Today's Message Index:
----------------------
1. 12:24 AM - Official Usage Guideline [Please Read] [Monthly Posting] (Matt Dralle)
2. 05:09 AM - Re: CJ leveling (cjpilot710@aol.com)
3. 05:13 AM - Gear and props (FamilyGage@aol.com)
4. 07:05 AM - Checking gear extensions (Lee Taylor)
5. 09:19 AM - Air bottle overhaul (Dean Courtney)
6. 11:14 AM - Re: CJ leveling (Walt Lannon)
7. 01:07 PM - Re: Yak-List Digest: 20 Msgs - 12/29/04 (Jerry Painter)
8. 01:51 PM - Re: Re: Yak-List Digest: 20 Msgs - 12/29/04 (John W. Cox)
9. 02:27 PM - Waycross Ground School - Thursday Evening (Shane Golden)
10. 03:26 PM - Re: CJ leveling (cjpilot710@aol.com)
11. 03:44 PM - Fw: FW: Pilot's story (FLYBOY886@aol.com)
Message 1
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| Subject: | Official Usage Guideline [Please Read] [Monthly Posting] |
DNA: do not archive
--> Yak-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Lister,
Please read over the Yak-List Usage Guidelines below. The complete
Yak-List FAQ including these Usage Guidelines can be found at the
following URL:
http://www.matronics.com/FAQs/Yak-List.FAQ.html
Thank you,
Matt Dralle
Matronics Email List Administrator
******************************************************************************
Yak-List Usage Guidelines
******************************************************************************
The following details the official Usage Guidelines for the Yak-List.
You are encouraged to read it carefully, and to abide by the rules therein.
Failure to use the Yak-List in the manner described below may result
in the removal of the subscribers from the List.
Yak-List Policy Statement
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things related to this particular discussion group. The List's goals
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will hurt feelings, waste bandwidth and resolve nothing.
-------
[This is an automated posting.]
Message 2
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--> Yak-List message posted by: cjpilot710@aol.com
The level point on the CJ is supposed to be the stringer at or above the side
shelves or panels in the front cockpit. I believe they are referred to as
stringers #7.
However this stringer is very near the same as or parallel to the canopy rail
and can be used as Walt mentioned. You might fine "leveling points" on some
CJ. If you airplane was spot welded instead flush riveted, you may find two
normal headed rivets on the out side, on the right side of the front cockpit.
These MAY be them. I found such on mine.
HAPPY NEW YEAR EVERY BODY!
Jim "Pappy" Goolsby
Message 3
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--> Yak-List message posted by: FamilyGage@aol.com
Tom Johnson's concern about the insurance claims on our aircraft initiated a
plethora of great information on that topic. Several of which I printed out
and placed in my maintenance manual.
Am not that familiar with CJ panels, but my previous W had a red gear
warning light if the flaps were down, and the gear had not been extended.
When Cliff Coy, of Border Air Ltd, was building the custom panel for the new
TW he placed the gear warning light in the upper center portion of the panel
at eye level which will catch your attention.
Cliff also installed an intercom gear warning device from Aircraft Spruce.
It can be connected to either the throttle or the gear switch. Cliff
installed mine on the gear switch which sends a loud pulsing tone into the headset
to tell you, hey stupid put down the wheels.
The investment is $210.95 which is cheap compared to a new prop, engine,
sheet metal, etc. The device is called "Intercom gear warning device II." You
may want to consider this safety device for your CJ-Yak.
A wonderful New Year for all, and will see you at Waycross.
Ray Gage
Message 4
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| Subject: | Checking gear extensions |
--> Yak-List message posted by: "Lee Taylor" <leetay@comcast.net>
One point that was made by my CJ friend/owner.
Re checking the emergency extension system. This is a check
that "should" be made, during an inspection, while the plane is on
jacks, BUT!
Be prepared. (And I am talking second-hand here, not from
direct experience)
When you hit that emergency extension handle, everyone in the
hangar is going to be diving for the exits, and the hangar structure may
not survive! When Jim did his check, he said it scared the bejeezus out
of everyone, including him.
This IS an air-powered system, supposedly only used in an
emergency, and in those cases, apparently there are no compromises.
That gear is going to come DOWN, and it isn't gentle about doing it.
Jim said he thought it was going to come off the jacks.
Lee Taylor
Message 5
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| Subject: | Air bottle overhaul |
--> Yak-List message posted by: "Dean Courtney" <deancourtney696@hotmail.com>
Gents,
Remember the Yak 50 whose air bottle exploded a while back. Have you given
your air bottles any attention lately?
I can only speak for the Yak 50, but the bottles are easy to pull from the
aircraft. I found a fair amount of rust scale in mine, and some pitting
around the drain plug threaded insert and a general amount spread over the
lower half of the bottle where the moisture usually sets.
I threw some ball bearings in side both bottles an shook then on and off for
about two days. This beat the rust scale off the inside, and gave a nice
gentle peened appearance to the inside of the bottles. After a couple
through wash outs with MEK, and Prep Sol. I greased the threads to prevent
fowling them and poured in the toughest Epoxy paint I could get. Sloshed it
around, dumped the excess, and let cure. In the 50 at least, the bottles
will go in inverted as both openings are the same thread & size. I inverted
the bottles so the pitted half would now be "up" away from any further
moisture/corrosion that might start.
