Today's Message Index:
----------------------
1. 12:35 AM - foreign reg (Mark Jefferies)
2. 06:04 AM - Mustangs (Tim Gagnon)
3. 08:28 AM - Re: Question on accident (Richard Basiliere)
4. 09:17 AM - Re: Mustangs (Bill Geipel)
5. 09:31 AM - Re: Mustangs (Mike Brogley)
6. 10:07 AM - How to keep an aircraft outside (tamara_b@telus.net)
7. 10:27 AM - Re: Re: A good day (Cliff Umscheid)
8. 10:50 AM - Re: Re: A good day (Ernest Martinez)
9. 11:03 AM - Re: Mustangs (cjpilot710@aol.com)
10. 11:10 AM - Re: Mustangs (Daniel Fortin)
11. 12:27 PM - Re: How to keep an aircraft outside (Jerome Van Der Schaar)
12. 02:59 PM - Re: Re: A good day (Terry)
13. 04:05 PM - Re: Leather Helmets (PeteAbbott@aol.com)
14. 06:07 PM - Re: Re: Leather Helmets (Ben Marsh)
15. 06:53 PM - Re: Re: Leather Helmets (ByronMFox@aol.com)
16. 08:45 PM - NTSB (Ernest Martinez)
17. 08:54 PM - Re: Re: Leather Helmets (cjpilot710@aol.com)
18. 11:25 PM - Green with envy (tamara_b@telus.net 2.97 MSGID_SPAM_LETTERS Spam tool Message-Id)
Message 1
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--> Yak-List message posted by: "Mark Jefferies" <mark.j@yakuk.com>
In the UK we are quite familiar with what Dave has kindly explained. This
realy is the way you guys should operate the YAK 18T/ AN2. They hold a
normal cat C of A in several countries in EEC/ EU. If say 3 a/c were
"grouped" for the inspection costs would be amortised. This could apply to a
mixture of types, the AN2 overhauled in parachute configuration can be
bought for 50,000$, with your cheap fuel its very cost effective I suggest.
Same mechanics and inspectors could be used for the annual. Or you could
take a VIP AN2, like http://www.yakuk.com/an2-interior.asp and do scenic
flights.
Regards, MJ
There is one way, however.......... (there always is, if you want it
badly enough)
Under DOT Regulation 375, titled "The Navigation of Foreign Civil
Aircraft" you will find that a foreign registered aircraft licensed by
an ICAO signatory state, that was manufactured in an ICAO signatory
state, and that is flown by a pilot licensed in the nation of registry
or a US pilot may operate here in the USA. This is the regulation that
allows, for example, a Canadian aircraft to be operated here, or a
Ukrainian AN-25 to bring in freight to New York, or similar. For
non-commercial operations, there is no time limit to its stay (!!).
Witness the mirror image: Many N registered aircraft operating
indefinitely in Europe and Latin America. This regulation is the
mechanism by which the USA meets it obligations under the Chicago
Convention, which is where all of the different countries agreed to
respect each others certificates and which became the foundation of the
ICAO agreement. I have personally operated several aircraft here in the
US under foreign license (Yak-50 for one), and it's been no problem. I
have been ramp checked by the FAA and they agreed: No sweat. Many AN-2's
are operated here like this, especially in Alaska where they are owned
by a fishing camp that provides "non commercial" transportation with
them. You can actually even do commercial operations (parachuting) with
them legally, along as the *crews* are US citizens. That comes under the
various cabotage agreements.
To do this, one establishes a corporation in the foreign country, and
has the aircraft owned by that corporation. Typically, I hire an
attorney in that country to be my agent, and to register and run the
corporation. The aircraft must be maintained in accordance with the
requirements of the country of registry. In many other countries, the
certificate of airworthiness is renewed every year, so make sure you
have an agent who can do that for you as well. You may need to bring in
a foreign mechanic to do the re-certification inspection.
