Today's Message Index:
----------------------
1. 01:38 AM - Re: Jammed Rudder Pedals (lieven buyse)
2. 01:54 AM - final word on rudder pedals (Mark Jefferies)
3. 06:06 AM - Re: final word on rudder pedals (Brian Lloyd)
4. 06:51 AM - Re: final word on rudder pedals (Roger Doc Kemp)
5. 07:07 AM - Re: Jammed Rudder Pedals (Roger Doc Kemp)
6. 07:19 AM - Re: Jammed Rudder Pedals (Roger Doc Kemp)
7. 12:00 PM - Satellite Radio (Terry Calloway)
8. 01:47 PM - Re: Satellite Radio (Roger Doc Kemp)
9. 01:53 PM - Re: Satellite Radio (Jim Ivey)
10. 02:49 PM - Yet More Rudder Pedal (cpayne@joimail.com)
11. 05:29 PM - Re: Jammed Rudder Pedals (Bitterlich GS11 Mark G)
12. 05:57 PM - Re: Jammed Rudder Pedals (DaBear)
13. 06:30 PM - Re: [SPAM] - Re: Satellite Radio - Bayesian Filter (Jay Land)
14. 07:47 PM - Re: vibrations (Frank Stelwagon)
15. 08:25 PM - Re: [SPAM] - Re: Satellite Radio - Bayesian Filter (Jim Ivey)
16. 08:58 PM - Re: Re: vibrations (Roger Doc Kemp)
17. 09:10 PM - Locktite (Roger Doc Kemp)
Message 1
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| Subject: | Re: Jammed Rudder Pedals |
--> Yak-List message posted by: "lieven buyse" <lie.buyse@pandora.be>
A ball falling off somewhere is not that a freak situation !
Last year the metal ball on top of the cockpit came off a german Yak and
jammed the elevator control cable, killing both occupants.
L. Buyse
RA1428K
----- Oorspronkelijk bericht -----
Van: "Brian Lloyd" <brian-yak@lloyd.com>
Aan: <yak-list@matronics.com>
Verzonden: maandag 18 april 2005 4:38
Onderwerp: Re: Yak-List: Jammed Rudder Pedals
> --> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
>
> Roger Doc Kemp wrote:
> > --> Yak-List message posted by: "Roger Doc Kemp"
<viperdoc@mindspring.com>
> >
> > Brian,
> > In flight safety we look at incidents/accidents and ways to prevent them
> > from happening.
>
> And how would you train for this type of emergency?
>
> I stand by what I said. The pilot made a decision. It turned out to be the
> right one as the flight terminated normally. With minimal directional
control
> on the ground a choice to remain on the ground would probably have
resulted in
> an incident or an accident.
>
> And again I reiterate: neither you nor I were in the cockpit. I choose to
give
> the pilot the benefit of the doubt, especially in light of the successful
> conclusion of the flight.
>
> > Granted in an Emergency, you have seconds to make a decision. That
should
> > be the reason that you review the CAPs and practice your EP's before you
> > fly. Not trying to get out the handbook and review them in the middle of
> > the emergency.
>
> Right, but that is not what we are talking about here. I worked with Jeff
> Linbaugh to develop the checklists and procedures for the CJ6A. I have
> transitioned several pilots into the CJ6A. Part of the training is
> memorization of the EPs. But there isn't one for "the ball fell off the
gear
> handle and partially blocked rudder travel."
>
> Do you know how much rudder travel he had? I don't. He did. He knew what
he
> could and could not do with the aircraft at that point. Based on that
> information he made a decision. The successful completion of the flight
> indicates that it was a *GOOD* decision.
>
> I have a friend whose F-16 suffered massive failure of the turbine section
in
> flight. The normal EP is to punch out. He successfully dead-sticked the
bird
> on the field and saved the aircraft as well as avoided collateral damage
from
> an F-16 falling on someone. His decision turned out to be the right one
based
> on the information that was available to the pilot at the time and not
> available when the procedures were developed. Ultimately we have a man in
the
> aircraft in order to make decisions.
