Today's Message Index:
----------------------
1. 01:23 AM - Re: Re: Hydraulic Lock (Richard Goode)
2. 07:13 AM - Re: Air system 'stuff' (Cory Robin)
3. 08:03 AM - Re: Air system 'stuff' (Roger Kemp M.D.)
4. 08:07 AM - Re: Air system 'stuff' (Roger Kemp M.D.)
5. 09:14 AM - Re: Air system 'stuff' (Cory Robin)
6. 09:28 AM - Re: Air system 'stuff' (Genzlinger, Reade)
7. 10:02 AM - Re: Air system 'stuff' (Roger Kemp M.D.)
8. 11:21 AM - Re: Air system 'stuff' (A. Dennis Savarese)
9. 01:02 PM - Re: Air system 'stuff' (Genzlinger, Reade)
10. 02:49 PM - Re: Air system 'stuff' (Cory Robin)
11. 03:17 PM - Re: Air system 'stuff' (Genzlinger, Reade)
Message 1
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| Subject: | RE: Hydraulic Lock |
Yes,Ka-26 - Hungary used to have over 100 of them doing crop spraying, until
Hungary joined Europe and the bureaucrats in Brussels said that the
chemicals they were using weren't acceptable and so now there are less than
10!
To be honest, I have never seen them preparing one for flight when cold. I
would suspect that since they are all commercially operated they have
engineers available who remove the bottom plugs and drain plugs and then
turn it over on the starter - but I will check!
Richard Goode Aerobatics
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 Elmar & Manuela
Hegenauer
Sent: 08 June 2013 20:44
Subject: Yak-List: RE: Hydraulic Lock
--> <samira.h@shaw.ca>
Richard,
thank you for posting these very
informative pictures.
I guess that engine comes from
a Kamov-26?
If yes, how do they turn the motor
to prevent hydraulic lock?
cheers
Elmar
--
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Message 2
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| Subject: | Re: Air system 'stuff' |
I found a source of a back pressure relief valve. Rather than it popping
off and reducing the pressure, it maintains the pressure at your pre-set
value.
I've ordered a couple to test them.
https://straval.com/catlist-back-pressure-regulators/back-pressure-regulator-piston-angle-valve-threaded-bps-05
Message 3
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| Subject: | Re: Air system 'stuff' |
Mark,
I honestly do not remember if I saw green. I do remember hearing the sound of the
gear lowering and remember feeling a thump. I thought I did but my lights are
dimmer in the 50 than the 52. As I turned base final I looked at the gear handle,
then slipped the AC to watch the 195 back taxi off the grass runway with
me on final. I was trying to decide if I was going around for a second time.
That was the same guy that said he saw my gear down however. Then there was the
Jahova's Witness that stopped on airport road to watch the "fighter" land with
his son before he turned into the drive way for the "Freedom Hall" across
the street. He did not see the touchdown but did see the plane after it was sliding
along on it's nose. He said my gear was down but thought one looked "a little
funny". Whatever that meant.
I'll remember that could never happen if I ever have another WTFO moment like this
again since you were lucky enough to ferry a 50 across the US with a known
air leak without any problem.
So I won't worry about the brittle looking aluminum partially crimped air line
that goes from the main air bottle to the T fitting for what looks like the actuator
lines fittings in the fuselage on the front of the spar box as they disappear
into a hole in the bulkhead. Found that using my fiber optic bore scope
Sat. Can not pull the tanks out yet because the insurance company has not made
a decision. Got to replace or repair the AUX tank since it has developed a crack
and a leak also since the slide on the grass.
Trust me, I'll be replacing those lines that appear to have been there for a long
time. I am replacing them with braided Aeroquip lines. There is a long list
of "I wills" that will be done concerning the air and gear systems before Red
Nose is returned to service. Who knows, the gear may fold inward and flush with
the wing root before I'm done. I've already taken care of that wart on the
chin by crushing the oil cooler flush with the fuselage.
Do I need to worry about the oil leaking out of the carb throat or can I just
replace the shattered blades, light her off, and go fly? May smoke a little more
for a short time though.
