Today's Message Index:
----------------------
1. 12:28 AM - very good prop (Mark Jefferies)
2. 12:34 AM - Y55 parts (Mark Jefferies)
3. 05:39 AM - Yak 50 Main gear actuator seals (Tom Johnson)
4. 07:24 AM - Looking for a few good pictures (Jeff Linebaugh)
5. 08:14 AM - Re: Yak-18T in Canada, Can it be done? (Ron Davis)
6. 08:15 AM - Re: Yak 55 Hen's Teeth. (AirshowPilot1@aol.com)
7. 08:20 AM - Re: Yak 50 Main gear actuator seals (Doug Sapp)
8. 08:21 AM - Re: Y55 parts (Ben Marsh)
9. 08:32 AM - Re: T-34 (Ron Davis)
10. 08:36 AM - Re: T-34 (Ron Davis)
11. 08:50 AM - Re: Yak-18T in Canada, Can it be done? (David Stroud)
12. 08:55 AM - Re: Yak-18T in Canada, Can it be done? (Daniel Fortin)
13. 09:37 AM - Re: Re:Groupies (Ron Davis)
14. 09:38 AM - CJ rental (Doug Sapp)
15. 09:50 AM - Yak 18T in Canada (Richard Goode)
16. 09:53 AM - Re: 12V alternatives (Ron Davis)
17. 10:33 AM - Re: Lead substitute for Autogas? (Ron Davis)
18. 10:44 AM - Re: Lead substitute for Autogas? (Ron Davis)
19. 10:48 AM - Re: PAINT STRIPPING A CJ (Ron Davis)
20. 10:48 AM - Re: Yak-18T in Canada, Can it be done? (Walt Lannon)
21. 10:50 AM - Re: PAINT STRIPPING A CJ (Ron Davis)
22. 11:20 AM - Re: Looking for a few good pictures (Stephen Fox)
23. 11:47 AM - Re: Yak-18T in Canada, Can it be done? (Ron Davis)
24. 05:13 PM - Re: T-34 (Jay Land)
25. 08:58 PM - Re: Yak-18T in Canada, Can it be done? (Walt Lannon)
Message 1
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--> Yak-List message posted by: "Mark Jefferies" <mark.j@yakuk.com>
I can concur with Scott, these whirlwind leading edges are exceptionally
good, this type of prop was fitted to the Y52 I just flew back to UK from
Lithuania, this was an Ex, USA a/c we overhauled.
We sell V530 prop blades, fully overhauled, they come with a hub free of
charge, fully balanced and ready to go. http://www.yakuk.com/img/ohprops.jpg
and http://www.yakuk.com/img/prp-part.jpg
Cheers, MJ
If your blades are still in one piece, you might want to try Whirlwind
Propellers, their website claims they can rebuild them. See:
http://www.whirlwindpropellers.com/html/aviation/aviation_vperod-m14p_series
.shtml
Scott
Message 2
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--> Yak-List message posted by: "Mark Jefferies" <mark.j@yakuk.com>
Ben, the Y54 has different u/c, sorry to say its not going to widen your
market!! http://www.yakuk.com/img/red54.jpg Its a steel bar then fairings
attached, the Y55 is a flat titanium spring.
Talking of Yak 54 does anyone have one for sale, Russians just cant get the
act together and supply in a timely fashion.
Cheers, MJ
--> Aerobatic-List message posted by: "Ben Marsh" <ben@designselect.net>
Greetings, Salutations, Hello!
This is a message for a special group of folks with broken Yak
55s from a guy with a broken Yak 55. There are only a few of us. In the
context of this discussion, the term "broken" refers to those unfortunate
enough to have a '55 with the landing gear ripped out of the fuselage. This
is broken, no?
A month or so ago, I acquired a '55M that suffered an engine
failure, coming to grief in a field where substantial damage was done to the
front end of the fuselage, when the landing gear struts were torn out. The
damage to my wreck includes the firewall, the gear box, the lower stringers,
several formers and a couple other machined trinkets that provide structural
integrity to the landing gear assembly. It was a bad day at the ranch. To
make matters worse, these parts are not available for sale. This is why my
wreck sat in a hanger for ten years before I got the bright idea to stand up
and restore it. I am taking up the challenge of having these key parts C &
C machined. If this sounds expensive, that's because it is expensive!
However, doing so is the only way my airplane will fly again.
