Today's Message Index:
----------------------
1. 12:27 AM - corrosion (Mark Jefferies YAK UK Ltd)
2. 03:51 AM - Re: Airframe Fatigue (cpayne@joimail.com)
3. 03:57 AM - Re: Re: Wing Fatigue (Brian Lloyd)
4. 04:01 AM - Re: Re: Wing Fatigue (Brian Lloyd)
5. 04:04 AM - Re: Re: Wing Fatigue (Brian Lloyd)
6. 07:05 AM - Re: Air fitting (DaBear)
7. 07:24 AM - Re: Yak-List Digest: 13 Msgs - 03/21/04 (John W Finley)
8. 01:01 PM - Starting system (Jorgen Nielsen)
9. 01:27 PM - Thunderbirds crash videos (Daniel Fortin)
10. 01:51 PM - Need a Tach Gen (Tom Johnson)
11. 02:50 PM - Re: Re: Wing Fatigue (fraseg@comcast.net)
12. 02:53 PM - Re: Need a Tach Gen (fraseg@comcast.net)
13. 04:08 PM - Horizon Digital Tach For Sale (Marshall Ekstrand)
14. 06:34 PM - Re: Sources for Metric Fasteners (Doug Sapp)
15. 08:28 PM - Re: Air fitting (Ron Davis)
16. 08:28 PM - Re: W&B, fuel tanks (Ron Davis)
17. 08:28 PM - Re: cu.in. (Ron Davis)
18. 08:28 PM - Re: Wing Fatigue (Ron Davis)
19. 08:28 PM - Re: Re: Re: parachute (Ron Davis)
20. 08:28 PM - Re: so... (Ron Davis)
21. 08:28 PM - Re: Re: Wing Fatigue (Ron Davis)
22. 10:30 PM - Re: Sources for Metric Fasteners (Walt Lannon)
Message 1
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--> Yak-List message posted by: "Mark Jefferies YAK UK Ltd" <mark@yakuk.com>
Frank said:-
Our aging fleet of American planes are fast approaching the scrap heap due
to corrosion, for example.
+++++++++++++++++
This is a good point to discuss. do not ignore the possibilities of corrosion in
the YAK. We have scrapped one a/c beyond economic repair (We have to adhere
to OEM lives in UK for all items) and another a/c we have put new spars in. Other
a/c have minor spar corrosion.
Spars should be checked on an annual basis for exfoliation. With tank panel skins
and all inspection panels removed, inc the fabric patches in front of the ailerons
with a mirror the whole spar can be seen. Also externally look along the
spar rivet line to see if any wing skin is being push up and bulging, this
is a sure sign of a problem below.
Hope you don't find any but it really IS POSSIBLE.
Why do you think YAK 50 system pipes leak after approx 20-25 years and yet this
problem does not happen on the YAK 52? I believe the same answer is the cause
of the spar corrosion in the 52.
YAKOVLEV aircraft sales
Mark Jefferies
Chief pilot and managing director YAK UK Ltd
Lt Gransden Airfield
Sandy, Beds
SG19 3BP
England
EGMJ 52'10N 000'10W
mark@yakuk.com
www.yakuk.com tel:
fax:
mobile: +44 1767 651156
+44 1767 651157
+44 7785 538 317
Signature powered by Plaxo Want a signature like this?
Add me to your address book...
Message 2
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| Subject: | Re: Airframe Fatigue |
--> Yak-List message posted by: cpayne@joimail.com
Once upon an airshow, I took a few current AF & Navy IP's up
for a hop in the CJ 'twix lulls in the schedule. Waivered
airspace but "approved" for military IP's as backseaters.
These guys flew in to the show with T-34C models out of
Pensacola along with their students but couldn't participate
with the assets.
They love CJ-6's and Yak-52's for their handling and load
limits. With the Charlie model T-34, each training hop was
strictly regulated on the training syllabus with a G limit,
never more than 3.5 G except for specific hops to 4.5. Not
only did they have to record and sign the dial meter log,
but there were fixed load cell devices on the airframe for
maintenance to check.
We pulled some G's with exaggerated duster turns up/down the
crowd line, they loved it. I'm not sure if the new Texan
T-6A is on the same sort of fatigue life schedule but I
would not doubt it.
