Today's Message Index:
----------------------
1. 05:51 AM - Re: Gear problems (A. Dennis Savarese)
2. 05:55 AM - Re: Some notes on the Yak 52 air system and failures.... (A. Dennis Savarese)
3. 08:14 AM - Thanks Dave! (Frank Haertlein)
4. 12:01 PM - Re: any awos (E R)
5. 01:15 PM - Yak 50 downlocks (Dean Courtney)
6. 02:00 PM - CJ leveling (Kelley Monroe)
7. 03:21 PM - Re: CJ leveling (Walt Lannon)
8. 04:53 PM - Re: CJ leveling (Kelley Monroe)
9. 06:11 PM - Re: CJ-6 strut serviceing (N13472@aol.com)
10. 06:55 PM - RPA CFI Pt VII (Drew Blahnick)
11. 08:12 PM - Re: Re: CJ-6 strut serviceing (Walt Lannon)
12. 08:18 PM - Re: CJ leveling (Walt Lannon)
Message 1
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| Subject: | Re: Gear problems |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
On the 52, the air pressure gauges are before the main air valve. Thus,
they always read the main air tank pressure even with the main air valve
closed. When the main air valve is opened before start up, the air pressure
will drop slightly due to repressurization of the system components.
Happy New Year to all. Make it safe and prosperous.
Dennis
----- Original Message -----
From: "Walt Lannon" <wlannon@cablerocket.com>
Subject: Re: Yak-List: Gear problems
> --> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
>
>
> ----- Original Message -----
> From: <KingCJ6@aol.com>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: Gear problems
>
>
> > --> Yak-List message posted by: KingCJ6@aol.com
> >
> > The system charges to 45 during flight.
>
> As it should.
>
> The main air is closed after flight,
> > and after several days the gauge will read from 10-20 with the valve
still
> > closed.
>
> That is excellent for the CJ6 and probably for the Yak52 as well. There is
> always some leakage in the operating system. I would consider 10 ATM after
> 24 hrs. as quite acceptable.
>
> Once the main air valve is opened, the gauge will again read nearly
> > where it was when initially closed after shutdown.
>
> That is as it should be . It requires some pressure to refill the
operating
> circuit so you would expect to see about 3 ATM less than at shutdown. This
> indicates that there is no leakage in the storage (tank) side of the
system.
>
> Sounds like your air system is in good shape.
>
> Walt
>
> Dave
> >
> > In a message dated 12/31/2004 3:37:31 PM Pacific Standard Time,
> > adsavar@gte.net writes:
> > As far as your bleed down AFTER the main air valve is closed, you most
> > likely have a leak in the system. What pressure does the main side
build
> up
> > to in flight?
> > Dennis
> >
> >
>
>
Message 2
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| Subject: | Re: Some notes on the Yak 52 air system and failures.... |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Very thorough Dave. You are to be commended for your understanding of the
pneumatic system.
Dennis
----- Original Message -----
From: "Naomi Siu" <horizontrekkers@comcast.net>
Subject: Yak-List: Some notes on the Yak 52 air system and failures....
> --> Yak-List message posted by: "Naomi Siu" <horizontrekkers@comcast.net>
>
> The following only applies to Yak 52's as I have no experience with CJ's.
> The Yak's air system can be perplexing and complicated to a new Yak
initiate
> but if you carefully study the schematics and maintain your plane you
should
> be able to keep the air system virtually trouble free. I've been
maintaining
> 254YK for the past 4 years and have become intimate with many of its
> idiosyncrasies.
>
> I'll use Tom Johnson's scenario of zero main air as a starting point: If
> you have zero air in the main system and 4.5 on the gauge for the
emergency
> system then you need to set both landing gear actuator handles in neutral,
> slow the plane down to around 85 knots and open the emergency air valve.
> The gear will come down with a bang. When landing do not select flaps as
> the emergency system does not operate the flaps. You will have limited
> braking power as the emergency system controls the brakes as well, but
this
> will be quickly depleted if you are not careful. Many do not realize that
> once the emergency system has been activated (even accidentally when the
> airplane is parked) the emergency system lines must be bled of pressure
> before using the airplane again. This can be accomplished in one of two
> ways. Either apply the brakes repeatedly until you hear the shuttle valve
> under the front seat move and exhaust the remaining air in the emergency
> system, or unscrew a line on the emergency system to bleed the air. A
gear
> swing on jacks is not required, but may be done to insure there is not
overt
> problem.
