Today's Message Index:
----------------------
1. 02:30 AM - 4th Annual Yak "Discovery" Fly-in (PDumoret)
2. 04:48 AM - Re: Yak 50 Air Bottle Failure (A. Dennis Savarese)
3. 05:58 AM - Re: More in support of "Red Star" (Ernie)
4. 05:58 AM - Re: More in support of 'Red Star' (Ernie)
5. 06:28 AM - Re: Yak 50 Air Bottle Failure (Brian Lloyd)
6. 06:46 AM - Re: Yak 50 Air Bottle Failure (A. Dennis Savarese)
7. 07:14 AM - Re: Re: chutes (Ron)
8. 07:14 AM - Re: Yak / Nanchang Metric Instrument Panel Screws (Ron)
9. 08:27 AM - Re: LOAs and Type Ratings (Dave Strawn)
10. 08:33 AM - Fw: Yak 50 Air Bottle Failure (Carl W Hays Enterprises)
11. 08:55 AM - Re: Fw: Yak 50 Air Bottle Failure (joe h)
12. 09:03 AM - Re: LOAs and Type Ratings (A. Dennis Savarese)
13. 09:06 AM - Re: LOAs and Type Ratings (Brian Lloyd)
14. 09:09 AM - More (Re: LOAs and Type Ratings) (A. Dennis Savarese)
15. 09:13 AM - Re: LOAs and Type Ratings (Jon Boede)
16. 09:15 AM - Re: Fw: Yak 50 Air Bottle Failure (Brian Lloyd)
17. 09:18 AM - Re: brake problems (JGibson912@aol.com)
18. 11:23 AM - Re: LOAs and Type Ratings (Gus Fraser)
19. 11:59 AM - Re: LOAs and Type Ratings (FOUGAPILOT@aol.com)
20. 01:52 PM - Re: brake problems (A. Dennis Savarese)
21. 02:23 PM - Re: LOAs and Type Ratings (A. Dennis Savarese)
22. 02:52 PM - Re: Re: chutes (Ernie)
23. 03:06 PM - Oshkosh CJ-6 formation briefing (Jim Ivey)
24. 03:35 PM - Re: LOAs and Type Ratings (Jon Boede)
25. 03:41 PM - Re: LOAs and Type Ratings (A. Dennis Savarese)
26. 03:43 PM - Re: Oshkosh CJ-6 formation briefing (Terry Calloway)
27. 04:06 PM - Re: LOAs and Type Ratings (Jon Boede)
28. 04:08 PM - Re: brake problems (Walt Lannon)
29. 04:18 PM - Re: Fw: Yak 50 Air Bottle Failure (Walt Lannon)
30. 04:35 PM - Re: LOAs and Type Ratings (Desmor944@aol.com)
31. 04:49 PM - Re: LOAs and Type Ratings (Desmor944@aol.com)
32. 04:53 PM - Re: LOAs and Type Ratings (Roy O. Wright)
33. 05:18 PM - Re: Fw: Yak 50 Air Bottle Failure (Brian Lloyd)
34. 05:21 PM - Re: LOAs and Type Ratings (Brian Lloyd)
35. 05:45 PM - Re: Yak 50 Air Bottle Failure (Ron)
36. 05:45 PM - Re: Panther CATS headset (Ron)
37. 05:45 PM - Re: LOAs and Type Ratings (Ron)
38. 05:45 PM - Re: More in support of 'Red Star' (Ron)
39. 05:45 PM - Re: Yak 50 Air Bottle Failure (pop off valve) (Ron)
40. 05:45 PM - Re: Yak 50 Air Bottle Failure (Ron)
41. 06:12 PM - Re: LOAs and Type Ratings (Ron)
42. 06:12 PM - Re: Re: chutes (Ron)
43. 06:12 PM - Re: LOAs and Type Ratings (Ron)
44. 06:13 PM - Re: Yak 50 Air Bottle Failure (pop off valve) (Gus Fraser)
45. 06:56 PM - Re: LOAs and Type Ratings (Ernie)
46. 07:03 PM - Engines for sale (joe h)
Message 1
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| Subject: | 4th Annual Yak "Discovery" Fly-in |
tests=HTML_50_60,HTML_MESSAGE,USER_IN_WHITELIST
version=2.55
--> Yak-List message posted by: "PDumoret" <3bar@direct.ca>
As a reminder, the dates are 26 - 28 Sep 03 at Oliver, BC (CAU3).
Message 2
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| Subject: | Re: Yak 50 Air Bottle Failure |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
I'm not going to get into a contest as to whether it should or shouldn't
fail that way Brian. All I said was that is what did happen. And who is to
say the lines will not be the weakest link in any given airplane? Also, I
don't believe I said anything about our compressors having the ability to
make 3000 psi. I do believe the compressor is a two stage though and not a
single stage compressor as previously mentioned.
Dennis
----- Original Message -----
From: "Brian Lloyd" <brian@lloyd.com>
Subject: Re: Yak-List: Yak 50 Air Bottle Failure
> --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
>
> A. Dennis Savarese wrote:
> > --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
> >
> > No idea Brian, but the fellow Doug was referring to that had his air
system
> > explode, also had the lines explode too. That's why I mentioned the
lines.
>
> A hydraulic system or pneumatic system doesn't fail that way. The weakest
link fails, the pressure drops, and that eliminates the stress on the other
devices. Also, the compressors in our airplanes can't make 3000 psi. Other
than that ...
>
> --
>
> 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
> GMT-4
>
>
Message 3
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| Subject: | Re: More in support of "Red Star" |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
Doug Gillis is also a director of CJAA. We are working on creating Thunder
Delfins East with myself and a former Thunder Delfin Driver who has moved
here to Fl.
Ernie
----- Original Message -----
From: <ByronMFox@aol.com>
Subject: Yak-List: More in support of "Red Star"
> --> Yak-List message posted by: ByronMFox@aol.com
>
> Take a look at the August issue of Pacific Flyer. There's an interesting
> article about a newly formed San Diego based formation demo team, the
Thunder
> Delphins.
>
>
http://www.landings.com/evird.acgi$pass*56713522!_h-www.landings.com/_landin
gs
> /pacflyer/aug6-2003/An-34-thunder-delfin.html
>
> Many of you know these T-34 guys from TRARON gatherings; Doug Medore, Cas
> Casillis, Doug Gilliss and Don Goodin. Now that they own and perform in
L-29s,
> they should be Red Star members. Moreover, Don Goodin in the founder of
the
> Missing Man Foundation, an activity in which I would love to participate.
We
> must not allow folks like these to stray.
>
> ...Blitz
>
> Byron M. Fox
> 80 Milland Drive
> Mill Valley, CA 94941
> Home 415-380-0907
> Cell 415-307-2405
> Fax 415-380-0917
>
>
Message 4
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| Subject: | Re: More in support of 'Red Star' |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
They dont do formation Aerobatics, mainly formation flyovers with a few high
speed passes.
Ernie
----- Original Message -----
From: "Jon Boede" <jon@email.net>
Subject: Re: Yak-List: More in support of 'Red Star'
> --> Yak-List message posted by: "Jon Boede" <jon@email.net>
>
> This is sort-of more of a Red Star thing than a Yak thing... but does the
> idea of private jet teams make anybody else kinda twitchy, too?
>
> I mean, the Thunderbirds and the Blue Angels have unlimited budgets for
> fuel (training) and maintenance, and *they* don't have perfect safety
> records. And it's a very high profile thing when something goes wrong.
>
> Jon
>
> > --> Yak-List message posted by: ByronMFox@aol.com
> >
> > Take a look at the August issue of Pacific Flyer. There's an
> > interesting article about a newly formed San Diego based formation demo
> > team, the Thunder Delphins.
> >
> >
http://www.landings.com/evird.acgi$pass*56713522!_h-www.landings.com/_landin
gs/pacflyer/aug6-2003/An-34-thunder-delfin.html
> >
> > Many of you know these T-34 guys from TRARON gatherings; Doug Medore,
> > Cas Casillis, Doug Gilliss and Don Goodin. Now that they own and
> > perform in L-29s, they should be Red Star members. Moreover, Don
> > Goodin in the founder of the Missing Man Foundation, an activity in
> > which I would love to participate. We must not allow folks like these
> > to stray.
> >
> > ...Blitz
> >
> > Byron M. Fox
> > 80 Milland Drive
> > Mill Valley, CA 94941
> > Home 415-380-0907
> > Cell 415-307-2405
> > Fax 415-380-0917
>
>
Message 5
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| Subject: | Re: Yak 50 Air Bottle Failure |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
A. Dennis Savarese wrote:
> --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
>
> I'm not going to get into a contest as to whether it should or shouldn't
> fail that way Brian. All I said was that is what did happen. And who is to
> say the lines will not be the weakest link in any given airplane?
It would take a lot for them to be so. They have so much more surface area than
volume unlike the tank. They would have to be badly damaged already for them
to fail before other things in the system.
> Also, I
> don't believe I said anything about our compressors having the ability to
> make 3000 psi.
Doug did. I then made the assumption that, since it is a single piston unit it
is a single-stage compressor and can't pump 3000 psi. I just went back and examined
the exploded drawings. It appears to be a single-piston two-stage compressor.
I should have checked before shooting off my mouth.
> I do believe the compressor is a two stage though and not a
> single stage compressor as previously mentioned.
I belive it is too. I retract my statements regarding the inability of the compressor
to produce 3000 psi (it might be able to) and for questioning the accuracy
of Doug's report.