The engine was at dead idle after all. Tongue and cheek ... Wink... Wink.
Doc
Sent from my iPad
On Jun 8, 2013, at 11:17 AM, "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich@navy.mil>
wrote:
>
> Doc,
>
> The 74, 78 80 and 85 are identical when it comes to air system design
> and landing gear operation. Some of the parts are different, but the
> design and operation are the same. What are you talking about "the gear
> is beefier"? Where are you getting this information? I am talking
> YAK-50's here ok? You are passing unsupported assertions. Give me the
> different part numbers you are talking about. Example, my YAK-50 has
> Cleveland wheels and hyd. Toe brakes. That does not mean the factory
> put that stuff there!
>
> Regarding springs, a lot of them have been changed over the years as
> they have rusted out. Springs are very critical. I think you are
> assuming that since you see different parts on different 50's that the
> factory used different parts. Realize that these aircraft have gone
> through many owners and locations. A lot of mechs have changed parts
> from stock. Most especially springs.
>
> The only change in the fuel system was adding the Aux Tank.
>
> We are not talking about YAK-18A's, and we are not talking about CJ6's.
> We are talking about YAK-50's. Please stop misdirecting the discussion.
>
>
> As regards the string of events that lead to an accident, yours or
> anyone else's, you are absolutely correct. But I am not trying to
> discuss that chain of events.
>
> If you are telling me you DID check BOTH GREEN LIGHTS ON showing "down
> and locked" and then you tell me that BOTH gear then collapsed after
> landing due to some kind of air leak, that is just next to impossible.
> You would have to have had BOTH landing gear switches out of rig. One
> of them being slightly misadjusted, I could believe is possible. Both
> of them being out of adjustment the exact same way, to the exact same
> degree... the odds are next to impossible.
>
> Loss of air pressure due to WHATEVER reason... actuators, broken lines,
> broken chevron seals, main air valve not open, WHATEVER... can indeed
> caused the gear to not come down and lock. The gear can be released
> from the uplocks if there is ANY residual air pressure. It will then
> come down and kind of HANG there. It will not lock and you will not
> have both DOWN AND LOCKED green lights come on. This is probably what
> happened to you. Something similar happened to me when my left gear was
> not down and locked because the attach bolt had been over-tightened...
> main gear leg attach bolt. But that is also "another story".
>
> Regardless. Once a YAK-50 landing gear is down and locked, loss of air
> pressure will not cause it to collapse... .and that statement applies to
> every YAK-50 ever made.
>
> The reason I am posting this in public is because you are giving the
> impression to folks that this is not true. That loss of air pressure
> after the gear is down and locked CAN cause the gear to collapse after
> landing. I'm sorry, but leaving that kind of misinformation as truth
> has to be corrected.
>
> Loss of air pressure after the landing gear is down and locked on a
> YAK-50 will never cause the landing gear to collapse.
>
> Mark Bitterlich
>
>
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
> M.D.
> Sent: Friday, June 07, 2013 22:54
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Air system 'stuff'
>
> --> <viperdoc@mindspring.com>
>
> Don't know Mark. To use a famous quote, " It just went blew!" Is the 74
> the same as the 78 as the 80 as the 85? No. The gear is beefier on the
> 85 than the 78 for one. My mechanical lock spring is not as hefty as the
> 85's either. The fuel system is different also. I know that from
> crawling around on the 85 sitting in the back of my hanger. The 85 has
> better lateral stability than than the 78 slick wing that I have...had.
> The 78's actuator as you say does not have the ball check valve. It uses
> air to push and pull applied at either end of the actuator. As I said my
> spring is smaller than that on the 85. And all I can tell for a heart
> beat there I saw a wind screen full of green as the nose went down. One
> blade is shorter than the other as well as it sheered off just inside
> the cowl diameter and I have dirt up in my hub.
> The CJ nose strut actuator will work on the 78 is another difference.
> The CJ actuator is the same as the YAK 18A's. I don't know if they will
> work on the later model 50's.