Just some thoughts on a little explosion insurance, seeing as how you 52
guys are sitting on the things, please at least drain them & throw in some
oil!
Cheers,
Dean Courtney
Message 6
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--> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
Jim;
That is the upper longeron, left and right. It is the level reference for
the CJ but is not directly accessible for levelling use. As you noted the
canopy rail attached to it is parallel and accessible.
Cheers;
Walt
---- Original Message -----
From: <cjpilot710@aol.com>
Subject: Re: Yak-List: CJ leveling
> --> Yak-List message posted by: cjpilot710@aol.com
>
> The level point on the CJ is supposed to be the stringer at or above the
side
> shelves or panels in the front cockpit. I believe they are referred to as
> stringers #7.
>
> However this stringer is very near the same as or parallel to the canopy
rail
> and can be used as Walt mentioned. You might fine "leveling points" on
some
> CJ. If you airplane was spot welded instead flush riveted, you may find
two
> normal headed rivets on the out side, on the right side of the front
cockpit.
> These MAY be them. I found such on mine.
> HAPPY NEW YEAR EVERY BODY!
> Jim "Pappy" Goolsby
>
>
Message 7
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| Subject: | RE: Yak-List Digest: 20 Msgs - 12/29/04 |
IMItemGuid: {A87C5F01-D5C5-4D0C-B637-96608BE458EC}
--> Yak-List message posted by: "Jerry Painter" <wild.blue@verizon.net>
Time: 01:37:36 PM PST US
From: "cpayne@joimail.com" <cpayne@joimail.com>
Subject: Yak-List: Re: V530
--> Yak-List message posted by: "cpayne@joimail.com"
--> <cpayne@joimail.com>
I'm currently refinishing the V530 paddle blades on my CJ. Reason, I'm a po'
boy and I can't stop challenging myself. Oh well..
Let me know off-list if you want details but first order a
prop OH manual. The one I have is for the Wilga but close enough. Also order
a digital scale that measures up to 10000 grams and is accurate to 1g. Not
cheap but required.
BTW, I'm going with 'glass and Kevlar on mine.
Craig Payne
Craig,
I'm sure you know the Wilga prop is much different than a -52 prop--for one
the hub is splined and it also has an AD or two (US certificated version).
I'm also sure you realize the feds won't let an A&P do what you propose to
do--only a propeller repair station. No 'ception for po' boys. Be careful
out there.
Jerry Painter
Message 8
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| Subject: | RE: Yak-List Digest: 20 Msgs - 12/29/04 |
--> Yak-List message posted by: "John W. Cox" <johnwcox@pacificnw.com>
Jerry, thanks for restating that which might or should be obvious. Now if
someone will just list the authorized U.S. based repair stations beyond
Whirlwind in El Cajon,that can tackle a composite covered Wilga or V530
blades. And have of course done great work in the past.
There could be a posted source for Red Star approved vendors.
John Cox
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Jerry Painter
Subject: Yak-List: RE: Yak-List Digest: 20 Msgs - 12/29/04
--> Yak-List message posted by: "Jerry Painter" <wild.blue@verizon.net>
I'm currently refinishing the V530 paddle blades on my CJ. Reason, I'm a po'
boy and I can't stop challenging myself. Oh well..
Let me know off-list if you want details but first order a
prop OH manual. The one I have is for the Wilga but close enough. Also order
a digital scale that measures up to 10000 grams and is accurate to 1g. Not
cheap but required.
BTW, I'm going with 'glass and Kevlar on mine.
I'm sure you know the Wilga prop is much different than a -52 prop--for one
the hub is splined and it also has an AD or two (US certificated version).
I'm also sure you realize the feds won't let an A&P do what you propose to
do--only a propeller repair station. No 'ception for po' boys. Be careful
out there.
Jerry Painter
Message 9
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| Subject: | Waycross Ground School - Thursday Evening |
--> Yak-List message posted by: Shane Golden <scgsmg@direcway.com>
How about we move the ground school to Thursday (13 Jan) evening after
sunset(Over beer and pizza)? I believe most are planning to arrive on
Thursday. This way we have the ground school out of the way and should be
able to get 3-4 more sorties in on Friday. If this is a major problem for
anyone let me know.
Shane Golden
803-532-9063
Message 10
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--> Yak-List message posted by: cjpilot710@aol.com
In a message dated 1/2/2005 2:14:36 PM Eastern Standard Time,
wlannon@cablerocket.com writes:
Jim;
That is the upper longeron, left and right. It is the level reference for
the CJ but is not directly accessible for levelling use. As you noted the
canopy rail attached to it is parallel and accessible.
Cheers;
Walt
You maybe right. I don't have the manual in front of me. I remember the
book said stringer #7. Normally, depending on the company's engineering, I
believe stringer are numbered by where they are in relation to the zero vertical
datum - - - - - - - Before I go into this further and make myself look stupid,
I better check my book again. I seem to remember that the Chinese did it
different for some reason.