--
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
GMT-4
Message 6
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| Subject: | Re: Yak 50 Air Bottle Failure |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
According to the owner who experienced the problem, the lines shattered as
well as the air start valve. From Doug's post yesterday, "When he touched
the start button the entire air system blew! The start solenoid exploded
into three pieces, nearly every airline in the aircraft ruptured, check
valves blew in half,". The owner called me on the telephone immediately
after the incident and I don't recall him mentioning that the air tank
exploded, which was a good thing of course. Everything else but! I could
be wrong, but that is my recollection. I then contacted Doug since he was
relatively close by to see if he knew of someone who could help rebuild the
airplane. I don't think Doug said anything about the air tank exploding
either.
Dennis
----- Original Message -----
From: "Brian Lloyd" <brian@lloyd.com>
Subject: Re: Yak-List: Yak 50 Air Bottle Failure
> --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
>
> A. Dennis Savarese wrote:
>
> > --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
> >
> > I'm not going to get into a contest as to whether it should or shouldn't
> > fail that way Brian. All I said was that is what did happen. And who
is to
> > say the lines will not be the weakest link in any given airplane?
>
> It would take a lot for them to be so. They have so much more surface
area than volume unlike the tank. They would have to be badly damaged
already for them to fail before other things in the system.
>
> > Also, I
> > don't believe I said anything about our compressors having the ability
to
> > make 3000 psi.
>
> Doug did. I then made the assumption that, since it is a single piston
unit it is a single-stage compressor and can't pump 3000 psi. I just went
back and examined the exploded drawings. It appears to be a single-piston
two-stage compressor. I should have checked before shooting off my mouth.
>
> > I do believe the compressor is a two stage though and not a
> > single stage compressor as previously mentioned.
>
> I belive it is too. I retract my statements regarding the inability of
the compressor to produce 3000 psi (it might be able to) and for questioning
the accuracy of Doug's report.
>
> --
>
> 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
> GMT-4
>
>
Message 7
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--> Yak-List message posted by: "Ron" <l39parts@hotmail.com>
Did the rigger put a card in the chute with his signature and certificate
number on it?
----- Original Message -----
From: "Ernie" <ernest.martinez@oracle.com>
Subject: Re: Yak-List: RE: chutes
> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
> I have a rigger in Tampa Fl, who has the proper tools to rig the Russian
> chutes. He just did my L-29 Chutes righ before S&F.
>
> Ernie
> ----- Original Message -----
> From: "Jerry Painter" <wild.blue@verizon.net>
> To: <yak-list@matronics.com>
> Subject: Yak-List: RE: chutes
>
>
> > --> Yak-List message posted by: "Jerry Painter" <wild.blue@verizon.net>
> >
> > Stuart,
> >
> > The problem with Russian/Chinese/anything by US certificated chutes is
> > no one will pack 'em.
> >
> > I spose we could say chutes are just bad cushions so what the hell. Fly
> > naked! The Brits used to go without 'til Neil Williams had the spar
> > break on his Zlin and had to land it at the end of a roll away from the
> > folded wing after flying the approach inverted. I don't think they
> > called him "Pinkie" (sorry Brian).
> >
> > Jerry Painter
> >
> >
>
>
Message 8
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| Subject: | Re: Yak / Nanchang Metric Instrument Panel Screws |
--> Yak-List message posted by: "Ron" <l39parts@hotmail.com>
I believe the countersunk screws are 120 degrees.
----- Original Message -----
From: "Tom Johnson" <tjohnson@cannonaviation.com>
Subject: Yak-List: Yak / Nanchang Metric Instrument Panel Screws
> --> Yak-List message posted by: "Tom Johnson"
<tjohnson@cannonaviation.com>
>
> Dear friends:
> I was compelled by an evil force to completely dis-assemble and
recondition my Yak52 aircraft cockpits.
> One of the hardest parts was dealing with the russian screws.
> During removal, you'll destroy them all - it's ok though, as they need to
be replaced - American tools don't work on them.
>
> The Russian screws are Metric, funky-Phillips, Undercut - countersunk
(110degree) Steel screws.
> Not available in the Western World. Don't bother, I've checked.
>
> I researched the entire metric screw market and found that
http://www.aaronsmetricscrews.com/
> was the only supplier that had what I needed.
> In a Yak52, the screws you'll need are both 4mm and 3.5mm diameter.
> I bought a few thousand replacement screws of various sizes.
> Metric, Pan Head, Phillips, Black Oxide.
>
> Costs a bit more to have them custom black-oxided - but worth it.
>
> Aaron's Metric Screws did the job I paid them for in-time and on-budget.
> THey didn't hassle me one bit for bringing them a special order project.
> In fact, they seemed pleased to have the business (Imagine that!)
> Please consider them for your future Metric Screw needs.
> (and no . . you can't have none of my spare screws) .. .. ( Unless you
ReAllY neEd them!!)
>
> TOm Johnson
> Cannon Aviation Insurance
> 1983 Yak 52
>
> Contact info: for Aaron's Metric Screw:
>
>
> HOW TO CONTACT US
>
> Aaron's Metric Screws
> 15 Enterprise
> Suite 445
> Aliso Viejo, CA 92656
>
>
> Phone: (714) 838-3575
> Mobile: (714) 315-1231
> Toll Free: 1-877-838-3575
> Fax: (714) 838-3165
>
>
Message 9
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| Subject: | Re: LOAs and Type Ratings |
--> Yak-List message posted by: "Dave Strawn" <dastrawn@mindspring.com>
Ernie,
Just talked with my local FSDO here in Atlanta and he says I need the LOA
for the CJ. Sounds like he has not been properly informed yet by Oklahoma.
Any suggestions as to what I should do??
Dave
----- Original Message -----
From: "Ernie" <ernest.martinez@oracle.com>
Subject: Re: Yak-List: LOAs and Type Ratings
> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
> LOA's are only required for non-standard certificated aircraft of over 800
> HP or Turbojet aircraft. You dont need an LOA for a CJ or Yak. The ETR's
> (Experimental Type Ratings) are replacing LOA's which are administered by
> FSDO's whereas ETR's are administered out of OK, and dont expire.
>
> Ernie
> ----- Original Message -----
> From: "Michael Di Marco" <cj6a_chinablue@yahoo.com>
> To: <yak-list@matronics.com>
> Subject: Yak-List: LOAs and Type Ratings
>
>
> > --> Yak-List message posted by: Michael Di Marco
> <cj6a_chinablue@yahoo.com>
> >
> > In reading through the pre-OSH message traffic, I saw something about
> converting Letters of Authorization into type ratings. I read wrong? Do
> CJ/Yak owners need to go visit their local FSDOs?
> >
> > Mike
> > China Blue
> >
> >
> > ---------------------------------
> >
> >
>
>
Message 10
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| Subject: | Fw: Yak 50 Air Bottle Failure |
--> Yak-List message posted by: "Carl W Hays Enterprises" <yakparts@simplyweb.net>
Doug/ Group,
I need to clarify a significant point about Doug's post regarding the aircraft
whose entire air system blew. We supplied this customer with repair parts
and advised him as to these repairs. You were correct in that he was misguided.
The misdirection was that he serviced his air system with OXYGEN, not compressed
air. If he had screwed the pressure pelief valve down all of the way,
I do not believe it would have had such explosive force. The failure would have
been more localized.
Here is an excerpt on this case from my last Yak Alert:
THE RIGHT STUFF! Servicing your air system properly could be a matter of life or
limb! I received a call from a Yak owner describing a bone-chilling occurrence.
I am alerting all of you to the results of not knowing what you don't know.
The owner said that he had serviced his Yak to 4 ATM on the air gauge and then
flew his Yak for an hour. Upon return, he taxied to the fuel farm and topped
off. As he hit the starter button, KABOOM! The canopies were blown apart. The
barf shield was blown out. The start solenoid blew into three separate pieces
and broke the mounting bracket. Many of the air lines were blown into small
bits of shrapnel and the owner said he would have been blown out of the aircraft
had he not been partially strapped into the airplane. The air bottles did not
blow apart. If one of them had blown and a passenger had been in the rear cockpit,
the results could have been deadly. (This is one reason that I personally
do not like the US-manufactured wrap-around auxiliary fuel tanks installed
in some Yak 52s.) The main side of the air system was the only portion showing
visible damage.
What happened??? The relatively new owner used OXYGEN to service his aircraft.
Some of you may scoff at this, but I am sure that some of you may be saying to
yourself, "I didn't know that I couldn't use oxygen.". The bottom line here is
SAFETY, not ignorance. There are several points I would like to make:
1. Dry, compressed air (Typically, owners obtain a scuba bottle and arrange servicing
with their local dive shop.) is used to service the air system on the Yak.
Nitrogen can be used, but starting will be markedly more difficult. DO NOT
USE OXYGEN!
The mechanics of combustion require 3 things: Heat, Fuel and Oxygen.. The flashpoint
minimum of most Aeroshell oils is between 430-500=B0 F. Flashpoint is the
temperature at which the oil begins to give off vapors that can be ignited.
The higher the pressure and the more oxygen, the lower the temperature to induce
ignition. When you combine 750 psi and pure oxygen the ignition temperature
drops below freezing!
2. As a new owner, take the time to learn the aircraft.
Page 22 in our Yak 52 Technical Description Manual says, "NEVER USE OXYGEN. IT
WILL EXPLODE THE OIL TANK OR WORSE.". The M-14P Maintenance Manual states discusses
the use of "dry, compressed air" throughout its pages. It is imperative
to learn the systems of the aircraft in the event of a failure, such as one landing
gear not extending, so that you can make the best diagnoses and decisions.