Generally, we only do this when the aircraft would be so adversely
affected by running under US Experimental that it would be worthless
(AN-2, LET-410, etc). If you run a commercial skydiving operation and
need an AN-2, it's worth it. For a Yak, the hassle is far more than it's
worth. Plus, don't forget: Once it's standard category in the foreign
nation, you cannot treat it like an experimental any longer (no new
smoke system, EFIS, propane cannons, or whatever other stuff you want to
do).
Been there, done that. If anyone needs more assistance, contact me
through the website. We do consulting on this and many other subjects of
interest to the community and can recommend countries of register, and
agents to assist. I believe that we were the first operator to use this
regulation to our advantage, and have a great deal of experience with
this system.
Respectfully,
Dave Sutton
www.RedStarAviation.org
Message 2
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Seal-Send-Time: Wed, 16 Feb 2005 09:02:21 -0500
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
Isn't someone with "0" hours in an airplane sort of a "test" pilot?
Mustangs are slowly (and will eventually) become big kit planes. Look at the new
FW-190!
Message 3
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| Subject: | Re: Question on accident |
--> Yak-List message posted by: "Richard Basiliere" <BasiliereR@ci.boulder.co.us>
I hold no candle for any particular person or affiliation.
I just met, for the second time, David Sutton, last week.
Fact: A very good friend of mine and former Unlimited Acro pilot just
purchased a Yak-3M. David Sutton flew to Colorado and gave this retired
United Captain his type rating the Yak-3M. I saw him write the cert.
The Yak-3M owner told me of a complete and thorough check ride,
professionally done.
Those are the facts as I saw them.
Respectfully to all;
Rick
>>> jon@email.net 2/15/2005 12:42:12 PM >>>
--> Yak-List message posted by: "Jon Boede" <jon@email.net>
Is this the accident where two people get killed and the PIC repored
that
he had exactly 0.0 hours time in type to the NTSB? The co-pilot had
1.5
hours in type so one wonders who was demonstrating what to whom.
Jon
> --> Yak-List message posted by: Bitterlich GS11 Mark G
> <BitterlichMG@cherrypoint.usmc.mil>
>
> Mr. Sutton,
>
> Just my own 2 cents if you will, with a question and comment.
>
> One of the list members of this group asked a question about
certification
> of a YAK-52. You mentioned that your organization supports efforts
in
> that
> regard. I think everyone "got that" and can go look themselves and
read
> about all your goals and intent. Nothing wrong with letting everyone
know
> about another site on the Internet that they can go to for expert
advice
> on
> issues that they may want more information on. After all, to each his
own.
>
> Interestingly enough, there are a whole slew of experts on this site
too.
> The total knowledge and experience represented in the people that
read and
> write to this list-server is very impressive and generates a "sum
that is
> greater than the individual parts situation" if you will. I am sure
that
> if
> your organization wants to learn and benefit from the knowledge base
> represented here, that they can peruse the historical data base of
stored
> messages.
>
> For my own part, I went to your Web Site and read it from front to
back.
> It
> is....a very impressive read. I got to the section about the start
of it
> all, and the historical perspective and I found your article about
the
> YAK-18T and the horrible crash where peoples lives were lost and you
> survived. I am sorry anyone died, but I was left not understanding
the
> issue
> involved completely.
>
> As an member of many accident investigations teams while in the
military I
> would like to learn from this event, and if possible would like to
ask one
> question if I may, and ... let me apologize in advance for asking...
but
> it
> is just something that struck me and I had to mention it:
>
> In this article (included below) you mentioned that you were being
given a
> demonstration ride. You also mention that the owners had never flown
the
> airplane in the year that they owned it, but had started it twice
without
> clearing the oil from the cylinders and had thus badly damaged the
number
> 5
> connecting rod.
>
> You also say that the owners never even questioned what was happening
when
> you cleared the oil from the cylinders before the mishap flight, as
they
> were apparently too embarrassed to let you know that they didn't
> understand
> what you were doing or to admit that they had never done it
themselves.