At any account the canopy rails would be handy and just as good, AFAIC.
Jim "Pappy" Goolsby
Message 11
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| Subject: | Fwd: FW: Pilot's story |
--> Yak-List message posted by: FLYBOY886@aol.com
From: "Ken Melek" <kmelek@zoominternet.net>
Subject: FW: Pilot's story
Here's something for you fly boys............enjoy and Happy New Year!
Ken
-----Original Message-----
From: Richard Brintzenhofe [mailto:brintzenhofe@msn.com]
Subject: Pilot's story
C-130 Pilot's Story
You might enjoy.
***************************
I am forwarding this to you since it is a good story particularly if you
lust over mixed metaphors. This is from a colorful writer from the 1st
Marine Air Wing based at MCAS Miramar, (The guy ought to write for a
living..... This is my nominee for 'Best of the Month.)
There I was at six thousand feet over central Iraq, two hundred eighty
knots and we're dropping faster than Paris Hilton's panties. It's a
typical September evening in the Persian Gulf; hotter than a rectal
thermometer and I'm sweating like a priest at a Cub Scout meeting. But
that's neither here nor there. The night is moonless over Baghdad tonight,
and blacker than a Steven King novel. But it's 2004, folks, and I'm
sporting the latest in night-combat technology - namely, hand-me-down night
vision goggles (NVGs) thrown out by the fighter boys.
Additionally, my 1962 Lockheed C-130E Hercules is equipped with an
obsolete, yet, semi-effective missile warning system (MWS). The MWS
conveniently makes a nice soothing tone in your headset just before the
missile explodes into your airplane. Who says you can't polish a turd?
At any rate, the NVGs are illuminating Baghdad International Airport like
the Las Vegas Strip during a Mike Tyson fight. These NVGs are the cat's
ass. But I've digressed.
The preferred method of approach tonight is the random shallow. This
tactical maneuver allows the pilot to ingress the landing zone in an
unpredictable manner, thus exploiting the supposedly secured perimeter of
the airfield in an attempt to avoid enemy surface-to-air-missiles and small
arms fire. Personally, I wouldn't bet my pink ass on that theory but the
approach is fun as hell and that's the real reason we fly it.
We get a visual on the runway at three miles out, drop down to one thousand
feet above the ground, still maintaining two hundred eighty knots. Now the
fun starts. It's pilot appreciation time as I descend the mighty Herk to
six hundred feet and smoothly, yet very deliberately, yank into a sixty
degree left bank, turning the aircraft ninety degrees offset from runway
heading. As soon as we roll out of the turn, I reverse turn to the right a
full two hundred seventy degrees in order to roll out aligned with the
runway. Some aeronautical genius coined this maneuver the
"Ninety/Two-Seventy." Chopping the power during the turn, I pull back on
the yoke just to the point my nether regions start to sag, bleeding off
energy in order to configure the pig for landing
"Flaps Fifty!, Landing Gear Down!, Before Landing Checklist!" I look over
at the copilot and he's shaking like a cat shitting on a sheet of ice.
Looking further back at the navigator, and even through the NVGs, I can
clearly see the wet spot spreading around his crotch. Finally, I glance at
my steely-eyed flight engineer. His eyebrows rise in unison as a grin
forms on his face. I can tell he's thinking the same thing I am....
"Where do we find such fine young men?"
"Flaps One Hundred!" I bark at the shaking cat. Now it's all aimpoint and
airspeed. Aviation 101, with the exception there' are no lights, I'm on
NVGs, it's Baghdad, and now tracers are starting to crisscross the black
sky. Naturally, and not at all surprisingly, I grease the Goodyear's on
brick-one of runway 33 left, bring the throttles to ground idle and then
force the props to full reverse pitch. Tonight, the sound of freedom is my
four Hamilton Standard propellers chewing through the thick, putrid,
Baghdad air. The huge, one hundred thirty thousand pound, lumbering whisper
pig comes to a lurching stop in less than two thousand feet. Let's see a
Viper do that!
We exit the runway to a welcoming committee of government issued Army
grunts. It's time to download their beans and bullets and letters from their
sweethearts, look for war booty, and of course, urinate on Saddam's home.
Walking down the crew entry steps with my lowest-bidder, Beretta 92F, 9
millimeter strapped smartly to my side, look around and thank God, not
Allah, I'm an American and I'm on the winning team. Then I thank God I'm
not in the Army. Knowing once again I've cheated death, I ask myself,
"What in the hell am I doing in this mess?" Is it Duty, Honor, and Country?
You bet your ass. Or could it possibly be for the glory, the swag, and not
to mention, chicks dig the Air Medal. There's probably some truth there
too. But now is not the time to derive the complexities of the superior,
cerebral properties of the human portion of the aviator-man-machine model.
It is however, time to get out of this shit-hole. Hey copilot , clean
yourself up! And how's 'bout the 'Before Starting Engines Checklist."
God, I love this job!"
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