Today's Message Index:
----------------------
1. 01:02 AM - Breaking Action! (James Bancroft)
2. 03:15 AM - Re: Breaking Action! (Keith Pickford)
3. 06:22 AM - Re: Breaking Action! (jay-dub)
4. 09:38 AM - Re: Re: Breaking Action! (cjpilot710@aol.com)
5. 11:10 AM - Re: Re: Breaking Action! (Rico Jaeger)
6. 01:36 PM - Yak 55M vs Yak 55 (Jay Hodge)
7. 02:52 PM - Re: Breaking Action! (Jon Blake)
8. 03:48 PM - Re: Breaking Action! (Vic)
9. 04:11 PM - Re: Yak 55M vs Yak 55 (Epistaxis)
10. 05:16 PM - Re: Breaking Action! (Roger Kemp)
11. 05:16 PM - Re: Breaking Action! (Roger Kemp)
Message 1
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| Subject: | Breaking Action! |
Good morning all
As a new Yak-52 chap, I'd very much appreciate some advice. When landing on grass,
what's the best breaking technique to achieve the shortest landing distance......a
constant squeeze, on and off application, something else? Also appreciate
how you adjust you technique for wet grass.
I'm thinking short grass runways in Enlandshire ;-)
Cheers
James.
Message 2
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| Subject: | Re: Breaking Action! |
Start with a low tail landing for best aerodynamic breaking and then on and
off squeezes on the brakes.A constant hold on the brakes can cause the whe
els to lock up. =C2-(Just my thoughts)
On Saturday, 24 October 2015 9:10 PM, James Bancroft <jamesbancroft@bt
internet.com> wrote:
om>
Good morning all
As a new Yak-52 chap, I'd very much appreciate some advice.=C2- When land
ing on grass, what's the best breaking technique to achieve the shortest la
nding distance......a constant squeeze, on and off application, something e
lse?=C2- Also appreciate how you adjust you technique for wet grass.
I'm thinking short grass runways in Enlandshire ;-)
Cheers
James.
S -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
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| Subject: | Re: Breaking Action! |
They let anyone onto this site these days! [Wink]
If you really need to get it stopped, one big application will pull you up in a
very short distance, although as with any other aircraft be cautious about locking
a wheel. You'll have nothing left afterwards to taxi with though until they've
cooled so plan to use the minimum you can. On grass, it slows down reasonably
well of its own accord.
--------
CJ and Yak-52 owner
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=448240#448240
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| Subject: | Re: Breaking Action! |
James, (good name BTW)
With all aircraft stopping distance is very depend of initial energy at
touch down. So the slower you are the shorter the distance. If you are
stable, with no wind OR turbulence, a power on approach 10 kts above normal
stall, will get you into 1,500' field over a 50' obstacle. Aim for a spot as
close to the approach end of the runway as you can. After landing
immediately close the throttle to idle and apply brake pressure until you feel
the
airplane decelerating then judge how much braking you'll need with what
left in the landing distance. Keep the nose high after touch down until you
run out of elevator control. One of my neighbor lands his SA16 Grumman
Albatross on our 3200' grass strip and never uses more than 1,500' of it. Of
course his approach speed is even higher.
With airlines we use to apply a "wind component" to the published threshold
speed for our weight. We would take 1/2 of the steady wind speed and add
it to the threshold speed. Say the steady wind was 15kts, - we would add
7kts to our approach speed. If we had a gusty wind condition, say something
15kts gusts to 20kts, we would add the FULL gust component on top on the
steady wind component. thus our finial approach speed would be X=Vth+7+5. I
use this for my CJ still.
Grass runways are forgiving and the same time traitorous. You can away
with some side loads on touch down that you never would on a runway,
particularly if its wet. At the same time, you could have the brakes locked and
you
might as well be on ice. Turning at a high taxi speeds on wet grass is
asking for a real surprise when you try to turn that sucker with differential
brakes. One the tires slide, and two the nose wheel will just slide
across the grass. So departing a grass runway you want to keep your speed down
and not be in a hurry.
Grass is easy on tires. If you operate off grass strip as normal course,
you'll find your tires will last though a lot more landings and takeoffs.
Hard runways of course take off little bit of rubber all time even taxing.
If you lock up the brakes on a hard runway you WILL have flat spot on your
tires right than and there. A CJ pilot friend blew a tire by landing to
fast on an unfamiliar hard surface runway that was over 3,000 feet long. On
a grass strip, you'll get away with it. ASMOF you may end up damaging the
grass strip. The length of the grass will make a HUGE difference in your
landing and take off performance. Long grass will help you stop much
sooner. You can guess what it will do to take off performance, which to me is
the most dangerous scenario.
Be comfortable and aware of your airplane at slow speeds. That means some
practice a lot of 'slow flight' regimens with gear and flaps down. Most
pilot get Yaks for the acro - all high speed and yanking and banking. Yet
each flight need to land at a slow speed. No?
