not too bad. I've gotten
lax it using both or either depending on the situation. I'm going to have
to re-look at the layout.
The vest has strobe, small survival kit (matches, space blanket, food bar,
etc.), portable aviation radio, SPOT Sat tracker, and Glock 20c when legal.
I go back and forth between using the vest and stuffing everything in the
pockets of the flight suit as its more comfortable that way.
That said, If I lose the engine at lower altitudes over the Chesapeake I
plan on a zoom climb and a bail out. I don't plan on ditching in the water.
Bear
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of GreasySideUp
Sent: Monday, March 07, 2011 1:11 AM
Subject: Yak-List: Re: engine failure over water
Over water above 1k I am out of the airplane 100% of the time. With that
said I spent a hundred bucks on a C02 inflatable life preserver that fits
very comfortable under my chute even during negative g aerobatics. Bailing
out, I am guaranteed to live minus a very rare chute malfunction. Ditching
is iffy at best (Again if anyone has ditch statistics that would be awesome)
The best case would be that the plane stayed upright and floated. Worst
case is that it flipped and sank and I fumbled to get my chute off.
I fly over the Chesapeake bay quite regularly. I fly as high as I can to
leave plenty of time to coordinate for rescue over the radio and I note
where the boats are and what direction they are heading. My plan is to
glide to a spot where I would drift down in the path of someone that may see
me in the chute. Average chutes fall at about 1000 feet/min, getting out at
a higher altitude would probably give the boater a little more time to see
your chute.
If you fly regularly over the water with a chute but without a 100 dollar
LPU (Life Preserver Unit) you may need to re-evaluate. While you are
reading this, go to Sportys and place an order and it will be here in a few
days. Treading water with full clothing on - I give most non swimmers about
5 minutes or 1/4 mile from shore to live. You can extend that by taking
your jeans off, tying a knot in the leg and blowing them up for flotation.
In that case you may want to take your chances ditching. If you ditch I
would add undoing your chute straps to the checklist above so you have one
less thing to worry about.
In the silk on the way down, think about trying your cell phone. Call 911
if you have a signal. Don't drop it. Leave it on, select speaker and put
it back in your flight suit pocket at around 1000 feet so you can start
thinking about landing.
Again, this is technique only. The bottom line is to have a plan involving
a decision matrix that you know you will follow. The time to think about
how you will ditch or bail out is right now, not at 2k over trees with a
windmilling prop. A massive fire is probably the easiest decision to make,
unless you are over water without a life preserver. Then it is going to be a
short ride to think that you should have called sportys for that LPU while
you are in the silk.
Yes I have thought about this a little.....
Brief the plan and fly the brief.
-j
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=333015#333015
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| Subject: | Re: engine failure over water |
Do emergency locator beacons have a manual 'on' position?
And don't forget squak code 7700
+-----Original Message-----
+From: GreasySideUp [mailto:greasysideup@hotmail.com]
+Sent: Sunday, March 6, 2011 10:11 PM
+To: yak-list@matronics.com
+Subject: Yak-List: Re: engine failure over water
+
+
+In the silk on the way down, think about trying your cell phone. Call 911 if
you have a signal. Don't drop it. Leave it on, select speaker and put it back
in your flight suit pocket at around 1000 feet so you can start thinking about
landing.
Message 4
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| Subject: | Re: engine failure over water |
Answer: Yes they do require manually activating the becaon.
Another personal survival item to add to your checklist before you step. If you
wear a flight suit, after you stuff all of whatever you like to fly with in it
make sure to zip the pockets. Especially the leg pockets. I've seen many a person
walking to their planes with the ankle (leg) pockets hanging wide open.
With the pockets open they can catch on things you would not think as you try
to rapidly egress from the cockpit.
The besides things can fall out of them during acro is a no brainer. For the same
reason I have pax empty thier pockets before flying.
Doc
>
>
>Do emergency locator beacons have a manual 'on' position?