The truth of the matter is that I am not the only 55 guy in the
world with this problem. As well, without these parts, 55s and perhaps 54s
that suffer the aforementioned "bad day at the ranch" are just about
worthless junk. For those of us that would like to breath life back into an
otherwise good airplane, I am here to help. Within six weeks, I will be
able to supply most of the key machined parts that will be damaged in such a
crash, certainly in the model 55 and perhaps in the '54.
Thus, if any of you good people know of anyone else that might
have a need for these parts, please let me know. My intent is not to soak
anyone. Indeed, I would be happy to simply reduce my R & D costs. And, if
a couple more 55s come back to like, that would be an outstanding result!
Message 3
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| Subject: | Yak 50 Main gear actuator seals |
--> Yak-List message posted by: "Tom Johnson" <tjohnson@cannonaviation.com>
Any 50 drivers might have recently bought Yak50 Main Gear Actuator Seals?
They may be same as 52 nose actuator seals.
If anybody has a set on their parts shelf, I'm in need.
Rebuilding actuators for the New Year.
Tj
Message 4
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| Subject: | Looking for a few good pictures |
--> Yak-List message posted by: "Jeff Linebaugh" <jefflinebaugh@earthlink.net>
Yakers...
I am in the process of finalizing the update to the RPA FAST Manual.
I need a few good pictures....could you help me out?
In particular I need:
1) YAK 52 and CJ Fingertip formation references picture. (A picture taken
from the wing position that shows the fingertip references on the lead
aircraft.)
2) Yak 52 or CJ Formation Takeoff reference picture. (A picture taken from
the wing position that shows the wing takeoff references on the lead
aircraft while holding in position on the runway. I need the front edge of
the wingtip halfway back on the cowl.)
3) Echelon turn references picture.
My mailbox is only so big so please don't dump mass quantities of 1MB pics
on me...
Thanks in advance for your help.
Jeff Linebaugh
jefflinebaugh@earthlink.net
CJ-6P N621CJ
Memphis, TN
Message 5
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| Subject: | Re: Yak-18T in Canada, Can it be done? |
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
What category are homebuilts in if "experimental" is only for OEM?
Would you elaborate on what you think makes Canadian compliance easier?
Having all maintenace done by a repair station (or Canadian equivalent
thereof) seems like a huge disadvantage, both in cost and difficulty of
finding which is willing, let alone competent, to do the work. I have heard
through the grapevine that all parts for ex-military (jets at least) in
Canada had to be inspected with yellow tags for used, or export certificates
for new parts. Not that those are too hard to come up with for new parts,
but finding a repair station to yellow tag old parts would be a big problem
in the US.
In the US you can do the work yourself, or have any A&P do it, and use any
new, old, or homemade part that the installer considers safe for flight.
Message 6
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| Subject: | Yak 55 Hen's Teeth. |
--> Yak-List message posted by: AirshowPilot1@aol.com
Generator, air pump, various lines and hoses, gaskets, pieces parts for the engine
and airframe. Several standby air bottles and fitting systems for a variety
of air applications, supporting equipment etc.
Message 7
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| Subject: | Yak 50 Main gear actuator seals |
--> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
Tom,
I have a bunch of seals and 0 rings that came in without part numbers. Send
me your seals and I'll match them to what I have in my "whatzit?" box.
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Tom Johnson
Subject: Yak-List: Yak 50 Main gear actuator seals
--> Yak-List message posted by: "Tom Johnson" <tjohnson@cannonaviation.com>
Any 50 drivers might have recently bought Yak50 Main Gear Actuator Seals?
They may be same as 52 nose actuator seals.
If anybody has a set on their parts shelf, I'm in need.
Rebuilding actuators for the New Year.
Tj
Message 8
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--> Yak-List message posted by: "Ben Marsh" <ben@designselect.net>
Hi Mark,
I understand what you are saying about the '54 gear legs differing
for the '55's. The parts I'm having machined for my '55 are the two pieces
that are riveted to the fuselage into which the gear legs are fitted. As
you can imagine, when the Yak hits the field, the gear legs put quite a
strain on the gear box immediately transferring that load to the sheet metal
and strings to which they are attached. How does one spell, "Pop goes the
weasel?"