>
> Many do not realize that the emergency system is not replenished by the
> compressor on a stock Yak, it must be recharged from a ground supply from
> the external port behind the rear cockpit. The reasoning behind this is to
> keep the two systems as isolated as possible. One could plumb in a new
line
> with a check valve to have the compressor recharge the system, but if the
> check valve fails you will lose your emergency system. Since many do not
> know their emergency system is not being recharged they often will not
take
> the time to check their emergency system has decent pressure. A charge of
> at least 3.0 is required to lower the gear and sadly I've seen Yaks flown
> with less than that.
>
> The emergency air system uses an entirely different set of lines and
hoses
> to lower the gear. The up gear locks have their own emergency hoses as do
> the down side of the gear actuators. The system is designed to override
the
> normal system and will lower the gear no matter what position the cockpit
> handles are in as long as there is no significant pressure in the main
> system. The only reason to place the gear selector handles in the neutral
> position is to bleed off any residual pressure in the lines.
>
> Now as to why would a situation occur when you have zero air pressure in
> the main system while in flight: most likely you have had a failure of a
> line or of a seal, or possibly a check valve. A compressor failure should
> not cause the air system to lose pressure, it just would not be able to
> replenish itself. The aluminium lines can fatigue and crack or break,
this
> would cause your system to lose all pressure and the compressor could not
> replenish the system. The firewall pressure safety valve could fail (or
> could unscrew itself due to vibration if not safety wired) and you would
> have a serious leak in this case. As the emergency system is isolated
from
> this by a check valve you would not lose your emergency system.
>
> Another possibility that would cause you to lose all main air pressure
> would be a failure of one of the landing gear actuator seals. The down
lock
> assembly is located in the middle of each landing gear actuator. There
are
> two chevron seals located inside this that keep the up and down sides of
the
> actuator separate. If one of these seals fails (or gets dry) then air
will
> be able to move from one side to the other of the system. The symptom of
> this would be a constant hissing of air out of the landing gear actuator.
> If it happens on the down side of the actuator then you will hear air
> hissing out of the system long after you get three greens. If it happens
on
> the up side you will hear the air hissing long after you get three reds.
As
> the airplane is quite noisy in flight you might not hear an up side
failure
> until you had bled off most or all your air. If you fly your Yak (as most
> of us do) with the gear handle in the up position during the flight then
> there is pressure on the system for the entire flight and any leak you've
> developed will bleed the system down. If on the other hand you place the
> gear selector in the neutral position you will have no pressure on the
> system and the gear will be hanging on the up locks for the flight. You
> should then move the gear selector first to up, then down to avoid
"banging"
> the gear down. Once the gear has come completely down then the down lock
> balls will lock into place and only air pressure from the opposite side
(up)
> of the system should cause the down locks to release. No air pressure is
> needed to keep you gear down and locked.
>
> To keep the down lock seals (and the main actuator seals) from failing
the
> landing gear actuators are supposed to be lubricated about every 100
hours.
> This is not an easy task to ensure the oil actually gets to the seals. My
> solution has been to place the plane on jacks, unscrew the up side lines
and
> squirt about 10 cc's of air tool oil (not sure what the best oil is at
this
> time) into the line then screw them back on. Then perform a gear swing to
> the up position. Now unscrew the down lines and do the same. If you
don't
> do a gear swing the down side oil will be sent away from the actuators as
> the gear comes up.
>
> If one finds that the main air pressure has drained to zero while in
> flight the first procedure I would take would be to put both landing gear
> selectors in the neutral position and turn off the main air valve. If a
> leak has occurred in one of the seals, a line has cracked, or a check
valve
> failed, there is a good chance the failure has occurred somewhere
> "downstream" of the air bottle and its safety valve. The compressor will
> continue to charge the air bottle even when the main valve is shut off. A
> charge from zero to 4.5 would probably take 20 to 30 minutes and if the
fuel
> was available I'd fly locally until the air pressure had built up then try
a
> normal gear extension. If that was unsuccessful then I'd go to the
> emergency system.