Craig Payne
Message 3
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| Subject: | Re: Wing Fatigue |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
radialpower@cox.net wrote:
> --> Yak-List message posted by: <radialpower@cox.net>
>
> Byron, et.al.,
>
> I too was compelled by the article...the same way I was by the Yak-52
> article. The guy was full of facts but no practical solutions or insight into
> how we can address the situation other than to contemplate our navels
> (and other body parts). It was another "gee, thanks" article for which I'm
> getting very frustrated at Warbirds magazine. They are supposed to
> promote safety (which, to me, means giving practical solutions/
> applications), but all I got out of that article is a bunch of hypotheticals
> as it relates to our aircraft.
OK, I am going to play devil's advocate here. First, remember that all-important
quotation, "Never attribute to malice that which may be adequately explained
by stupidity." OK, substitute "ignorance" for "stupidity."
Any discussion of safety begins with a statement of fact. WBM did that. I then
propose to you that they didn't have any more information nor did they have
the background to even begin to offer a suggestion of a solution. I don't think
that their article was malicious. I think they stopped at the end of what
they knew which is what they should have done.
Now here is another idea. Consider what it looks like to the rest of the warbird
community when we erupt like a struck hornet's nest when WBM publishes an article
of fact. We start accusing people of all sorts of mischief when the right
answer would be to produce the follow-on article that shows that RSPA is dealing
with the issue.
So quit bellyaching and do something. Or just quit bellyaching.
> If I remember correctly, the Russians use a G-limit that is 50% of
> structural failure (of a NEW wing). I don't recall what the Chinese
> used...Pappy?
It is 50%, at least that is what I remember from our discussion with Bushi Cheng
when he was here.
> However, the article did indirectly highlight that if you are using your
> aircraft in a higher G environment you need to make sure you are doing
> a thorough preflight (inspecting structural integrity, working rivets, etc.)
> every time you fly, and it would be wise to be on a 50 hour inspection
> program, etc.
Common sense.
> Now, take this information, your own cup, and a quarter to 7-Eleven, and
> you just might get a cup of coffee.... :)
Yeah, and it was worth every penny I paid for it too! :)
--
Brian Lloyd 6501 Red Hook Plaza
brian@greenflashnetworks.com Suite 201
http://www.greenflashnetworks.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
--
Brian Lloyd 6501 Red Hook Plaza
brian@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
Message 4
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| Subject: | Re: Wing Fatigue |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Gus Fraser wrote:
> --> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
>
> The Russians use a full 100% above structural failure as opposed to the US
> standard of 50%. I was told that the reason for doing this was to account
> for manufacture tolerances which are lower in Russian production.
We are going to get into confusion here on the 50% vs. 100% thing. I think both
people were saying the same thing. Barry was saying that the design load factor
was set at 50% of the yield point for the wing structure. That means if
the wing failed at a simulated load of 12G, the design load factor is set at 6G.
When Gus says that the Russians use 100% he is stating the same thing; that
the failure point is 100% greater than the design load factor, i.e, if the wing
has a design load factor of 6G, it will not fail until 12G has been placed
on the structure.
Percentages can be confusing.
--
Brian Lloyd 6501 Red Hook Plaza
brian@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
Message 5
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| Subject: | Re: Wing Fatigue |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Frank Haertlein wrote:
> driven by your customer's needs, produce-ability, cost. Etc. Wouldn't it
> be great to have 100% titanium fasteners in your aircraft? The problem
> is you couldn't afford it.
Plus titanium is brittle while steel is elastic. Steel is an amazing structural
material.
BTW, I liked the rest of your analysis.
--
Brian Lloyd 6501 Red Hook Plaza
brian@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
Message 6
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--> Yak-List message posted by: "DaBear" <dabear@damned.org>
Frank,
The great thing about using a scott bottle is that just about every fire
station in the US has a way to fill them. So if you land at some airport
without an FBO, the local fire department can help fill your bottle. They
also hold about 2300psi. Btw, the K bottle system you mention still has to
be "bastardized" to fit in your system just like a scuba bottle or a Scott
bottle, so I don't see any additional value there. Am I missing something?
