Today's Message Index:
----------------------
1. 08:34 AM - newsletter correction (MFilucci@aol.com)
2. 08:38 AM - SNF (Janet Davidson)
3. 09:57 AM - Re: Restrictions (Ron Davis)
4. 10:01 AM - Re: Restrictions (Ron Davis)
5. 05:26 PM - Re: Paniting strip (Andrew Zheng \(China\))
6. 06:33 PM - Fw: Paniting strip (Andrew Zheng \(China\))
7. 06:46 PM - Re: gear and flap speeds for CJ6A (Brian Lloyd)
8. 08:54 PM - Stripping that stubborn, yellow zinc chromate primer (Frank Haertlein)
Message 1
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| Subject: | newsletter correction |
--> Yak-List message posted by: MFilucci@aol.com
For those of you who have received the latest YPA newsletter there is a
correction regarding the Red Star event at Castle. I published the original
dates for the Red Star event in error. The correct dates are May 7th-11th.
See you there.
Mike
Message 2
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--> Yak-List message posted by: "Janet Davidson" <gbvfx@hotmail.com>
I'm setting off for SNF this weekend, to arrive by Sunday evening and will
be there until the 9th. Sadly not in the Nanchang tho', its staying at home
this year. As I'm getting there so early, if there's anything I can do to
help anyone, let me know - cell 920 203 0046. I'll be flying early and late
most days, but will be free the rest of the time.
Hope everyone has a good trip,
Janet
Ph: 920 232 9238
email: gbvfx@hotmail.com
Surf together with new Shared Browsing
Message 3
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| Subject: | Re: Restrictions |
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
I think the problem is that some people think FAA order 8130.2D is legally
binding on pilots. It isn't. FAA orders are instructions from the FAA in
Washington to the field offices to bring consistancy. They aren't FARs and
aren't enforcable on us (probably not even on the field offices).
Pilots/owners have to follow the FARs and the Operating Limitations, as
issued. Nothing in Order 8130.2D applies AFTER the Airworthiness
Certificate is issued, unless you go ask for a new one for some reason.
The orders, rightly so, were made available to us so we can keep the field
offices honest. Read them, and don't let the local office put anything in
your operating limitations that isn't required by the order and try to talk
them out of everything that bothers you that is in the order.
You can lead a horse to water, but...
>From: Michael Di Marco <mgdimarco@yahoo.com>
>Reply-To: yak-list@matronics.com
>To: yak-list@matronics.com
>Subject: Re: Yak-List: Restrictions
>Date: Fri, 21 Mar 2003 08:08:39 -0800 (PST)
>
>--> Yak-List message posted by: Michael Di Marco <mgdimarco@yahoo.com>
>
>
>I disagree. All that has to be done is to send letters to the old and new
>FSDOs responsible for the old and new base. As you said, the AW Cert and
>Limitations are tied to the airplane. That goes with the airplane wherever
>it is based. If there is a statement in your limitations tieing the AW
>Cert to a FSDO, get it changed. It is not required to be that way.
>
>Mike Di Marco
>China Blue
>
>
> "A. Dennis Savarese" <adsavar@gte.net> wrote:--> Yak-List message posted
>by: "A. Dennis Savarese"
>
>It clearly states in FAA Order 8130.2D Change 3 that OL's and AC are tied
>together. "....These operating limitations
>are a part of the special airworthiness certificate...". Once the home base
>airport changes, the OL's are effectively null and void and therefore so is
>the AC.
>Dennis Savarese
>
>----- Original Message -----
>From: "Ron Davis"
>To:
>Subject: Re: Yak-List: Restrictions
>
>
> > --> Yak-List message posted by: "Ron Davis"
> >
> >
> > If they tell you that you will have to get a new Airworthiness
>Certificate
> > with the new operating limits, tell them to show you where it says you
>have
> > to this. I don't believe they can do it.
> >
> >
> > >From: Craig Payne
> > >Reply-To: yak-list@matronics.com
> > >To: yak-list@matronics.com
> > >Subject: Re: Yak-List: Restrictions
> > >Date: Tue, 18 Mar 2003 17:25:56 -0600
> > >
> > >--> Yak-List message posted by: Craig Payne
> > >
> > >Uh, gee, my CJ was certified in the post-moratorium era when there was
> > >no common language. It is "Experimental-Exhibition/Air racing" with
> > >fairly benign restrictions. Of course the category is the reason why I
> > >race it...
> > >
> > >I plan on moving from the Chicago FSDO area this year to the Tampa area
> > >so I need to dig out those old posts to see how others did it without
> > >getting hosed by some FSDO type protecting the world against Communism.
> > >
> > >So did someone say that the list was useless???
> > >
> > >Craig Payne
> > >
> > >A. Dennis Savarese wrote:
> > > >
> > > > --> Yak-List message posted by: "A. Dennis Savarese"
> > > >
> > > > I agree "Other" is not an Experimental classification. However it IS
>a
> > > > Group classification (Group IV) under Experimental Exhibition which
>is
> > >where
> > > > our CJ6's and YAK52's fall (Group III). That is what I was referring
> > >to in
> > > > previous posts.
> > > > Dennis Savarese
> > >======================================================================
> > >
> > >
> >
> >
>
>
>---------------------------------
>
>
Message 4
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| Subject: | Re: Restrictions |
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
Enjoy it, and whatever you do: Don't ask FSDO if you should get a new
Airworthiness Certificate or listen to the "experts" who tell you that you
have to get a new one.