> One of my air lines has 04 on it and the other has 02 on it. The lines
> to the actuators have faded enough that I can not read them. So again
> this was my error in not replacing them sooner.
> I can tell you all incidents or accidents start as a series of small
> events that lead up the big event. Just need to break the cycle to
> prevent the incident. I did not catch the series. If I had listened to
> that little internal voice that said taxi into your ramp and shut down
> as I taxied by after fueling up we would not be having this
> conversation. If I had not been pressed to beat a TFR, we would not be
> having this conversation. If I had not checked the main air valve
> before TO, we would not be having this conversation. If weather had not
> become a factor in route going from marginal VFR to IFR resulting in my
> turning back, we would not be having this conversation. But then again
> had I landed on concrete instead of grass I may not have been here any
> longer and we would not be having this conversation for sure. If I had
> squeezed the brake handle and release it before turning the air on to
> start after priming we would not be having this conversation.
> Hide sight is always 20/20 as are arm chair quarterbacks.
> Doc
>
> Sent from my iPad
>
> On Jun 7, 2013, at 2:00 PM, "Bitterlich, Mark G CIV NAVAIR, WD"
> <mark.bitterlich@navy.mil> wrote:
>
>> --> <mark.bitterlich@navy.mil>
>>
>> Doc, you said that you wished you had caught the airline leak at the
> manifold for the actuators before the landing gear collapsed.
>>
>> I'm kind of confused by that statement, and it brings up an important
> point. The YAK-52 (I say again YAK-52!!) uses an internal ball lock
> assembly internal to the actuators. If those are in bad shape and you
> lose pressure to the landing gear ..... the gear can collapse. I've
> seen it happen three times on one YA-52 before the owner finally got the
> actuators repaired.
>>
>> However, the YAK-50 (I say again YAK-50) does not work like that. It
> uses an EXTERNAL LOCKING device that is purely mechanical in nature.
> Once the landing gear comes down, you can remove all pressure from the
> pneumatic system and land safely with no possibility of the gear
> collapsing. In fact that is a good safety procedure for every YAK-50
> owner to know, which is why I am writing this. If you can get the gear
> down on a YAK-50 that has an internal air leak, you can then place the
> gear handle back into the MIDDLE position, which isolates pneumatic
> pressure from the landing gear system, and allows the engine air
> compressor to pump back up to 50 atmos on BOTH the main and emergency
> bottle. This then allows you to land with full pressure available to
> the BRAKES! I flew a YAK-50 almost all the way from the east coast to
> Ramona California that way (for Vladimir Yastremski). It had a bad air
> leak when the gear went down, enough so that I would have had to land
> with no brak!
> es!
>> available. This method is not documented, but trust me when I say I
> am 100% sure of how this works. It could be considered an Emergency
> Procedure.
>>
>> Moving on, I would assume that during every Conditional Inspection on
> your aircraft, you swing the gear. Part of that inspection is to make
> sure that the landing gear lights do not show down and locked BEFORE the
> landing gear is actually DOWN AND LOCKED! I.E. You don't want to have
> the gear lights indicate it is down, when it is actually NOT down. This
> requires the landing gear to be lowered very slowly with a steady hand
> on the master air valve, while one person watches the lights and another
> person watches the external locking block snap into place.
>>
>> So assuming that your landing gear indication switches were properly
> adjusted, then any kind of airline leak ANYWHERE in the system would not
> cause the gear to collapse once it indicated down and locked.
>>
>> What this means is that if your gear collapsed upon or after landing,
> then they were never down and locked to begin with and you probably
> missed the fact that both green lights were not lit, or you heard what
> you thought were normal sounds and assumed the gear was down. It's an
> easy mistake to make, and I personally believe I made the same mistake
> myself!
>>
>> An air leak can cause enough pressure loss to keep the gear from
> coming down and locking... but if that were the case, there would be no
> air left in the main and emergency bottle, because you would have blown
> the gear with the emergency valve.
>>
>> But if the gear was down and locked and indicating same ... you only
> have two possibilities.