Jim "Pappy" Goolsby
In a message dated 10/24/2015 9:23:05 A.M. Eastern Daylight Time,
flyjnw@gmail.com writes:
--> Yak-List message posted by: "jay-dub" <flyjnw@gmail.com>
They let anyone onto this site these days! [Wink]
If you really need to get it stopped, one big application will pull you up
in a very short distance, although as with any other aircraft be cautious
about locking a wheel. You'll have nothing left afterwards to taxi with
though until they've cooled so plan to use the minimum you can. On grass, it
slows down reasonably well of its own accord.
--------
CJ and Yak-52 owner
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=448240#448240
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| Subject: | Re: Breaking Action! |
It was a cold, windy WI day 2 weeks ago...with several Red Stars already recovered,
about-faced and idling - watching my approach, and one very capable check
pilot in my back seat, I did my 1st grass landing in a Yak. The unfamiliarity
of the strip and nasty crosswind caused beads of sweat and a pucker factor that
was almost unbearable, and yet - it turned out to be a non-issue! On pavement,
I will typically burn 2500' or so on rollout. So my concern over 2000' feet
of grass was justified. But I actually had to add power to continue my rollout
to get to the end and make room for the last guy landing. I'm now excitedly
anticipating my next grass landing. Very smooth feel as the Yak 52 truly felt
like it was in its element...
Best of luck and remember to "wiggle your toes" as John Casper would say! :)
________________________________________
From: owner-yak-list-server@matronics.com <owner-yak-list-server@matronics.com>
on behalf of jay-dub <flyjnw@gmail.com>
Sent: Saturday, October 24, 2015 8:19 AM
Subject: Yak-List: Re: Breaking Action!
They let anyone onto this site these days! [Wink]
If you really need to get it stopped, one big application will pull you up in a
very short distance, although as with any other aircraft be cautious about locking
a wheel. You'll have nothing left afterwards to taxi with though until they've
cooled so plan to use the minimum you can. On grass, it slows down reasonably
well of its own accord.
--------
CJ and Yak-52 owner
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=448240#448240
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| Subject: | Yak 55M vs Yak 55 |
Hey Guys,
For those of you who have flown both the 55 and the 55M, what are the differences?
I've flown a M a number of times, but never had the opportunity to fly a straight
55.
Thanks,
Jay
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=448248#448248
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| Subject: | Re: Breaking Action! |
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Message 8
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| Subject: | Re: Breaking Action! |
My advice would be NOT to brake right after touch down but let first drop the speed
to below 80 kph . This way you can use wind and roll resistance for deceleration
when it is most effective. Only then use the brakes for stopping, otherwise
you may end up with no brakes for steering on shorter strips after you
have heated them up by braking too early. Remember drum brakes , no discs !
Vic
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=448252#448252
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| Subject: | Re: Yak 55M vs Yak 55 |
Jay: The wing is shorter on the 55M = better roll rate/ the 55= better rate of
climb... There are some minor systems changes as well. That's the simple explanation.....
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=448253#448253
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| Subject: | Re: Breaking Action! |
Hold the nose off after touchdown to aero brake. Stay off the brakes until y
ou are ready to turn off the runway. RU drum brakes notoriously overheat lea
ving you with brake fad if you heat them up with frequent braking for roll o
ut. You will find yourself doing the emergency procedure for no brakes. Mags
off and you are along for the ride. I hate form taxi where lead feels they n
eed to look good for the crowd by doing a slow taxi. Heats my brakes up ever
y time.
Doc
Sent from my iPad
> On Oct 24, 2015, at 4:48 PM, Jon Blake <jblake207@comcast.net> wrote:
>
> Best braking procedure on grass in any airplane is pumping her gently unti
l she stops...
>
> Sent from my Verizon Wireless 4G LTE DROID
>
>
> James Bancroft <jamesbancroft@btinternet.com> wrote:
>
om>
>
> Good morning all
>
> As a new Yak-52 chap, I'd very much appreciate some advice. When landing o
n grass, what's the best breaking technique to achieve the shortest landing d
istance......a constant squeeze, on and off application, something else? Al
so appreciate how you adjust you technique for wet grass.
>
> I'm thinking short grass runways in Enlandshire ;-)
>
> Cheers
>
> James.
>
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Message 11
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| Subject: | Re: Breaking Action! |
Long down hill taxi's will do it too.
Doc
Sent from my iPad
> On Oct 24, 2015, at 4:48 PM, Jon Blake <jblake207@comcast.net> wrote:
>
> Best braking procedure on grass in any airplane is pumping her gently unti
l she stops...
>
> Sent from my Verizon Wireless 4G LTE DROID
>
>
> James Bancroft <jamesbancroft@btinternet.com> wrote:
>
om>
>
> Good morning all
>
> As a new Yak-52 chap, I'd very much appreciate some advice. When landing o
n grass, what's the best breaking technique to achieve the shortest landing d
istance......a constant squeeze, on and off application, something else? Al
so appreciate how you adjust you technique for wet grass.
>
> I'm thinking short grass runways in Enlandshire ;-)
>
> Cheers
>
> James.
>
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>
>
>
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