>
> > Luckily this ended well. I personally would not commit to accepting a
Touch
> > and Go in an controllability emergency when I have the airplane on the
> > ground and can stop the aircraft on the runway, in the infield, or in
the
> > overrun. I would rather walk away from a bent bird than spin one in due
to
> > lack of rudder control. Taking it back in the air is not in my opinion
> > (based on 26 years of military flight safety experience) the thing to
do.
>
> I don't know what I would do because I don't know what the issues are at
that
> moment. As I suggested, the pilot may have known what the problem was and
may
> have been able to control the aircraft in flight.
>
> And once again, the proof of the pudding is in the eating. He made a
decision,
> corrected the problem, and safely terminated the flight. That tells me
that
> his decision was good. Whether or not it was best may be debated but his
> decision resulted in the safe termination of the flight.
>
> > There are alot of what if's in this incident and luckily this all ended
> > well. But there is alot to be learned from this. One is regular
maintance
> > on our planes save lives. Assuming that the plane you just bought was
taken
> > care of by Russian maintance standards can bite you.
>
> That is true for any airplane.
>
> > I am glad this incident ended well without injury or loss of life. That
is
> > what an aircraft incident or accident investigation is designed to help
> > prevent by reviewing the facts of the incident and ways to prevent it
from
> > happening again.
>
> Right. We all know that these aircraft are sensitive to FOD in the cockpit
but
> the ball falling off the gear handle is a freak situation. I don't see
this
> particular situation as one you can plan for other than lumping it into
the
> category of "crap in the cockpit jamming one or more controls." And that
> problem is is merely a binary decision to stay in or get out depending on
> residual controllability.
>
> > Thanks for the Headup and anymore information that can be shead on this
> > incident would be a help to all in the YAK community. I really am not
> > trying to be critical here.
>
> Sounds like it to me.
>
> Slavish adherence to procedures untempered by situational and systems
> awareness causes accidents too. Leave the pilot in the loop to make the
final
> judgment call.
>
> --
> Brian Lloyd 6501 Red Hook Plaza
> brian-yak@lloyd.com Suite 201
> http://www.lloyd.com St. Thomas, VI 00802
> +1.340.998.9447 (voice) +1.270.912.0788 (fax)
>
> I fly because it releases my mind from the tyranny of petty things . . .
> - Antoine de Saint-Exupery
>
>
Message 2
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| Subject: | final word on rudder pedals |
--> Yak-List message posted by: "Mark Jefferies" <mark.j@yakuk.com>
I know the a/c is experimental (read do as you like in USA) but its just
possible here is another case of not complying with OEM directives.
The knob has an AD on it, explaining the bolt must be lock tabbed.
The OEM and designer have far more knowledge and resource, that's how they
came up with directives to improve safety!!.
Why has no one addressed the cause of the knob coming of? And only discussed
at some nausea the actions of the pilot?
Message 3
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| Subject: | Re: final word on rudder pedals |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Mark Jefferies wrote:
> Why has no one addressed the cause of the knob coming of? And only discussed
> at some nausea the actions of the pilot?
Because I would assume that the person who owned the airplane would look at
the knob, look at how it was fastened, decide whether this was likely to be a
recurring event, and either check it regularly or fix the problem.
I was only interested in the human factor of the discussion as the mechanical
factor seemed simple.
There is an annoying form of political correctness that seems to invade flying
mailing lists. I have seen it on every one I have ever been on. It is slavish
adherence to the official party line. Want to bring the *officials* out of the
woodwork? Bring up the subject of turning back to the runway after a power
failure on take-off. That always does it. (BTW, some aircraft under some
conditions can safely turn back to the runway after a power failure at some
altitude. Others, the CJ6A and Yak-52 for instance, can't.)