> The
> two people in question were killed in the accident on that very same
> flight.
>
>
> Ok, here is my question:
>
> If the two owners never knew to clear the engine of oil before
starting
> it,
> and they never admitted this to you, even when they saw you do it
while
> pre-flighting the aircraft on the accident flight... and then they
died
> when
> the crash happened on that very flight when the engine failed.....
>
> How in the world do you know that they knew nothing about clearing
the
> oil,
> and that they had started it twice without clearing the engine at
all? If
> they did not tell you, then who did? If someone else told you, isn't
that
> hear-say evidence?
>
> I mean, your article says: [The owners] "apparently too embarrassed
to let
> [you] know that they didn't understand what [you] [were] doing or to
admit
> that they had never done it themselves" "never even questioned what
was
> happening when [you] cleared the oil from the cylinders before the
mishap
> flight"
>
> What I have learned from operating M-14 engines is that you can bend
a
> Con-Rod and it can fail on the very next flight, or go another 100
hours
> and
> then fail. It is next to impossible to predict just exactly WHEN it
is
> going to fail. Based on that experience, it seems to me that the
engine
> in
> your ill-fated YAK-18T could have been damaged by anyone, anywhere,
and
> that
> it might be less than fair to put that failure off on two men who did
not
> know to clear the engine of oil, that fact which I can't figure out
how
> you
> determined anyway?
>
> Regardless, you might want to re-write that article so as to put to
rest
> the
> questions of observers who when they read it, appear to see a
situation
> where 2 plus 2 equals 5 (per se).
>
> Sincerely,
>
> Mark Bitterlich
>
> --------------------------------------------
>
>
> In 1996, a change occurred in the focus and mission of Red Star
Aviation.
> This was due to a defining event that took place in Dave Suttons'
life: He
> almost died. Dave was purchasing a new airplane for the Red Star
> collection,
> a Yak-18T, and was being given a demonstration ride by the sellers,
who
> were
> two brothers. On the demonstration flight, the engine failed
> catastrophically after takeoff and the Yak was forced-landed into a
dense
> forest. The two brothers, who were the owners and sellers, were
killed.
> Dave
> was critically injured and spent the better part of the next year
healing
> and learning to walk again. He also spent the next year contemplating
to
> following questions:
>
> What could have been done differently?
>
> What link in the error chain could have been broken that day, or the
week
> before, or the year before, in order to have stopped this mishap
from
> occurring?"
>
> How can I get this message out to the Warbird community?"
>
> Dave's research showed that the owners of the Yak had been sold the
> airplane
> "sight unseen" by an unscrupulous dealer, even though they were
obviously
> not going to be able to operate it. This was due to the fact that
both of
> the brothers who had purchased the Yak had lost the fingers on their
right
> hands in a gasoline fire years before, thus making it impossible for
them
> to
> use the hand-operated brakes or taxi the Yak-18. The seller who
brought it
> to them had flown it up from Georgia (after cashing their check for
an
> airplane that they had bought sight-unseen!) and had dropped it off
and
> left
> without taking even an hour to help the new owners learn to preflight
it.
> Nobody ever told the new owners that they needed to clear the oil
from the
> cylinders of a radial engine before starting it, so they never did.
The
> new
> owners had never flown the airplane in the year that they owned it,
but
> had
> started it twice without clearing the oil from the cylinders and had
thus
> badly damaged the number 5 connecting rod. The owners never even
> questioned
> what was happening when Dave cleared the oil from the cylinders
before the
> mishap flight, as they were apparently too embarrassed to let him
know
> that
> they didn't understand what he was doing or to admit that they had
never
> done it themselves. On the mishap flight, the connecting rod failed,
the
> engine failed instantly, and there was no place but the forest to go.