Al
----- Original Message -----
From: "Frank Haertlein" <yak52driver@earthlink.net>
Subject: RE: Yak-List: Air fitting
> --> Yak-List message posted by: "Frank Haertlein"
<yak52driver@earthlink.net>
>
> Aubry;
> Rig a Schrader Valve from Aircraft Spruce and Specialty
> www.aircraftspruce.com (Also known as a STRUT VALVE P/N 4361S $36.70)
> into your air fill port. These also work great for your
> struts......oddly enough. Then get a GOOSENECK HOSE COUPLING P/N
> 06-11700 $15.000. Fit that to the hose you're going to get made that
> goes to the "K" bottle of high pressure air. Go to Praxair or another
> bottled gas supplier and get a "K" bottle of compressed air, the bottles
> are usually pressurized around 2300psi. This makes your system
> compatible with most others and elimiantes bastardized configurations
> like you get with scuba bottles. Works like a charm........also it's
> more likely you will be able to get pressurized air when you run out
> while in upper Slabovia.
> Frank
> N9110M
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Aubrey Price
> To: 'yak-list@matronics.com'
> Subject: Yak-List: Air fitting
>
>
> --> Yak-List message posted by: Aubrey Price <aprice@vartec.net>
>
> I have a YAK52 and use a Scott air bottle to refill the air system. Does
> anyone know what the fitting that connects to the Scott bottle is or
> where to get one. I have the one that is on my hose, but I need another
> one for my Scuba Compressor to refill the bottles. No one has them or
> knows what size they are or where to look for one. The Fire Department
> has one, but only knows that it came with the compressor. Any help is
> appreciated.
>
> Aubrey
> N288Y
>
>
> ==
> direct advertising on the Matronics Forums.
> ==
> ==
> ==
>
>
Message 7
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| Subject: | Re: Yak-List Digest: 13 Msgs - 03/21/04 |
--> Yak-List message posted by: John W Finley <finleycj6@juno.com>
Hi Ron Davis, I tried to e-mail you at 139parts@hotmail.com and it was
"undeliverable". Please send me your 'phone number. I would like to ask
you about ss metric screws....John Finley ( finleycj6@juno.com
Message 8
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--> Yak-List message posted by: "Jorgen Nielsen" <jorgen.nielsen@mweb.co.za>
On the off chance that some of you guys out there might one day have the
same problem that I have had the last 7 weeks or so, I thought I would
share this.
7 weeks back my Yak52 refused to start. No prior warning, but in
hindsight I had battled with her somewhat, leading up to the failure to
start.
Tried a few times, ran out of air, filled up, tried again, etc.
Eventually got her running by starting with mags. I was in the middle
of some training, so carried on like that for a couple days. Very hit &
miss, cause she would fire and run backwards. Then run out of air, so
switch off, unstrap, open hangar, get air bottle fill up, put air bottle
away, close hangar, try again, repeat from start. You get the picture.
Then I had to give a friend a lift and got stuck at a remote airfield.
Not nice. So my mechanic came out to fix it, determined it was the HT
lead going into the mag. Wire was burnt, wire a smaller diameter than
the hole, so difficult to get good connection. He fixed (we thought).
Tried start, turned on mags after couple blades, she ran. Flew back
home. Next time I tried start same problem.
By then my mechanic had left to go assemble some jets somewhere, so I
had to fix myself.
Since then I have dismantled my No. 1 mag at least 7 times. I can do it
with my eyes closed. The safety wire I now cut off without even
measuring and its the perfect length. I have re-engineered the HT cable
going into the mag several times. I have re-sleeved the HT lead from
the starting coil on the chance it was arcing to metal conduit where it
enters the mag. Twice. I have replaced the leatheron the metal mag
cover with silicon sheet, on the chance that the spark was arcing to the
cover. BTW I now have a very sexy mag cover, artificially augented with
silicon I know, but very sexy nonetheless. I have built an extension
to the wire with different diameter wire to ensure a good connection. I
have electrocuted myself several times to prove the connection (Yaks not
for sissies). With all my starting attempts, I am now also on first
name terms with the local dive shop who fill up my cylinder. But would
she start - no way.