>
> Lines cracking and seal failures are probably the most common form of
this
> type of problem. Check valve failures tend to be slow in forming and any
> attentive owner will notice that something's wrong long before they have a
> total failure. Dry or failing seals will sometimes give you warning by
> leaking air for an abnormal length of time after getting positive
indication
> of up or down. If you hear air leaking out after you've obtained three
> lights and confirmation from the barber poles you can shut off your main
air
> valve and this will save your remaining air until you've landed as well as
> allow the compressor to begin recharging the bottle. Often a leaking or
dry
> seal will function normally if the air pressure load is taken off it for a
> short period. On final approach you can open the main air valve to have
> sufficient brakes after landing.
>
> One of the critical elements in a Yak's air supply system is ensuring
that
> moisture and contaminants remain out of the air lines. It is imperative
> that the moisture trap valve (snot valve) be opened within a short time of
> engine shutdown as otherwise the moisture and contaminants will be
> introduced into the air system. At annual inspection time it would be
wise
> to blow out all of the air lines as well as clean out the air bottles and
> lube the actuators for the gear, flaps and the up locks. The up locks are
> particularly prone to corrosion as they are the highest part of the air
> system without a vent. Moisture will tend to gravitate towards these and,
> although they may be corroded, will continue to function right up to the
> point of failure. Even though mine worked perfectly I rebuilt them last
> year and found that one had a chevron seal retainer corroded in half and
the
> other had a large amount of contaminant sludge inside it. Also make sure
you
> clean and examine the water trap directly below the air pressure safety
> valve on the firewall. This consists of a very fine screen which is
> supposed to trap any contaminants that make it past the lower moisture
trap
> (snot valve).
>
> Starting the engine with a closed main air valve is also possible if
> you've just shut down shortly before. Your cranking will be a little
> sluggish and you will have limited brakes before the air is exhausted.
The
> first indication of a problem may be when you go to swing the gear up and
> the handle moves but no hiss of air is heard and the gear only swing
partly
> up then hang there. Your air pressure gauge will show a full charge and
> your compressor will be working (and in a very tight air system will
> eventually raise the gear). The solution to this is to make the main air
> valve check part of your start and run up procedure. If you do discover
the
> air bottle is closed in flight, place your gear selector in neutral, open
> the main air valve, and then place the gear selector in the up position.
> Your gear should act normally. By the way, rocking and yanking may extend
> and lock the main gear, but the nose wheel has to fight air resistance to
> swing forward and lock. If you've lost main air pressure use the
emergency
> side unless it is also empty, then remember the Yak CAN be landed on its
> gear in the up position although the prop will be destroyed (much easier
to
> land gear up on all three than with only the mains down.).
>
> I have had both a gear actuator seal failure and forgotten to turn on
the
> air on start up. The first situation I solved by turning off the main air
> until I landed, in the second I used the emergency system and discovered
my
> mistake upon shut down (a mistake most Yak pilots will make at least
once).
> As for prop strikes mentioned by TJ- I guess that many pilots think their
> prop is just as rugged as the rest of the plane.
>
>
> Dave Peterson
>
>
Message 3
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--> Yak-List message posted by: "Frank Haertlein" <yak52driver@earthlink.net>
Dave, Your discussion of the 52 air system operation was very
instructive.
Thanks
Frank
N9110M
YAK-52
L-71
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Naomi Siu
Subject: Yak-List: Some notes on the Yak 52 air system and failures....
--> Yak-List message posted by: "Naomi Siu"
--> <horizontrekkers@comcast.net>
The following only applies to Yak 52's as I have no experience with
CJ's. The Yak's air system can be perplexing and complicated to a new
Yak initiate but if you carefully study the schematics and maintain your
plane you should be able to keep the air system virtually trouble free.
I've been maintaining 254YK for the past 4 years and have become
intimate with many of its idiosyncrasies.
I'll use Tom Johnson's scenario of zero main air as a starting point:
If you have zero air in the main system and 4.5 on the gauge for the
emergency system then you need to set both landing gear actuator handles
in neutral, slow the plane down to around 85 knots and open the
emergency air valve. The gear will come down with a bang. When landing
do not select flaps as the emergency system does not operate the flaps.