Message 5
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| Subject: | Re: Yak-List Digest: 6 Msgs - 03/03/11 |
Great fun for Paddles that night waving a midnight Scooter not knowing
what the emergency was! Maybe an approach light on the RAT to work
with? A night approach using a PRC-63/90 never seemed like a realistic
option single seat. You did what you were trained to do:
aviate-navigate-communicate. (Good thing they weren't working MOVLAS!)
Mark Davis
N44YK
Former Garuda/Guntrain Paddles
----- Original Message -----
From: Norman Davis
To: yak-list@matronics.com
Sent: Friday, March 04, 2011 3:06 PM
Subject: Yak-List: Re: Yak-List Digest: 6 Msgs - 03/03/11
Hi Guys
With regard to the discussion about bail outs versus emergency
landing. Mark Bitterlich's comments are spot on.
To add my two cents:
Practice emergency approaches every chance you get.
If you are a sky diver and have jumps under your belt, then consider
carefully the jump option.
Can you egress safely?
Will aircraft end up crashing in a "safe" area?
Has the aircraft stopped flying in spite of your control inputs?
JUMP!!
Case in point:
A4 NIGHT catapult shot fully loaded with bombs.
Radio and lights lost airborne.
Extremely high temperature air impinging on left thigh. Hot air flow
reduces with reduced throttle. Flight controls OK, maintaining 500'.
CVA making 30 knots to recover returning strike.
Cannot bring bombs back aboard.
Decision:
Chances of surviving ejection on a black ass night in front of carrier
doing 30 knots? Pretty slim.
Fly a "day approach" pattern to end up alongside LSO about 300'.
NORDO, NO LIGHTS.
Jettison Bombs on SAFE alongside - gets attention.
Pull up and execute day approach, fitting into recovering pattern on
CCA.
Trap aboard
Shut Down in gear. Hot air flow stops on shut down. Piss Off the
flight deck crew who have to hook up tractor and pull clear to allow
recovery to continue.
Time from cat shot to safe recovery: 15 minutes.
Explain actions to CVA skipper and CAG - immediately.
During explanation, squadron maintenance personnel advise emergency
genuine. No lights, no radio and G suit fitting broken to allow hot air
from engine into cockpit.
Had lots of practice? Yes, most FCLPs (Field Carrier Landing Practice)
are conducted at night. Hundreds are completed before carrier quals.
Decision right? Go figure.
Cheers
Norm Davis Cdr USN ret.
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To: Yak-List Digest List <yak-list-digest@matronics.com>
Sent: Fri, 4 March, 2011 8:59:49 PM
Subject: Yak-List Digest: 6 Msgs - 03/03/11
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Total Messages Posted Thu 03/03/11: 6
----------------------------------------------------------
Today's Message Index:
----------------------
1. 12:55 AM - Bail outs (Bruce Thomas)
2. 12:16 PM - Re: Re: April 2010 Yak 50 Engine Failure in UK
(Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
3. 12:41 PM - Re: Re: April 2010 Yak 50 Engine Failure in UK
(Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
4. 01:24 PM - Strong 304 chutes (Eric Wobschall)
5. 02:06 PM - Re: Re: April 2010 Yak 50 Engine Failure in UK
(Eric Wobschall)
6. 02:27 PM - Re: Re: April 2010 Yak 50 Engine Failure in UK
(Roger Kemp M.D.)
________________________________ Message 1
_____________________________________
Time: 12:55:52 AM PST US
From: "Bruce Thomas" <bvthomas@bigpond.com>
Subject: Yak-List: Bail outs
I was taught when the noise stops
And cannot be restarted the aircraft now belongs to the insurance
company
And you look after your butt first and last
Bruce
________________________________ Message 2
_____________________________________
Time: 12:16:42 PM PST US
Subject: RE: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
From: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E"
<mark.bitterlich@navy.mil>
Question: When it seized, did it do any damage to the engine mounts?