Sit and read the engine manual. You will learn how critical it is to drain
the lower cylinders of oil to avoid hydraulic lock and when it is necessary to
preheat the engine/oil in cold weather. You will avoid catastrophic failures
and/or costly repair bills. In my opinion, it is a failure of the seller and the
buyer if they do not take the time to cover the maintenance and operation of
the aircraft. We recommend that our customers spend a day just sitting in the
cockpit learning the airplane and asking questions. *** I will work on a buyer/seller
checklist. If you have any important points about the aircraft that
you think I should include, please forward your ideas. Spare some unknowing buyer
the learning curve! ***
3. Air bottles should be hydrostatically tested every five years. IMPORTANT: The
hydrostatic test pressure is not the same on all bottles. For example: I have
seen 75 and 82.5 ATM on the main air bottles. We test the bottles in our shop
by filling them with water and then applying the appropriate pressure to the
bottle. If you or your shop is not comfortable performing this test, we will
perform the test but we are not able to certify the tank. If you want certification,
you can contact: Tym's Inc. in Inglewood, California at 213-678-3330 (Thanks
for this information goes out to Frank Haertlein as referenced from the
Yaklist.).
4. Be careful removing the drain plug from the bottom of the air tank. I see a
lot of worn off hex heads. If anyone has a foolproof way of removing these plugs
without damaging them, please let me know.
*********************************************************************
One important point that needs to be raised is that there is some onus upon the
buyer and the seller of aircraft to relay important information about aircraft
operation. It is not unusual for us to tell our aircraft customers to spend
a day in the cockpit learning it and asking questions. I hate to hear the same
"problems" occur over and over, even though I sell more parts as a result.
I was induced to create a Top Ten List of Yak Owner-Induced Problems with Carl
when we issued our latest catalog. I know that this has helped to lessen the
learning curve, as customers have called to thank me for this little list of
"helpful hints".
Best regards,
Jill Gernetzke-Hays
Message 11
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| Subject: | Re: Fw: Yak 50 Air Bottle Failure |
--> Yak-List message posted by: joe h <joeh@shaw.ca>
----- Original Message -----
From: "Carl W Hays Enterprises" <yakparts@simplyweb.net>
Subject: Yak-List: Fw: Yak 50 Air Bottle Failure
> --> Yak-List message posted by: "Carl W Hays Enterprises"
<yakparts@simplyweb.net>
>
>
> Doug/ Group,
>
> I need to clarify a significant point about Doug's post regarding the
aircraft whose entire air system blew. We supplied this customer with
repair parts and advised him as to these repairs. You were correct in that
he was misguided. The misdirection was that he serviced his air system with
OXYGEN, not compressed air. If he had screwed the pressure pelief valve
down all of the way, I do not believe it would have had such explosive
force. The failure would have been more localized.
>
> Here is an excerpt on this case from my last Yak Alert:
>
> THE RIGHT STUFF! Servicing your air system properly could be a matter of
life or limb! I received a call from a Yak owner describing a bone-chilling
occurrence. I am alerting all of you to the results of not knowing what you
don't know. The owner said that he had serviced his Yak to 4 ATM on the air
gauge and then flew his Yak for an hour. Upon return, he taxied to the fuel
farm and topped off. As he hit the starter button, KABOOM! The canopies were
blown apart. The barf shield was blown out. The start solenoid blew into
three separate pieces and broke the mounting bracket. Many of the air lines
were blown into small bits of shrapnel and the owner said he would have been
blown out of the aircraft had he not been partially strapped into the
airplane. The air bottles did not blow apart. If one of them had blown and a
passenger had been in the rear cockpit, the results could have been deadly.
(This is one reason that I personally do not like the US-manufactured
wrap-around auxi!
> liary fuel tanks installed in some Yak 52s.) The main side of the air
system was the only portion showing visible damage.
>
> What happened??? The relatively new owner used OXYGEN to service his
aircraft. Some of you may scoff at this, but I am sure that some of you may
be saying to yourself, "I didn't know that I couldn't use oxygen.". The
bottom line here is SAFETY, not ignorance. There are several points I would
like to make:
>
> 1. Dry, compressed air (Typically, owners obtain a scuba bottle and
arrange servicing with their local dive shop.) is used to service the air
system on the Yak. Nitrogen can be used, but starting will be markedly more
difficult. DO NOT USE OXYGEN!
>
> The mechanics of combustion require 3 things: Heat, Fuel and Oxygen.. The
flashpoint minimum of most Aeroshell oils is between 430-500=B0 F.
Flashpoint is the temperature at which the oil begins to give off vapors
that can be ignited. The higher the pressure and the more oxygen, the lower
the temperature to induce ignition. When you combine 750 psi and pure oxygen
the ignition temperature drops below freezing!
>
> 2. As a new owner, take the time to learn the aircraft.
>
> Page 22 in our Yak 52 Technical Description Manual says, "NEVER USE
OXYGEN. IT WILL EXPLODE THE OIL TANK OR WORSE.". The M-14P Maintenance
Manual states discusses the use of "dry, compressed air" throughout its
pages. It is imperative to learn the systems of the aircraft in the event of
a failure, such as one landing gear not extending, so that you can make the
best diagnoses and decisions. Sit and read the engine manual. You will learn
how critical it is to drain the lower cylinders of oil to avoid hydraulic
lock and when it is necessary to preheat the engine/oil in cold weather. You
will avoid catastrophic failures and/or costly repair bills. In my opinion,
it is a failure of the seller and the buyer if they do not take the time to
cover the maintenance and operation of the aircraft. We recommend that our
customers spend a day just sitting in the cockpit learning the airplane and
asking questions. *** I will work on a buyer/seller checklist. If you have
any important point!
> s about the aircraft that you think I should include, please forward your
ideas. Spare some unknowing buyer the learning curve! ***
>
> 3. Air bottles should be hydrostatically tested every five years.
IMPORTANT: The hydrostatic test pressure is not the same on all bottles. For
example: I have seen 75 and 82.5 ATM on the main air bottles. We test the
bottles in our shop by filling them with water and then applying the
appropriate pressure to the bottle. If you or your shop is not comfortable
performing this test, we will perform the test but we are not able to
certify the tank. If you want certification, you can contact: Tym's Inc. in
Inglewood, California at 213-678-3330 (Thanks for this information goes out
to Frank Haertlein as referenced from the Yaklist.).
>
> 4. Be careful removing the drain plug from the bottom of the air tank. I
see a lot of worn off hex heads. If anyone has a foolproof way of removing
these plugs without damaging them, please let me know.
>
> *********************************************************************
>
> One important point that needs to be raised is that there is some onus
upon the buyer and the seller of aircraft to relay important information
about aircraft operation. It is not unusual for us to tell our aircraft
customers to spend a day in the cockpit learning it and asking questions. I
hate to hear the same "problems" occur over and over, even though I sell
more parts as a result. I was induced to create a Top Ten List of Yak
Owner-Induced Problems with Carl when we issued our latest catalog. I know
that this has helped to lessen the learning curve, as customers have called
to thank me for this little list of "helpful hints".
>
>
> Best regards,
>
> Jill Gernetzke-Hays
>
>
Message 12
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| Subject: | Re: LOAs and Type Ratings |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
FAA Order 8700.1 covers LOA's. Here's a link to the section including types
of aircraft. I think your FSDO inspector needs to come up to speed. If
necessary, you can call the EAA Warbirds of America and have them quote
chapter and verse so you can "guide" your FSDO inspector.
http://www2.faa.gov/avr/afs/faa/8700/8700_vol2/2_032_00.pdf
Dennis
----- Original Message -----
From: "Dave Strawn" <dastrawn@mindspring.com>
Subject: Re: Yak-List: LOAs and Type Ratings
> --> Yak-List message posted by: "Dave Strawn" <dastrawn@mindspring.com>
>
> Ernie,
>
> Just talked with my local FSDO here in Atlanta and he says I need the LOA
> for the CJ. Sounds like he has not been properly informed yet by
Oklahoma.
> Any suggestions as to what I should do??
>
> Dave
>
> ----- Original Message -----
> From: "Ernie" <ernest.martinez@oracle.com>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: LOAs and Type Ratings
>
>
> > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >
> > LOA's are only required for non-standard certificated aircraft of over
800
> > HP or Turbojet aircraft. You dont need an LOA for a CJ or Yak. The ETR's
> > (Experimental Type Ratings) are replacing LOA's which are administered
by
> > FSDO's whereas ETR's are administered out of OK, and dont expire.
> >
> > Ernie
> > ----- Original Message -----
> > From: "Michael Di Marco" <cj6a_chinablue@yahoo.com>
> > To: <yak-list@matronics.com>
> > Subject: Yak-List: LOAs and Type Ratings
> >
> >
> > > --> Yak-List message posted by: Michael Di Marco
> > <cj6a_chinablue@yahoo.com>
> > >
> > > In reading through the pre-OSH message traffic, I saw something about
> > converting Letters of Authorization into type ratings. I read wrong?
Do
> > CJ/Yak owners need to go visit their local FSDOs?
> > >
> > > Mike
> > > China Blue
> > >
> > >
> > > ---------------------------------
> > >
> > >
> >
> >
>
>
Message 13
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| Subject: | Re: LOAs and Type Ratings |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Dave Strawn wrote:
> --> Yak-List message posted by: "Dave Strawn" <dastrawn@mindspring.com>
>
> Ernie,
>
> Just talked with my local FSDO here in Atlanta and he says I need the LOA
> for the CJ. Sounds like he has not been properly informed yet by Oklahoma.
> Any suggestions as to what I should do??
If people will help pull together all this information, I will make a point of
putting all the details including links and references, on the CJ6 web site.
This kind of problem keeps coming up and a document with a series of questions
and answers that we could just hand to a clueless FSDO would help so much.
Information I would like to have:
1. The official standard Letter of Operating Limitations (LOL) with the pointer
to the FAA document;
2. The pointer to where it says you do not need an LOA to operate a CJ, Yak-50,
Yak-52, or Yak-55;
3. An LOL that puts the reference to the home base in the program letter and a
list of FSDOs that have approved it;
4. Anything else anyone else has run up against when dealing with their FSDO and
had to work out.
