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torque_roll(at)hotmail.co
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 Posted: Thu May 05, 2011 3:26 am Post subject: Spinning in the '52 |
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Hi all,
On the subject of tailslides. What is everyone's thoughts on spinning? Has anyone received (or given) advanced spin training as part of the rating in the yak 52, ie: accelerated positive, inverted and inverted accelerated etc etc? I have never done advanced spinning in the '52, I was given basic spin training (which I had learn't when I did my aeros rating in an Alpha previously - I did get to do some accelerated and flat spins too), but never ventured into advanced spinning as I didn't have the background to do so at the time.
should it be compulsory in the yak though? I have heard of and seen videos of '52s going inverted after being held in positive upright spins, didn't find out exactly what the pilot was doing ie outspin aileron or power.
In aircraft like the Pitts, I refuse to sign a rating off until I have had the time to work through a full spin training course with the student in question.
regards,
Andrew Love
AWL Air Services
P +64 3 379 5087 I M +64 21 818 816
From: rob(at)redyak.demon.nl
Subject: Aerostar Yak52 flight manual on tailslides
Date: Thu, 5 May 2011 11:32:28 +0200
To: yak-list(at)matronics.com
Gent's
Here is a copy extract of the original Aerostar Yak-52 factory manual issue 2002
Tailslides are NOT forbidden.
They need -like all aerobatcs- to be performed well and after training with experienced and well known Yak/DOOSAF pilots like Sergei Boriac and Genna Elfimov, Mark Jefferies etc etc.
I have been doing tailslides for the last 14 years in my -52 , also on many airshows.
Imperative is that you hold on to stick and rudder tightly and do not allow to let the backflow 'slam stop' them.
That may lead to bob weight failure, hinge fail and more shit.
Have never heard about seconite or linnen fail because of THIS reason (other reasons: yes)
So: No problem.
If in doubt: do not perform; like all acro you are not trained in and not familiar with, seek expert help with ON TYPE experience, lots of it, verifiable, well know by rest of community.
Some with e.g. a lot of Pitts Special experience and no Y52 experience does not qualify. period.
Take care, fly carefully.
And even then................
We lost an NL based Yak52 and 2 dead last week in UK.(Uk citizens)
Investigation still going on so wait a month or two for true and final reports on this.
Please do not speculate, leave it here.
Cheers,
Robert
www.redyak.nl
S.C. AEROSTAR S.A. BACAU
YAK-52 FLIGHT MANUAL
Page 95 of 95
Pendulum The ingress into pendulum is operated from normal or inverted flight .
Pendulum from normal flight , forward fall First of all the pilot sets the engine speed at 82% and ensures the admission total pressure .
At 260 km/h airspeed , he drives the airplane in a 900 climb (on vertical path) , stabilizes it , and maintains this angle exactly .
ISSUE / DATE: 1/10.2002
S.C. AEROSTAR S.A. BACAU
YAK-52 FLIGHT MANUAL
Page 96 of 95
The airplane position versus horizon is checked upon the wings projection on the skyline .
When the airplane is stabilized on vertical path and its position versus horizon is controlled , the pilot reduces the admission pressure gently , so when the airplane is “hung up” the admission pressure is reduced completely (propeller in low pitch condition) .
At 45-50 km/h , the elevation angle is decreased up to 87-850 (with 50 maximum) by the push of the stick .When the speed is almost “0” (in the hung up moment) the pilot pulls the stick completely (the airplane doesn’t react to this control) and keeps the rudder pads on the neutral position .
The stick and the rudder pads are kept in these position by a small effort , because when the airplane falls on its tail , the control surfaces are subjected to important overloadings .
After the nose fall and the passing in dive , the pilot pushes the stick up to the neutral position ,
increases the admission pressure and at 190 km/h minimum initiates the recovery from dive in horizontal flight .
Pendulum from normal flight , “on back” fall
For the performance of this figure , unlike that of the pendulum with forward fall , the pilot pulls the stick when the speed is 40-50 km/h and increases the elevation angle from 900 up to 93-950 . When the airplane is hung up (at almost 0 speed ) , he pushes the stick completely . After the “on back” fall and the lapse in dive , he brings the stick in the neutral position , increases the admission pressure and drives the airplane out in horizontal flight at the required speed .