You will have limited braking power as the emergency system controls the
brakes as well, but this will be quickly depleted if you are not
careful. Many do not realize that once the emergency system has been
activated (even accidentally when the airplane is parked) the emergency
system lines must be bled of pressure before using the airplane again.
This can be accomplished in one of two ways. Either apply the brakes
repeatedly until you hear the shuttle valve under the front seat move
and exhaust the remaining air in the emergency system, or unscrew a line
on the emergency system to bleed the air. A gear swing on jacks is not
required, but may be done to insure there is not overt problem.
Many do not realize that the emergency system is not replenished by
the compressor on a stock Yak, it must be recharged from a ground supply
from the external port behind the rear cockpit. The reasoning behind
this is to keep the two systems as isolated as possible. One could
plumb in a new line with a check valve to have the compressor recharge
the system, but if the check valve fails you will lose your emergency
system. Since many do not know their emergency system is not being
recharged they often will not take the time to check their emergency
system has decent pressure. A charge of at least 3.0 is required to
lower the gear and sadly I've seen Yaks flown with less than that.
The emergency air system uses an entirely different set of lines and
hoses to lower the gear. The up gear locks have their own emergency
hoses as do the down side of the gear actuators. The system is designed
to override the normal system and will lower the gear no matter what
position the cockpit handles are in as long as there is no significant
pressure in the main system. The only reason to place the gear selector
handles in the neutral position is to bleed off any residual pressure in
the lines.
Now as to why would a situation occur when you have zero air pressure
in the main system while in flight: most likely you have had a failure
of a line or of a seal, or possibly a check valve. A compressor failure
should not cause the air system to lose pressure, it just would not be
able to replenish itself. The aluminium lines can fatigue and crack or
break, this would cause your system to lose all pressure and the
compressor could not replenish the system. The firewall pressure safety
valve could fail (or could unscrew itself due to vibration if not safety
wired) and you would have a serious leak in this case. As the emergency
system is isolated from this by a check valve you would not lose your
emergency system.
Another possibility that would cause you to lose all main air pressure
would be a failure of one of the landing gear actuator seals. The down
lock assembly is located in the middle of each landing gear actuator.
There are two chevron seals located inside this that keep the up and
down sides of the actuator separate. If one of these seals fails (or
gets dry) then air will be able to move from one side to the other of
the system. The symptom of this would be a constant hissing of air out
of the landing gear actuator. If it happens on the down side of the
actuator then you will hear air hissing out of the system long after you
get three greens. If it happens on the up side you will hear the air
hissing long after you get three reds. As the airplane is quite noisy
in flight you might not hear an up side failure until you had bled off
most or all your air. If you fly your Yak (as most of us do) with the
gear handle in the up position during the flight then there is pressure
on the system for the entire flight and any leak you've developed will
bleed the system down. If on the other hand you place the gear selector
in the neutral position you will have no pressure on the system and the
gear will be hanging on the up locks for the flight. You should then
move the gear selector first to up, then down to avoid "banging" the
gear down. Once the gear has come completely down then the down lock
balls will lock into place and only air pressure from the opposite side
(up) of the system should cause the down locks to release. No air
pressure is needed to keep you gear down and locked.
To keep the down lock seals (and the main actuator seals) from failing
the landing gear actuators are supposed to be lubricated about every 100
hours. This is not an easy task to ensure the oil actually gets to the
seals. My solution has been to place the plane on jacks, unscrew the up
side lines and squirt about 10 cc's of air tool oil (not sure what the
best oil is at this
time) into the line then screw them back on. Then perform a gear swing
to the up position. Now unscrew the down lines and do the same. If you
don't do a gear swing the down side oil will be sent away from the
actuators as the gear comes up.
If one finds that the main air pressure has drained to zero while in
flight the first procedure I would take would be to put both landing
gear selectors in the neutral position and turn off the main air valve.
If a leak has occurred in one of the seals, a line has cracked, or a
check valve failed, there is a good chance the failure has occurred
somewhere "downstream" of the air bottle and its safety valve. The
compressor will continue to charge the air bottle even when the main
valve is shut off. A charge from zero to 4.5 would probably take 20 to
30 minutes and if the fuel was available I'd fly locally until the air
pressure had built up then try a normal gear extension. If that was
unsuccessful then I'd go to the emergency system.
