Today's Message Index:
----------------------
1. 03:06 AM - Re: Seized Exhaust rings (Nigel Willson)
2. 03:27 PM - Re: Re: PLAAF Insignia (Warren Hill)
3. 03:30 PM - Re: Yak-52 (CD 2.0)
4. 04:34 PM - CJ flaps on final (Philip Nicholson)
5. 04:59 PM - Re: CJ flaps on final (Michael Beach)
6. 05:00 PM - Re: CJ flaps on final (Brian Lloyd)
7. 05:20 PM - Re: CJ flaps on final (Byron Fox)
8. 06:29 PM - Re: CJ flaps on final (Dale)
9. 06:33 PM - Re: CJ flaps on final (CD 2.0)
10. 07:23 PM - Re: Re: Yak-52 (A. Dennis Savarese)
11. 07:42 PM - Re: Re: CJ flaps on final (A. Dennis Savarese)
12. 08:09 PM - Re: Yak-52 (CD 2.0)
13. 08:47 PM - Re: CJ flaps on final (CD 2.0)
Message 1
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| Subject: | Re: Seized Exhaust rings |
Many thanks for everyone who offered help and advice on this subject.
I may well reply to some of you individually to take you up on kind offers
for spares etc for the future.
However, for the benefit of anyone else stuck in this situation (rings
seized solid and wouldn't budge even with the application of penetrating oil
and heat) the following worked:
1. Drill 3 holes in the top of each sieved ring down to the thread
2. Apply penetrating oil (hopefully you will see it seep into the
holes and start to come out on the edges of the thread around the ring)
3. Leave overnight
Next morning, one of the rings was free enough to remove without any heat
application, and the other need a small amount of heat to shift it.
New tool attachment was then made for the rings (the original one with holes
had been well mis-used) and welded on.
New olives (doughnuts) and away we go!
Nigel
Message 2
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| Subject: | Re: PLAAF Insignia |
Pete,
Thanks for sharing this.
For those looking to use this insignia for their CJ, a place like FASTSIGNS does
a great job creating what you need. Form their web site you can upload the image,
tell them the dimensions and arrange for a quote by a local shop. The quality
is excellent. Pretty much if you can think of it, they can do it... things
like N numbers, nose art, those large cowling numbers, Chinese lettering, etc.
http://www.fastsigns.com/
Great resource for the warbird community.
Warren Hill
N464TW
On Sep 2, 2011, at 10:24 AM, Pete Fowler wrote:
>
> Here's the cleanly drawn insignia I did as a PDF.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=351267#351267
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/chinese_insignia_326.pdf
>
>
>
>
>
>
>
Message 3
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Did you check why is out of place?
Although this most likely is not related to the issue youre experiencing, it comes
to mind a Yak 50 that had a gear up landing few years ago because a right
gear up-lock was engaged, and a turnbuckle linkage rod in the up-lock release
mechanism had fractured. (while under inspection, the up-lock was released manually
and the gear lowered normally).
Checking the broken eye-end fitting, it showed that it had fractured due to a reverse
bending fatigue mechanism oriented in the plane of the bending induced
by the stiffness in the linkage.
During gear extension, the initial extension of the actuator causes the actuator
body to move slightly, moving a bell-crank, which is connected to the up-lock
mechanism input lever by a short turnbuckle linkage. The linkage consists of
a rigid rod with a 'turnbuckle type' eye-end at each end. The eye-end fitting
at the actuator end of the rod had broken under the head of the fork and it
was found to be quite stiff. this would cause bending each time the landing gear
was operated.
By over tightening, subsequent repainting or lock wire misrouting might all have
been contributing factors in restricting free movement of the eye-end. The
other end of the linkage was undamaged and moved freely.
It is necessary to lubricate these parts periodically and it is more difficult
to gain access to the end of the linkage where the broken end occurred. Its also
good to make a close visual inspection of the turnbuckle linkage, and a check
for free movement. If a turnbuckle linkage eye-ends is found to be stiff.
even without cracks, it should be a warning sign.