Pendulum from inverted flight
The entry speed – 280 km/h . The sequence of performance is similar to that of pendulum from normal flight .
Inverted spinning
This figure may be performed in training purposes from 1500 m height minimum . In horizontal flight condition , at 170 km/h airspeed and 82% engine speed , the pilot equilibrates the airplane and
sets the control point for recovery from spinning .
When the speed is 180 km/h , he performs a halfrolling and brings the airplane in inverted horizontal flight .
He reduces the admission pressure slowly and doesn’t allow the airplane to rotate . He maintains the airplane in horizontal flight until the airspeed is 140 km/h . Then he actuates the rudder pads gently and completely on the desired sense , pushes the stick and initiates the spinning . During the inverted spinning , the control surfaces must be kept in their position from the entry .
The loss of height for one-turn spin is about 100-150 m .
To drive the airplane out from the inverted spin , at 300 before reaching at the control point , the pilot actuates the rudder pads contrary to the rotation sense and pulls the stick beyond the neutral position.
As soon as the rotation ceased , he brings the rudder pads in the neutral position and pushes the stick beyond the neutral position .
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drc(at)wscare.com
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| Posted: Thu May 05, 2011 3:49 am Post subject: Spinning in the '52 |
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There was no real initial course when I started flying the yak like the insurance requires now. I did seek out Sergei and did spin training as part of the aerobatic work with him. 6 years ago upright with and without power, flat. Then 3 years ago inverted. We have worked on snaps also and I have explored accelerated spins on my own. I also make an effort to take the flight instructors in the area flying and I enjoy showing them spins and unusual attitudes as many of them have never done this. I like to show them accelerated stalls. Not one has recognized it.
I think the other situation you are describing is crossover spins. I have tried to force thes in the yak 52 and it does not really want to do them. The 55 was very smooth to go from upright right spin, stick back neutral and right rudder, to inverted left with forward neutral stick and left rudder.
Sent from DrC on the iPhone
On May 5, 2011, at 6:23 AM, Andrew Love <torque_roll(at)hotmail.com (torque_roll(at)hotmail.com)> wrote:
[quote] Hi all,
On the subject of tailslides. What is everyone's thoughts on spinning? Has anyone received (or given) advanced spin training as part of the rating in the yak 52, ie: accelerated positive, inverted and inverted accelerated etc etc? I have never done advanced spinning in the '52, I was given basic spin training (which I had learn't when I did my aeros rating in an Alpha previously - I did get to do some accelerated and flat spins too), but never ventured into advanced spinning as I didn't have the background to do so at the time.
should it be compulsory in the yak though? I have heard of and seen videos of '52s going inverted after being held in positive upright spins, didn't find out exactly what the pilot was doing ie outspin aileron or power.
In aircraft like the Pitts, I refuse to sign a rating off until I have had the time to work through a full spin training course with the student in question.
regards,
Andrew Love
AWL Air Services
P +64 3 379 5087 I M +64 21 818 816
From: [url=mailto:rob(at)redyak.demon.nl]rob(at)redyak.demon.nl (rob(at)redyak.demon.nl)[/url]
Subject: Aerostar Yak52 flight manual on tailslides
Date: Thu, 5 May 2011 11:32:28 +0200
To: [url=mailto:yak-list(at)matronics.com]yak-list(at)matronics.com (yak-list(at)matronics.com)[/url]
Gent's
Here is a copy extract of the original Aerostar Yak-52 factory manual issue 2002
Tailslides are NOT forbidden.
They need -like all aerobatcs- to be performed well and after training with experienced and well known Yak/DOOSAF pilots like Sergei Boriac and Genna Elfimov, Mark Jefferies etc etc.
I have been doing tailslides for the last 14 years in my -52 , also on many airshows.
Imperative is that you hold on to stick and rudder tightly and do not allow to let the backflow 'slam stop' them.
That may lead to bob weight failure, hinge fail and more shit.
Have never heard about seconite or linnen fail because of THIS reason (other reasons: yes)
So: No problem.
If in doubt: do not perform; like all acro you are not trained in and not familiar with, seek expert help with ON TYPE experience, lots of it, verifiable, well know by rest of community.