Mark Bitterlich
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Richard
Goode
Sent: Wednesday, March 02, 2011 2:25 PM
Subject: RE: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
<richard.goode@russianaeros.com>
Yes,he was over the lake district in the north of England which is
pretty
rough terrain.Initially,the engine continued to run [without any oil]
so
he
thought he could get to Carlisle airfield,but it then seized solid!!
Richard Goode
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Stu
Sent: 02 March 2011 19:05
Subject: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
A credit to the pilot for bringing his aircraft to the ground safely
and
walking away from it. However, reflecting on this experience (and one
of my
own), the pilot's decision to force land vs. bale out troubles me.
Traditionally (at least in the U.S.) we get a lot more training on how
to
force land an aircraft than how to bale out of it. Whereas, in the
USSR,
DOSAAF students were required to practice and demonstrate proficiency
in
Yak
bale out procedures. Yet the DOSAAF records have many accounts of
injury
and fatality attributable to pilots' decisions to stay with their
aircraft
when there was no apparent need to.
I suppose that pondering the decision for a split second too long
could
cost
a pilot his life. It seems to me that in most imaginable
circumstances
the
decision can be made beforehand...so as to avoid hesitation in the
cockpit.
For my part, considering the relatively low value of a Yak or CJ
(compared
to life), if it is clear that the engine will not restart and with
enough
altitude and minimal threat to those on the ground, the policy is
bale
out
now and pick up the insurance check later.
Stu Nicholson
--------
Stewart Nicholson
Yak 52 N122GC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=332517#332517
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________________________________ Message 3
_____________________________________
Time: 12:41:08 PM PST US
Subject: RE: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
From: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E"
<mark.bitterlich@navy.mil>
Without a doubt a very interesting discussion and one where valuable
information can be circulated in order for everyone to make their own
personal decision based on accurate information.
But even in the military it remains just that -- a personal decision
--
and it remains one with these aircraft as well. Certainly when the
"WING OFF" light comes on, the decision is a no-brainer. However
there
are a lot of other factors that have to be considered as well.
Jumping
out of your airplane when it is over a highly residential area might
be
the best thing to do in order to save your own life, but what of
others?
Is taking the time to consider that factor less than smart? Possibly.
However I doubt anyone would condemn a pilot for at least considering
that aspect of the decision. In fact, MANY pilots who decided to stay
with their aircraft are now referred to as "Hero's", as well they
should
be.
So I have to respectfully disagree. I think you can prepare "canned
situations" where you can make the decision beforehand, but just like
going into battle.... a lot of decisions have to be made right on the
spot and sometimes there are factors that require you to think a
little
bit before you just turn upside down and release your seatbelt.
Mark Bitterlich
N50YK
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Stu
Sent: Wednesday, March 02, 2011 2:05 PM
Subject: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
A credit to the pilot for bringing his aircraft to the ground safely
and
walking away from it. However, reflecting on this experience (and one
of my own), the pilot's decision to force land vs. bale out troubles
me.
Traditionally (at least in the U.S.) we get a lot more training on how
to force land an aircraft than how to bale out of it. Whereas, in the
USSR, DOSAAF students were required to practice and demonstrate
proficiency in Yak bale out procedures. Yet the DOSAAF records have
many accounts of injury and fatality attributable to pilots' decisions
to stay with their aircraft when there was no apparent need to.
I suppose that pondering the decision for a split second too long
could
cost a pilot his life. It seems to me that in most imaginable
circumstances the decision can be made beforehand...so as to avoid
hesitation in the cockpit. For my part, considering the relatively
low
value of a Yak or CJ (compared to life), if it is clear that the
engine
will not restart and with enough altitude and minimal threat to those
on
the ground, the policy is bale out now and pick up the insurance
check
later.
Stu Nicholson
--------
Stewart Nicholson
Yak 52 N122GC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=332517#332517
________________________________ Message 4
_____________________________________
Time: 01:24:50 PM PST US
From: Eric Wobschall <eric@buffaloskyline.com>
Subject: Yak-List: Strong 304 chutes
I have two Strong 304 Warbird Seat packs (standard harness). I
purchased
them new about this time last year, at which time they had a fresh
pack.