Please pardon my ignorance about the '54, to your knowledge do the
gear box fixtures into which the gear legs go differ between the '55 and the
'54? As well, do you know of any other unfortunates, like me, with this
engaging restoration "opportunity?" I hope to commiserate with others of my
ilk.
All the best and Happy Holidays!
Regards,
Ben
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Mark Jefferies
Subject: Yak-List: Y55 parts
--> Yak-List message posted by: "Mark Jefferies" <mark.j@yakuk.com>
Ben, the Y54 has different u/c, sorry to say its not going to widen your
market!! http://www.yakuk.com/img/red54.jpg Its a steel bar then fairings
attached, the Y55 is a flat titanium spring.
Talking of Yak 54 does anyone have one for sale, Russians just cant get the
act together and supply in a timely fashion.
Cheers, MJ
--> Aerobatic-List message posted by: "Ben Marsh" <ben@designselect.net>
Greetings, Salutations, Hello!
This is a message for a special group of folks with broken Yak
55s from a guy with a broken Yak 55. There are only a few of us. In the
context of this discussion, the term "broken" refers to those unfortunate
enough to have a '55 with the landing gear ripped out of the fuselage. This
is broken, no?
A month or so ago, I acquired a '55M that suffered an engine
failure, coming to grief in a field where substantial damage was done to the
front end of the fuselage, when the landing gear struts were torn out. The
damage to my wreck includes the firewall, the gear box, the lower stringers,
several formers and a couple other machined trinkets that provide structural
integrity to the landing gear assembly. It was a bad day at the ranch. To
make matters worse, these parts are not available for sale. This is why my
wreck sat in a hanger for ten years before I got the bright idea to stand up
and restore it. I am taking up the challenge of having these key parts C &
C machined. If this sounds expensive, that's because it is expensive!
However, doing so is the only way my airplane will fly again.
The truth of the matter is that I am not the only 55 guy in the
world with this problem. As well, without these parts, 55s and perhaps 54s
that suffer the aforementioned "bad day at the ranch" are just about
worthless junk. For those of us that would like to breath life back into an
otherwise good airplane, I am here to help. Within six weeks, I will be
able to supply most of the key machined parts that will be damaged in such a
crash, certainly in the model 55 and perhaps in the '54.
Thus, if any of you good people know of anyone else that might
have a need for these parts, please let me know. My intent is not to soak
anyone. Indeed, I would be happy to simply reduce my R & D costs. And, if
a couple more 55s come back to like, that would be an outstanding result!
Message 9
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--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
>--> Yak-List message posted by: "Frank Haertlein"
<yak52driver@earthlink.net>
>Would it be illegal to charge higher rates for just the ground school
>portion of upset training and then throw in the actual flying for free?
>Wouldn't that allow you to use the 52 for this type of training?
Yes. It doesn't pass the smell test. Can you get customers by advertising
$1000 upset training ground school, or do you have to tell the potential
customers that the price includes flying in an experimental? Would you be
likely to get caught by the FAA? I don't think so, because sleeping
bureaucrats like to sleep. They are cranky when awakened though and they
tend to have a cause du jour (free breakfast for private pilot fly-in
participants, for example).
Leasing the plane to the student has been tried also. IMHO, you will never
come up with a way to do it that the feds will approve in writing. If they
don't approve it in writing, you are subject to their whims of prosecution.
There are/have been some exceptions for training in experimentals.
Advertising rides to the general public, like the combat fantasy flights do,
isn't likely to convince an unbiased jurist that you are meeting the
conditions of the exemption though.
You could also ask your insurance company if they approve. Hahahahahaha
Message 10
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--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
>--> Yak-List message posted by: "Daniel Fortin" <fougapilot@hotmail.com>
>You are right Ron, Beech isn't a complete failure...just look at the
>Starship... :-)
There is no evidence that the Starship was a failure. Or at least there
won't be when the steamroller gets done in Pinal Air Park.
Message 11
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| Subject: | Re: Yak-18T in Canada, Can it be done? |
--> Yak-List message posted by: "David Stroud" <dstroud@rogers.com>
This link might be helpful:
http://www.tc.gc.ca/OntarioRegion/civilaviation/manufacturing/recav/owner.htm
David Stroud, Ottawa, Canada
Christavia C-FDWS
F24 C-FDAE in restoration
----- Original Message -----
From: "Ron Davis" <l39parts@hotmail.com>
Subject: Re: Yak-List: Yak-18T in Canada, Can it be done?