Some with e.g. a lot of Pitts Special experience and no Y52 experience does not qualify. period.
Take care, fly carefully.
And even then................
We lost an NL based Yak52 and 2 dead last week in UK.(Uk citizens)
Investigation still going on so wait a month or two for true and final reports on this.
Please do not speculate, leave it here.
Cheers,
Robert
www.redyak.nl
S.C. AEROSTAR S.A. BACAU
YAK-52 FLIGHT MANUAL
Page 95 of 95
Pendulum The ingress into pendulum is operated from normal or inverted flight .
Pendulum from normal flight , forward fall First of all the pilot sets the engine speed at 82% and ensures the admission total pressure .
At 260 km/h airspeed , he drives the airplane in a 900 climb (on vertical path) , stabilizes it , and maintains this angle exactly .
ISSUE / DATE: 1/10.2002
S.C. AEROSTAR S.A. BACAU
YAK-52 FLIGHT MANUAL
Page 96 of 95
The airplane position versus horizon is checked upon the wings projection on the skyline .
When the airplane is stabilized on vertical path and its position versus horizon is controlled , the pilot reduces the admission pressure gently , so when the airplane is “hung up” the admission pressure is reduced completely (propeller in low pitch condition) .
At 45-50 km/h , the elevation angle is decreased up to 87-850 (with 50 maximum) by the push of the stick .When the speed is almost “0” (in the hung up moment) the pilot pulls the stick completely (the airplane doesn’t react to this control) and keeps the rudder pads on the neutral position .
The stick and the rudder pads are kept in these position by a small effort , because when the airplane falls on its tail , the control surfaces are subjected to important overloadings .
After the nose fall and the passing in dive , the pilot pushes the stick up to the neutral position ,
increases the admission pressure and at 190 km/h minimum initiates the recovery from dive in horizontal flight .
Pendulum from normal flight , “on back” fall
For the performance of this figure , unlike that of the pendulum with forward fall , the pilot pulls the stick when the speed is 40-50 km/h and increases the elevation angle from 900 up to 93-950 . When the airplane is hung up (at almost 0 speed ) , he pushes the stick completely . After the “on back” fall and the lapse in dive , he brings the stick in the neutral position , increases the admission pressure and drives the airplane out in horizontal flight at the required speed .
Pendulum from inverted flight
The entry speed – 280 km/h . The sequence of performance is similar to that of pendulum from normal flight .
Inverted spinning
This figure may be performed in training purposes from 1500 m height minimum . In horizontal flight condition , at 170 km/h airspeed and 82% engine speed , the pilot equilibrates the airplane and
sets the control point for recovery from spinning .
When the speed is 180 km/h , he performs a halfrolling and brings the airplane in inverted horizontal flight .
He reduces the admission pressure slowly and doesn’t allow the airplane to rotate . He maintains the airplane in horizontal flight until the airspeed is 140 km/h . Then he actuates the rudder pads gently and completely on the desired sense , pushes the stick and initiates the spinning . During the inverted spinning , the control surfaces must be kept in their position from the entry .
The loss of height for one-turn spin is about 100-150 m .
To drive the airplane out from the inverted spin , at 300 before reaching at the control point , the pilot actuates the rudder pads contrary to the rotation sense and pulls the stick beyond the neutral position.
As soon as the rotation ceased , he brings the rudder pads in the neutral position and pushes the stick beyond the neutral position .
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richard.goode(at)russiana
Guest
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| Posted: Thu May 05, 2011 3:52 am Post subject: Spinning in the '52 |
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For anyone considering spinning in the Yak-52, you MUST have proper training.
Please read article on: www.russianaeros.com/Yak-52%20spinning.htm
From: owner-yak-list-server(at)matronics.com [mailto:owner-yak-list-server(at)matronics.com] On Behalf Of Andrew Love
Sent: 05 May 2011 12:24
To: Yak server
Subject: RE: Spinning in the '52
Hi all,
On the subject of tailslides. What is everyone's thoughts on spinning? Has anyone received (or given) advanced spin training as part of the rating in the yak 52, ie: accelerated positive, inverted and inverted accelerated etc etc? I have never done advanced spinning in the '52, I was given basic spin training (which I had learn't when I did my aeros rating in an Alpha previously - I did get to do some accelerated and flat spins too), but never ventured into advanced spinning as I didn't have the background to do so at the time.
should it be compulsory in the yak though? I have heard of and seen videos of '52s going inverted after being held in positive upright spins, didn't find out exactly what the pilot was doing ie outspin aileron or power.