Here
> is the final result of the error chain: A series of factors had lined
up
> wrong, nobody had ever looked out for the buyers of this exotic
airplane,
> and they were killed.
> Upon reflection, the actual reason for the mishap became clear. It
was
> obvious that the mishap occurred because, when they purchased the
Yak-18T:
>
>
> -----Original Message-----
> From: Dave Sutton [mailto:pilots@nac.net]
> To: yak-list@matronics.com
> Subject: Yak-List: Non-Commercial Posting
>
>
> --> Yak-List message posted by: "Dave Sutton" <pilots@nac.net>
>
> My dear friend Ernie points out that we are not supposed to make
> commercial posts. Just to clarify:
>
> Red Star Aviation is a group of strictly unpaid volunteer
consultants
> who assist Warbird operators with expert level advice and do so
without
> compensation. In the specific area of aircraft certification, the
> question that was posed regarding the certification of the Yak-52,
our
> volunteer consultant assigned to a member requesting further
information
> would be this man, who out subject matter expert on aircraft
> certification:
>
>
> +++++++++++++++++++++++++
>
> Capt. Robert Stoney, USN (ret). A retired Naval Aviator and former
> Commanding Officer of the United States Naval Test Pilot School, Bob
is
> currently serving as a Test Pilot for the FAA's Wichita Aircraft
> Certification Office where he has been a project pilot for the
> certification of the Hawker Horizon, Cessna's Sovereign and CJ-3,
the
> Garmin G1000 Avionics suite and numerous other programs. Bob's
previous
> flight experience includes 22 years as a Naval Aviator and Test
Pilot,
> including tours as the Chief Flight Instructor and Commanding Officer
of
> the U.S. Naval Test Pilot School, where he was qualified to instruct
in
> every fixed-wing aircraft from gliders, to tail-draggers, to fast
jets
> and the P-3 Orion. Bob achieved a Master's Degree from the Naval
> Postgraduate School in Aeronautical Engineering. He has accumulated
6500
> flight hours in over 150 different models and holds FAA Airline
> Transport (with 7 type ratings), glider and seaplane ratings. Bob's
> personal interests include sailing, soaring, and coaching. Bob has
flown
> the Fouga Magister, L-39, and several other Classic Jets. He is a
Member
> of the Society of Experimental Test Pilots
>
> +++++++++++++++++++++++++
>
>
> I would say that having FREE direct contact with a current FAA Test
> Pilot working for the AC Certification Branch, who was the former CO
of
> the USN Test Pilot School, and to have this man be willing to give
FREE
> advice would be something that the community might find of value.
>
>
> One might with to visit the "Leadership" portion of our website to
see
> who else offers to assist *you*, for no charge whatsoever. Our only
goal
> is to offer professional level assistance to those who wish to
obtain
> it. If you do not wish to obtain this information, feel free to not
read
> what we write! Since we do not charge for our services, you cannot
> complain about it.... ;-)
>
>
> Respectfully,
>
>
> Dave Sutton
>
> www.RedStarAviation.org
>
>
Message 4
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--> Yak-List message posted by: Bill Geipel <czech6@earthlink.net>
True enough.
-----Original Message-----
From: Tim Gagnon <NiftyYak50@msn.com>
Subject: Yak-List: Mustangs
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
Isn't someone with "0" hours in an airplane sort of a "test" pilot?
Mustangs are slowly (and will eventually) become big kit planes. Look at the new
FW-190!
Message 5
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--> Yak-List message posted by: Mike Brogley <mikebrogley@ieee.org>
I've read a saying from the warbird community relating to the
restorations of some of the "recovered after 50+ years from (insert name
of large body of water or remote mountainside here)" WWII-era aircraft
along the lines of "It's all new - the only things original are the
dataplate and the shadow on the ramp."
Tim Gagnon wrote:
>--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
>
>Isn't someone with "0" hours in an airplane sort of a "test" pilot?