--
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
GMT-4
Message 14
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| Subject: | Re: LOAs and Type Ratings) |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
From 8700.1, CHAPTER 32. ISSUE A LETTER OF AUTHORIZATION (LOA) FOR
PILOT-IN-COMMAND (PIC) OF SURPLUS MILITARY TURBINE OR
PISTON-POWERED AIRPLANES
SECTION 1. BACKGROUND
(5) The term piston-powered aircraft in this chapter
means an aircraft with over 800 hp and Vne that exceeds 250
knots.
Dennis
----- Original Message -----
From: "Dave Strawn" <dastrawn@mindspring.com>
Subject: Re: Yak-List: LOAs and Type Ratings
> --> Yak-List message posted by: "Dave Strawn" <dastrawn@mindspring.com>
>
> Ernie,
>
> Just talked with my local FSDO here in Atlanta and he says I need the LOA
> for the CJ. Sounds like he has not been properly informed yet by
Oklahoma.
> Any suggestions as to what I should do??
>
> Dave
>
> ----- Original Message -----
> From: "Ernie" <ernest.martinez@oracle.com>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: LOAs and Type Ratings
>
>
> > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >
> > LOA's are only required for non-standard certificated aircraft of over
800
> > HP or Turbojet aircraft. You dont need an LOA for a CJ or Yak. The ETR's
> > (Experimental Type Ratings) are replacing LOA's which are administered
by
> > FSDO's whereas ETR's are administered out of OK, and dont expire.
> >
> > Ernie
> > ----- Original Message -----
> > From: "Michael Di Marco" <cj6a_chinablue@yahoo.com>
> > To: <yak-list@matronics.com>
> > Subject: Yak-List: LOAs and Type Ratings
> >
> >
> > > --> Yak-List message posted by: Michael Di Marco
> > <cj6a_chinablue@yahoo.com>
> > >
> > > In reading through the pre-OSH message traffic, I saw something about
> > converting Letters of Authorization into type ratings. I read wrong?
Do
> > CJ/Yak owners need to go visit their local FSDOs?
> > >
> > > Mike
> > > China Blue
> > >
> > >
> > > ---------------------------------
> > >
> > >
> >
> >
>
>
Message 15
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| Subject: | Re: LOAs and Type Ratings |
--> Yak-List message posted by: "Jon Boede" <jon@email.net>
Print you a copy of 8130.2E and ask him (politely) to point out from
whence comes the requirement for you to hold an LOA.
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgOrders.nsf/OrderNumber/FEDBCC7B5D77987D86256CD100506B2D?OpenDocument
> --> Yak-List message posted by: "Dave Strawn" <dastrawn@mindspring.com>
>
> Ernie,
>
> Just talked with my local FSDO here in Atlanta and he says I need the
> LOA for the CJ. Sounds like he has not been properly informed yet by
> Oklahoma. Any suggestions as to what I should do??
>
> Dave
>
> ----- Original Message -----
> From: "Ernie" <ernest.martinez@oracle.com>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: LOAs and Type Ratings
>
>
>> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>>
>> LOA's are only required for non-standard certificated aircraft of over
>> 800 HP or Turbojet aircraft. You dont need an LOA for a CJ or Yak. The
>> ETR's (Experimental Type Ratings) are replacing LOA's which are
>> administered by FSDO's whereas ETR's are administered out of OK, and
>> dont expire.
>>
>> Ernie
>> ----- Original Message -----
>> From: "Michael Di Marco" <cj6a_chinablue@yahoo.com>
>> To: <yak-list@matronics.com>
>> Subject: Yak-List: LOAs and Type Ratings
>>
>>
>> > --> Yak-List message posted by: Michael Di Marco
>> <cj6a_chinablue@yahoo.com>
>> >
>> > In reading through the pre-OSH message traffic, I saw something
>> about
>> converting Letters of Authorization into type ratings. I read wrong?
>> Do CJ/Yak owners need to go visit their local FSDOs?
>> >
>> > Mike
>> > China Blue
>> >
>> >
>> > ---------------------------------
>> >
>> >
>>
>>
>
>
Message 16
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| Subject: | Re: Fw: Yak 50 Air Bottle Failure |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Carl W Hays Enterprises wrote:
> Doug/ Group,
>
> I need to clarify a significant point about Doug's post regarding the
> aircraft whose entire air system blew. We supplied this customer
> with repair parts and advised him as to these repairs. You were
> correct in that he was misguided. The misdirection was that he
> serviced his air system with OXYGEN, not compressed air.
Holy Napalm Batman! With the oil vapor in the system no wonder it blew the hell
out of everything. That thing was a distributed fuel-oxydizer bomb.
> If he had
> screwed the pressure pelief valve down all of the way, I do not
> believe it would have had such explosive force. The failure would
> have been more localized.
OK, that makes a LOT of sense to me. I couldn't see it happening as Doug described
for the reasons he described.
--
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
GMT-4
Message 17
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|
| Subject: | Re: brake problems |
--> Yak-List message posted by: JGibson912@aol.com
hello i am having problems with the brakes on my yak-52 we found grease in
the pucks after a fairy flight from the east coast to the west coast and about
12 hours of instruction flights we cleaned and installed new pucks but the
breaks still will not hold during run up or during taxi any ideas we suspect low
pressure to the brakes thanks, john n152yk
Message 18
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|
| Subject: | LOAs and Type Ratings |
--> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
Very best advice. EAA will be happy to educate your FSDO on the true
interpretation of the order. A good contact might be Earl Lawrence or a
member of his staff. Just ask to speak to Govt Legal affairs office and they
should be able to help you.
Gus
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of A. Dennis
Savarese
Subject: Re: Yak-List: LOAs and Type Ratings
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
FAA Order 8700.1 covers LOA's. Here's a link to the section including types
of aircraft. I think your FSDO inspector needs to come up to speed. If
necessary, you can call the EAA Warbirds of America and have them quote
chapter and verse so you can "guide" your FSDO inspector.
http://www2.faa.gov/avr/afs/faa/8700/8700_vol2/2_032_00.pdf
Dennis
----- Original Message -----
From: "Dave Strawn" <dastrawn@mindspring.com>
Subject: Re: Yak-List: LOAs and Type Ratings
> --> Yak-List message posted by: "Dave Strawn" <dastrawn@mindspring.com>
>
> Ernie,
>
> Just talked with my local FSDO here in Atlanta and he says I need the LOA
> for the CJ. Sounds like he has not been properly informed yet by
Oklahoma.
> Any suggestions as to what I should do??
>
> Dave
>
> ----- Original Message -----
> From: "Ernie" <ernest.martinez@oracle.com>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: LOAs and Type Ratings
>
>
> > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >
> > LOA's are only required for non-standard certificated aircraft of over
800
> > HP or Turbojet aircraft. You dont need an LOA for a CJ or Yak. The ETR's
> > (Experimental Type Ratings) are replacing LOA's which are administered
by
> > FSDO's whereas ETR's are administered out of OK, and dont expire.
> >
> > Ernie
> > ----- Original Message -----
> > From: "Michael Di Marco" <cj6a_chinablue@yahoo.com>
> > To: <yak-list@matronics.com>
> > Subject: Yak-List: LOAs and Type Ratings
> >
> >
> > > --> Yak-List message posted by: Michael Di Marco
> > <cj6a_chinablue@yahoo.com>
> > >
> > > In reading through the pre-OSH message traffic, I saw something about
> > converting Letters of Authorization into type ratings. I read wrong?
Do
> > CJ/Yak owners need to go visit their local FSDOs?
> > >
> > > Mike
> > > China Blue
> > >
> > >
> > > ---------------------------------
> > >
> > >
> >
> >
>
>
Message 19
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| Subject: | Re: LOAs and Type Ratings |
--> Yak-List message posted by: FOUGAPILOT@aol.com
Earl Lawrence is worth his weight in gold. Another person you may want to
contact is Dick Hanusa. He is one of 2 FAA inspector authorised to issue ETR at
this time. He can be reached at (414) 486-2940.
Dan "whom transformed a Fouga and a Hunter LOA into ETR with Mr Hanusa"
Fortin
Message 20
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|
| Subject: | Re: brake problems |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
John,
First try braking from the rear seat and see if it requires the same amount
of pressure as on the front brake handle. The brake cables are connected to
a brake reducing valve which is under the floor in the rear cockpit on the
right side. It reduces the main system pressure from whatever the main
system is pressurized to by a ratio of 8 to 1. Thus the pressure going to
the brake bladders will probably be about 80-90 Lbs. You could have a
brake reducing valve problem. See if you can create a fixture with a
pressure gauge on it that will screw into the end of the flexible brake line
going to the back side of the wheel assembly. Then have someone squeeze the
brakes and see what kind of pressure is being applied to the bladder.;
Dennis
----- Original Message -----
From: <JGibson912@aol.com>
Subject: Re: Yak-List: brake problems
> --> Yak-List message posted by: JGibson912@aol.com
>
> hello i am having problems with the brakes on my yak-52 we found grease in
> the pucks after a fairy flight from the east coast to the west coast and
about
> 12 hours of instruction flights we cleaned and installed new pucks but the
> breaks still will not hold during run up or during taxi any ideas we
suspect low
> pressure to the brakes thanks, john n152yk
>
>
Message 21
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| Subject: | Re: LOAs and Type Ratings |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
You're 100% correct Jon. 8130-2E says absolutely nothing (not one single
word) about LOA's regardless of which group the airplane is in, including
Group II, Turbine-powered aircraft, which we all know do require LOA's.
8130.2E covers Airworthiness Certification of Aircraft And Products. Based
on that, we can assume that 8130.2E is not the FAA Order or Regulation that
covers LOA's. However FAA Order 8700.1, which every inspector is suppose
to know and more importantly, understand, does cover LOA's.
If Dave goes to his local FSDO person and starts referencing 8130.2E, he may
end up with egg on his face for the reasons previously stated.