>From: Brian Lloyd <brian@lloyd.com>
>Reply-To: yak-list@matronics.com
>To: yak-list@matronics.com
>Subject: Re: Yak-List: Restrictions
>Date: Sat, 22 Mar 2003 07:05:53 -0400
>
>--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
>
>Richard Basiliere wrote:
> > --> Yak-List message posted by: "Richard Basiliere"
><BasiliereR@ci.boulder.co.us>
> >
> > I know the ops specs on my Sukhoi have no "homebase" and no
> > restrictions. They are the originals that were issued to the first
> > owner, I'm the 3d. Nothing anywhere that anything has to be added,
> > changed, or whatever at anytime. I could fax to anyone that would like.
> > The Airworthiness cert is original (pretty faded now) 1993. They were
> > issued in Fla when Pompano was in business. Whatever I can do to help.
>
>You are "pre moratorium". Enjoy it. Basically your LoL is the same as one
>for
>"Experimental - amateur built."
>
>--
>
>Brian Lloyd 6501 Red Hook Plaza, Suite 201
>brian@lloyd.com St. Thomas, VI 00802
>+1.340.998.9447 - voice +1.360.838.9669 - fax
>
>
Message 5
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| Subject: | Re: Paniting strip |
--> Yak-List message posted by: "Andrew Zheng \(China\)" <cjcyak@163bj.com>
RG9lcyBhbnkgb25lIGtub3dzIHdoYXQga2luZCBzdHJpcCBhcmUgZ29vZCBmb3IgQ0ouIEkgdHJp
ZWQgdHdvIG9mIHRoZSBzdHJpcHMgd2hpY2ggZnJvbSBDYW5hZGEuIEJ1dCBpdCBpcyBzdGlsbCBo
YXJkIHRvIHN0cmlwIHRoZSBDaGluZXNlIHllbGxvdyBjb2xvciBwcmltZXINCkFuZHJldyBaaGVu
ZyANCg==
Message 6
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| Subject: | Fw: Paniting strip |
--> Yak-List message posted by: "Andrew Zheng \(China\)" <cjcyak@163bj.com>
Does any one knows what kind strip are good for CJ. I tried two of the strips which
from Canada. But it is still hard to strip the Chinese yellow color primer
Andrew Zheng
Message 7
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| Subject: | Re: gear and flap speeds for CJ6A |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Mike McCoy wrote:
> The CJ was designed decades ago and it seems clear that the designer doesn't
> remember the numbers anymore. (In fairness to the designer, I don't
> remember what I was doing decades ago either.) I'm sure that there were
> numbers for the airplane when it was designed, but he has obviously
> forgotten them.
I suppose that could happen. :-)
> I would much prefer to have numbers published in an official manual.
So would I.
> However, since this is not the case, I use the gear speeds given to Fred by
> the Chinese military for the CJ6A. These were the speeds that the military
> told Fred that they were using and I find this MUCH more reasonable than to
> use another airplane's speeds. Brian, you are obviously free to use any
> numbers that you want.
I have been using 250Kph and 200 Kph and the airplane seemed to hold together.
> I'm quite certain that with only a sliderule and a
> pocket protector, you could come up with better numbers than either the
> designer or the military.
I couldn't even begin to pretend to. When I say something it is because I am
pretty sure of what I am saying. I just found the discrepency to be quite
interesting.
>>Or are you now saying that we can evaluate things and accept or deny based on
>>our own experiences and our own evaluation of the aircraft? Seems to me you
>>took me to task for that in the past. Unfortunately we can't have it both ways,
>>i.e. adherence to the Chinese standards or figuring it out for ourselves.
>
> C'mon Brian, you know better that this. I can see from your post that
> you're seen the CJ Flight Manual and you know that much of the info is
> obviously bogus.
Yes. I was less than impressed with it but I have been "less than impressed"
with a lot of aircraft documentation in my life. You glean what you can from it
and then figure out the rest.
> It doesn't look like a military document, much of the info
> is wrong, and the translation is horrible.
It might not be a military document. They use the CJ for civil applications
too. It may also be a doc prepared for export versions.
> If there were an accurate flight
> manual provided by the Chinese military, you can be 100% certain that I
> would adhere to it.
The point I was making is that even you have some flexibility with what you do
and that you sometimes operate under less-than-complete information.
--
Brian Lloyd 6501 Red Hook Plaza, Suite 201
brian@lloyd.com St. Thomas, VI 00802
+1.340.998.9447 - voice +1.360.838.9669 - fax
Message 8
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| Subject: | Stripping that stubborn, yellow zinc chromate primer |
--> Yak-List message posted by: "Frank Haertlein" <yak52driver@earthlink.net>
Yakkers;
I've found a way to efficiently strip the yellow zinc chromate primer on
our YAK's. I've got to say that this is one of the most tenacious paints
I've ever tried to strip.
My method works as follows.......
Get about three gallons of Lacquer Thinner, mix it with a couple of
gallons of gasoline. For some reason, this mixture makes short work of
the yellow zinc chromate primer. Use a brass brush after the part has
soaked for a few minutes. Funny thing about this mixture, I noticed that
as I stripped more oily parts the mixture appeared to get stronger. It
eats thru my rubber gloves in no time. Pure lacquer thinner doesn't do
that so the gasoline must add something to strenghten the mix. I
couldn't find a pair of rubber gloves that would last very long. Maybe
the oil keeps the thinner from evaporating too fast and this helps the
mixture work on the paint. I follow the stripping with clean lacquer
thinner to remove any possible oily residue from the parts.
Frank
N911OM
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