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Barry Hancock
Joined: 22 Feb 2006
Posts: 53
Location: Chino, CA
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 Posted: Sat Jul 15, 2006 9:40 am Post subject: OSH Yak Forum |
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Gang,
Yours truly has been invited back to do a forum on Yaks and CJ's
Friday the 28th at 10:30 a.m. in the Warbird building. I am putting
together a presentation now and welcome any input at to what topics
would be of interest for new and prospective Yak and CJ owners. I'm
headed to Hungary tonight to inspect several L-39's but will keep my
eyes open and ears to the ground for anything Yak as well.... I'll
be back on Wednesday, so any lack of response on my part will be due
to that and the impending jet lag.. >:}
Thanks in advance...please send suggestions to me directly at
barry(at)flyredstar.com
Cheers,
Barry
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_________________
Barry Hancock
Worldwide Warbirds, Inc.
www.worldwidewarbirds.com
www.cj6.com |
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netmaster15(at)juno.com
Guest
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| Posted: Wed Jul 19, 2006 8:37 pm Post subject: OSH Yak Forum |
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Barry,
The following is just a suggestion--subject to your judgement as to its
relevance and its value-- for inclusion in your presentation.
Under the heading of checking yourself out in a high powered tailwheel
airplane in which your first ride is solo and everything turns in the
opposite direction, For example, in the case of the YAK 50, where you
don't see very much over the nose. Be guided by these cardinal rules;
First: Have a substantial amount of tailwheel experience in aircraft
with high H.P.
Second: Seek out and heed the advice of those who have flown the
airplane before.
Third: Read everything you can lay your hands on and KNOW the airplane
and its systems.
Fourth: Forget about making high speed taxi runs before making the first
flight. If that sounds strange--Trust me on that one. History
has,unfortunately, been made by one adventurous YAK 50 purchaser known
to many early YAK owners. In this case the result was extensive damage
to the aircraft resulting in expensive repairs. Once you start down the
runway on takeoff, do not pull the power off when the tail comes up and
you are NOT heading in the desired direction. You will be off the ground
before you can finish saying "ÖH SHIT" . You can straighten it out in the
air when you can see over the nose.
Fifth: If there's a voice in your ear saying you are NOT ready for
this excursion, LISTEN to it and get some more training. Our
adventurous, would -be YAK 50 pilot made three attempts to solo his
airplane and each time found an excuse to postpone the exercise
when timidity overcame courage . Worse, he had been warned not to engage
in his planned high speed taxi tests. High speed taxi is just another
phrase for aborted takeoff . A YAK 50, in the hands of a novice, can get
squirly in a hurry if you do not know what to expect the first time out;
that's when the learning curve is the steepest. Torque is to the right
and requires LEFT rudder to correct. Brakes are pneumatic and are applied
with a hand brake located on the stick, there are no toe brakes. That's a
lot of strange stuff to sort out when you are heading for the boonies and
the view blocking nose comes up as forward speed decays.. Oh yes, don't
forget, when you pull the stick back to plant the tailwheel , you are
LOCKING the tailwheel for straight ahead trajectory.
Note: Once you get used to the differences the YAK 50 is a dream to fly
and the rate of climb will knock your socks off. 3600 FPM is easily
obtained and the wing continues to fly long into the vertical. It also
continues to fly long into the rollout after landing. That can surprise
you if landing with even a slight crosswind. Beware of lifting of the
upwind wing during ground rollout.
Hope you find this useful.
Regards,
CLIFF
On Sat, 15 Jul 2006 10:40:03 -0700 Barry Hancock <barry(at)flyredstar.org>
writes:
| Quote: |
Gang,
Yours truly has been invited back to do a forum on Yaks and CJ's
Friday the 28th at 10:30 a.m. in the Warbird building. I am putting
together a presentation now and welcome any input at to what topics
would be of interest for new and prospective Yak and CJ owners. I'm
headed to Hungary tonight to inspect several L-39's but will keep my
eyes open and ears to the ground for anything Yak as well.... I'll
be back on Wednesday, so any lack of response on my part will be due
to that and the impending jet lag.. >:}
Thanks in advance...please send suggestions to me directly at
barry(at)flyredstar.com
Cheers,
Barry
|
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viperdoc(at)mindspring.co
Guest
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| Posted: Thu Jul 20, 2006 6:30 am Post subject: OSH Yak Forum |
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Cliff,
I would say you have summed up all the FoPa's in learning to fly a 50 quit
succeintly! If you think you can do hi speed taxi and pull the power back
as a novice (which is what I still consider myself) think again! She will
fly off the runway in a 3 point heartbeat at 100 percent!
Some of the best advice I got from Scottie Patterson (an experienced early
50 owner with tons more TD experience than I ever will have) was bring the
power in slowly. Count 3 potataos or 4 and you do not need 100% to get her
off the ground at 110 kmph. She flies quite nicely off the runway at 85-90%
giving your novice brain a chance to get ahead of this airplane! Use quick
rudder left jabs to correct those early excursions to the right. My first
experience with the 50 is one could write a book for an aviation comedy!
But, hey, survived and am still able to still use the airplane after that!
The 50 handbook calls for 170 kmph off the perch and 150 over the fence for
landing. For a 2 point, those numbers are reasonable. Just have to be
patient on inching the wheels down and then do that unnatural act of
pushing forward on the stick to pin the mains when they kiss. The fun is
not over yet! Let the angle of incidence on the leading edge of that main
wing change to pitchup by lowering the tail before it is ready fall and you
are off to the rodeo with a whale of a PIO. You make it worse by trying to
fly the wing with the stick! All you do is make the PIO worse. As another
wise ol' Sage said, power corrects all. Just not to much of it! You have to
fly her all the way to the chocks!