So when someone pops up with the statement, "in that situation you should
always...," or, "...never do that when this happens...," I want to explore the
issue more deeply. The words "always" and "never" are almost never correct.
--
Brian Lloyd 6501 Red Hook Plaza
brian-yak@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
Message 4
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| Subject: | final word on rudder pedals |
--> Yak-List message posted by: "Roger Doc Kemp" <viperdoc@mindspring.com>
I believe the question was asked,"what was the maintance history of the
A/C"?
doc
> [Original Message]
> From: Mark Jefferies <mark.j@yakuk.com>
> To: <yak-list@matronics.com>
> Date: 4/18/2005 3:51:16 AM
> Subject: Yak-List: final word on rudder pedals
>
> --> Yak-List message posted by: "Mark Jefferies" <mark.j@yakuk.com>
>
> I know the a/c is experimental (read do as you like in USA) but its just
> possible here is another case of not complying with OEM directives.
>
>
> The knob has an AD on it, explaining the bolt must be lock tabbed.
>
>
> The OEM and designer have far more knowledge and resource, that's how they
> came up with directives to improve safety!!.
>
>
> Why has no one addressed the cause of the knob coming of? And only
discussed
> at some nausea the actions of the pilot?
>
>
Message 5
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| Subject: | Re: Jammed Rudder Pedals |
--> Yak-List message posted by: "Roger Doc Kemp" <viperdoc@mindspring.com>
The bottomline is a ball fell off because of a maintance issue or lack
there of. As Mark Jefferies said " there is an AD out for this". How many
YAK drivers in the US know that? I did not. And yes I have checked my
balls. Left hanging lower than the right still. Also, those in my cockpit
are still tight, but I did not see a tab lock.
Yes, the intrepid aviator survived the incident,but as Lieven says, two
Germans died because of a loose ball in the controls.
This is a military aircraft and has to be maitained like one.
Doc
> [Original Message]
> From: lieven buyse <lie.buyse@pandora.be>
> To: <yak-list@matronics.com>
> Date: 4/18/2005 3:35:05 AM
> Subject: Re: Yak-List: Jammed Rudder Pedals
>
> --> Yak-List message posted by: "lieven buyse" <lie.buyse@pandora.be>
>
> A ball falling off somewhere is not that a freak situation !
> Last year the metal ball on top of the cockpit came off a german Yak and
> jammed the elevator control cable, killing both occupants.
> L. Buyse
> RA1428K
>
>
> ----- Oorspronkelijk bericht -----
> Van: "Brian Lloyd" <brian-yak@lloyd.com>
> Aan: <yak-list@matronics.com>
> Verzonden: maandag 18 april 2005 4:38
> Onderwerp: Re: Yak-List: Jammed Rudder Pedals
>
>
> > --> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
> >
> > Roger Doc Kemp wrote:
> > > --> Yak-List message posted by: "Roger Doc Kemp"
> <viperdoc@mindspring.com>
> > >
> > > Brian,
> > > In flight safety we look at incidents/accidents and ways to prevent
them
> > > from happening.
> >
> > And how would you train for this type of emergency?
> >
> > I stand by what I said. The pilot made a decision. It turned out to be
the
> > right one as the flight terminated normally. With minimal directional
> control
> > on the ground a choice to remain on the ground would probably have
> resulted in
> > an incident or an accident.
> >
> > And again I reiterate: neither you nor I were in the cockpit. I choose
to
> give
> > the pilot the benefit of the doubt, especially in light of the
successful
> > conclusion of the flight.
> >
> > > Granted in an Emergency, you have seconds to make a decision. That
> should
> > > be the reason that you review the CAPs and practice your EP's before
you
> > > fly. Not trying to get out the handbook and review them in the middle
of
> > > the emergency.