> --> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
>
> What category are homebuilts in if "experimental" is only for OEM?
>
> Would you elaborate on what you think makes Canadian compliance easier?
> Having all maintenace done by a repair station (or Canadian equivalent
> thereof) seems like a huge disadvantage, both in cost and difficulty of
> finding which is willing, let alone competent, to do the work. I have heard
> through the grapevine that all parts for ex-military (jets at least) in
> Canada had to be inspected with yellow tags for used, or export certificates
> for new parts. Not that those are too hard to come up with for new parts,
> but finding a repair station to yellow tag old parts would be a big problem
> in the US.
>
> In the US you can do the work yourself, or have any A&P do it, and use any
> new, old, or homemade part that the installer considers safe for flight.
>
>
>
>
>
>
Message 12
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| Subject: | Re: Yak-18T in Canada, Can it be done? |
--> Yak-List message posted by: "Daniel Fortin" <fougapilot@hotmail.com>
Ron,
In Canada, homebuilt fall under the "homebuilt" category. They are issued a
"CofA Limited for homebuilt" airplanes. At the end of the day, it is quite
the same as a US homebuilt just called differently under the regs.
Finding a competent AMO (approved maintenance organization) for CJ's and
Yaks can prove quite a challenge. Their is one good one on the west coast
(Victoria Air Maintenance) that has been importing CJ since the early 90s.
But here out east, one must rely on a good mechanics, the technical
knowledge of a multitude of friends (Pappy, Craig Payne, George Coy and my
personal savior Doug Sapp only to name a few) and the wealth of information
on this list.
The biggest advantage of a Canadian registered airplane is the lack of
limitations. The airplanes, being "non-experimental", are free to roam the
country side. They are actually approved for recreational uses vs
proficiency uses.
To each his own I guess, but being mechanically challenge my self, I prefer
the "no hassle" from the feds.
Sorry, don't know much about yellow and red tags.
Dan
>From: "Ron Davis" <l39parts@hotmail.com>
>Reply-To: yak-list@matronics.com
>To: <yak-list@matronics.com>
>Subject: Re: Yak-List: Yak-18T in Canada, Can it be done?
>Date: Wed, 22 Dec 2004 09:13:15 -0700
>
>--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
>
>What category are homebuilts in if "experimental" is only for OEM?
>
>Would you elaborate on what you think makes Canadian compliance easier?
>Having all maintenace done by a repair station (or Canadian equivalent
>thereof) seems like a huge disadvantage, both in cost and difficulty of
>finding which is willing, let alone competent, to do the work. I have
>heard
>through the grapevine that all parts for ex-military (jets at least) in
>Canada had to be inspected with yellow tags for used, or export
>certificates
>for new parts. Not that those are too hard to come up with for new parts,
>but finding a repair station to yellow tag old parts would be a big problem
>in the US.
>
>In the US you can do the work yourself, or have any A&P do it, and use any
>new, old, or homemade part that the installer considers safe for flight.
>
>
Message 13
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--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
>On a more serious note, the INS has seen fit to issue me with all my
>employment authorization papers at long last, so if anyone know of a
>corporate flight department within about a 70 mile radius of Oshkosh that
is
>looking for a pilot, please let me know. As soon as I can get a regular
>income I can repaint the Nanchang :)
>
>Thank you,
>
>Janet
There isn't any INS anymore. This sort of matter is now handled by ICE or
BCIS. Exactly which is classified to keep the freedom-hating young raghead
males from determining how the system works.
The procedure: You must now send those papers back where they came from and
apply to the proper office. Where they came from doesn't exist anymore, so
this is a bit of a problem- but it is your problem, not ICEs and certainly
not BCISs.
Ron
P.S. I'm kidding (I think)
Message 14
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--> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
First the disclaimer: I am not a lawyer or FAA pundit, I don't even play
one on the list.
Food for thought:
The first CJ brought into the US was imported by a fellow from Hong Kong,
named Neville McKay. It was based in Buckeye AZ at Silver West Aviation
along with some Cessna trainers he owned. There was, I was told (you might
double check this) a corporation formed and a shares issued. If you wanted
to fly the aircraft a documented (in the corporate books) corporate meeting
was held and you bought into the corporation and were issued the (probably
non voting) stock. This legally made you a part owner of the aircraft. I
was told that the FAA challenged this set up but finally went away saying
"err, a, ... well OK, but were watching you". Before you try to "reinvent
the wheel" yourself you might enquire at Silver West, heck the corporation
might still be in force or even be for sale. I am sure that if this is in
fact true there are many caveats, so check it out carefully, it may just be
a "CJ urban legend" but it sounds plausible to me but then again I am not a
lawyer.