For the 3 point those numbers are a bit high, IMHO, 150 on the perch and
130 over the fence while holding that TO picture in the flair as you get
1-2 feet off the runway is more comfortable to me. By the way, that TO
picture is 15 deg nose high and with about 25-30 deg view of the side of
the runway out the left and right side of the windscreen! I prefer the left
side since I can sneak peaks at the AS indicator while inching down toward
the runway. There is nothing to see over the nose except sky above you and
nothing infront of you. The 3 point to me, the novice, is still the
sweetest. Once you run her out of energy at 100 kmph, she is done flying,
now you have to manage the rollout! Controlling drift before arriving at
the runway is key also. If you have been lulled into the 52 can handle any
X Wind almost way of thinking, do not think that with the 50. If you want
to use her again after the last X wind landing. Her max X Wind is 10 m/s.
not much for those spindly little gear. The novice may want to hunt for
runway that is more oriented to X wind or not fly that day. Bummer. And
last, she loves grass and grass is more forgiving of the novice's
buffoonery than pavement.
I can second all Cliff has said. The 50 is a blast to fly! Slick, fast,
quick, manueverable, and there is not much that can match her under 10000
ft for the price we pay for this toy! I was lucky (still am) to have an
experience 50 driver nearby that was willing to give me the benefit of his
experience as my mentor! Not that I have progressed beyond novice by any
degree of experience yet! But everyday is a chance to learn and master! But
as another seasoned TD'er said, a Tail dragger can eat your lunch at any
moment if your are not flying her from the engine start until the engine is
shut down in back in the chocks!
After flying the 50, I now understand that saying I occassionally see on
aviation coffee cups and hanging in dusty old FBO's, "The second greatest
thing man does is fly. The first is to land!" Danged, and here I was
thinking it was sex all the time!
Doc Kemp
| Quote: | [Original Message]
From: Cliff Umscheid <netmaster15(at)juno.com>
To: <yak-list(at)matronics.com>; <yak-list(at)matronics.com>
Date: 7/19/2006 11:51:12 PM
Subject: Re: OSH Yak Forum
Barry,
The following is just a suggestion--subject to your judgement as to its
relevance and its value-- for inclusion in your presentation.
Under the heading of checking yourself out in a high powered tailwheel
airplane in which your first ride is solo and everything turns in the
opposite direction, For example, in the case of the YAK 50, where you
don't see very much over the nose. Be guided by these cardinal rules;
First: Have a substantial amount of tailwheel experience in aircraft
with high H.P.
Second: Seek out and heed the advice of those who have flown the
airplane before.
Third: Read everything you can lay your hands on and KNOW the airplane
and its systems.
Fourth: Forget about making high speed taxi runs before making the first
flight. If that sounds strange--Trust me on that one. History
has,unfortunately, been made by one adventurous YAK 50 purchaser known
to many early YAK owners. In this case the result was extensive damage
to the aircraft resulting in expensive repairs. Once you start down the
runway on takeoff, do not pull the power off when the tail comes up and
you are NOT heading in the desired direction. You will be off the ground
before you can finish saying "ÖH SHIT" . You can straighten it out in the
air when you can see over the nose.
Fifth: If there's a voice in your ear saying you are NOT ready for
this excursion, LISTEN to it and get some more training. Our
adventurous, would -be YAK 50 pilot made three attempts to solo his
airplane and each time found an excuse to postpone the exercise
when timidity overcame courage . Worse, he had been warned not to engage
in his planned high speed taxi tests. High speed taxi is just another
phrase for aborted takeoff . A YAK 50, in the hands of a novice, can get
squirly in a hurry if you do not know what to expect the first time out;
that's when the learning curve is the steepest. Torque is to the right
and requires LEFT rudder to correct. Brakes are pneumatic and are applied
with a hand brake located on the stick, there are no toe brakes. That's a
lot of strange stuff to sort out when you are heading for the boonies and
the view blocking nose comes up as forward speed decays.. Oh yes, don't
forget, when you pull the stick back to plant the tailwheel , you are
LOCKING the tailwheel for straight ahead trajectory.
Note: Once you get used to the differences the YAK 50 is a dream to fly
and the rate of climb will knock your socks off. 3600 FPM is easily
obtained and the wing continues to fly long into the vertical. It also
continues to fly long into the rollout after landing. That can surprise
you if landing with even a slight crosswind. Beware of lifting of the
upwind wing during ground rollout.
Hope you find this useful.
Regards,
CLIFF
On Sat, 15 Jul 2006 10:40:03 -0700 Barry Hancock <barry(at)flyredstar.org>
writes:
>
>
> Gang,
>
> Yours truly has been invited back to do a forum on Yaks and CJ's
> Friday the 28th at 10:30 a.m. in the Warbird building. I am putting
>
> together a presentation now and welcome any input at to what topics
>
> would be of interest for new and prospective Yak and CJ owners. I'm
>
> headed to Hungary tonight to inspect several L-39's but will keep my
>
> eyes open and ears to the ground for anything Yak as well.... I'll
>
> be back on Wednesday, so any lack of response on my part will be due
>
> to that and the impending jet lag.. >:}
>
> Thanks in advance...please send suggestions to me directly at
> barry(at)flyredstar.com
>
> Cheers,
>
> Barry
>
>
>
>
>
>
>
>
>
>
>
>
>
>
|
| | - The Matronics Yak-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Yak-List |
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