>
>Mustangs are slowly (and will eventually) become big kit planes. Look at the new
FW-190!
>
>
Message 6
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| Subject: | How to keep an aircraft outside |
--> Yak-List message posted by: tamara_b@telus.net
Hi there,
I own a CJ-6A since a couple of weeks
and I don't have a hangar yet. How do
I keep the Nanchang warm and dry
inside, she was very pampered by the
previous owner (who still watches over
her) and is not used to stand outside
in the brutal winters of British Columbia?
Trouble lights are not allowed on our airport
due potential fire hazard.
If someone has an idea, much appreciated.
Thank you in advance.
cheers
Manuela Hegenauer
Message 7
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--> Yak-List message posted by: Cliff Umscheid <netmaster15@juno.com>
Walt, re mini clinic at Leeward before SNF. I'd like to bring my 50 and
attend. Would that be OK? please advise when more is decided as to date
and time. Thankyou.
Cliff Umscheid
386-345-1861
On Sun, 13 Feb 2005 07:22:33 -0800 (PST) Walt Fricke
<walterfricke@yahoo.com> writes:
> --> Yak-List message posted by: Walt Fricke <walterfricke@yahoo.com>
>
> Craig. Congratulations. (although I remember you flying lead a
> long time ago....I suppose that now that you've got this "air race"
> thing going at airshows you needed the lead designation so you could
> finish "first" and be legal :-)
>
> "cpayne@joimail.com" <cpayne@joimail.com> wrote:--> Yak-List message
> posted by: "cpayne@joimail.com"
>
> Yes indeed, Florida in the winter is tough! My thanks to
> Check pilot Bob Mahanor who managed to suffer through our
> insults and still do the check-ride (lunch helped). "Pappy"
> Goolsby, Bill Mills, and "Ernie the M" of Yak-list fame
> rounded out the stick guys, others joined in for the fun
> later.
>
> Bob has *promised* to stomp me in a race with his big engine
> T-34 if the feds ever let him fly it again. Any odds?
>
> BTW, we are talking about a mini-clinic at Leeward before
> SNF for newbies in the area. All ashore that's going
> ashore...
>
> Craig Payne
>
>
>
>
>
>
>
>
Message 8
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--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
I'd like to organise the mini clinic but I'm going to need a show of
hands pretty soon so I can make the arrangements. Right now it looks
like the 17 - 19 of March.
Ernie
On Wed, 16 Feb 2005 13:26:01 -0500, Cliff Umscheid <netmaster15@juno.com> wrote:
> --> Yak-List message posted by: Cliff Umscheid <netmaster15@juno.com>
>
> Walt, re mini clinic at Leeward before SNF. I'd like to bring my 50 and
> attend. Would that be OK? please advise when more is decided as to date
> and time. Thankyou.
>
> Cliff Umscheid
> 386-345-1861
> On Sun, 13 Feb 2005 07:22:33 -0800 (PST) Walt Fricke
> <walterfricke@yahoo.com> writes:
> > --> Yak-List message posted by: Walt Fricke <walterfricke@yahoo.com>
> >
> > Craig. Congratulations. (although I remember you flying lead a
> > long time ago....I suppose that now that you've got this "air race"
> > thing going at airshows you needed the lead designation so you could
> > finish "first" and be legal :-)
> >
> > "cpayne@joimail.com" <cpayne@joimail.com> wrote:--> Yak-List message
> > posted by: "cpayne@joimail.com"
> >
> > Yes indeed, Florida in the winter is tough! My thanks to
> > Check pilot Bob Mahanor who managed to suffer through our
> > insults and still do the check-ride (lunch helped). "Pappy"
> > Goolsby, Bill Mills, and "Ernie the M" of Yak-list fame
> > rounded out the stick guys, others joined in for the fun
> > later.
> >
> > Bob has *promised* to stomp me in a race with his big engine
> > T-34 if the feds ever let him fly it again. Any odds?