Lines cracking and seal failures are probably the most common form of
this type of problem. Check valve failures tend to be slow in forming
and any attentive owner will notice that something's wrong long before
they have a total failure. Dry or failing seals will sometimes give you
warning by leaking air for an abnormal length of time after getting
positive indication of up or down. If you hear air leaking out after
you've obtained three lights and confirmation from the barber poles you
can shut off your main air valve and this will save your remaining air
until you've landed as well as allow the compressor to begin recharging
the bottle. Often a leaking or dry seal will function normally if the
air pressure load is taken off it for a
short period. On final approach you can open the main air valve to
have
sufficient brakes after landing.
One of the critical elements in a Yak's air supply system is ensuring
that moisture and contaminants remain out of the air lines. It is
imperative that the moisture trap valve (snot valve) be opened within a
short time of engine shutdown as otherwise the moisture and contaminants
will be introduced into the air system. At annual inspection time it
would be wise to blow out all of the air lines as well as clean out the
air bottles and lube the actuators for the gear, flaps and the up locks.
The up locks are particularly prone to corrosion as they are the highest
part of the air system without a vent. Moisture will tend to gravitate
towards these and, although they may be corroded, will continue to
function right up to the point of failure. Even though mine worked
perfectly I rebuilt them last year and found that one had a chevron seal
retainer corroded in half and the other had a large amount of
contaminant sludge inside it. Also make sure you clean and examine the
water trap directly below the air pressure safety valve on the firewall.
This consists of a very fine screen which is supposed to trap any
contaminants that make it past the lower moisture trap (snot valve).
Starting the engine with a closed main air valve is also possible if
you've just shut down shortly before. Your cranking will be a little
sluggish and you will have limited brakes before the air is exhausted.
The first indication of a problem may be when you go to swing the gear
up and the handle moves but no hiss of air is heard and the gear only
swing partly up then hang there. Your air pressure gauge will show a
full charge and your compressor will be working (and in a very tight air
system will eventually raise the gear). The solution to this is to make
the main air valve check part of your start and run up procedure. If
you do discover the air bottle is closed in flight, place your gear
selector in neutral, open the main air valve, and then place the gear
selector in the up position. Your gear should act normally. By the way,
rocking and yanking may extend and lock the main gear, but the nose
wheel has to fight air resistance to swing forward and lock. If you've
lost main air pressure use the emergency side unless it is also empty,
then remember the Yak CAN be landed on its gear in the up position
although the prop will be destroyed (much easier to land gear up on all
three than with only the mains down.).
I have had both a gear actuator seal failure and forgotten to turn on
the air on start up. The first situation I solved by turning off the
main air until I landed, in the second I used the emergency system and
discovered my mistake upon shut down (a mistake most Yak pilots will
make at least once). As for prop strikes mentioned by TJ- I guess that
many pilots think their prop is just as rugged as the rest of the plane.
Dave Peterson
Message 4
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--> Yak-List message posted by: E R <jogggles@yahoo.com>
Frank,
Dates for Sun n Fun are April 12-18. I don't yet have dates for any RPA activites,
but guessing from the past, you'll want to be there the first day or a day
early for FAST. Jeff Linebaugh mostly does the training, you may want to send
him an email.
Elizabeth
Aviatre@aol.com wrote:
--> Yak-List message posted by: Aviatre@aol.com
I was turned on to this service yesterday, so I thought I would pass it along.
Any AWOS (877) 269--2967,.
Call the # enter the airport identifyer, and bingo, it connects you to the
awos
Message 5
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| Subject: | Yak 50 downlocks |
--> Yak-List message posted by: "Dean Courtney" <deancourtney696@hotmail.com>
FWIW,
The Yak 50's gear actuators have NO internal locking mechanisms. The down
locks consist of a claw mounted above the gear piviot that ingages a hook
mounted on the front of the spar. The hook is held in place by a spring
plunger mounted on the top rear of the gear leg, at the piviot bolt.
When was the last time you greased these claws & hooks on your 50's gear???
Keep in mind if your 50's actuator seals fail completely, no air Emer or
Normal will move that gear ouy of the uplocks.
That one actuator runs your gear extention/retraction & uplock/downlock
release.