In aircraft like the Pitts, I refuse to sign a rating off until I have had the time to work through a full spin training course with the student in question.
regards,
Andrew Love
AWL Air Services
P +64 3 379 5087 I M +64 21 818 816
From: rob(at)redyak.demon.nl
Subject: Aerostar Yak52 flight manual on tailslides
Date: Thu, 5 May 2011 11:32:28 +0200
To: yak-list(at)matronics.com
Gent's
Here is a copy extract of the original Aerostar Yak-52 factory manual issue 2002
Tailslides are NOT forbidden.
They need -like all aerobatcs- to be performed well and after training with experienced and well known Yak/DOOSAF pilots like Sergei Boriac and Genna Elfimov, Mark Jefferies etc etc.
I have been doing tailslides for the last 14 years in my -52 , also on many airshows.
Imperative is that you hold on to stick and rudder tightly and do not allow to let the backflow 'slam stop' them.
That may lead to bob weight failure, hinge fail and more shit.
Have never heard about seconite or linnen fail because of THIS reason (other reasons: yes)
So: No problem.
If in doubt: do not perform; like all acro you are not trained in and not familiar with, seek expert help with ON TYPE experience, lots of it, verifiable, well know by rest of community.
Some with e.g. a lot of Pitts Special experience and no Y52 experience does not qualify. period.
Take care, fly carefully.
And even then................
We lost an NL based Yak52 and 2 dead last week in UK.(Uk citizens)
Investigation still going on so wait a month or two for true and final reports on this.
Please do not speculate, leave it here.
Cheers,
Robert
www.redyak.nl
S.C. AEROSTAR S.A. BACAU
YAK-52 FLIGHT MANUAL
Page 95 of 95
Pendulum The ingress into pendulum is operated from normal or inverted flight .
Pendulum from normal flight , forward fall First of all the pilot sets the engine speed at 82% and ensures the admission total pressure .
At 260 km/h airspeed , he drives the airplane in a 900 climb (on vertical path) , stabilizes it , and maintains this angle exactly .
ISSUE / DATE: 1/10.2002
S.C. AEROSTAR S.A. BACAU
YAK-52 FLIGHT MANUAL
Page 96 of 95
The airplane position versus horizon is checked upon the wings projection on the skyline .
When the airplane is stabilized on vertical path and its position versus horizon is controlled , the pilot reduces the admission pressure gently , so when the airplane is “hung up” the admission pressure is reduced completely (propeller in low pitch condition) .
At 45-50 km/h , the elevation angle is decreased up to 87-850 (with 50 maximum) by the push of the stick .When the speed is almost “0” (in the hung up moment) the pilot pulls the stick completely (the airplane doesn’t react to this control) and keeps the rudder pads on the neutral position .
The stick and the rudder pads are kept in these position by a small effort , because when the airplane falls on its tail , the control surfaces are subjected to important overloadings .
After the nose fall and the passing in dive , the pilot pushes the stick up to the neutral position ,
increases the admission pressure and at 190 km/h minimum initiates the recovery from dive in horizontal flight .
Pendulum from normal flight , “on back” fall
For the performance of this figure , unlike that of the pendulum with forward fall , the pilot pulls the stick when the speed is 40-50 km/h and increases the elevation angle from 900 up to 93-950 . When the airplane is hung up (at almost 0 speed ) , he pushes the stick completely . After the “on back” fall and the lapse in dive , he brings the stick in the neutral position , increases the admission pressure and drives the airplane out in horizontal flight at the required speed .
Pendulum from inverted flight
The entry speed – 280 km/h . The sequence of performance is similar to that of pendulum from normal flight .
Inverted spinning
This figure may be performed in training purposes from 1500 m height minimum . In horizontal flight condition , at 170 km/h airspeed and 82% engine speed , the pilot equilibrates the airplane and
sets the control point for recovery from spinning .