Carl
delfin_driver(at)yahoo.co wrote:
> I am trying to find a way to adjust the uplock on the YAK 52 nose gear. Mine
is coming up and causing the uplock to swing around hard and hit the spacer tab
behind it. Is there any adjustment for the nose uplock? The down lock is
preloaded and appears correct. Any thoughts?
>
> thanks
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=351414#351414
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| Subject: | CJ flaps on final |
(apologies in advance for the newbie question)
Having recently picked up my CJ6A from Victoria, BC, I flew back with
an experienced non-nanchang pilot.
He suggested that you should (and did) land not extending the flaps in
times of crosswinds etc. Needless to say, final speeds were high and
the nosewheel banged away.
Even with my modest C-172 time, flaps seem like a damned good idea. I
am getting conflicting information...The RPA checklists are quite
clear in the requirement for flaps; could someone please educate me
(on or off list) on when to flap or not to flap :-)
Thanks,
Philip Nicholson
C-FEPN
(Ontario)
Message 5
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| Subject: | CJ flaps on final |
Use Flaps on landing, it give you a better approach speed and angle.
REGARDS
MICHAEL BEACH
SERVICE MANAGER
HARTWIGS
1 TRAVEL STOP WAY
LAVINGTON
NSW 2641
PH 0260496044
FAX 0260496055
MOBILE 0427692366
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Philip Nicholson
Sent: Monday, 5 September 2011 9:32 AM
Subject: Yak-List: CJ flaps on final
(apologies in advance for the newbie question)
Having recently picked up my CJ6A from Victoria, BC, I flew back with
an experienced non-nanchang pilot.
He suggested that you should (and did) land not extending the flaps in
times of crosswinds etc. Needless to say, final speeds were high and
the nosewheel banged away.
Even with my modest C-172 time, flaps seem like a damned good idea. I
am getting conflicting information...The RPA checklists are quite
clear in the requirement for flaps; could someone please educate me
(on or off list) on when to flap or not to flap :-)
Thanks,
Philip Nicholson
C-FEPN
(Ontario)
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Message 6
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| Subject: | Re: CJ flaps on final |
On Sun, Sep 4, 2011 at 4:32 PM, Philip Nicholson <pednicholson@gmail.com>wrote:
>
> (apologies in advance for the newbie question)
> Having recently picked up my CJ6A from Victoria, BC, I flew back with
> an experienced non-nanchang pilot.
> He suggested that you should (and did) land not extending the flaps in
> times of crosswinds etc. Needless to say, final speeds were high and
> the nosewheel banged away.
> Even with my modest C-172 time, flaps seem like a damned good idea. I
> am getting conflicting information...The RPA checklists are quite
> clear in the requirement for flaps; could someone please educate me
> (on or off list) on when to flap or not to flap :-)
>
You should practice landing the CJ6A with and without flaps. First, go up to
altitude and practice stalls with the flaps up and down. (I do them
gear-down to simulate landing configuration.) You will find that there is
very little difference in stall speed with flaps up or down. The major
change is that the flaps increase drag substantially, allowing steeper
approaches while still maintaining normal approach speed.
Because stall speed does not change much (only one or two knots -- find out
when doing stalls) your flaps-up approach speed will only be one or two
knots different than flaps down. (I find it easier to just use the same
value, 80kts.) This is a big difference from the behavior of the fowler
flaps used on the C-172.
So, should you use the flaps? That is up to you. You certainly won't hurt
anything either way. Use them if you would like the increased drag and very
slight reduction in stall speed, good things if you are trying to land on a
short field.
One thing you should know, if you lose an engine on downwind and your gear
and flaps are down, you will need to be on-the-money if you want to be able
to make the runway. Don't expect to fly a square pattern and land on the
runway in that case. Best advice then is to retract the flaps until you are
sure you have the runway made.
During transition training for the CJ6A, one of the exercises I have the
student perform is a power-off descent with gear and flaps up, with gear
only down, with flaps only down, and then with both gear and flaps down in
order to demonstrate just how much the flaps affect glide. The extra drag of
the split flaps turn out to be a surprise to many. Go do this yourself to
get more familiar with how the aircraft behaves. Remember, there is no law
against finding out yourself how your airplane flies and then fly it
accordingly.