> >
> > Right, but that is not what we are talking about here. I worked with
Jeff
> > Linbaugh to develop the checklists and procedures for the CJ6A. I have
> > transitioned several pilots into the CJ6A. Part of the training is
> > memorization of the EPs. But there isn't one for "the ball fell off the
> gear
> > handle and partially blocked rudder travel."
> >
> > Do you know how much rudder travel he had? I don't. He did. He knew what
> he
> > could and could not do with the aircraft at that point. Based on that
> > information he made a decision. The successful completion of the flight
> > indicates that it was a *GOOD* decision.
> >
> > I have a friend whose F-16 suffered massive failure of the turbine
section
> in
> > flight. The normal EP is to punch out. He successfully dead-sticked the
> bird
> > on the field and saved the aircraft as well as avoided collateral damage
> from
> > an F-16 falling on someone. His decision turned out to be the right one
> based
> > on the information that was available to the pilot at the time and not
> > available when the procedures were developed. Ultimately we have a man
in
> the
> > aircraft in order to make decisions.
> >
> > > Luckily this ended well. I personally would not commit to accepting a
> Touch
> > > and Go in an controllability emergency when I have the airplane on the
> > > ground and can stop the aircraft on the runway, in the infield, or in
> the
> > > overrun. I would rather walk away from a bent bird than spin one in
due
> to
> > > lack of rudder control. Taking it back in the air is not in my opinion
> > > (based on 26 years of military flight safety experience) the thing to
> do.
> >
> > I don't know what I would do because I don't know what the issues are at
> that
> > moment. As I suggested, the pilot may have known what the problem was
and
> may
> > have been able to control the aircraft in flight.
> >
> > And once again, the proof of the pudding is in the eating. He made a
> decision,
> > corrected the problem, and safely terminated the flight. That tells me
> that
> > his decision was good. Whether or not it was best may be debated but his
> > decision resulted in the safe termination of the flight.
> >
> > > There are alot of what if's in this incident and luckily this all
ended
> > > well. But there is alot to be learned from this. One is regular
> maintance
> > > on our planes save lives. Assuming that the plane you just bought was
> taken
> > > care of by Russian maintance standards can bite you.
> >
> > That is true for any airplane.
> >
> > > I am glad this incident ended well without injury or loss of life.
That
> is
> > > what an aircraft incident or accident investigation is designed to
help
> > > prevent by reviewing the facts of the incident and ways to prevent it
> from
> > > happening again.
> >
> > Right. We all know that these aircraft are sensitive to FOD in the
cockpit
> but
> > the ball falling off the gear handle is a freak situation. I don't see
> this
> > particular situation as one you can plan for other than lumping it into
> the
> > category of "crap in the cockpit jamming one or more controls." And that
> > problem is is merely a binary decision to stay in or get out depending
on
> > residual controllability.
> >
> > > Thanks for the Headup and anymore information that can be shead on
this
> > > incident would be a help to all in the YAK community. I really am not
> > > trying to be critical here.
> >
> > Sounds like it to me.
> >
> > Slavish adherence to procedures untempered by situational and systems
> > awareness causes accidents too. Leave the pilot in the loop to make the
> final
> > judgment call.
> >
> > --
> > Brian Lloyd 6501 Red Hook Plaza
> > brian-yak@lloyd.com Suite 201
> > http://www.lloyd.com St. Thomas, VI 00802
> > +1.340.998.9447 (voice) +1.270.912.0788 (fax)
> >
> > I fly because it releases my mind from the tyranny of petty things . . .
> > - Antoine de Saint-Exupery
> >
> >
>
>
Message 6
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| Subject: | Re: Jammed Rudder Pedals |
--> Yak-List message posted by: "Roger Doc Kemp" <viperdoc@mindspring.com>
> [Original Message]
> From: Brian Lloyd <brian-yak@lloyd.com>
> To: <yak-list@matronics.com>
>
> And how would you train for this type of emergency?
>You do not. But knowing that is a possibility means that we look at the
cause before we fly again.