>>
>> 1. The landing gear indicators were totally mis-rigged *AND* you had
> an air leak preventing total gear extension, in which case you should
> shoot your A&P mechanic for not inspecting the landing gear switches
> properly.
>>
>> 2. The landing gear was never down and locked to begin with.
>>
>> Once the gear is down and locked, it does not need air to keep it down
> and locked. Just the way it works Doc, so you may need to rethink what
> happened.
>>
>> Mark
>>
>>
>>
>>
>>
>> -----Original Message-----
>> From: owner-yak-list-server@matronics.com
>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
>> Sent: Thursday, June 06, 2013 16:15
>> To: yak-list@matronics.com
>> Subject: Re: Yak-List: Air system 'stuff'
>>
>>
>> Speaking for the 78 model 50, the internal components are not the same
> YAK vs the CJ. It is easy to swap the entire check valve assembly out
> though. That is what I did on the 50. Solved the leaking check valve at
> the pop off problem in about 4 hours. Just wish I had caught the airline
> leak at the manifold for the acutators before the gear collapsed. Would
> have saved a lot of headaches!
>> Doc
>>
>> -----Original Message-----
>>> From: "A. Dennis Savarese" <dsavarese0812@bellsouth.net>
>>> Sent: Jun 6, 2013 1:44 PM
>>> To: yak-list@matronics.com
>>> Subject: Re: Yak-List: Air system 'stuff'
>>>
>>> --> <dsavarese0812@bellsouth.net>
>>>
>>> The Yak 50 pop off valve internal components may be interchangeable
>>> with the Chinese components. But definitely not the Yak 52.
>>> Dennis
>>>
>>> A. Dennis Savarese
>>> 334-285-6263
>>> 334-546-8182 (mobile)
>>> www.yak-52.com
>>> Skype - Yakguy1
>>>
>>> On 6/6/2013 1:18 PM, A. Dennis Savarese wrote:
>>>> <dsavarese0812@bellsouth.net>
>>>>
>>>> Unfortunately, the CJ6's pressure relief valve or pop off valve's
>>>> internal components are not the same as the one on the 52. The
>>>> pistons are not interchangeable.
>>>>
>>>> If you need a new piston for a Yak 52 pop off valve, I believe Jill
>>>> has them and so does Cliff Coy at Border Air. The spring for the
>>>> 52's pop off valve may be a little harder to find. But Jill or
>>>> Cliff can help with that.
>>>>
>>>> We have converted a few Yak 52's to the CJ6 pop off valve assembly
>>>> with the two Chinese check valves because the Chinese check valves
>>>> are significantly less expensive and Doug typically has them or
> overhaul
>>>> kits in stock. (Thank you Doug). The Russian check valves are
> VERY
>>>> expensive, IF you can find them.
>>>>
>>>> Dennis
>>>>
>>>> A. Dennis Savarese
>>>> 334-285-6263
>>>> 334-546-8182 (mobile)
>>>> www.yak-52.com
>>>> Skype - Yakguy1
>>>>
>>>> On 6/6/2013 11:34 AM, Bitterlich, Mark G CIV NAVAIR, WD wrote:
>
>>>>> <mark.bitterlich@navy.mil>
>>>>>
>>>>> Just FYI.
>>>>>
>>>>> The CJ6 valve ASSEMBLY that Doug has, is not always a direct
>>>>> replacement for every YAK pressure relief valve. Slightly
>>>>> different fittings in some cases.
>>>>>
>>>>> But the answer is obvious. If you take apart HIS valve and remove
>>>>> the sealing piston, spring and screw on pressure adjusting top
>>>>> piece, and put them on yours, they fit perfectly and will work
> perfectly.
>>>>>
>>>>> You will then have to reset your maximum pressure. Be careful.
>>>>>
>>>>> Mark Bitterlich
>>>>>
>>>>>
>>>>> -----Original Message-----
>>>>> From: owner-yak-list-server@matronics.com
>>>>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Cory
>>>>> Robin
>>>>> Sent: Thursday, June 06, 2013 1:00
>>>>> To: yak-list@matronics.com
>>>>> Subject: Re: Yak-List: Air system 'stuff'
>>>>>
>>>>> Thank you all. I contacted Doug and have a valve on it's way.