> >
> > BTW, we are talking about a mini-clinic at Leeward before
> > SNF for newbies in the area. All ashore that's going
> > ashore...
> >
> > Craig Payne
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
Message 9
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--> Yak-List message posted by: cjpilot710@aol.com
In a message dated 2/16/2005 12:32:22 P.M. Eastern Standard Time,
mikebrogley@ieee.org writes:
--> Yak-List message posted by: Mike Brogley _mikebrogley@ieee.org_
(mailto:mikebrogley@ieee.org)
Some years ago when the bogus parts stories were making the rounds, Aviation
Week, in an article showed a 'smoking hole' with two rotor blades sticking
out. The next picture was "the same helicopter" (a Jet Ranger). It was
obvious the only thing left was data plate. At the time the concern was about
bogus parts showing up in the parts supplies. At Eastern Airlines, my brother
worked in the engine build-up shop. There was literally a drawer full off
engine data plates that were slapped on overhauled engines. Data plate
restoration are not new and as old as the Wright flyer.
Why would anyone in God's blue skies want a 'normal category' rated
airplane? I just heard that all 'field approvals' will be done at Regional Offices,
not local FSDO. More bureaucratic delays and waffling. It is the very
reason the 'home built' market has produced more airplanes.
There are test pilots and there are Test Pilots. If you are working for
Cessna and are test flying an C-150 right off the production line, well you're
a
production test pilot. I'm fairly sure Cessna only hired ordinary
commercial pilots for that slot. During the war they were a dime a dozen. There
is a
pecking order and hierarchy in the test pilot world just like anyplace else.
Like there are records and Records. I hold speed records with the IAFI and
NAA (at least the last time I checked) between MIA & GRU and ORD & HNK. But
who really cares a flying %
&*. It's just bragging rights at times.
What am I doing here????!!!
I am ramblingly!
I should be working my airplane!!!!!!!!!!!
Pappy
I've read a saying from the warbird community relating to the
restorations of some of the "recovered after 50+ years from (insert name
of large body of water or remote mountainside here)" WWII-era aircraft
along the lines of "It's all new - the only things original are the
dataplate and the shadow on the ramp."
Tim Gagnon wrote:
>--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
>
>Isn't someone with "0" hours in an airplane sort of a "test" pilot?
>
>Mustangs are slowly (and will eventually) become big kit planes. Look at
the new FW-190!
>
Message 10
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--> Yak-List message posted by: "Daniel Fortin" <fougapilot@hotmail.com>
Pappy,
See I have a good reason to be in fromt of my computer at 2pm on a
wenesday... snow storm here...6inches in the next 12hrs... you life in the
Sunny state! Please go burn some gas for me shall you...
Dan
>From: cjpilot710@aol.com
>Reply-To: yak-list@matronics.com
>To: yak-list@matronics.com
>Subject: Re: Yak-List: Mustangs
>Date: Wed, 16 Feb 2005 14:02:47 EST
>
>--> Yak-List message posted by: cjpilot710@aol.com
>
>In a message dated 2/16/2005 12:32:22 P.M. Eastern Standard Time,
>mikebrogley@ieee.org writes:
>
>--> Yak-List message posted by: Mike Brogley _mikebrogley@ieee.org_
>(mailto:mikebrogley@ieee.org)
>Some years ago when the bogus parts stories were making the rounds,
>Aviation
>Week, in an article showed a 'smoking hole' with two rotor blades sticking
>out. The next picture was "the same helicopter" (a Jet Ranger). It was
>obvious the only thing left was data plate. At the time the concern was
>about
>bogus parts showing up in the parts supplies. At Eastern Airlines, my
>brother
>worked in the engine build-up shop. There was literally a drawer full off
>engine data plates that were slapped on overhauled engines. Data plate
>restoration are not new and as old as the Wright flyer.