Our radials vibrate a hell of alot more than the ol' flat engines and
therefor as Shane Golden said, "they just seem to hatch screws." I find
them all the time and have yet to figure out where some of them came from.
nuff said, I am out.
Doc
>
>
Message 7
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--> Yak-List message posted by: "Terry Calloway" <tcalloway@datatechnique.com>
Not a real YAK list topic, but I see some who are installing satallite
radios etc in their planes and cars.
Any comments or suggestions on brands and devices?
tc
Message 8
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--> Yak-List message posted by: "Roger Doc Kemp" <viperdoc@mindspring.com>
The RV boys I know around here are using XM. I am clueless on where in the
intercom circuit you would tie into though.
Whasamata? Gittin' bored on those long 1.5 hour XC sorties.
Doc
> [Original Message]
> From: Terry Calloway <tcalloway@datatechnique.com>
> To: <yak-list@matronics.com>
> Date: 4/18/2005 1:57:23 PM
> Subject: Yak-List: Satellite Radio
>
> --> Yak-List message posted by: "Terry Calloway"
<tcalloway@datatechnique.com>
>
> Not a real YAK list topic, but I see some who are installing satellite
> radios etc in their planes and cars.
>
> Any comments or suggestions on brands and devices?
> tc
>
>
Message 9
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--> Yak-List message posted by: "Jim Ivey" <jim@jimivey.com>
Terry:
I went through this process last year. I ended up with the XM Delphi Roady
radio. All of the intercoms in my airplanes have a line-level input and it
was hard finding a satellite receiver with a line level output. That
situation has improved in the past 12 months with entries such as the Skyfi
MyFi (which also has built-in caching like Tivo). My choice was based on
the following:
1. I wanted to be able to use the unit in both my automobile and any
airplane. There is no sense in paying for a subscription only to have the
unit in the hangar 90% of the time. Especially with multiple aircraft.
2. The unit needed to be small and unobtrusive without bulky mounts or
adapters. There is enough going on in a cockpit without having a large
overstated entertainment device glaring back at you.
3. The unit needed to have a line-out 1/8" stereo jack and volume control
setting. This allows seamless integration into most modern intercoms/audio
panels. It also allows easy connection to most modern automobiles via a PIE
adapter through CD changer controls rather than lower-quality FM modulators.
And when down on the Baja I can set it up remotely for US programming at the
hotel between fishing jaunts.
4. The unit needed to be well shielded from EMI (I also use Bluetooth in
the cockpit).
5. The unit had to be cheap enough to buy two (one for the wife, also, to
keep it all on the up and up).
The Delphi Roady met the above criteria plus had the added benefit of
adapting easily to other vehicles (i.e. rental cars) and with the IR remote
I can let passengers select programming from the rear seats without having
to ask me to do it.
The newer Roady II has a built-in FM modulator and I would probably try to
disable that function because why have even more RF in the cockpit.
Gone are the days of loosing AM/FM channels every 20 minutes in the air and
now it's smooth sailing with the likes of the Weather Channel and specific
city channels for crude but useful audio weather updates.
There may be some newer units out there that have shown up since my purchase
that would work better so make sure to check into it.
Jim Ivey
Message 10
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| Subject: | Yet More Rudder Pedal |
--> Yak-List message posted by: "cpayne@joimail.com" <cpayne@joimail.com>
Back a few years at the first Columbus NE clinic (OLU), The
inverted half of Team Red joined me for an acro session in
my CJ. After 45 minutes of unimpressing Rodger with my
hamfisted, clodhopper moves, we landed back into a gusty
carrier fashion. Rollout was uneventful but I was unable to
turn off runway exit to the right, something had jammed the
rudder; even though we had tried to do a good pre-flight,
looking for FOD, etc.
Sooo, I had to radio call my prediciment to an into coming
4-ship, shutdown on the runway, exit the cockpit and find
that the cover from the voltage regulator had fallen off the
inside firewall and jammed right rudder. Once retrieved, I
beat quick turn off and got out of the way.