I'd stick with using the EAA Gov't Affairs group. They swing a pretty good
size mallet.
Dennis
----- Original Message -----
From: "Jon Boede" <jon@email.net>
Subject: Re: Yak-List: LOAs and Type Ratings
> --> Yak-List message posted by: "Jon Boede" <jon@email.net>
>
> Print you a copy of 8130.2E and ask him (politely) to point out from
> whence comes the requirement for you to hold an LOA.
>
>
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgOrders.nsf/OrderNumber/FEDBCC7B5D77987D86256CD100506B2D?OpenDocument
>
> > --> Yak-List message posted by: "Dave Strawn" <dastrawn@mindspring.com>
> >
> > Ernie,
> >
> > Just talked with my local FSDO here in Atlanta and he says I need the
> > LOA for the CJ. Sounds like he has not been properly informed yet by
> > Oklahoma. Any suggestions as to what I should do??
> >
> > Dave
> >
> > ----- Original Message -----
> > From: "Ernie" <ernest.martinez@oracle.com>
> > To: <yak-list@matronics.com>
> > Subject: Re: Yak-List: LOAs and Type Ratings
> >
> >
> >> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >>
> >> LOA's are only required for non-standard certificated aircraft of over
> >> 800 HP or Turbojet aircraft. You dont need an LOA for a CJ or Yak. The
> >> ETR's (Experimental Type Ratings) are replacing LOA's which are
> >> administered by FSDO's whereas ETR's are administered out of OK, and
> >> dont expire.
> >>
> >> Ernie
> >> ----- Original Message -----
> >> From: "Michael Di Marco" <cj6a_chinablue@yahoo.com>
> >> To: <yak-list@matronics.com>
> >> Subject: Yak-List: LOAs and Type Ratings
> >>
> >>
> >> > --> Yak-List message posted by: Michael Di Marco
> >> <cj6a_chinablue@yahoo.com>
> >> >
> >> > In reading through the pre-OSH message traffic, I saw something
> >> about
> >> converting Letters of Authorization into type ratings. I read wrong?
> >> Do CJ/Yak owners need to go visit their local FSDOs?
> >> >
> >> > Mike
> >> > China Blue
> >> >
> >> >
> >> > ---------------------------------
> >> >
> >> >
> >>
> >>
> >
> >
>
>
Message 22
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|
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
Yes he did.
Ernie
----- Original Message -----
From: "Ron" <l39parts@hotmail.com>
Subject: Re: Yak-List: RE: chutes
> --> Yak-List message posted by: "Ron" <l39parts@hotmail.com>
>
> Did the rigger put a card in the chute with his signature and certificate
> number on it?
>
> ----- Original Message -----
> From: "Ernie" <ernest.martinez@oracle.com>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: RE: chutes
>
>
> > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >
> > I have a rigger in Tampa Fl, who has the proper tools to rig the Russian
> > chutes. He just did my L-29 Chutes righ before S&F.
> >
> > Ernie
> > ----- Original Message -----
> > From: "Jerry Painter" <wild.blue@verizon.net>
> > To: <yak-list@matronics.com>
> > Subject: Yak-List: RE: chutes
> >
> >
> > > --> Yak-List message posted by: "Jerry Painter"
<wild.blue@verizon.net>
> > >
> > > Stuart,
> > >
> > > The problem with Russian/Chinese/anything by US certificated chutes is
> > > no one will pack 'em.
> > >
> > > I spose we could say chutes are just bad cushions so what the hell.
Fly
> > > naked! The Brits used to go without 'til Neil Williams had the spar
> > > break on his Zlin and had to land it at the end of a roll away from
the
> > > folded wing after flying the approach inverted. I don't think they
> > > called him "Pinkie" (sorry Brian).
> > >
> > > Jerry Painter
> > >
> > >
> >
> >
>
>
Message 23
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| Subject: | Oshkosh CJ-6 formation briefing |
--> Yak-List message posted by: Jim Ivey <jim@jimivey.com>
http://www.china-military.org/units/images/7fa/CJ-6_6xx7x.jpg
Message 24
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| Subject: | Re: LOAs and Type Ratings |
--> Yak-List message posted by: "Jon Boede" <jon@email.net>
You know, it was right at the point that I hit "Send" that I realized I'd
mentioned the wrong document.
There's probably not a tool specifically designed for removing my foot
from my mouth. :-)
Jon
> --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
>
> You're 100% correct Jon. 8130-2E says absolutely nothing (not one
> single word) about LOA's regardless of which group the airplane is in,
> including Group II, Turbine-powered aircraft, which we all know do
> require LOA's. 8130.2E covers Airworthiness Certification of Aircraft
> And Products. Based on that, we can assume that 8130.2E is not the FAA
> Order or Regulation that covers LOA's. However FAA Order 8700.1, which
> every inspector is suppose to know and more importantly, understand,
> does cover LOA's.
>
> If Dave goes to his local FSDO person and starts referencing 8130.2E, he
> may end up with egg on his face for the reasons previously stated.
>
> I'd stick with using the EAA Gov't Affairs group. They swing a pretty
> good size mallet.
> Dennis
>
>
> ----- Original Message -----
> From: "Jon Boede" <jon@email.net>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: LOAs and Type Ratings
>
>
>> --> Yak-List message posted by: "Jon Boede" <jon@email.net>
>>
>> Print you a copy of 8130.2E and ask him (politely) to point out from
>> whence comes the requirement for you to hold an LOA.
>>
>>
> http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgOrders.nsf/OrderNumber/FEDBCC7B5D77987D86256CD100506B2D?OpenDocument
>>
>> > --> Yak-List message posted by: "Dave Strawn"
>> <dastrawn@mindspring.com>
>> >
>> > Ernie,
>> >
>> > Just talked with my local FSDO here in Atlanta and he says I need
>> the LOA for the CJ. Sounds like he has not been properly informed
>> yet by Oklahoma. Any suggestions as to what I should do??
>> >
>> > Dave
>> >
>> > ----- Original Message -----
>> > From: "Ernie" <ernest.martinez@oracle.com>
>> > To: <yak-list@matronics.com>
>> > Subject: Re: Yak-List: LOAs and Type Ratings
>> >
>> >
>> >> --> Yak-List message posted by: "Ernie"
>> <ernest.martinez@oracle.com>
>> >>
>> >> LOA's are only required for non-standard certificated aircraft of
>> over 800 HP or Turbojet aircraft. You dont need an LOA for a CJ or
>> Yak. The ETR's (Experimental Type Ratings) are replacing LOA's
>> which are administered by FSDO's whereas ETR's are administered out
>> of OK, and dont expire.
>> >>
>> >> Ernie
>> >> ----- Original Message -----
>> >> From: "Michael Di Marco" <cj6a_chinablue@yahoo.com>
>> >> To: <yak-list@matronics.com>
>> >> Subject: Yak-List: LOAs and Type Ratings
>> >>
>> >>
>> >> > --> Yak-List message posted by: Michael Di Marco
>> >> <cj6a_chinablue@yahoo.com>
>> >> >
>> >> > In reading through the pre-OSH message traffic, I saw something
>> >> about
>> >> converting Letters of Authorization into type ratings. I read
>> wrong? Do CJ/Yak owners need to go visit their local FSDOs?
>> >> >
>> >> > Mike
>> >> > China Blue
>> >> >
>> >> >
>> >> > ---------------------------------
>> >> >
>> >> >
>> >>
>> >>
>> >
>> >
>>
>>
>
>
Message 25
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| Subject: | Re: LOAs and Type Ratings |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Heck Jon, I use BOTH feet most of the time! Don't feel different. At least
with both feet in my mouth, I can use one foot to remove the other.
Dennis
----- Original Message -----
From: "Jon Boede" <jon@email.net>
Subject: Re: Yak-List: LOAs and Type Ratings
> --> Yak-List message posted by: "Jon Boede" <jon@email.net>
>
> You know, it was right at the point that I hit "Send" that I realized I'd
> mentioned the wrong document.
>
> There's probably not a tool specifically designed for removing my foot
> from my mouth. :-)
>
> Jon
>
> > --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
> >
> > You're 100% correct Jon. 8130-2E says absolutely nothing (not one
> > single word) about LOA's regardless of which group the airplane is in,
> > including Group II, Turbine-powered aircraft, which we all know do
> > require LOA's. 8130.2E covers Airworthiness Certification of Aircraft
> > And Products. Based on that, we can assume that 8130.2E is not the FAA
> > Order or Regulation that covers LOA's. However FAA Order 8700.1, which
> > every inspector is suppose to know and more importantly, understand,
> > does cover LOA's.
> >
> > If Dave goes to his local FSDO person and starts referencing 8130.2E, he
> > may end up with egg on his face for the reasons previously stated.
> >
> > I'd stick with using the EAA Gov't Affairs group. They swing a pretty
> > good size mallet.
> > Dennis
> >
> >
> > ----- Original Message -----
> > From: "Jon Boede" <jon@email.net>
> > To: <yak-list@matronics.com>
> > Subject: Re: Yak-List: LOAs and Type Ratings
> >
> >
> >> --> Yak-List message posted by: "Jon Boede" <jon@email.net>
> >>
> >> Print you a copy of 8130.2E and ask him (politely) to point out from
> >> whence comes the requirement for you to hold an LOA.
> >>
> >>
> >
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgOrders.nsf/OrderNumber/FEDBCC7B5D77987D86256CD100506B2D?OpenDocument
> >>
> >> > --> Yak-List message posted by: "Dave Strawn"
> >> <dastrawn@mindspring.com>
> >> >
> >> > Ernie,
> >> >
> >> > Just talked with my local FSDO here in Atlanta and he says I need
> >> the LOA for the CJ. Sounds like he has not been properly informed
> >> yet by Oklahoma. Any suggestions as to what I should do??