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
>
>
>
>
Message 4
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| Subject: | Re: Air system 'stuff' |
Interesting. Did you look at Parker also? Will be interested in how they wor
k.
Doc
Sent from my iPad
On Jun 9, 2013, at 9:09 AM, Cory Robin <crobin@skyvantage.com> wrote:
> I found a source of a back pressure relief valve. Rather than it popping
off and reducing the pressure, it maintains the pressure at your pre-set va
lue.
>
> I've ordered a couple to test them.
>
> https://straval.com/catlist-back-pressure-regulators/back-pressure-regulat
or-piston-angle-valve-threaded-bps-05
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 5
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| Subject: | Re: Air system 'stuff' |
> Doc Wrote: > Interesting. Did you look at Parker also? Will be
interested in how they work.
Yes, I did look at the Parker ones - the lead time of 4-6 weeks was less
than exciting - they look like decent air relief valves. I thought I'd
find something that would keep the system at an extremely stable pressure.
While I haven't owned or flown a Yak, the standard relief valve seems to
be of a simple and reliable design, but would not bleed air in the same
manner a regulated back-pressure relief valve would. In the Wilga, air is
only used for starting, so consistent pressure is more of a 'nice to
have'.. But I thought I'd do the community a service by trying this out
and sharing the results.
Since the air system components seem to be of the same flare angle, it
should be easy to install these in any air system using standard high
pressure 1/4 NPT fittings.
I've rigged up a little bench test system with a scuba tank that I'll be
running some pressure tests with before it goes in the aircraft. But the
specifications and relief flow rates while maintaining consistent back
pressure in the system are very promising.
Message 6
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| Subject: | Re: Air system 'stuff' |
Also - I believe the Wilga does not have the reducing valve for starting tha
t the Yak 52 has.
Reade
On Jun 9, 2013, at 10:16, "Cory Robin" <crobin@skyvantage.com> wrote:
> > Doc Wrote: > Interesting. Did you look at Parker also? Will be interest
ed in how they work.
>
> Yes, I did look at the Parker ones - the lead time of 4-6 weeks was less t
han exciting - they look like decent air relief valves. I thought I'd find s
omething that would keep the system at an extremely stable pressure. While I
haven't owned or flown a Yak, the standard relief valve seems to be of a si
mple and reliable design, but would not bleed air in the same manner a regul
ated back-pressure relief valve would. In the Wilga, air is only used for s
tarting, so consistent pressure is more of a 'nice to have'.. But I thought
I'd do the community a service by trying this out and sharing the results.
>
> Since the air system components seem to be of the same flare angle, it sho
uld be easy to install these in any air system using standard high pressure 1
/4 NPT fittings.
>
> I've rigged up a little bench test system with a scuba tank that I'll be r
unning some pressure tests with before it goes in the aircraft. But the spe
cifications and relief flow rates while maintaining consistent back pressur
e in the system are very promising.
>
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 7
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| Subject: | Re: Air system 'stuff' |
Copy all.
Doc
Sent from my iPad
On Jun 9, 2013, at 11:26 AM, "Genzlinger, Reade" <ReadeG@cairnwood.com> wrot
e:
> Also - I believe the Wilga does not have the reducing valve for starting t
hat the Yak 52 has.
>
> Reade
>
> On Jun 9, 2013, at 10:16, "Cory Robin" <crobin@skyvantage.com> wrote:
>
>> > Doc Wrote: > Interesting. Did you look at Parker also? Will be interes
ted in how they work.
>>
>> Yes, I did look at the Parker ones - the lead time of 4-6 weeks was less t
han exciting - they look like decent air relief valves. I thought I'd find s
omething that would keep the system at an extremely stable pressure. While I
haven't owned or flown a Yak, the standard relief valve seems to be of a si
mple and reliable design, but would not bleed air in the same manner a regul
ated back-pressure relief valve would. In the Wilga, air is only used for s
tarting, so consistent pressure is more of a 'nice to have'.. But I thought
I'd do the community a service by trying this out and sharing the results.