Since then I pay close attention to the screws and security
of everything hanging in the cockpit whether visible from
the pilot's seat or not.
Craig Payne
Message 11
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| Subject: | Jammed Rudder Pedals |
--> Yak-List message posted by: Bitterlich GS11 Mark G <BitterlichMG@cherrypoint.usmc.mil>
Doc,
With respect, some of us know very well how military safety programs
operate, and what they are there for and what they hope to accomplish. In
fact, I would go so far as to say that possibly MOST of us do!
That fact aside, I would like to also comment that I respect everyone's
right to have a personal opinion about ANYTHING & EVERYTHING.
What I think MAY be unfair is to take your 26 years of military flight
safety experience and with it make the inference that your opinion carries
with it the authority and respect that an official military
accident/investigation board comes up with as a finding after due
deliberation, or, to possibly confuse personal opinion as being in any way
relative with the findings of a Safety Board of Inquiry.
In my opinion Doc, what really needs to be known in this incident is already
known. The pilot made a decision based on facts that were apparent to him
and only him at the time, and the result was a safe landing.
To make contrary recommendations to any group at large is fine as long as it
IS INDEED just personal Monday Morning Quarter-Backing. But to infer that
it might be "some thing else".... requires that the full page, paragraph and
verse be applied from the same Flight Safety Program you are quoting and
this in no way has been done by anyone.
And I am not so sure it should be...... to be perfectly honest.
Instead, it might show more wisdom to highlight the fact that there already
was an AD for a locking tab to be on a part that would have prevented this
situation from ever happening in the first place, and why not everyone KNEW
that. This (to me) appears more germane than whether the pilot should have
"gone around" or not.
R/S,
Mark Bitterlich
N50YK
p.s. Tried to send this to your private email but got kicked back.
-----Original Message-----
From: Roger Doc Kemp [mailto:viperdoc@mindspring.com]
Subject: Re: Yak-List: Jammed Rudder Pedals
--> Yak-List message posted by: "Roger Doc Kemp" <viperdoc@mindspring.com>
Brian,
In flight safety we look at incidents/accidents and ways to prevent them
from happening. Admittedly it sounds like Monday morning quarterbacking,
but it is not. What really needs to be known in this incident is what was
the maintance history of that A/C, the details of the flight, details of
the airfield (length and width of the runway, wet,dry,grass,or paved), time
of day, atmosperic conditions (wind direction, cloud cover, ambient
temperature) and the physilogical state of the pilot. All of that
information would be ask in a military accident/incident investigation. The
findings would be discussed at the next squadron safety meeting and the
findings would be dessiminated through out the Air Force to the wings that
operate that airframe. Hopefully prevent the incident from happening again.
From the brief description given, it stated he had "No Right Rudder on
touch and go". That was percieved by myself to mean that he had left rudder
authority since the P factor from our prop requires left rudder input for
directional controll to takeoff, climbout, or at increased %RPM. With left
rudder input, you have directional (be it left) braking control. With
runway infront of you the plane can be stopped particularly if this plane
is like mine, it likes to weather vane with the wind to the right. The
direction is of course dependent on the prevailing winds.
Granted in an Emergency, you have seconds to make a decision. That should
be the reason that you review the CAPs and practice your EP's before you
fly. Not trying to get out the handbook and review them in the middle of
the emergency.
Luckily this ended well. I personally would not commit to accepting a Touch
and Go in an controllability emergency when I have the airplane on the
ground and can stop the aircraft on the runway, in the infield, or in the
overrun. I would rather walk away from a bent bird than spin one in due to
lack of rudder control. Taking it back in the air is not in my opinion
(based on 26 years of military flight safety experience) the thing to do.