With the new 6 month rule and off-season, they haven't been re-packed
since then. These have had only light use (especially the rear chute).
OD green, and has a blue zip-on travel one inch cushion and a carry
bag.
I'd like to sell them together. Contact me off list. Thanks.
Eric D. Wobschall
Buffalo Skyline
Buffalo-Lancaster Airport (KBQR):
4343 Walden Avenue
Lancaster, NY 14086
Office:
2120 Maple Road
Williamsville, NY 14221-1922
716.208.5460
________________________________ Message 5
_____________________________________
Time: 02:06:25 PM PST US
Subject: Re: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
From: Eric Wobschall <eric@buffaloskyline.com>
Also, we're so conditioned to land the airplane and it's just
counter-intuitive
to jump. On fire, uncontrollable or over impossible terrain seem like
no-brainers.
Other situations... tougher.
On Mar 3, 2011, at 3:24 PM, Bitterlich, Mark G CIV Det Cherry Point,
MALS-14 64E
wrote:
>
> Without a doubt a very interesting discussion and one where valuable
> information can be circulated in order for everyone to make their
own
> personal decision based on accurate information.
>
> But even in the military it remains just that -- a personal decision
--
> and it remains one with these aircraft as well. Certainly when the
> "WING OFF" light comes on, the decision is a no-brainer. However
there
> are a lot of other factors that have to be considered as well.
Jumping
> out of your airplane when it is over a highly residential area might
be
> the best thing to do in order to save your own life, but what of
others?
> Is taking the time to consider that factor less than smart?
Possibly.
> However I doubt anyone would condemn a pilot for at least
considering
> that aspect of the decision. In fact, MANY pilots who decided to
stay
> with their aircraft are now referred to as "Hero's", as well they
should
> be.
>
> So I have to respectfully disagree. I think you can prepare "canned
> situations" where you can make the decision beforehand, but just
like
> going into battle.... a lot of decisions have to be made right on
the
> spot and sometimes there are factors that require you to think a
little
> bit before you just turn upside down and release your seatbelt.
>
> Mark Bitterlich
> N50YK
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Stu
> Sent: Wednesday, March 02, 2011 2:05 PM
> To: yak-list@matronics.com
> Subject: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
>
>
> A credit to the pilot for bringing his aircraft to the ground safely
and
> walking away from it. However, reflecting on this experience (and
one
> of my own), the pilot's decision to force land vs. bale out troubles
me.
>
>
> Traditionally (at least in the U.S.) we get a lot more training on
how
> to force land an aircraft than how to bale out of it. Whereas, in
the
> USSR, DOSAAF students were required to practice and demonstrate
> proficiency in Yak bale out procedures. Yet the DOSAAF records have
> many accounts of injury and fatality attributable to pilots'
decisions
> to stay with their aircraft when there was no apparent need to.
>
> I suppose that pondering the decision for a split second too long
could
> cost a pilot his life. It seems to me that in most imaginable
> circumstances the decision can be made beforehand...so as to avoid
> hesitation in the cockpit. For my part, considering the relatively
low
> value of a Yak or CJ (compared to life), if it is clear that the
engine
> will not restart and with enough altitude and minimal threat to
those on
> the ground, the policy is bale out now and pick up the insurance
check
> later.
>
> Stu Nicholson
>
> --------
> Stewart Nicholson
> Yak 52 N122GC
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=332517#332517
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
________________________________ Message 6
_____________________________________
Time: 02:27:32 PM PST US
Subject: Re: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
From: "Roger Kemp M.D." <viperdoc@mindspring.com>
Test will the IPAD response fly or not? This is a test no reply need.
But it's
still a "no brainer" in most circumstances unless you don't wear a
chute.
Doc
Sent from my iPad
On Mar 3, 2011, at 2:24 PM, "Bitterlich, Mark G CIV Det Cherry Point,
MALS-14 64E"
<mark.bitterlich@navy.mil> wrote:
>
> Without a doubt a very interesting discussion and one where valuable
> information can be circulated in order for everyone to make their
own
> personal decision based on accurate information.