When the speed is 180 km/h , he performs a halfrolling and brings the airplane in inverted horizontal flight .
He reduces the admission pressure slowly and doesn’t allow the airplane to rotate . He maintains the airplane in horizontal flight until the airspeed is 140 km/h . Then he actuates the rudder pads gently and completely on the desired sense , pushes the stick and initiates the spinning . During the inverted spinning , the control surfaces must be kept in their position from the entry .
The loss of height for one-turn spin is about 100-150 m .
To drive the airplane out from the inverted spin , at 300 before reaching at the control point , the pilot actuates the rudder pads contrary to the rotation sense and pulls the stick beyond the neutral position.
As soon as the rotation ceased , he brings the rudder pads in the neutral position and pushes the stick beyond the neutral position .
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viperdoc(at)mindspring.co
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| Posted: Thu May 05, 2011 7:12 am Post subject: Spinning in the '52 |
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Ahhh...makes one long for the days of MMO. :^)) Ah! Another use...wash down
crow!
Doc
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torque_roll(at)hotmail.co
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| Posted: Thu May 05, 2011 12:39 pm Post subject: Spinning in the '52 |
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Well there you go then,
I must say I never got to an advanced stage with my aerobatic flying in the '52 (I dont' have a share in one currently). My standards were fairly sports/inter-ish throughout the 18months-2yrs that I flew one. The Pitts on the otherhand I have got to a relatively advanced stage through flying it more and having more extensive training at the beginning.
whenever I start flying aeros in something new I like to go back to basics for a number of hours until happy. Take the Extra for example, it is safe to say I was an embarassment to Walter Extra!
I just never had the confidence to get into advanced akro in the '52 but it was probably not a silly move to stay clear of all that stuff. Would be neat to get back in one with someone who knows what they are doing when I have the opportunity to get involved flying another one...
Enjoying the discussion as always.
cheers,
Andrew Love
Nu Look Window Cleaning Services Ltd
P +64 3 379 5087 I M +64 21 818 816
From: torque_roll(at)hotmail.com
To: yak-list(at)matronics.com
Subject: RE: Spinning in the '52
Date: Thu, 5 May 2011 23:23:59 +1200
.ExternalClass .ecxhmmessage P {padding:0px;} .ExternalClass body.ecxhmmessage {font-size:10pt;font-family:Tahoma;} Hi all,
On the subject of tailslides. What is everyone's thoughts on spinning? Has anyone received (or given) advanced spin training as part of the rating in the yak 52, ie: accelerated positive, inverted and inverted accelerated etc etc? I have never done advanced spinning in the '52, I was given basic spin training (which I had learn't when I did my aeros rating in an Alpha previously - I did get to do some accelerated and flat spins too), but never ventured into advanced spinning as I didn't have the background to do so at the time.
should it be compulsory in the yak though? I have heard of and seen videos of '52s going inverted after being held in positive upright spins, didn't find out exactly what the pilot was doing ie outspin aileron or power.
In aircraft like the Pitts, I refuse to sign a rating off until I have had the time to work through a full spin training course with the student in question.
regards,
Andrew Love
AWL Air Services
P +64 3 379 5087 I M +64 21 818 816
From: rob(at)redyak.demon.nl
Subject: Aerostar Yak52 flight manual on tailslides
Date: Thu, 5 May 2011 11:32:28 +0200
To: yak-list(at)matronics.com
Gent's
Here is a copy extract of the original Aerostar Yak-52 factory manual issue 2002
Tailslides are NOT forbidden.
They need -like all aerobatcs- to be performed well and after training with experienced and well known Yak/DOOSAF pilots like Sergei Boriac and Genna Elfimov, Mark Jefferies etc etc.
I have been doing tailslides for the last 14 years in my -52 , also on many airshows.
Imperative is that you hold on to stick and rudder tightly and do not allow to let the backflow 'slam stop' them.
That may lead to bob weight failure, hinge fail and more shit.
Have never heard about seconite or linnen fail because of THIS reason (other reasons: yes)
So: No problem.
If in doubt: do not perform; like all acro you are not trained in and not familiar with, seek expert help with ON TYPE experience, lots of it, verifiable, well know by rest of community.
Some with e.g. a lot of Pitts Special experience and no Y52 experience does not qualify. period.