>
>Why would anyone in God's blue skies want a 'normal category' rated
>airplane? I just heard that all 'field approvals' will be done at Regional
> Offices,
>not local FSDO. More bureaucratic delays and waffling. It is the very
>reason the 'home built' market has produced more airplanes.
>
>There are test pilots and there are Test Pilots. If you are working for
>Cessna and are test flying an C-150 right off the production line, well
>you're a
>production test pilot. I'm fairly sure Cessna only hired ordinary
>commercial pilots for that slot. During the war they were a dime a dozen.
> There is a
>pecking order and hierarchy in the test pilot world just like anyplace
>else.
> Like there are records and Records. I hold speed records with the IAFI
>and
>NAA (at least the last time I checked) between MIA & GRU and ORD & HNK.
>But
>who really cares a flying %
>&*. It's just bragging rights at times.
>
>What am I doing here????!!!
>I am ramblingly!
>I should be working my airplane!!!!!!!!!!!
>
>Pappy
>
>
>I've read a saying from the warbird community relating to the
>restorations of some of the "recovered after 50+ years from (insert name
>of large body of water or remote mountainside here)" WWII-era aircraft
>along the lines of "It's all new - the only things original are the
>dataplate and the shadow on the ramp."
>
>Tim Gagnon wrote:
>
> >--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
> >
> >Isn't someone with "0" hours in an airplane sort of a "test" pilot?
> >
> >Mustangs are slowly (and will eventually) become big kit planes. Look at
>the new FW-190!
> >
>
>
Message 11
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| Subject: | Re: How to keep an aircraft outside |
--> Yak-List message posted by: "Jerome Van Der Schaar" <jvds30@hotmail.com>
Hi Tamara
There are several companies how are selling small (inflatable) hangars, not
that expansive. You should also check e-bay for (fast construct) hangars,
saw one go for +/- $ 5'000 which was suitable for a Yak 52 couple of months
ago.
To get some ideas, please have a look at:
http://www.coverall.net
http://www.bannertown.com/rolladome.htm
http://www.ultralightnews.com/pilotslounge/ultralighthangars.htm
http://www.all-shelters.com/hangar.html
Hope this will help.
Jerome
www.yakkes.com
-------Original Message-------
From: yak-list@matronics.com
Subject: Yak-List: How to keep an aircraft outside
--> Yak-List message posted by: tamara_b@telus.net
Hi there,
I own a CJ-6A since a couple of weeks
and I don't have a hangar yet. How do
I keep the Nanchang warm and dry
inside, she was very pampered by the
previous owner (who still watches over
her) and is not used to stand outside
in the brutal winters of British Columbia?
Trouble lights are not allowed on our airport
due potential fire hazard.
If someone has an idea, much appreciated.
Thank you in advance.
cheers
Manuela Hegenauer
Message 12
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--> Yak-List message posted by: "Terry" <talew@comcast.net>
Ernie,
I'm in.
Terry Lewis
----- Original Message -----
From: "Ernest Martinez" <erniel29@gmail.com>
Subject: Re: Yak-List: Re: A good day
> --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
>
> I'd like to organise the mini clinic but I'm going to need a show of
> hands pretty soon so I can make the arrangements. Right now it looks
> like the 17 - 19 of March.
>
> Ernie
>
>
> On Wed, 16 Feb 2005 13:26:01 -0500, Cliff Umscheid <netmaster15@juno.com>
> wrote:
>> --> Yak-List message posted by: Cliff Umscheid <netmaster15@juno.com>
>>
>> Walt, re mini clinic at Leeward before SNF. I'd like to bring my 50 and
>> attend. Would that be OK? please advise when more is decided as to date
>> and time. Thankyou.