>
> But even in the military it remains just that -- a personal decision
--
> and it remains one with these aircraft as well. Certainly when the
> "WING OFF" light comes on, the decision is a no-brainer. However
there
> are a lot of other factors that have to be considered as well.
Jumping
> out of your airplane when it is over a highly residential area might
be
> the best thing to do in order to save your own life, but what of
others?
> Is taking the time to consider that factor less than smart?
Possibly.
> However I doubt anyone would condemn a pilot for at least
considering
> that aspect of the decision. In fact, MANY pilots who decided to
stay
> with their aircraft are now referred to as "Hero's", as well they
should
> be.
>
> So I have to respectfully disagree. I think you can prepare "canned
> situations" where you can make the decision beforehand, but just
like
> going into battle.... a lot of decisions have to be made right on
the
> spot and sometimes there are factors that require you to think a
little
> bit before you just turn upside down and release your seatbelt.
>
> Mark Bitterlich
> N50YK
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Stu
> Sent: Wednesday, March 02, 2011 2:05 PM
> To: yak-list@matronics.com
> Subject: Yak-List: Re: April 2010 Yak 50 Engine Failure in UK
>
>
> A credit to the pilot for bringing his aircraft to the ground safely
and
> walking away from it. However, reflecting on this experience (and
one
> of my own), the pilot's decision to force land vs. bale out troubles
me.
>
>
> Traditionally (at least in the U.S.) we get a lot more training on
how
> to force land an aircraft than how to bale out of it. Whereas, in
the
> USSR, DOSAAF students were required to practice and demonstrate
> proficiency in Yak bale out procedures. Yet the DOSAAF records have
> many accounts of injury and fatality attributable to pilots'
decisions
> to stay with their aircraft when there was no apparent need to.
>
> I suppose that pondering the decision for a split second too long
could
> cost a pilot his life. It seems to me that in most imaginable
> circumstances the decision can be made beforehand...so as to avoid
> hesitation in the cockpit. For my part, considering the relatively
low
> value of a Yak or CJ (compared to life), if it is clear that the
engine
> will not restart and with enough altitude and minimal threat to
those on
> the ground, the policy is bale out now and pick up the insurance
check
> later.
>
> Stu Nicholson
>
> --------
> Stewart Nicholson
> Yak 52 N122GC
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=332517#332517
>
>
>
>
>
>
>
>
>
>
>
>
>
>
> http://www.matronics.com/Navigator?Yap; -->
http:/=======================
=
Message 6
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| Subject: | Re: engine failure & parachutes |
In all the discussions of engine failure and bailouts, no one has said the
major advantage in ground operations. What? you say. A parachute (and
helmet) save my personal carcass from major a major hurt to these old bones.
At a AYS formation clinic several years ago, part of the clinic training
was parachute use, and one part included exiting the aircraft. It was than
asked that each flight on their next sortie practice egress after engine
shut down. The idea was to show and let the crews experience cumbersome
nature of extraditing oneself with all that stuff on. Once on the wing, you
were considered done with the exercise. So with plugs pulled, canopy back,
belt off, I pull myself up and out on to the wing. Done. Now with all my
gear on, I stepped back to put my foot in the step, to step down. The chute
belonged to me and why should I take it off on the wing since I was going
to carry it right to my own plane? My foot slipped off the step. My nomex
cloves, could not hold my grip on the canopy rail and down I went. HARD.
I landed on my left side and back. The parachute back pad cushioned the
impact. Next my head hit the blacktop. The helmet saved me from real major
brain hurt. Laying there, knowing what had happened, I could not believe
that I wasn't hurt. Nor could the laughing crowd around my carcass. I
still don't know if they were joyous at my misfortune or that I wasn't hurt.