> >> >
> >> > Dave
> >> >
> >> > ----- Original Message -----
> >> > From: "Ernie" <ernest.martinez@oracle.com>
> >> > To: <yak-list@matronics.com>
> >> > Subject: Re: Yak-List: LOAs and Type Ratings
> >> >
> >> >
> >> >> --> Yak-List message posted by: "Ernie"
> >> <ernest.martinez@oracle.com>
> >> >>
> >> >> LOA's are only required for non-standard certificated aircraft of
> >> over 800 HP or Turbojet aircraft. You dont need an LOA for a CJ or
> >> Yak. The ETR's (Experimental Type Ratings) are replacing LOA's
> >> which are administered by FSDO's whereas ETR's are administered out
> >> of OK, and dont expire.
> >> >>
> >> >> Ernie
> >> >> ----- Original Message -----
> >> >> From: "Michael Di Marco" <cj6a_chinablue@yahoo.com>
> >> >> To: <yak-list@matronics.com>
> >> >> Subject: Yak-List: LOAs and Type Ratings
> >> >>
> >> >>
> >> >> > --> Yak-List message posted by: Michael Di Marco
> >> >> <cj6a_chinablue@yahoo.com>
> >> >> >
> >> >> > In reading through the pre-OSH message traffic, I saw something
> >> >> about
> >> >> converting Letters of Authorization into type ratings. I read
> >> wrong? Do CJ/Yak owners need to go visit their local FSDOs?
> >> >> >
> >> >> > Mike
> >> >> > China Blue
> >> >> >
> >> >> >
> >> >> > ---------------------------------
> >> >> >
> >> >> >
> >> >>
> >> >>
> >> >
> >> >
> >>
> >>
> >
> >
>
>
Message 26
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|
| Subject: | Re: Oshkosh CJ-6 formation briefing |
--> Yak-List message posted by: "Terry Calloway" <TCalloway@datatechnique.com>
Isn't the instructor in the third row Mike McCoy? :)
tc
>>> jim@jimivey.com 8/28/2003 5:05:40 PM >>>
--> Yak-List message posted by: Jim Ivey < jim@jimivey.com >
http://www.china-military.org/units/images/7fa/CJ-6_6xx7x.jpg
Message 27
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| Subject: | Re: LOAs and Type Ratings |
--> Yak-List message posted by: "Jon Boede" <jon@email.net>
Q: Why do pilots give the crew chief the "thumbs up" signal when taxiing out?
A: It's the crew chief's last opportunity to make sure that the pilot
doesn't have BOTH thumbs up his ass. :-)
Jon
> --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
>
> Heck Jon, I use BOTH feet most of the time! Don't feel different. At
> least with both feet in my mouth, I can use one foot to remove the
> other. Dennis
> ----- Original Message -----
> From: "Jon Boede" <jon@email.net>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: LOAs and Type Ratings
>
>
>> --> Yak-List message posted by: "Jon Boede" <jon@email.net>
>>
>> You know, it was right at the point that I hit "Send" that I realized
>> I'd mentioned the wrong document.
>>
>> There's probably not a tool specifically designed for removing my foot
>> from my mouth. :-)
>>
>> Jon
>>
>> > --> Yak-List message posted by: "A. Dennis Savarese"
>> <adsavar@gte.net>
>> >
>> > You're 100% correct Jon. 8130-2E says absolutely nothing (not one
>> single word) about LOA's regardless of which group the airplane is
>> in, including Group II, Turbine-powered aircraft, which we all know
>> do require LOA's. 8130.2E covers Airworthiness Certification of
>> Aircraft And Products. Based on that, we can assume that 8130.2E is
>> not the FAA Order or Regulation that covers LOA's. However FAA
>> Order 8700.1, which every inspector is suppose to know and more
>> importantly, understand, does cover LOA's.
>> >
>> > If Dave goes to his local FSDO person and starts referencing
>> 8130.2E, he may end up with egg on his face for the reasons
>> previously stated.
>> >
>> > I'd stick with using the EAA Gov't Affairs group. They swing a
>> pretty good size mallet.
>> > Dennis
>> >
>> >
>> > ----- Original Message -----
>> > From: "Jon Boede" <jon@email.net>
>> > To: <yak-list@matronics.com>
>> > Subject: Re: Yak-List: LOAs and Type Ratings
>> >
>> >
>> >> --> Yak-List message posted by: "Jon Boede" <jon@email.net>
>> >>
>> >> Print you a copy of 8130.2E and ask him (politely) to point out
>> from whence comes the requirement for you to hold an LOA.
>> >>
>> >>
>> >
> http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgOrders.nsf/OrderNumber/FEDBCC7B5D77987D86256CD100506B2D?OpenDocument
>> >>
>> >> > --> Yak-List message posted by: "Dave Strawn"
>> >> <dastrawn@mindspring.com>
>> >> >
>> >> > Ernie,
>> >> >
>> >> > Just talked with my local FSDO here in Atlanta and he says I need
>> >> the LOA for the CJ. Sounds like he has not been properly informed
>> yet by Oklahoma. Any suggestions as to what I should do??
>> >> >
>> >> > Dave
>> >> >
>> >> > ----- Original Message -----
>> >> > From: "Ernie" <ernest.martinez@oracle.com>
>> >> > To: <yak-list@matronics.com>
>> >> > Subject: Re: Yak-List: LOAs and Type Ratings
>> >> >
>> >> >
>> >> >> --> Yak-List message posted by: "Ernie"
>> >> <ernest.martinez@oracle.com>
>> >> >>
>> >> >> LOA's are only required for non-standard certificated aircraft
>> of
>> >> over 800 HP or Turbojet aircraft. You dont need an LOA for a CJ or
>> Yak. The ETR's (Experimental Type Ratings) are replacing LOA's
>> which are administered by FSDO's whereas ETR's are administered out
>> of OK, and dont expire.
>> >> >>
>> >> >> Ernie
>> >> >> ----- Original Message -----
>> >> >> From: "Michael Di Marco" <cj6a_chinablue@yahoo.com>
>> >> >> To: <yak-list@matronics.com>
>> >> >> Subject: Yak-List: LOAs and Type Ratings
>> >> >>
>> >> >>
>> >> >> > --> Yak-List message posted by: Michael Di Marco
>> >> >> <cj6a_chinablue@yahoo.com>
>> >> >> >
>> >> >> > In reading through the pre-OSH message traffic, I saw
>> something
>> >> >> about
>> >> >> converting Letters of Authorization into type ratings. I read
>> >> wrong? Do CJ/Yak owners need to go visit their local FSDOs?
>> >> >> >
>> >> >> > Mike
>> >> >> > China Blue
>> >> >> >
>> >> >> >
>> >> >> > ---------------------------------
>> >> >> >
>> >> >> >
>> >> >>
>> >> >>
>> >> >
>> >> >
>> >>
>> >>
>> >
>> >
>>
>>
>
>
Message 28
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|
| Subject: | Re: brake problems |
tests=MAILTO_TO_SPAM_ADDR,NO_EXPERIENCE,ORIGINAL_MESSAGE,
QUOTED_EMAIL_TEXT,REFERENCES,USER_IN_WHITELIST
version=2.55
--> Yak-List message posted by: "Walt Lannon" <lannon@look.ca>
Hi John;
Though I have no experience with the 52 I know that the brake assemblies are
identical. This may not be true for the rest of the brake system but, for
what it's worth ------
Check the braking pressure, in the CJ this should be 8 to 9 Atm. (approx.
120 to 135 psi)
Check from both cockpits, should be the same with the same handle movement
and pressure. You should be able to determine if you have a stretched and
failing brake cable at this time. If so replace the cable.
If cables OK adjust the pressure reducing valve travel to obtain the correct
pressure and adjust the cable lengths to avoid bottoming out on the control
stick. Your manual should have all the info on this.
It is posssible you have a defective (leaking) reducing valve though a bad
or maladjusted cable is more likely.
I assume you have already replaced the wheel bearing grease seals.
Walt
----- Original Message -----
From: <JGibson912@aol.com>
Subject: Re: Yak-List: brake problems
> --> Yak-List message posted by: JGibson912@aol.com
>
> hello i am having problems with the brakes on my yak-52 we found grease in
> the pucks after a fairy flight from the east coast to the west coast and
about
> 12 hours of instruction flights we cleaned and installed new pucks but the
> breaks still will not hold during run up or during taxi any ideas we
suspect low
> pressure to the brakes thanks, john n152yk
>
>
Message 29
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| Subject: | Re: Fw: Yak 50 Air Bottle Failure |
tests=ORIGINAL_MESSAGE,QUOTED_EMAIL_TEXT,REFERENCES,
USER_IN_WHITELIST
version=2.55
--> Yak-List message posted by: "Walt Lannon" <lannon@look.ca>
Holy Napalm is right on Brian. It is interesting that it ignited when the
start solenoid was energized. That gave it direct and immediate contact with
lots of oil but I would have expected the explosion while the system was
being charged since we do all carry some anti-corrosion oil in there, don't
we?
Walt
----- Original Message -----
From: "Brian Lloyd" <brian@lloyd.com>
Subject: Re: Yak-List: Fw: Yak 50 Air Bottle Failure
> --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
>
> Carl W Hays Enterprises wrote:
>
> > Doug/ Group,
> >
> > I need to clarify a significant point about Doug's post regarding the
> > aircraft whose entire air system blew. We supplied this customer
> > with repair parts and advised him as to these repairs. You were
> > correct in that he was misguided. The misdirection was that he
> > serviced his air system with OXYGEN, not compressed air.
>
> Holy Napalm Batman! With the oil vapor in the system no wonder it blew
the hell out of everything. That thing was a distributed fuel-oxydizer
bomb.
>
> > If he had
> > screwed the pressure pelief valve down all of the way, I do not
> > believe it would have had such explosive force. The failure would
> > have been more localized.