Good luck and welcome to CJ ownership.
Thanks,
> Philip Nicholson
> C-FEPN
> (Ontario)
>
> --
Brian Lloyd, WB6RQN/J79BPL
3191 Western Dr.
Cameron Park, CA 95682
brian@lloyd.com
+1.767.617.1365 (Dominica)
+1.916.877.5067 (USA)
Message 7
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| Subject: | Re: CJ flaps on final |
Having flown my CJ for six of the last ten years from the cross wind capital of
California, Gnoss Field, Novato, (a 15-20 kt 90 degree cross most summer afternoons),
I subscribe to using flaps irrespective of the cross wind. The flap (singular)
on a CJ is really more of a drag device than a lifting surface. The
resulting steeper approach feels more controlled to me than a no-flap landing.
I'll be interested to read other opinions. Congratulations!
...Blitz
Sent from my iPhone
On Sep 4, 2011, at 4:32 PM, Philip Nicholson <pednicholson@gmail.com> wrote:
>
> (apologies in advance for the newbie question)
> Having recently picked up my CJ6A from Victoria, BC, I flew back with
> an experienced non-nanchang pilot.
> He suggested that you should (and did) land not extending the flaps in
> times of crosswinds etc. Needless to say, final speeds were high and
> the nosewheel banged away.
> Even with my modest C-172 time, flaps seem like a damned good idea. I
> am getting conflicting information...The RPA checklists are quite
> clear in the requirement for flaps; could someone please educate me
> (on or off list) on when to flap or not to flap :-)
> Thanks,
> Philip Nicholson
> C-FEPN
> (Ontario)
>
>
>
>
Message 8
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| Subject: | Re: CJ flaps on final |
The easy way to insure whether to use flaps or not is to get a EXPERIENCED
Cj pilot/instructor in the plane and not just any experienced pilot checked out
in space shuttles in with you for the rest of your checkout while you still have
a plane. My great Ob wan Yak instructor told me that most of the issues like
gear ups and blown engines come from the first few hours. I was doing engine
out procedures on my 2nd flight. Just any old pilot won't do. I'm sure a
lot of people on this list give rides all the time to experienced pilot and at
the end of the flight they are amazed with the plane. Don't teach your teacher
at the same time your teaching yourself, good way to get killed. Spend a
few bucks and hire the right people. You can find one on this site that can help
you. This is the best suggestion.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=351433#351433
Message 9
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| Subject: | Re: CJ flaps on final |
Philip,
it depends on the amount of crosswind Using flaps during a serious crosswind will
increase ground effect and drift after touch down so although its against normal
written procedure reducing the amount of flaps or not adding flaps at all,
just according with the amount of crosswind is the preferred way to go for
many. Flaps on a CJ6 will minimally decrease stall speeds.
Try to do some crosswind practice with an instructor on the type, as it could be
a bit tricky at first.
Carl
pnicholson wrote:
> (apologies in advance for the newbie question)
> Having recently picked up my CJ6A from Victoria, BC, I flew back with
> an experienced non-nanchang pilot.
> He suggested that you should (and did) land not extending the flaps in
> times of crosswinds etc. Needless to say, final speeds were high and
> the nosewheel banged away.
> Even with my modest C-172 time, flaps seem like a damned good idea. I
> am getting conflicting information...The RPA checklists are quite
> clear in the requirement for flaps; could someone please educate me
> (on or off list) on when to flap or not to flap :-)
> Thanks,
> Philip Nicholson
> C-FEPN
> (Ontario)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=351434#351434
Message 10
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Excellent commentary Carl. But the Yak 52 uplock mechanism is quite
different than the Yak 50 uplock mechanism.
A. Dennis Savarese
334-285-6263
334-546-8182 (cell)
Skype: Yakguy1
www.yak-52.com
On 9/4/2011 5:25 PM, CD 2.0 wrote:
> --> Yak-List message posted by: "CD 2.0"<dbowie2007@hotmail.com>
>
> Did you check why is out of place?