Take care, fly carefully.
And even then................
We lost an NL based Yak52 and 2 dead last week in UK.(Uk citizens)
Investigation still going on so wait a month or two for true and final reports on this.
Please do not speculate, leave it here.
Cheers,
Robert
www.redyak.nl
S.C. AEROSTAR S.A. BACAU
YAK-52 FLIGHT MANUAL
Page 95 of 95
Pendulum The ingress into pendulum is operated from normal or inverted flight .
Pendulum from normal flight , forward fall First of all the pilot sets the engine speed at 82% and ensures the admission total pressure .
At 260 km/h airspeed , he drives the airplane in a 900 climb (on vertical path) , stabilizes it , and maintains this angle exactly .
ISSUE / DATE: 1/10.2002
S.C. AEROSTAR S.A. BACAU
YAK-52 FLIGHT MANUAL
Page 96 of 95
The airplane position versus horizon is checked upon the wings projection on the skyline .
When the airplane is stabilized on vertical path and its position versus horizon is controlled , the pilot reduces the admission pressure gently , so when the airplane is “hung up” the admission pressure is reduced completely (propeller in low pitch condition) .
At 45-50 km/h , the elevation angle is decreased up to 87-850 (with 50 maximum) by the push of the stick .When the speed is almost “0” (in the hung up moment) the pilot pulls the stick completely (the airplane doesn’t react to this control) and keeps the rudder pads on the neutral position .
The stick and the rudder pads are kept in these position by a small effort , because when the airplane falls on its tail , the control surfaces are subjected to important overloadings .
After the nose fall and the passing in dive , the pilot pushes the stick up to the neutral position ,
increases the admission pressure and at 190 km/h minimum initiates the recovery from dive in horizontal flight .
Pendulum from normal flight , “on back” fall
For the performance of this figure , unlike that of the pendulum with forward fall , the pilot pulls the stick when the speed is 40-50 km/h and increases the elevation angle from 900 up to 93-950 . When the airplane is hung up (at almost 0 speed ) , he pushes the stick completely . After the “on back” fall and the lapse in dive , he brings the stick in the neutral position , increases the admission pressure and drives the airplane out in horizontal flight at the required speed .
Pendulum from inverted flight
The entry speed – 280 km/h . The sequence of performance is similar to that of pendulum from normal flight .
Inverted spinning
This figure may be performed in training purposes from 1500 m height minimum . In horizontal flight condition , at 170 km/h airspeed and 82% engine speed , the pilot equilibrates the airplane and
sets the control point for recovery from spinning .
When the speed is 180 km/h , he performs a halfrolling and brings the airplane in inverted horizontal flight .
He reduces the admission pressure slowly and doesn’t allow the airplane to rotate . He maintains the airplane in horizontal flight until the airspeed is 140 km/h . Then he actuates the rudder pads gently and completely on the desired sense , pushes the stick and initiates the spinning . During the inverted spinning , the control surfaces must be kept in their position from the entry .
The loss of height for one-turn spin is about 100-150 m .
To drive the airplane out from the inverted spin , at 300 before reaching at the control point , the pilot actuates the rudder pads contrary to the rotation sense and pulls the stick beyond the neutral position.
As soon as the rotation ceased , he brings the rudder pads in the neutral position and pushes the stick beyond the neutral position .
[quote]
rget=_blank>http://www.matronics.com/Navigator?Yak-List
ttp://forums.matronics.com
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czech6(at)mesanetworks.ne
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| Posted: Thu May 05, 2011 5:17 pm Post subject: Spinning in the '52 |
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With those standards, you will a long healthy life.
Blue Sky's
On May 5, 2011, at 3:35 PM, Andrew Love <torque_roll(at)hotmail.com (torque_roll(at)hotmail.com)> wrote:
[quote] Well there you go then,
I must say I never got to an advanced stage with my aerobatic flying in the '52 (I dont' have a share in one currently). My standards were fairly sports/inter-ish throughout the 18months-2yrs that I flew one. The Pitts on the otherhand I have got to a relatively advanced stage through flying it more and having more extensive training at the beginning.
whenever I start flying aeros in something new I like to go back to basics for a number of hours until happy. Take the Extra for example, it is safe to say I was an embarassment to Walter Extra!