>
> OK, that makes a LOT of sense to me. I couldn't see it happening as Doug
described for the reasons he described.
>
> --
>
> 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
> GMT-4
>
>
Message 30
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| Subject: | Re: LOAs and Type Ratings |
--> Yak-List message posted by: Desmor944@aol.com
Message 31
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| Subject: | Re: LOAs and Type Ratings |
--> Yak-List message posted by: Desmor944@aol.com
Dave
The wise old, friendly, and helpful inspector I had been dealing with at my
local FSDO retired last fall. When I mailed in my program letter at the first
of the year, I quickly got a telephone call from a new inspector at the FSDO
advising that I couldn't fly the aircraft because they did not have a copy of
my LOA on file. When I responded that it was a Group III, under 800 hp
aircraft the response was something like "Oh, OK then, I didn't know what a CJ6
was.
Never mind." End of story.
The inspector may know the pertinent regs, but be unfamiliar with the
aircraft.
Message 32
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| Subject: | Re: LOAs and Type Ratings |
--> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
Where can I find info on the new ETRs?
TIA,
Roy
',,'',,'',,',,'
Roy Wright 512.378.1234 mailto:royw@cisco.com
Cisco Systems import com.cisco.std-disclaimer
"Experience is the thing you get the moment after you needed to have it."
Message 33
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| Subject: | Re: Fw: Yak 50 Air Bottle Failure |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Walt Lannon wrote:
> --> Yak-List message posted by: "Walt Lannon" <lannon@look.ca>
>
> Holy Napalm is right on Brian. It is interesting that it ignited when the
> start solenoid was energized. That gave it direct and immediate contact with
> lots of oil but I would have expected the explosion while the system was
> being charged since we do all carry some anti-corrosion oil in there, don't
> we?
If you don't have an event to prompt ignition, you will probably just get rapid
oxidation of the oil, not an explosion. When the starter solenoid valve opened
it created a shockwave that triggered rapid combustion. The rapid combustion
in the solenoid valve created a shock wave that traveled up the pneumatic lines
causing rapid conbustion of the oil inside the line.
If they were careful about opening the O2 valve slowly, there would be a smooth
ramp up of flow and you wouldn't get the sharp pulse that would trigger uncontrolled
combustion.
--
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
GMT-4
Message 34
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| Subject: | Re: LOAs and Type Ratings |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Jon Boede wrote:
> There's probably not a tool specifically designed for removing my foot
> from my mouth. :-)
If you find it, I need two. I manage all to often to manage to stuff both my feet
in my mouth at the same time.
--
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
GMT-4
Message 35
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| Subject: | Re: Yak 50 Air Bottle Failure |
--> Yak-List message posted by: "Ron" <l39parts@hotmail.com>
Does England require air bottles to by hydrostatically tested like the U.S.?
When was the last test, and to what pressure?
----- Original Message -----
From: "Walt Fricke" <walterfricke@yahoo.com>
Subject: Re: Yak-List: Yak 50 Air Bottle Failure
> --> Yak-List message posted by: Walt Fricke <walterfricke@yahoo.com>
>
> Anybody know where you can get new air bottles for a Yak 50? I think they
are smaller than the 52 bottles?
>
>
> Kevin Pilling <kjpilling@btclick.com> wrote:
> --> Yak-List message posted by: "Kevin Pilling"
>
> BlankAll Yaksters this is a WAKE UP CALL.
>
> After a 7-10 minute engine warm up in my 1985 Yak 50 the service air
bottle suffered a catastrophic failure at the normal 45 bar working
pressure. The explosive force fired part of the reservoir bottle out through
the lower fuselage destroying the left lower firewall and engine mounting
and part up into the fuel tank area lodging itself partway through the
fuselage skin. Other parts passed out through the hull leaving holes as
their only witnesses. Debris destroyed the throttle linkage forcing the
engine to max power which immediately raised the tail bringing the propeller
into contact with the ground. Pilot shut down the engine with the mag
switches and aircraft came to a rest just 2 metres from the initial point
but now in a tail high nose on the ground attitude. Rescuers lowered the
aircraft into the correct attitude and pilot vacated..
> Debris damaged a parked Volvo some 30-40 feet away.
>
> The purpose of the intended flight was to carry out a formation display
over the English Channel and then to depart off slot to Rotterdam (one hour
over water transit) for a further over water display. The aircraft had
completed two, one hour transits over the North Sea just 10 days prior.
>
> I leave you to muse the implications.
>
> I have posted pictures to the Photo Share site but these will be as couple
of days being published.
>
> Ignore the obvious implications at your peril.
>
> Fly Safe
> kp
>
>
> ---------------------------------
>
>
Message 36
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| Subject: | Re: Panther CATS headset |
--> Yak-List message posted by: "Ron" <l39parts@hotmail.com>
Please report if you get the Panther to work. The only person I know to try
one never could get it to work with the engine running. Although it was
great when the engine was shut off...
----- Original Message -----
From: "Brian Lloyd" <brian@lloyd.com>
Subject: Re: Yak-List: Panther CATS headset
> --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
>
> Michael Di Marco wrote:
> > --> Yak-List message posted by: Michael Di Marco
> > <cj6a_chinablue@yahoo.com>
> >
> > I suspect you're right in one or more of those items. I'll have to
> > decide what's more important. All that work or flying with a
> > standard headset.
>
> Actually, it should have been wired with shielded cable to start with and
the mic jack should be insulated from the airframe. Moving the antenna is
probably the next easiest thing to do. If you have the problem now with the
CATS headset you are liable to have the problem with other headsets as well
although it will probably vary from manufacturer to manufacturer. Solving
the problem now will probably solve the problem for all headsets.
>
> --
>
> 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
> GMT-4
>
>
Message 37
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| Subject: | Re: LOAs and Type Ratings |
--> Yak-List message posted by: "Ron" <l39parts@hotmail.com>
no. LOAs are for jets.
----- Original Message -----
From: "Michael Di Marco" <cj6a_chinablue@yahoo.com>
Subject: Yak-List: LOAs and Type Ratings
> --> Yak-List message posted by: Michael Di Marco
<cj6a_chinablue@yahoo.com>
>
> In reading through the pre-OSH message traffic, I saw something about
converting Letters of Authorization into type ratings. I read wrong? Do
CJ/Yak owners need to go visit their local FSDOs?
>
> Mike
> China Blue
>
>
> ---------------------------------
>
>
Message 38
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|
| Subject: | Re: More in support of 'Red Star' |
--> Yak-List message posted by: "Ron" <l39parts@hotmail.com>
On the plus side, civilian teams can select competent pilots rather than
making politically correct demographic choices to keep Congress happy. Do
you recall the Bluea Angels season with the first minority flight lead?
Practiced for months, crashed early in the season, practiced for months,
flew one show, canceled the rest of the season.
It's sort of like airlines. It's easy to say you want diversity on a sunny
day, but landing in a blizzard in Denver, most people want the airline to
have the most qualified pilot they can find in the left seat, even if it
happens to be a middle aged white man.
If we had true diversity, over one sixth of the airline captains in the
world would be Chinese women. Think about the safety implecations of that
for a while.
----- Original Message -----
From: "Jon Boede" <jon@email.net>
Subject: Re: Yak-List: More in support of 'Red Star'
> --> Yak-List message posted by: "Jon Boede" <jon@email.net>
>
> This is sort-of more of a Red Star thing than a Yak thing... but does the
> idea of private jet teams make anybody else kinda twitchy, too?
>
> I mean, the Thunderbirds and the Blue Angels have unlimited budgets for
> fuel (training) and maintenance, and *they* don't have perfect safety
> records. And it's a very high profile thing when something goes wrong.
>
> Jon
>
> > --> Yak-List message posted by: ByronMFox@aol.com
> >
> > Take a look at the August issue of Pacific Flyer. There's an
> > interesting article about a newly formed San Diego based formation demo
> > team, the Thunder Delphins.
> >
> >
http://www.landings.com/evird.acgi$pass*56713522!_h-www.landings.com/_landings/pacflyer/aug6-2003/An-34-thunder-delfin.html
> >
> > Many of you know these T-34 guys from TRARON gatherings; Doug Medore,
> > Cas Casillis, Doug Gilliss and Don Goodin. Now that they own and
> > perform in L-29s, they should be Red Star members. Moreover, Don
> > Goodin in the founder of the Missing Man Foundation, an activity in
> > which I would love to participate. We must not allow folks like these
> > to stray.
> >
> > ...Blitz
> >
> > Byron M. Fox
> > 80 Milland Drive
> > Mill Valley, CA 94941
> > Home 415-380-0907
> > Cell 415-307-2405
> > Fax 415-380-0917
>
>
Message 39
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| Subject: | Re: Yak 50 Air Bottle Failure (pop off valve) |
--> Yak-List message posted by: "Ron" <l39parts@hotmail.com>
"it was sat on the ground long enough for some serious pressure to build up"
I don't understand. How does pressure build up on the ground? Surely, you
don't mean heating in the sun. This is insignificant.
----- Original Message -----
From: "Gus Fraser" <fraseg@comcast.net>
Subject: RE: Yak-List: Yak 50 Air Bottle Failure (pop off valve)
> --> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
>
>
> Kevin,
> Do you know if the pop off valve failed ? If that happened then the bottle
> could have over pressured, it was sat on the ground long enough for some
> serious pressure to build up. If you can could you have it tested and
report
> to the group ?
>
> Gus
>
>
Message 40
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| Subject: | Re: Yak 50 Air Bottle Failure |
--> Yak-List message posted by: "Ron" <l39parts@hotmail.com>
IMHO the lines will be the weakest link only if there is a place with
substantial corrosion, fretting, or scratches. Small tubing with a given
pressure rating nearly always has an actual burst pressure above that of a
larger tube with the same rating.