I have hand propped her myself, securely chocked, with my 10 year old
son Chris in the cockpit handling the priming and mags, in order to go
fly. He had instructions that if after she fires he doesn't see me, or
he sees me flying through the air, or he sees blood to switch the
engine off. BTW he does a nice aileron roll now, a bit slow, but OK.
Anyway, my dimwitted brain eventually told me to look elsewhere. A clue
was getting a lovely 12mm blue spark from the contact inside the
distributor to an earth cable I made up, complete with croc clip on one
end and a plastic (non-conductive) handle on the other. Pain makes one
learn fast.
I had decided on the weekend just past, to swap out the rotor and
distributor, so took a spare mag apart, took home the rotor and
distributor and cleaned it like new. Even dried it in the warmer
drawer when my wife wasn't looking.
Went tonight after work to fit it, then decided to swap the rotor first
then close up and attempt start, on the basis that its a big job to swap
all the HT leads, and I wanted to do one thing at a time to find out
where the problem is. BTW, I don't have power in my hangar, so this
was all done with 2 camping lights running off a 12v battery. Finished
the swap, pulled her out the hangar, primed etc., and hit the start
button. The prop hadn't even rotated one blade and she was running.
Warmed her up, shut down, tried again, same thing. Mag drop normal.
No problem.
Life is good.
I am going to fly the crap out of her this weekend.
So, to summarise the lessons learnt: If she doesn't start, pull the
cover off the mag. Make a test lead as described, make sure there is no
air in the system with the air valve closed. Then make sure again there
is no air in the system. Squeeze brakes, flaps, etc. Then get your 10
year old or any passerby to hit the start button. Holding the test lead
near the pin that transfers spark to the rotor, check for spark. If
none, then its either your HT lead from the starting coil (shower of
sparks), or the coil itself (or some LT wiring problem, which one can
find with a meter). If HT, replace wire or starting coil as
appropriate.
If there is a strong spark, the problem is either a short to the mag
cover, or some other problem downstream. Assuming the motor runs on the
mag as mine did, one can assume the HT leads to the plugs are all OK.
Therefore the problem has to be the the transfer of spark to the plugs,
i.e. the rotor, or perhaps a crack in the distributor close to the
starting wire, but most likely the rotor. And this was my problem. No
faults on the rotor are evident when testing with normal meter - I had
tested it previously, so was convinced it was the HT wire coming from
starting coil, where it goes into the mag. On my rotor, there is
continuity from the ring pickup to the trailing (retarded) pin, so the
problem with the rotor has to be a short to earth that only occurs under
high voltage, which I have no way of testing.
The rotor I swapped without re-timing the mag, by making a cardboard
template that I secured to the mag, moving the prop to line up the rotor
to the best position (which was with the main connector pointing
forward), and marking the position of the rotor with pen on the
cardboard. Put the new one on in exactly the same position. Be careful
you don't move the prop during this, and be careful there are no paralax
errors when checking position.
So, now all OK. Bear in mind I am not a mechanic, and I am sure you
experienced guys out there may have better ways and tools of diagnosing
and fixing these faults, but I don't so it was a lot of trial and error.
This turned out to be quite a long post. Hope it helps someone,
sometime.
Any corrections, suggestions, please make them.
Jorgen
Message 9
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| Subject: | Thunderbirds crash videos |
--> Yak-List message posted by: "Daniel Fortin" <fougapilot@hotmail.com>
http://www.avweb.com/eletter/archives/avflash/192-full.html#186633
Message 10
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--> Yak-List message posted by: "Tom Johnson" <tjohnson@cannonaviation.com>
Anybody got a servicable tach-gen sitting around with nothing to do?
Please advise directly off-list.
Tj
**********************************
Thomas Johnson
Cannon Aviation Insurance
1983 Yak 52
Tel: 800-851-2997
Fax: 480-951-1455
Cell: 602-628-2701
E: tjohnson@cannonaviation.com
Message 11
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| Subject: | Re: Wing Fatigue |
--> Yak-List message posted by: fraseg@comcast.net
Yes Brian that is exactlt what I meant, The break it and divide that figure in
two. Thanks for that.