I just never had the confidence to get into advanced akro in the '52 but it was probably not a silly move to stay clear of all that stuff. Would be neat to get back in one with someone who knows what they are doing when I have the opportunity to get involved flying another one...
Enjoying the discussion as always.
cheers,
Andrew Love
Nu Look Window Cleaning Services Ltd
P +64 3 379 5087 I M +64 21 818 816
From: [url=mailto:torque_roll(at)hotmail.com]torque_roll(at)hotmail.com (torque_roll(at)hotmail.com)[/url]
To: [url=mailto:yak-list(at)matronics.com]yak-list(at)matronics.com (yak-list(at)matronics.com)[/url]
Subject: RE: Spinning in the '52
Date: Thu, 5 May 2011 23:23:59 +1200
.ExternalClass .ecxhmmessage P {padding:0px;} .ExternalClass body.ecxhmmessage {font-size:10pt;font-family:Tahoma;} Hi all,
On the subject of tailslides. What is everyone's thoughts on spinning? Has anyone received (or given) advanced spin training as part of the rating in the yak 52, ie: accelerated positive, inverted and inverted accelerated etc etc? I have never done advanced spinning in the '52, I was given basic spin training (which I had learn't when I did my aeros rating in an Alpha previously - I did get to do some accelerated and flat spins too), but never ventured into advanced spinning as I didn't have the background to do so at the time.
should it be compulsory in the yak though? I have heard of and seen videos of '52s going inverted after being held in positive upright spins, didn't find out exactly what the pilot was doing ie outspin aileron or power.
In aircraft like the Pitts, I refuse to sign a rating off until I have had the time to work through a full spin training course with the student in question.
regards,
Andrew Love
AWL Air Services
P +64 3 379 5087 I M +64 21 818 816
From: [url=mailto:rob(at)redyak.demon.nl]rob(at)redyak.demon.nl (rob(at)redyak.demon.nl)[/url]
Subject: Aerostar Yak52 flight manual on tailslides
Date: Thu, 5 May 2011 11:32:28 +0200
To: [url=mailto:yak-list(at)matronics.com]yak-list(at)matronics.com (yak-list(at)matronics.com)[/url]
Gent's
Here is a copy extract of the original Aerostar Yak-52 factory manual issue 2002
Tailslides are NOT forbidden.
They need -like all aerobatcs- to be performed well and after training with experienced and well known Yak/DOOSAF pilots like Sergei Boriac and Genna Elfimov, Mark Jefferies etc etc.
I have been doing tailslides for the last 14 years in my -52 , also on many airshows.
Imperative is that you hold on to stick and rudder tightly and do not allow to let the backflow 'slam stop' them.
That may lead to bob weight failure, hinge fail and more shit.
Have never heard about seconite or linnen fail because of THIS reason (other reasons: yes)
So: No problem.
If in doubt: do not perform; like all acro you are not trained in and not familiar with, seek expert help with ON TYPE experience, lots of it, verifiable, well know by rest of community.
Some with e.g. a lot of Pitts Special experience and no Y52 experience does not qualify. period.
Take care, fly carefully.
And even then................
We lost an NL based Yak52 and 2 dead last week in UK.(Uk citizens)
Investigation still going on so wait a month or two for true and final reports on this.
Please do not speculate, leave it here.
Cheers,
Robert
www.redyak.nl
S.C. AEROSTAR S.A. BACAU
YAK-52 FLIGHT MANUAL
Page 95 of 95
Pendulum The ingress into pendulum is operated from normal or inverted flight .
Pendulum from normal flight , forward fall First of all the pilot sets the engine speed at 82% and ensures the admission total pressure .
At 260 km/h airspeed , he drives the airplane in a 900 climb (on vertical path) , stabilizes it , and maintains this angle exactly .
ISSUE / DATE: 1/10.2002
S.C. AEROSTAR S.A. BACAU
YAK-52 FLIGHT MANUAL
Page 96 of 95
The airplane position versus horizon is checked upon the wings projection on the skyline .
When the airplane is stabilized on vertical path and its position versus horizon is controlled , the pilot reduces the admission pressure gently , so when the airplane is “hung up” the admission pressure is reduced completely (propeller in low pitch condition) .