Having made 7 jumps years ago while flying for a skydiving club, I have no
qualm about leaving an airplane and almost did once when I thought I had a
fire. All the discussion points brought up in other e-mails are good
ones. But they are only good if you as the individual think out those points
your self. It works better if you've practice those steps, (cords, canopy,
belts) in the quite of your hangar. Go though the scenarios in your own
mind, that would make you conceder going over the side.
I once flew a beautiful CJ-6 into the dusky murk and mire of the LA basin.
On up to the north over the mountains in the dark, with bright stars
overhead, I flew.
With me was a trust in the Almighty, a parachute, and a plan. The
"parachute plan" had started at 1,000 agl and ended at 1,000 agl.
Jim "Pappy" Goolsby
Message 7
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Below is a copy of a email sent to a customer about the
new orange desiccant which we now supply for use in the stainless steel
water/air filter.
Charlie,
The EPA (*E*veryone's *P*rotector *A*lways) has decided that the blue
desiccant is not good for the environment, so now it is orange. The
orange desiccant will turn sort of gray/green when it's wet.
Best,
Doug
Message 8
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| Subject: | "more efficient engine designs of the past two decades" |
I'm curious where you live. Here on earth there haven't been any piston ai
rcraft engines designed in the past two decades.
> Subject: Yak-List: Re: EAA on Marvel Mystery Oil - You're gonna love it.
> From: hdinamic@qwest.net
> Date: Thu=2C 24 Feb 2011 11:01:49 -0800
> To: yak-list@matronics.com
>
>
> MMO used to remove cardon or keep valves from sticking in radial engins.
> IS used by many commercial air cargo operators with great success world w
ide. I personally know air cargo maintenance personnel with actual historic
al records to show this keeps valves in large radial engines from sticking
no other claims were made by them.
>
> Detergents And Solvents
> Many of the older=2C better-known oil treatments on the market do
> not make claims nearly so lavish as the new upstarts. Old standbys
> like Bardahl=2C Rislone and Marvel Mystery Oil=2C instead offer things
> like "quieter lifters=2C" "reduced oil burning" and a "cleaner
> engine."
> Most of these products are made up of solvents and detergents
> designed to dissolve sludge and carbon deposits inside your engine so
> they can be flushed or burned out. Wynn's Friction Proofing Oil=2C for
> example=2C is 83 percent kerosene. Other brands use naphthalene=2C
> xylene=2C acetone and isopropanol. Usually=2C these ingredients will be
> found in a base of standard mineral oil.
> In general=2C these products are designed to do just the opposite
> of what the PTFE and zinc phosphate additives claim to do. Instead of
> leaving behind a "coating" or a "plating" on your engine surfaces=2C
> they are designed to strip away such things.
> All of these products will strip sludge and deposits out and
> clean up your engine=2C particularly if it is an older=2C abused one. The
> problem is=2C unless you have some way of determining just how much is
> needed to remove your deposits without going any further=2C such
> solvents also can strip away the boundary lubrication layer provided
> by your oil. Overuse of solvents is an easy trap to fall into=2C and
> one which can promote harmful metal-to-metal contact within your
> engine.
> As a general rule of thumb these products had their place and
> were at least moderately useful on older automobile and motorcycle
> engines of the Fifties and Sixties=2C but are basically unneeded on the
> more efficient engine designs of the past two decades.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=332026#332026
>
>
>
>
>
>
>
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>
>
>
Message 9
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I am looking for a YAK 52 oil tank to buy.
Thanks
John
--------
Regards
John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=333102#333102
Message 10
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| Subject: | Re: 3 blade prop for sale |
Have 1 for sale JL 2B
--------
Regards
John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=333103#333103
Message 11
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Good day to all
Can anyone help me about a problem I had after some light aerobatic on my
Yak18T.
My red light on the horizon came on and it is still on after having turned
all off and on. The horizon seems to work fine but the light is still on and
nothing I can do make it off.
Please anyone to help me diagnose this failure.
Thanks anyway
Kind regards
Didier
--
Didier BLOUZARD
didier.blouzard@gmail.com
0624243672
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