>
> Although this most likely is not related to the issue youre experiencing, it
comes to mind a Yak 50 that had a gear up landing few years ago because a right
gear up-lock was engaged, and a turnbuckle linkage rod in the up-lock release
mechanism had fractured. (while under inspection, the up-lock was released
manually and the gear lowered normally).
>
> Checking the broken eye-end fitting, it showed that it had fractured due to a
reverse bending fatigue mechanism oriented in the plane of the bending induced
by the stiffness in the linkage.
>
> During gear extension, the initial extension of the actuator causes the actuator
body to move slightly, moving a bell-crank, which is connected to the up-lock
mechanism input lever by a short turnbuckle linkage. The linkage consists
of a rigid rod with a 'turnbuckle type' eye-end at each end. The eye-end fitting
at the actuator end of the rod had broken under the head of the fork and it
was found to be quite stiff. this would cause bending each time the landing
gear was operated.
>
> By over tightening, subsequent repainting or lock wire misrouting might all have
been contributing factors in restricting free movement of the eye-end. The
other end of the linkage was undamaged and moved freely.
>
> It is necessary to lubricate these parts periodically and it is more difficult
to gain access to the end of the linkage where the broken end occurred. Its
also good to make a close visual inspection of the turnbuckle linkage, and a
check for free movement. If a turnbuckle linkage eye-ends is found to be stiff.
even without cracks, it should be a warning sign.
>
> Carl
>
>
> delfin_driver(at)yahoo.co wrote:
>> I am trying to find a way to adjust the uplock on the YAK 52 nose gear. Mine
is coming up and causing the uplock to swing around hard and hit the spacer
tab behind it. Is there any adjustment for the nose uplock? The down lock is
preloaded and appears correct. Any thoughts?
>>
>> thanks
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=351414#351414
>
>
Message 11
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| Subject: | Re: CJ flaps on final |
Carl,
Regarding your comment ".... reducing the amount of flaps" on both the
CJ and the Yak 52 is not an option. Flaps on both of these airplanes
have two positions; full up or full down. There is no in between.
A. Dennis Savarese
334-285-6263
334-546-8182 (cell)
Skype: Yakguy1
www.yak-52.com
On 9/4/2011 8:30 PM, CD 2.0 wrote:
> --> Yak-List message posted by: "CD 2.0"<dbowie2007@hotmail.com>
>
> Philip,
>
> it depends on the amount of crosswind Using flaps during a serious crosswind
will increase ground effect and drift after touch down so although its against
normal written procedure reducing the amount of flaps or not adding flaps at
all, just according with the amount of crosswind is the preferred way to go for
many. Flaps on a CJ6 will minimally decrease stall speeds.
>
> Try to do some crosswind practice with an instructor on the type, as it could
be a bit tricky at first.
>
> Carl
>
>
> pnicholson wrote:
>> (apologies in advance for the newbie question)
>> Having recently picked up my CJ6A from Victoria, BC, I flew back with
>> an experienced non-nanchang pilot.
>> He suggested that you should (and did) land not extending the flaps in
>> times of crosswinds etc. Needless to say, final speeds were high and
>> the nosewheel banged away.
>> Even with my modest C-172 time, flaps seem like a damned good idea. I
>> am getting conflicting information...The RPA checklists are quite
>> clear in the requirement for flaps; could someone please educate me
>> (on or off list) on when to flap or not to flap :-)
>> Thanks,
>> Philip Nicholson
>> C-FEPN
>> (Ontario)
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=351434#351434
>
>
Message 12
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Thank you Dennis. My mistake not to have made it more clear that I was talking
about a somehow (hypothetically speaking) related issue on a Yak 50 and why it
should be taken into consideration, aside from the differences, of potential
causes for any kind of displacement.
Carl
dsavarese0812(at)bellsout wrote:
> Excellent commentary Carl. But the Yak 52 uplock mechanism is quite
> different than the Yak 50 uplock mechanism.
>
> A. Dennis Savarese
> 334-285-6263
> 334-546-8182 (cell)
> Skype: Yakguy1
> www.yak-52.com
>
>
> On 9/4/2011 5:25 PM, CD 2.0 wrote:
>
> >
> >
> > Did you check why is out of place?