So seal failure in a 50 may not let you take advantage of the gear "free
fall to locked" option. And if you didn't grease those downlocks, the free
fall may be hindered again.
Maintain your birds gents, they'll love you for it.
Cheers,
Dean Courtney
Message 6
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--> Yak-List message posted by: "Kelley Monroe" <kelmonroe@comcast.net>
Does anyone know where the forward and aft leveling point are on a CJ.
Message 7
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--> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
There are no levelling lugs on the CJ. The canopy rails are approx. level in
cruise flight so they may be used for levelling.
Walt
> --> Yak-List message posted by: "Kelley Monroe" <kelmonroe@comcast.net>
>
> Does anyone know where the forward and aft leveling point are on a CJ.
>
>
Message 8
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--> Yak-List message posted by: "Kelley Monroe" <kelmonroe@comcast.net>
I found in the books that there is suppose to be level marks on the left
side but I have never been able to find them.
----- Original Message -----
From: "Walt Lannon" <wlannon@cablerocket.com>
Subject: Re: Yak-List: CJ leveling
> --> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
>
>
> There are no levelling lugs on the CJ. The canopy rails are approx. level
in
> cruise flight so they may be used for levelling.
>
> Walt
> > --> Yak-List message posted by: "Kelley Monroe" <kelmonroe@comcast.net>
> >
> > Does anyone know where the forward and aft leveling point are on a CJ.
> >
> >
>
>
Message 9
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| Subject: | Re: CJ-6 strut serviceing |
--> Yak-List message posted by: N13472@aol.com
Walt, A quick question when servicing the main and nose gear struts do you
have it on
the wheels or on jacks? I have been told both ways??????
Tom Elliott
CJ-6 N63727
Sandy Valley NV
3L2
702-723-1223
Message 10
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--> Yak-List message posted by: Drew Blahnick <lacloudchaser@yahoo.com>
Folks.
Thanks to those who sent in supporting educational documents to the RPA. We received
quite a bit. However, we are looking for your CJ-6, Yak 52, Yak 50/55,
L-29, L-39 Ops Limit Cards in editable format (not PDF).
If you have any such products, please take a moment to send them to me direct,
thank you.
Drew
Drew Blahnick
RPA 20126
---------------------------------
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Message 11
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| Subject: | Re: CJ-6 strut serviceing |
--> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
Hi Tom;
At annual I put the aircraft on jacks after completing the engine
inspection. If you are only adding N2 that can be done on the wheels or
jacks. If you need to check the fluid level it may be easier on the wheels
since you need to deflate the strut to
avoid over filling but it can be done on the jacks using a small jack to
bottom the deflated strut for filling. You need to be on the jacks for gear
swing and to check for wear, etc. in any case.
Walt
----- Original Message -----
From: <N13472@aol.com>
Subject: Yak-List: Re: CJ-6 strut serviceing
> --> Yak-List message posted by: N13472@aol.com
>
> Walt, A quick question when servicing the main and nose gear struts do you
> have it on
> the wheels or on jacks? I have been told both ways??????
>
> Tom Elliott
> CJ-6 N63727
> Sandy Valley NV
> 3L2
> 702-723-1223
>
>
Message 12
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--> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
That may be the reference points for symmetry measurement. The aft fuselage
points are a centre punch mark on each side below the horiz. stab front
spar.
Walt
----- Original Message -----
From: "Kelley Monroe" <kelmonroe@comcast.net>
Subject: Re: Yak-List: CJ leveling
> --> Yak-List message posted by: "Kelley Monroe" <kelmonroe@comcast.net>
>
> I found in the books that there is suppose to be level marks on the left
> side but I have never been able to find them.
> ----- Original Message -----
> From: "Walt Lannon" <wlannon@cablerocket.com>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: CJ leveling
>
>
> > --> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
> >
> >
> > There are no levelling lugs on the CJ. The canopy rails are approx.
level
> in
> > cruise flight so they may be used for levelling.
> >
> > Walt
> > > --> Yak-List message posted by: "Kelley Monroe"
<kelmonroe@comcast.net>
> > >
> > > Does anyone know where the forward and aft leveling point are on a CJ.
> > >
> > >
> >
> >
>
>
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