Gus
> --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
>
>
> Gus Fraser wrote:
>
> > --> Yak-List message posted by: "Gus Fraser" <fraseg@comcast.net>
> >
> > The Russians use a full 100% above structural failure as opposed to the US
> > standard of 50%. I was told that the reason for doing this was to account
> > for manufacture tolerances which are lower in Russian production.
>
> We are going to get into confusion here on the 50% vs. 100% thing. I think both
> people were saying the same thing. Barry was saying that the design load factor
> was set at 50% of the yield point for the wing structure. That means if the
> wing failed at a simulated load of 12G, the design load factor is set at 6G.
> When Gus says that the Russians use 100% he is stating the same thing; that the
> failure point is 100% greater than the design load factor, i.e, if the wing has
> a design load factor of 6G, it will not fail until 12G has been placed on the
> structure.
>
> Percentages can be confusing.
>
> --
> Brian Lloyd 6501 Red Hook Plaza
> brian@lloyd.com Suite 201
> http://www.lloyd.com St. Thomas, VI 00802
> +1.340.998.9447 (voice) +1.360.838.9669 (fax)
>
> There is a time to laud one's country and a time to protest.
> A good citizen is prepared to do either as the need arises.
>
>
>
>
>
>
Message 12
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| Subject: | Re: Need a Tach Gen |
--> Yak-List message posted by: fraseg@comcast.net
Did the shaft just start spinning in the rotor ? This happened to me I got one
from Carl Hayes, great price.
Gus
> --> Yak-List message posted by: "Tom Johnson" <tjohnson@cannonaviation.com>
>
> Anybody got a servicable tach-gen sitting around with nothing to do?
>
> Please advise directly off-list.
>
> Tj
>
> **********************************
> Thomas Johnson
> Cannon Aviation Insurance
> 1983 Yak 52
> Tel: 800-851-2997
> Fax: 480-951-1455
> Cell: 602-628-2701
> E: tjohnson@cannonaviation.com
>
>
>
>
>
>
Message 13
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| Subject: | Horizon Digital Tach For Sale |
--> Yak-List message posted by: Marshall Ekstrand <NX4ME@earthlink.net>
Horizon Digital Tachometer for sale. Tach set up for M14 engine and
was removed for engine monitor upgrade. Installed in aircraft for about
50 hours prior to removal, in excellent condition.
$375.00
Marshall
(954) 483-5049
For more information on the Horizon Tach, click on the link below.
http://www.horizoninstruments.com/prod01.htm
>
>
Message 14
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| Subject: | Sources for Metric Fasteners |
--> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
Guys,
Just back today from 16 days in China. I carry the 4 and 5 mm stainless
steel truss head (Phillips) in stock @ $24.00 per hundred. Also found a
source for the correct 45 degree metric tubing flare tool, brought 10 back
in my luggage.
Always Yakin,
Doug Sapp
-----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: Sources for Metric Fasteners
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Metric Screw and Tool Company. The best source.
http://www.metricscrew-toolco.com/
Dennis
----- Original Message -----
From: "Lynn Williams" <laupdates@msn.com>
Subject: Yak-List: Sources for Metric Fasteners
> --> Yak-List message posted by: "Lynn Williams" <laupdates@msn.com>
>
> Ok, Can someone list some great sources of SS metric fasteners
particularly
> phillips truss head screws for all the access panels.
> L. Williams, CJ-6 driver
>
>
Message 15
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--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
I don't know what fitting it is. Why don't you use a SCUBA bottle and a
tank pressure checker or old regulator (high pressure port)?
Message 16
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| Subject: | Re: W&B, fuel tanks |
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
Fuel transfer problems aren't unique to Nanching. Cessna's have a long
history of glitches- 310s pump fuel overboard, 208s have uncommanded
transfers, etc.
If you think fuel transfer is problematic you better sail home from Nigeria.
Boeings, and especially Douglas DC-10s have complex fuel transfer schemes
(Shall we pump some fuel up into the tail now, captain?}. The Concorde, to
cite an unsucessful airliner, also transfered fuel to stay in CG.
Sure pumps fail sometimes, but the most common fuel transfer failure is the
pilot forgets to ____(fill in the blank)_____. If you can't get the knack
of it, there's always the Cub or Champ: One tank, no valves.