>>
>> Since the air system components seem to be of the same flare angle, it sh
ould be easy to install these in any air system using standard high pressure
1/4 NPT fittings.
>>
>> I've rigged up a little bench test system with a scuba tank that I'll be r
unning some pressure tests with before it goes in the aircraft. But the spe
cifications and relief flow rates while maintaining consistent back pressur
e in the system are very promising.
>>
>>
>>
>>
>>
Message 8
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| Subject: | Re: Air system 'stuff' |
Reade,
What "reducing valve" for starting does the Yak 52 have?
Dennis
A. Dennis Savarese
334-285-6263
334-546-8182 (mobile)
www.yak-52.com
Skype - Yakguy1
On 6/9/2013 11:26 AM, Genzlinger, Reade wrote:
> Also - I believe the Wilga does not have the reducing valve for
> starting that the Yak 52 has.
>
> Reade
>
> On Jun 9, 2013, at 10:16, "Cory Robin" <crobin@skyvantage.com
> <mailto:crobin@skyvantage.com>> wrote:
>
>> > Doc Wrote: > Interesting. Did you look at Parker also? Will be
>> interested in how they work.
>>
>> Yes, I did look at the Parker ones - the lead time of 4-6 weeks was
>> less than exciting - they look like decent air relief valves. I
>> thought I'd find something that would keep the system at an extremely
>> stable pressure. While I haven't owned or flown a Yak, the standard
>> relief valve seems to be of a simple and reliable design, but would
>> not bleed air in the same manner a regulated back-pressure relief
>> valve would. In the Wilga, air is only used for starting, so
>> consistent pressure is more of a 'nice to have'.. But I thought I'd
>> do the community a service by trying this out and sharing the results.
>>
>> Since the air system components seem to be of the same flare angle,
>> it should be easy to install these in any air system using standard
>> high pressure 1/4 NPT fittings.
>>
>> I've rigged up a little bench test system with a scuba tank that I'll
>> be running some pressure tests with before it goes in the aircraft.
>> But the specifications and relief flow rates while maintaining
>> consistent back pressure in the system are very promising.
>>
>>
>> *
>>
>>
>> *
Message 9
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| Subject: | Air system 'stuff' |
I believe I have it reversed! The Wilga has a step down valve that
takes system pressure at the bottle to something like 370psi. The Wilga
prop spins very slowly at start compared to the Yak.
Sorry about the mix up.
Reade Genzlinger
Cairnwood Cooperative Corporation
215.914.0370
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of A. Dennis
Savarese
Sent: Sunday, June 09, 2013 2:19 PM
Subject: Re: Yak-List: Air system 'stuff'
--> <dsavarese0812@bellsouth.net>
Reade,
What "reducing valve" for starting does the Yak 52 have?
Dennis
A. Dennis Savarese
334-285-6263
334-546-8182 (mobile)
www.yak-52.com
Skype - Yakguy1
On 6/9/2013 11:26 AM, Genzlinger, Reade wrote:
> Also - I believe the Wilga does not have the reducing valve for
> starting that the Yak 52 has.
>
> Reade
>
> On Jun 9, 2013, at 10:16, "Cory Robin" <crobin@skyvantage.com
> <mailto:crobin@skyvantage.com>> wrote:
>
>> > Doc Wrote: > Interesting. Did you look at Parker also? Will be
>> interested in how they work.
>>
>> Yes, I did look at the Parker ones - the lead time of 4-6 weeks was
>> less than exciting - they look like decent air relief valves. I
>> thought I'd find something that would keep the system at an extremely
>> stable pressure. While I haven't owned or flown a Yak, the standard
>> relief valve seems to be of a simple and reliable design, but would
>> not bleed air in the same manner a regulated back-pressure relief
>> valve would. In the Wilga, air is only used for starting, so
>> consistent pressure is more of a 'nice to have'.. But I thought I'd
>> do the community a service by trying this out and sharing the
results.