>>
>> Cliff Umscheid
>> 386-345-1861
>> On Sun, 13 Feb 2005 07:22:33 -0800 (PST) Walt Fricke
>> <walterfricke@yahoo.com> writes:
>> > --> Yak-List message posted by: Walt Fricke <walterfricke@yahoo.com>
>> >
>> > Craig. Congratulations. (although I remember you flying lead a
>> > long time ago....I suppose that now that you've got this "air race"
>> > thing going at airshows you needed the lead designation so you could
>> > finish "first" and be legal :-)
>> >
>> > "cpayne@joimail.com" <cpayne@joimail.com> wrote:--> Yak-List message
>> > posted by: "cpayne@joimail.com"
>> >
>> > Yes indeed, Florida in the winter is tough! My thanks to
>> > Check pilot Bob Mahanor who managed to suffer through our
>> > insults and still do the check-ride (lunch helped). "Pappy"
>> > Goolsby, Bill Mills, and "Ernie the M" of Yak-list fame
>> > rounded out the stick guys, others joined in for the fun
>> > later.
>> >
>> > Bob has *promised* to stomp me in a race with his big engine
>> > T-34 if the feds ever let him fly it again. Any odds?
>> >
>> > BTW, we are talking about a mini-clinic at Leeward before
>> > SNF for newbies in the area. All ashore that's going
>> > ashore...
>> >
>> > Craig Payne
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>>
>>
>>
>
>
>
Message 13
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| Subject: | RE: Leather Helmets |
--> Yak-List message posted by: PeteAbbott@aol.com
Anybody have a good source for leather helmets that have a built in head
sets or go over your head sets?
Pete Abbott
Yak 52 N852GC
Message 14
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| Subject: | RE: Leather Helmets |
--> Yak-List message posted by: "Ben Marsh" <ben@designselect.net>
Flight Suits Limited.
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of PeteAbbott@aol.com
Subject: Yak-List: RE: Leather Helmets
--> Yak-List message posted by: PeteAbbott@aol.com
Anybody have a good source for leather helmets that have a built in head
sets or go over your head sets?
Pete Abbott
Yak 52 N852GC
Message 15
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| Subject: | Re: RE: Leather Helmets |
--> Yak-List message posted by: ByronMFox@aol.com
Pappy Goolsby has the quintessential leather helmet. I mean it's cool. Tell
us where you got it, Pappy? Maybe an item for the store. No more appropriate
group to wear them than we. ...Blitz
Byron M. Fox
The RPA Store
80 Milland Drive
Mill Valley, CA 94941
415-380-0907 Home Eves
415-307-2405 Cell Days
Message 16
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--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
Heres an interesting read which depicts how important it is to make
sure you check for hydraulic lock before each flight.
http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20001208X06957&ntsbno=NYC97FA011&akey=1
Message 17
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| Subject: | Re: RE: Leather Helmets |
--> Yak-List message posted by: cjpilot710@aol.com
AH! The helmet in question that dons my precious handsome cranium, is made
by guy in New Zealand. I found his advertisement in Warbird International
Magazine. It is Campbell Aero Classics NZ. His web page is
www.campbellaeroclassics.com . I've had mine a number of years now and love it. And its well
built and custom built to fit your head. Has a kevlar dome and the
electronics are good. I believe they are up to over $1,000 now. Not sure about
that.
Pappy
Pappy Goolsby has the quintessential leather helmet. I mean it's cool. Tell
us where you got it, Pappy? Maybe an item for the store. No more
appropriate
group to wear them than we. ...Blitz
Byron M. Fox
The RPA Store
80 Milland Drive
Mill Valley, CA 94941
415-380-0907 Home Eves
415-307-2405 Cell Days
Message 18
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(letters variant)
--> Yak-List message posted by: tamara_b@telus.net 2.97 MSGID_SPAM_LETTERS
Spam tool Message-Id: (letters variant)
Isn't Switzerland a beautiful country?
Doesn't the Matterhorn look much more
tamed from up there? I guess the computer
helped a little in this clip, but thanks, what
a great expierience.
cheers
Elmar Hegenauer (wife flies a CJ-6A, appr. 5 hrs.)
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