> >
> > Although this most likely is not related to the issue youre experiencing,
it comes to mind a Yak 50 that had a gear up landing few years ago because a right
gear up-lock was engaged, and a turnbuckle linkage rod in the up-lock release
mechanism had fractured. (while under inspection, the up-lock was released
manually and the gear lowered normally).
> >
> > Checking the broken eye-end fitting, it showed that it had fractured due to
a reverse bending fatigue mechanism oriented in the plane of the bending induced
by the stiffness in the linkage.
> >
> > During gear extension, the initial extension of the actuator causes the actuator
body to move slightly, moving a bell-crank, which is connected to the up-lock
mechanism input lever by a short turnbuckle linkage. The linkage consists
of a rigid rod with a 'turnbuckle type' eye-end at each end. The eye-end fitting
at the actuator end of the rod had broken under the head of the fork and
it was found to be quite stiff. this would cause bending each time the landing
gear was operated.
> >
> > By over tightening, subsequent repainting or lock wire misrouting might all
have been contributing factors in restricting free movement of the eye-end.
The other end of the linkage was undamaged and moved freely.
> >
> > It is necessary to lubricate these parts periodically and it is more difficult
to gain access to the end of the linkage where the broken end occurred.
Its also good to make a close visual inspection of the turnbuckle linkage, and
a check for free movement. If a turnbuckle linkage eye-ends is found to be stiff.
even without cracks, it should be a warning sign.
> >
> > Carl
> >
> >
> > delfin_driver(at)yahoo.co wrote:
> > > I am trying to find a way to adjust the uplock on the YAK 52 nose gear.
Mine is coming up and causing the uplock to swing around hard and hit the spacer
tab behind it. Is there any adjustment for the nose uplock? The down lock
is preloaded and appears correct. Any thoughts?
> > >
> > > thanks
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=351414#351414
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=351439#351439
Message 13
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| Subject: | Re: CJ flaps on final |
Dennis, thanks for being my grammar instructor today ... I'll be more clear next
time. Let me include the entire statement with some additional commentary
in parenthesis, so it's easier to understand what I meant:
.... so although its against normal written procedure [on most aircraft] reducing
the amount of flaps [on most aircraft] or not adding flaps at all [on Cj's,
Yaks..], just according with the amount of crosswind is the preferred way to
go for many.
Carl
dsavarese0812(at)bellsout wrote:
> Carl,
> Regarding your comment ".... reducing the amount of flaps" on both the
> CJ and the Yak 52 is not an option. Flaps on both of these airplanes
> have two positions; full up or full down. There is no in between.
>
> A. Dennis Savarese
> 334-285-6263
> 334-546-8182 (cell)
> Skype: Yakguy1
> www.yak-52.com
>
>
> On 9/4/2011 8:30 PM, CD 2.0 wrote:
>
> >
> >
> > Philip,
> >
> > it depends on the amount of crosswind Using flaps during a serious crosswind
will increase ground effect and drift after touch down so although its against
normal written procedure reducing the amount of flaps or not adding flaps
at all, just according with the amount of crosswind is the preferred way to go
for many. Flaps on a CJ6 will minimally decrease stall speeds.
> >
> > Try to do some crosswind practice with an instructor on the type, as it could
be a bit tricky at first.
> >
> > Carl
> >
> >
> >
> > pnicholson wrote:
> > > (apologies in advance for the newbie question)
> > > Having recently picked up my CJ6A from Victoria, BC, I flew back with
> > > an experienced non-nanchang pilot.
> > > He suggested that you should (and did) land not extending the flaps in
> > > times of crosswinds etc. Needless to say, final speeds were high and
> > > the nosewheel banged away.
> > > Even with my modest C-172 time, flaps seem like a damned good idea. I
> > > am getting conflicting information...The RPA checklists are quite
> > > clear in the requirement for flaps; could someone please educate me
> > > (on or off list) on when to flap or not to flap :-)
> > > Thanks,
> > > Philip Nicholson
> > > C-FEPN
> > > (Ontario)
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=351434#351434
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=351440#351440
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