>>
>> Since the air system components seem to be of the same flare angle,
>> it should be easy to install these in any air system using standard
>> high pressure 1/4 NPT fittings.
>>
>> I've rigged up a little bench test system with a scuba tank that I'll
>> be running some pressure tests with before it goes in the aircraft.
>> But the specifications and relief flow rates while maintaining
>> consistent back pressure in the system are very promising.
>>
>>
>> *
>>
>>
>> *
Message 10
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| Subject: | Re: Air system 'stuff' |
I'm not sure that this is true.
Cory Robin
Chief Executive Officer
SkyVantage Corporation
5526 West 13400 South, Suite 207
Herriman, UT 84096
United States of America
US Ph. +1-801-649-2925 ext. 301
UK Ph. +44 020 7101 9481 ext. 301
US Fax. +1-419-828-6643
Skype: skyvantage (calls only) ext. 301
Email: crobin@skyvantage.com
Website: http://www.skyvantage.com
Join us on Facebook! www.facebook.com/skyvantage
On Sun, Jun 9, 2013 at 2:00 PM, Genzlinger, Reade <ReadeG@cairnwood.com>wrote:
>
> I believe I have it reversed! The Wilga has a step down valve that
> takes system pressure at the bottle to something like 370psi. The Wilga
> prop spins very slowly at start compared to the Yak.
> Sorry about the mix up.
>
> Reade Genzlinger
> Cairnwood Cooperative Corporation
> 215.914.0370
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of A. Dennis
> Savarese
> Sent: Sunday, June 09, 2013 2:19 PM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Air system 'stuff'
>
> --> <dsavarese0812@bellsouth.net>
>
> Reade,
> What "reducing valve" for starting does the Yak 52 have?
> Dennis
>
> A. Dennis Savarese
> 334-285-6263
> 334-546-8182 (mobile)
> www.yak-52.com
> Skype - Yakguy1
>
> On 6/9/2013 11:26 AM, Genzlinger, Reade wrote:
> > Also - I believe the Wilga does not have the reducing valve for
> > starting that the Yak 52 has.
> >
> > Reade
> >
> > On Jun 9, 2013, at 10:16, "Cory Robin" <crobin@skyvantage.com
> > <mailto:crobin@skyvantage.com>> wrote:
> >
> >> > Doc Wrote: > Interesting. Did you look at Parker also? Will be
> >> interested in how they work.
> >>
> >> Yes, I did look at the Parker ones - the lead time of 4-6 weeks was
> >> less than exciting - they look like decent air relief valves. I
> >> thought I'd find something that would keep the system at an extremely
>
> >> stable pressure. While I haven't owned or flown a Yak, the standard
> >> relief valve seems to be of a simple and reliable design, but would
> >> not bleed air in the same manner a regulated back-pressure relief
> >> valve would. In the Wilga, air is only used for starting, so
> >> consistent pressure is more of a 'nice to have'.. But I thought I'd
> >> do the community a service by trying this out and sharing the
> results.
> >>
> >> Since the air system components seem to be of the same flare angle,
> >> it should be easy to install these in any air system using standard
> >> high pressure 1/4 NPT fittings.
> >>
> >> I've rigged up a little bench test system with a scuba tank that I'll
>
> >> be running some pressure tests with before it goes in the aircraft.
> >> But the specifications and relief flow rates while maintaining
> >> consistent back pressure in the system are very promising.
> >>
> >>
> >> *
> >>
> >>
> >> *
>
>
Message 11
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| Subject: | Re: Air system 'stuff' |
On the 104-80 Wilga there is a valve under the rudder pedal floorboard and slightly
forward to which the high pressure air line connects. This valve reduces
the pressure to something around 370 psi- I've had to service this item but it's
been a number of years since I sold the Wilga so the numbers might be off.
I have the maintenance and service manuals if anyone is interested. Also some
spare parts.
Reade
On Jun 9, 2013, at 15:51, "Cory Robin" <crobin@skyvantage.com> wrote:
> I'm not sure that this is true.
>
>
>
>
>
> Cory Robin
>
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