When Neville sold all of his aircraft that he had here in the US, I ended up
with this CJ (it was my first), it is still alive and well and is owned by
Mr. Dan Feil of Wenatchee WA.
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Ron Davis
Subject: Re: Yak-List: T-34
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
>--> Yak-List message posted by: "Frank Haertlein"
<yak52driver@earthlink.net>
>Would it be illegal to charge higher rates for just the ground school
>portion of upset training and then throw in the actual flying for free?
>Wouldn't that allow you to use the 52 for this type of training?
Yes. It doesn't pass the smell test. Can you get customers by advertising
$1000 upset training ground school, or do you have to tell the potential
customers that the price includes flying in an experimental? Would you be
likely to get caught by the FAA? I don't think so, because sleeping
bureaucrats like to sleep. They are cranky when awakened though and they
tend to have a cause du jour (free breakfast for private pilot fly-in
participants, for example).
Leasing the plane to the student has been tried also. IMHO, you will never
come up with a way to do it that the feds will approve in writing. If they
don't approve it in writing, you are subject to their whims of prosecution.
There are/have been some exceptions for training in experimentals.
Advertising rides to the general public, like the combat fantasy flights do,
isn't likely to convince an unbiased jurist that you are meeting the
conditions of the exemption though.
You could also ask your insurance company if they approve. Hahahahahaha
Message 15
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| Subject: | Yak 18T in Canada |
--> Yak-List message posted by: "Richard Goode" <richard.goode@russianaeros.com>
Firstly, I would like to thank the many people who wrote to me with advice and
help on this topic.
It is also very refreshing to see how helpful Transport Canada are, compared to
many of the European equivalents.
I suspect few people in North America recognise how lucky you are with the extraordinary
lack of controls from the FAA/Transport Canada you have compared to
us. Some examples:
=D8 Our CAA made the arbitrary decision that a Yak-52 built before the end
of 1992 is "ex-military" and therefore we can fly it on a restricted basis. However,
the same aeroplane built by the same people a day later at the beginning
of 1993 is considered to be a modern civil aircraft, which is not allowed to
be flown in the UK!
=D8 We can fly an Su-26 on the basis that it is ex-military. However, there
is no ability to fly an Su-31 in the UK.
=D8 Similarly, for an Su-29, although there we have a loophole that it is Type-Certificated
in Hungary, but that means having to take it to and from Hungary
every year for the annual.
=D8 Yak-18T - we might be able to get permission to be able to fly it here,
but with two people; VFR only and with other restrictions. Fortunately however,
it has a Hungarian T-C, so again, we have to register them there.
There are many other examples! Consider yourselves very lucky!
Richard Goode
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
dangerous content by the http://www.anti84787.com
MailScanner, and is believed to be clean.
Message 16
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| Subject: | Re: 12V alternatives |
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
I have 12 amp Astron 24 to 12 converters availablefor sale.
No, I don't consider myself a hypocrite. I'll sell you a fuel line magnet
to "polarize your fuel" and "dramatically increase your horsepower" if you
want. If you ask for my opinion on whether it does any good, I'll tell you.
If you've already decided and you want one, I'll sell it to you.
Message 17
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| Subject: | Re: Lead substitute for Autogas? |
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
--> Yak-List message posted by: "Jon Boede" <jon@email.net>
>I'm all for MMO in the oil, but 'splain to me again how even a whole quart
:>-) of that in 20 gallons of gas is doing something??
>
>Jon
Jon
Gasoline is a good solvent, but there are things it won't dissolve. These
things (commonly refered to as "gum" and "varnish") tend to collect on
small parts and in crevices. Carburetors lots of crevices and little parts
and are very subject to gumming up.
Marvel Mystery Oil will dissolve many things that gasoline won't. Even a
small amount of it will clean the little parts and prevent them from gumming
up. It is useful in any engine, and especially useful when the engine will
be stored for an extended time. Put it in the gas on the last tank you BURN
before placing the engine in storage.