At 45-50 km/h , the elevation angle is decreased up to 87-850 (with 50 maximum) by the push of the stick .When the speed is almost “0” (in the hung up moment) the pilot pulls the stick completely (the airplane doesn’t react to this control) and keeps the rudder pads on the neutral position .
The stick and the rudder pads are kept in these position by a small effort , because when the airplane falls on its tail , the control surfaces are subjected to important overloadings .
After the nose fall and the passing in dive , the pilot pushes the stick up to the neutral position ,
increases the admission pressure and at 190 km/h minimum initiates the recovery from dive in horizontal flight .
Pendulum from normal flight , “on back” fall
For the performance of this figure , unlike that of the pendulum with forward fall , the pilot pulls the stick when the speed is 40-50 km/h and increases the elevation angle from 900 up to 93-950 . When the airplane is hung up (at almost 0 speed ) , he pushes the stick completely . After the “on back” fall and the lapse in dive , he brings the stick in the neutral position , increases the admission pressure and drives the airplane out in horizontal flight at the required speed .
Pendulum from inverted flight
The entry speed – 280 km/h . The sequence of performance is similar to that of pendulum from normal flight .
Inverted spinning
This figure may be performed in training purposes from 1500 m height minimum . In horizontal flight condition , at 170 km/h airspeed and 82% engine speed , the pilot equilibrates the airplane and
sets the control point for recovery from spinning .
When the speed is 180 km/h , he performs a halfrolling and brings the airplane in inverted horizontal flight .
He reduces the admission pressure slowly and doesn’t allow the airplane to rotate . He maintains the airplane in horizontal flight until the airspeed is 140 km/h . Then he actuates the rudder pads gently and completely on the desired sense , pushes the stick and initiates the spinning . During the inverted spinning , the control surfaces must be kept in their position from the entry .
The loss of height for one-turn spin is about 100-150 m .
To drive the airplane out from the inverted spin , at 300 before reaching at the control point , the pilot actuates the rudder pads contrary to the rotation sense and pulls the stick beyond the neutral position.
As soon as the rotation ceased , he brings the rudder pads in the neutral position and pushes the stick beyond the neutral position .
[b]
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mark.bitterlich(at)navy.m
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torque_roll(at)hotmail.co
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| Posted: Fri May 06, 2011 12:45 pm Post subject: Spinning in the '52 |
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Yep thats the one Mark, but only in a Pitts. 
Andrew Love
Nu Look Window Cleaning Services Ltd
P +64 3 379 5087 I M +64 21 818 816
> Subject: RE: Spinning in the '52
[quote] Date: Fri, 6 May 2011 11:07:04 -0400
From: mark.bitterlich(at)navy.mil
To: yak-list(at)matronics.com
--> Yak-List message posted by: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E" <mark.bitterlich(at)navy.mil>
Bill... BILL! Didn't you read Andrews email address?
TORQUE_ROLL (at) hotmail.com ???
Sounds dangerous to me.
Signed, "Just that angry Man"
Mark
(boring day at work, sorry)
--
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torque_roll(at)hotmail.co
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| Posted: Thu May 12, 2011 12:15 am Post subject: Spinning in the '52 |
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Yep I got the drift there Mark! I should probably get a sensible email address but I quite like this one... Speaking of advanced spinning...just been barreling around getting someone up to speed in a Pitts: loads of landings and a stack of inverted spins among other elements of the rating and he is all but done.
This discussion here has really made me want to do some advanced spin training in a '52 with someone, now. I must make a trip out to the backyard to that money tree that is growing so well....
regards,
Andrew Love
Nu Look Window Cleaning Services Ltd
P +64 3 379 5087 I M +64 21 818 816
> Subject: RE: Spinning in the '52
[quote] Date: Fri, 6 May 2011 11:07:04 -0400
From: mark.bitterlich(at)navy.mil
To: yak-list(at)matronics.com
--> Yak-List message posted by: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E" <mark.bitterlich(at)navy.mil>
Bill... BILL! Didn't you read Andrews email address?
TORQUE_ROLL (at) hotmail.com ???
Sounds dangerous to me.
Signed, "Just that angry Man"
Mark
(boring day at work, sorry)
--
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