Message 17
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--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
There are 16.387 ccs in a cubic inch, so if your dodge is a 318 cu in, it
has 5211 cc. I wouldn't bet that 318 or 5.3 L is completely accurate.
Message 18
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| Subject: | Re: Wing Fatigue |
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
Theoretically, any metal will fatigue as Marshall stated. If you have some
time get a piece of aluminum foil from you kitchen and deflect it 10 degrees
up and back until it fails. I'd like to know this number, but don't have
time to do the test myself.
Certified transports in the U.S. have to do those tests to determine wing
life. They do it while the fleet is flying because they don't want to do 20
or 30 years of testing before they deliver the first plane.
The communists turned out to be smarter than Nixon told me they were when he
sent me to Vietnam. Cheng Bushi designed a very good plane and since the
others haven't been falling out of the sky, yours probably won't either. If
you really need something to worry about, then worry about a Beech falling
on you. This product of American ingenuity has spar ADs on the 1940s
vintage D-18 through the 1990s vintage King Airs, and lots of things
inbetween. You can get a really good deal on a T-34 right now. Beech
should offer Mr. Cheng a job.
Message 19
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| Subject: | Re: RE: parachute |
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
Zeman,
The aircraft is legal to fly if it has an airworthiness certificate issued
in accordance with the FARs.
The last part of FAR 91.307 says:
(e) For the purposes of this section, approved parachute means--
(1) A parachute manufactured under a type certificate or a technical
standard order (C-23 series); or
(2) A personnel-carrying military parachute identified by an NAF,
AAF, or AN drawing number, an AAF order number, or any other military
designation or specification number.
I read it. I don't see where it says the chute is ok in a CJ. Please
explain it to me.
Please explain also how "it helps that the plane is designed to have a chute
at all times.
No, my seat cushion isn't TSO'd. Please tell me the FAR number that says it
has to be.
Message 20
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--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
I didn't know our trade barriers were subtle. I'll be ordering the CD from
you. I'm sure the chutes are good. It would cost a lot to get them
certified, and if I, for example, did the certification, I'd need to charge
a lot for the ones I sell to get the money back. I could also sell an STC
for people whe already own the same model of chute. Sort of like
translating foreign documents...
We have to pay for an STC to make a (certified) American plane legal to burn
auto gas. It's just a bureacratic thing. Should I assum you don't have
such obstacles in the U.K.?
I don't care if people use Russian chutes. I think they should be aware of
the of the regs and then if they choose to ignore them, so be it. It's no
hazard to me, and therefore clearly none of my business. A case made for
protecting the ignorant public that rides in a CJ, and deserve the full
protection afforded by a certified chute, but I don't buy it.
I hope your sales make the effort you invested worthwhile.
Message 21
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| Subject: | Re: Wing Fatigue |
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
I agree 100%
Message 22
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| Subject: | Re: Sources for Metric Fasteners |
--> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
Welcome back Doug;
Where are the 45 deg. pipe flares on the CJ?
Cheers;
Walt
----- Original Message -----
From: "Doug Sapp" <rvfltd@televar.com>
Subject: RE: Yak-List: Sources for Metric Fasteners
> --> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
>
> Guys,
> Just back today from 16 days in China. I carry the 4 and 5 mm stainless
> steel truss head (Phillips) in stock @ $24.00 per hundred. Also found a
> source for the correct 45 degree metric tubing flare tool, brought 10 back
> in my luggage.
>
> Always Yakin,
> Doug Sapp
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com]On Behalf Of A. Dennis
> Savarese
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Sources for Metric Fasteners
>
>
> --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
>
> Metric Screw and Tool Company. The best source.
> http://www.metricscrew-toolco.com/
> Dennis
>
> ----- Original Message -----
> From: "Lynn Williams" <laupdates@msn.com>
> To: <yak-list@matronics.com>
> Subject: Yak-List: Sources for Metric Fasteners
>
>
> > --> Yak-List message posted by: "Lynn Williams" <laupdates@msn.com>
> >
> > Ok, Can someone list some great sources of SS metric fasteners
> particularly
> > phillips truss head screws for all the access panels.
> > L. Williams, CJ-6 driver
> >
> >
>
>
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