Stoddard Solvent will also dissolve some things that gasoline won't and it
also is good for the carburetor. Alternating it with MMO in the gas is even
better. You can buy Stoddard Solvent as a 10% solution in Chevron Techron
for $5 a quart or you can get it full strength as engine cleaning solvent
for $3 a gallon.
There is no problem mixing them.
Pappy: I'll analyze the CD-2 lead substitute and post the results.
Message 18
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| Subject: | Re: Lead substitute for Autogas? |
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
Jon,
P.S. Good aerosol or dip-type carburetor cleaner is xylene. It is very
good at removing "gum" and "varnish" from carbs when they are removed from
the plane. Don't use this as a fuel additive because it is very bad for
rubber and plastic. It is also bad for you when absorbed through the skin
or inhaled.
The cheaper or "safer" carb cleaners are alcohol of various types and don't
work well. I suggest using xylene if your carb needs cleaning off the plane
(and using MMO so it won't need cleaning off the plane).
I suppose every snake oil has it devotees. IMHO, none of them, except MMO,
actually do any good. Try it yourself on an engine that someone has
suggested needs a carb overhaul. If the carb has broken parts inside the
MMO won't do any good. If it's just gummed up, you will be impressed. I
logically conclude that if it can remove deposits then it can also prevent
them.
I take it that you're alread convinced MMO will remove (and prevent) sludge
in low flow areas of the engine oil.
DISCLAIMER: I don't sell MMO, own stock in the company, or know anyone who
does.
Message 19
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| Subject: | Re: PAINT STRIPPING A CJ |
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
Stripping with dry ice works great, but it's expensive. Liquid CO2 is
flashed to pellets which are then fired through a more-or-less normal
sandblasting nozzle. There is no residue except the paint, rust, etc. I've
never heard of it being used outside the eco-nazi states.
Message 20
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| Subject: | Re: Yak-18T in Canada, Can it be done? |
--> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
Hi Ron;
Not sure who your question was addressed to but I will toss in my 2 cents
worth.
I don't think compliance is any easier in Canada in fact it can be much more
difficult if the aircraft does not "conform to the standards of the type".
The aircraft must be essentially stock for licensing.
I'll try to clear up some of the misconceptions re licensing standards.
1. Any Non Type Certified aircraft (homebuilt or whatever) may be licensed
in Canada with a Special Certificate of Airworthiness if it meets the
requirements of the particular category under which it falls.
2. There are 5 categories of Special C of A. Homebuilts, ultralights, etc.,
come under various provisions of the Amatuer Built Category. CJ's, Fouga's,
Yak 52's, T28's, etc. are in the Limited Category.
3. The Limited Category was originally intended for ex-military only but was
recently extended to include other non-certified types, e.g. Yak 52 & 55,
Sukhoi 26 etc., which were not considered clearly ex-mi;itary.
Once the Special C of A is issued most of the aircraft can be operated
anywhere in Canada with no restrictions whatever. However, T.C. has the
authority to issue any number of operational restrictions based on aircraft
type, size, power, mission profile, etc.
Annual inspection and certification does NOT necessarily have to be done by
an Approved Maintenance Organization or AMO (equiv. to US Repair Station).
That is true for jet or transport type aircraft not for CJ's etc. They are
certified by an Aircraft Maintenance Engineer (AME) (equiv. to an AP/IA).
Walt
----- Original Message -----
From: "Ron Davis" <l39parts@hotmail.com>
Subject: Re: Yak-List: Yak-18T in Canada, Can it be done?
> --> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
>
> What category are homebuilts in if "experimental" is only for OEM?
>
> Would you elaborate on what you think makes Canadian compliance easier?
> Having all maintenace done by a repair station (or Canadian equivalent
> thereof) seems like a huge disadvantage, both in cost and difficulty of
> finding which is willing, let alone competent, to do the work. I have
heard
> through the grapevine that all parts for ex-military (jets at least) in
> Canada had to be inspected with yellow tags for used, or export
certificates
> for new parts. Not that those are too hard to come up with for new parts,
> but finding a repair station to yellow tag old parts would be a big
problem
> in the US.
>
> In the US you can do the work yourself, or have any A&P do it, and use any
> new, old, or homemade part that the installer considers safe for flight.