Buy some new tubing and try it. Use water not air for the tests so you
don't get hurt by shrapnel.
Ron
----- Original Message -----
From: "A. Dennis Savarese" <adsavar@gte.net>
Subject: Re: Yak-List: Yak 50 Air Bottle Failure
> --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
>
> I'm not going to get into a contest as to whether it should or shouldn't
> fail that way Brian. All I said was that is what did happen. And who is
to
> say the lines will not be the weakest link in any given airplane? Also, I
> don't believe I said anything about our compressors having the ability to
> make 3000 psi. I do believe the compressor is a two stage though and not
a
> single stage compressor as previously mentioned.
> Dennis
>
> ----- Original Message -----
> From: "Brian Lloyd" <brian@lloyd.com>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: Yak 50 Air Bottle Failure
>
>
> > --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
> >
> > A. Dennis Savarese wrote:
> > > --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
> > >
> > > No idea Brian, but the fellow Doug was referring to that had his air
> system
> > > explode, also had the lines explode too. That's why I mentioned the
> lines.
> >
> > A hydraulic system or pneumatic system doesn't fail that way. The
weakest
> link fails, the pressure drops, and that eliminates the stress on the
other
> devices. Also, the compressors in our airplanes can't make 3000 psi.
Other
> than that ...
> >
> > --
> >
> > 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
> > GMT-4
> >
> >
>
>
Message 41
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| Subject: | Re: LOAs and Type Ratings |
--> Yak-List message posted by: "Ron" <l39parts@hotmail.com>
Write down his name and never speak to him again. Ask for his boss and
POLITELY tell the boss that the guy is clueless. Clueless is the wrong term
to use, tell the boss that ... that... I don't know, I'm not that good at
being tactful.
Just ignore the guy.
----- Original Message -----
From: "Dave Strawn" <dastrawn@mindspring.com>
Subject: Re: Yak-List: LOAs and Type Ratings
> --> Yak-List message posted by: "Dave Strawn" <dastrawn@mindspring.com>
>
> Ernie,
>
> Just talked with my local FSDO here in Atlanta and he says I need the LOA
> for the CJ. Sounds like he has not been properly informed yet by
Oklahoma.
> Any suggestions as to what I should do??
>
> Dave
>
> ----- Original Message -----
> From: "Ernie" <ernest.martinez@oracle.com>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: LOAs and Type Ratings
>
>
> > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >
> > LOA's are only required for non-standard certificated aircraft of over
800
> > HP or Turbojet aircraft. You dont need an LOA for a CJ or Yak. The ETR's
> > (Experimental Type Ratings) are replacing LOA's which are administered
by
> > FSDO's whereas ETR's are administered out of OK, and dont expire.
> >
> > Ernie
> > ----- Original Message -----
> > From: "Michael Di Marco" <cj6a_chinablue@yahoo.com>
> > To: <yak-list@matronics.com>
> > Subject: Yak-List: LOAs and Type Ratings
> >
> >
> > > --> Yak-List message posted by: Michael Di Marco
> > <cj6a_chinablue@yahoo.com>
> > >
> > > In reading through the pre-OSH message traffic, I saw something about
> > converting Letters of Authorization into type ratings. I read wrong?
Do
> > CJ/Yak owners need to go visit their local FSDOs?
> > >
> > > Mike
> > > China Blue
> > >
> > >
> > > ---------------------------------
> > >
> > >
> >
> >
>
>
Message 42
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--> Yak-List message posted by: "Ron" <l39parts@hotmail.com>
Then I'd say you are off the hook concerning the FAR on having a current
chute. Most guys that pack them won't sign the card, so the pilot is in
violation if he sits on it in flight.
----- Original Message -----
From: "Ernie" <ernest.martinez@oracle.com>
Subject: Re: Yak-List: RE: chutes
> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
> Yes he did.
>
> Ernie
> ----- Original Message -----
> From: "Ron" <l39parts@hotmail.com>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: RE: chutes
>
>
> > --> Yak-List message posted by: "Ron" <l39parts@hotmail.com>
> >
> > Did the rigger put a card in the chute with his signature and
certificate
> > number on it?
> >
> > ----- Original Message -----
> > From: "Ernie" <ernest.martinez@oracle.com>
> > To: <yak-list@matronics.com>
> > Subject: Re: Yak-List: RE: chutes
> >
> >
> > > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> > >
> > > I have a rigger in Tampa Fl, who has the proper tools to rig the
Russian
> > > chutes. He just did my L-29 Chutes righ before S&F.
> > >
> > > Ernie
> > > ----- Original Message -----
> > > From: "Jerry Painter" <wild.blue@verizon.net>
> > > To: <yak-list@matronics.com>
> > > Subject: Yak-List: RE: chutes
> > >
> > >
> > > > --> Yak-List message posted by: "Jerry Painter"
> <wild.blue@verizon.net>
> > > >
> > > > Stuart,
> > > >
> > > > The problem with Russian/Chinese/anything by US certificated chutes
is
> > > > no one will pack 'em.
> > > >
> > > > I spose we could say chutes are just bad cushions so what the hell.
> Fly
> > > > naked! The Brits used to go without 'til Neil Williams had the spar
> > > > break on his Zlin and had to land it at the end of a roll away from
> the
> > > > folded wing after flying the approach inverted. I don't think they
> > > > called him "Pinkie" (sorry Brian).
> > > >
> > > > Jerry Painter
> > > >
> > > >
> > >
> > >
> >
> >
>
>
Message 43
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| Subject: | Re: LOAs and Type Ratings |
--> Yak-List message posted by: "Ron" <l39parts@hotmail.com>
ETR (experimental type rating) is easy to say and remember, but apparently
they decided not to go with that terminology. Your license (which is
properly called a pilot certificate) will say "authorized experimental
aircraft" and then letters for the manufacturer and model number.
Warbirds magazine has periodic updates on the program. So far there is no
way to get one (that I know of) except to convert an LOA. The program for
certifying instructors and check pilots isn't in place yet. Therefore, if
you get trained now and get an LOA you can just ask for the ETR instead of
paying for an expensive checkride. Why yes, now is a good time to get
trained in all the jets and high power pistons you plan to fly in the
forseeable future.
----- Original Message -----
From: "Roy O. Wright" <roy@wright.org>
Subject: Re: Yak-List: LOAs and Type Ratings
> --> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
>
> Where can I find info on the new ETRs?
>
> TIA,
> Roy
>
>
> ',,'',,'',,',,'
> Roy Wright 512.378.1234 mailto:royw@cisco.com
> Cisco Systems import com.cisco.std-disclaimer
> "Experience is the thing you get the moment after you needed to have it."
>
>
Message 44
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| Subject: | Yak 50 Air Bottle Failure (pop off valve) |
--> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
Read the description of the accident. It had a 30 minute run up on the
ground.
Gus
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Ron
Subject: Re: Yak-List: Yak 50 Air Bottle Failure (pop off valve)
--> Yak-List message posted by: "Ron" <l39parts@hotmail.com>
"it was sat on the ground long enough for some serious pressure to build up"
I don't understand. How does pressure build up on the ground? Surely, you
don't mean heating in the sun. This is insignificant.
----- Original Message -----
From: "Gus Fraser" <fraseg@comcast.net>
Subject: RE: Yak-List: Yak 50 Air Bottle Failure (pop off valve)
> --> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
>
>
> Kevin,
> Do you know if the pop off valve failed ? If that happened then the bottle
> could have over pressured, it was sat on the ground long enough for some
> serious pressure to build up. If you can could you have it tested and
report
> to the group ?
>
> Gus
>
>
Message 45
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| Subject: | Re: LOAs and Type Ratings |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
Not exactly.......If you wish to fly an airplane which requires an LOA then
you must go through the LOA checkride process through an approved LOOA
holder. The FAA is converting LOA's to ETR's at certain events only (S&F,
OSH and Reno) you must do it in person you cannot mail in your current LOA.
There are only 2 people in the country knowledgeable about the process Disk
Hanusa and I forget the other guys name. You cannot just ask for an ETR
instead of an LOA.
Ernie
----- Original Message -----
From: "Ron" <l39parts@hotmail.com>
Subject: Re: Yak-List: LOAs and Type Ratings
> --> Yak-List message posted by: "Ron" <l39parts@hotmail.com>
>
> ETR (experimental type rating) is easy to say and remember, but apparently
> they decided not to go with that terminology. Your license (which is
> properly called a pilot certificate) will say "authorized experimental
> aircraft" and then letters for the manufacturer and model number.
>
> Warbirds magazine has periodic updates on the program. So far there is no
> way to get one (that I know of) except to convert an LOA. The program for
> certifying instructors and check pilots isn't in place yet. Therefore, if
> you get trained now and get an LOA you can just ask for the ETR instead of
> paying for an expensive checkride. Why yes, now is a good time to get
> trained in all the jets and high power pistons you plan to fly in the
> forseeable future.
>
> ----- Original Message -----
> From: "Roy O. Wright" <roy@wright.org>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: LOAs and Type Ratings
>
>
> > --> Yak-List message posted by: "Roy O. Wright" <roy@wright.org>
> >
> > Where can I find info on the new ETRs?
> >
> > TIA,
> > Roy
> >
> >
> > ',,'',,'',,',,'
> > Roy Wright 512.378.1234 mailto:royw@cisco.com
> > Cisco Systems import com.cisco.std-disclaimer
> > "Experience is the thing you get the moment after you needed to have
it."
> >
> >
>
>
Message 46
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| Subject: | Engines for sale |
--> Yak-List message posted by: joe h <joeh@shaw.ca>
I have 2 HS6A engines for sale
1. "0" since first OH
1. "650" since first OH, removed from my CJ for installation of M14
ph. 250 748 2203
Joe Howse
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