>
>
Message 21
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| Subject: | Re: PAINT STRIPPING A CJ |
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
Baking soda blasting creates a huge mess and the residue is very hard to
remove from crevices and wiring bundles. This isn't an issue if you're
cleaning simple parts. Washing it out puts water in a lot of places where
it would not normally be and where you don't want it.
Message 22
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| Subject: | Re: Looking for a few good pictures |
--> Yak-List message posted by: Stephen Fox <jsfox@adelphia.net>
Jeff -
I posted a bunch of pictures from All Red Star
http://homepage.mac.com/steve.fox/PhotoAlbum2.html
You may find something useful here. I've also got a bunch more that I will
go through and send off.
Happy Holidays
Steve Fox
On 12/22/04 10:24 AM, "Jeff Linebaugh" <jefflinebaugh@earthlink.net> wrote:
> --> Yak-List message posted by: "Jeff Linebaugh" <jefflinebaugh@earthlink.net>
>
> Yakers...
>
> I am in the process of finalizing the update to the RPA FAST Manual.
>
> I need a few good pictures....could you help me out?
>
> In particular I need:
>
> 1) YAK 52 and CJ Fingertip formation references picture. (A picture taken
> from the wing position that shows the fingertip references on the lead
> aircraft.)
>
> 2) Yak 52 or CJ Formation Takeoff reference picture. (A picture taken from
> the wing position that shows the wing takeoff references on the lead
> aircraft while holding in position on the runway. I need the front edge of
> the wingtip halfway back on the cowl.)
>
> 3) Echelon turn references picture.
>
> My mailbox is only so big so please don't dump mass quantities of 1MB pics
> on me...
>
> Thanks in advance for your help.
>
> Jeff Linebaugh
> jefflinebaugh@earthlink.net
> CJ-6P N621CJ
> Memphis, TN
>
>
>
>
>
>
Message 23
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| Subject: | Re: Yak-18T in Canada, Can it be done? |
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
Thanks for the reply. Your AMOs probably have less concern with liability
than big FBOs here. Can you use them for hire? The only difference between
a recreational flight and a proficiency flight is on the exceedingly rare
occasion when a federal employee asks why your CJ is parked in front of a
resturant. "I flew here to eat" is the wrong answer, "I got hungry during
my proficiency flight" is the right answer.
Message 24
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--> Yak-List message posted by: Jay Land <jland@popeandland.com>
I don't know, I saw one on the ramp at Dulles the other day.......must be
the lone hold out. Looked pretty cool next to my 1962 Queen Air with
10,000+ hours. Hum, wonder how that spar looks these days? Oh I forgot, it
has the spar mod!
Jay
> From: "Ron Davis" <l39parts@hotmail.com>
> Reply-To: yak-list@matronics.com
> Date: Wed, 22 Dec 2004 09:35:41 -0700
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: T-34
>
> --> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
>
>> --> Yak-List message posted by: "Daniel Fortin" <fougapilot@hotmail.com>
>
>> You are right Ron, Beech isn't a complete failure...just look at the
>> Starship... :-)
>
> There is no evidence that the Starship was a failure. Or at least there
> won't be when the steamroller gets done in Pinal Air Park.
>
>
>
>
>
>
>
Message 25
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| Subject: | Re: Yak-18T in Canada, Can it be done? |
--> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
Ron;
Can you use them for hire?????
The short answer is no, the Limited category is for non commercial use only
unless "you" are a government contractor then you can use L39's, F5's, Mig
21's or whatever to provide aggressor or other services to the military. We
also have a "Restricted" category that does allow some specific commercial
use. This seems to be used mostly for non-certificated agricultural
aircraft.
On a different matter your earlier post on 12V alternatives indicated a
certain disdain for the Astron 2412 converter. This subject is definitely
not my forte and (since I have been using one with apparently good results
for many years) I would appreciate if you could expand on it's problems.
Thanks;
Walt
Original Message -----
From: "Ron Davis" <l39parts@hotmail.com>
Subject: Re: Yak-List: Yak-18T in Canada, Can it be done?
> --> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
>
> Thanks for the reply. Your AMOs probably have less concern with liability
> than big FBOs here. Can you use them for hire? The only difference
between
> a recreational flight and a proficiency flight is on the exceedingly rare
> occasion when a federal employee asks why your CJ is parked in front of a
> resturant. "I flew here to eat" is the wrong answer, "I got hungry during
> my proficiency flight" is the right answer.
>
>
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