There are alot of what if's in this incident and luckily this all ended
well. But there is alot to be learned from this. One is regular maintance
on our planes save lives. Assuming that the plane you just bought was taken
care of by Russian maintance standards can bite you. I have found the
samething with mine. I just found my right main uplink actuator was
corroded. I found it because I heard the link leaking air. This is on an
plane that is <100 hours out of ground up refurbishment. A good coat of
paint can hide alot and we are at a distinct disadvantage.
I am glad this incident ended well without injury or loss of life. That is
what an aircraft incident or accident investigation is designed to help
prevent by reviewing the facts of the incident and ways to prevent it from
happening again.
Thanks for the Headup and anymore information that can be shead on this
incident would be a help to all in the YAK community. I really am not
trying to be critical here.
Doc
> [Original Message]
> From: Brian Lloyd <brian-yak@lloyd.com>
> To: <yak-list@matronics.com>
> Date: 4/17/2005 4:26:42 PM
> Subject: Re: Yak-List: Jammed Rudder Pedals
>
> --> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
>
>
> Roger Doc Kemp wrote:
> > --> Yak-List message posted by: "Roger Doc Kemp"
<viperdoc@mindspring.com>
> >
> > First Question: If you are already on the ground with an identified
> > controllability problem, why do a touch and go?
>
> Doc:
>
> In general I would agree with you but neither of us were in the cockpit
at the
> time. With jammed rudder pedals he would have no ground steering and no
> differential braking, therefore he had no ground controllability. Since
the
> knob came off he may have been 100% aware of what the problem was and
just
> needed 10 seconds to stick his head under the panel to fix the problem,
> something he couldn't do while rolling on the ground.
>
> One other thing to consider: based on the outcome I would have to say
that his
> decisions were sound as they resulted in a safe termination of the flight
with
> no damage to either person or property.
>
> It is easy to be a Monday-morning quarterback. Less so to be calling the
shots
> when you're four points down on your own 20 with 30 seconds left in the
4th
> quarter and it's 4th and 2.
>
> --
> Brian Lloyd 6501 Red Hook Plaza
> brian-yak@lloyd.com Suite 201
> http://www.lloyd.com St. Thomas, VI 00802
> +1.340.998.9447 (voice) +1.270.912.0788 (fax)
>
> I fly because it releases my mind from the tyranny of petty things . . .
> - Antoine de Saint-Exupery
>
>
Message 12
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| Subject: | Re: Jammed Rudder Pedals |
--> Yak-List message posted by: DaBear <dabear@damned.org>
I just want to weigh in with some generic comments and thoughts:
1. We should provide a forum for people to announce and discuss issues
like this so they become public, we examine the facts, and learn from
them going forward.
2. We should understand that people post here, about many different
airplanes (yak-52, Yak-50, SU, CJ6A, Yak-18, Yak-Chang (CJ6 w/M14p) :-)
3. We need to communicate training, service, maintenance, procedure
issues so that those that purchased their airplane today have the same
information as those that purchased their yak/cj 15 years ago
4. People with thousands or tens of thousands of hours make mistakes
just like those with 100.
5. No matter how well maintained an airplane is, airplanes break, right
out of the factory, right before annual, and right after annual.
6. We should recognize that stuff happens
7. People joined this list and/or joined the RPA to learn more about
the mount they fly or want to fly. Let's pass good information and
provide a way to get together to do just that.
I'll get off my soap box now....back to your regularly scheduled MMO
discussion, already in progress
Al DeVere
ps: didn't say we couldn't have a little fun while doing the above.
Message 13
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detected spam
| Subject: | Re: Satellite Radio - Bayesian Filter |
detected spam
--> Yak-List message posted by: Jay Land <jland@popeandland.com>
Jim
Your Roady has Volume control?
I have the same and have to use a small headset amp from radio shack to get
any volume out of it through my intercom.
Jay
Message 14
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--> Yak-List message posted by: "Frank Stelwagon" <pfstelwagon@earthlink.net>
Yes our engines vibrate the whole aircraft. The best solution is Locktite, not
the brutal version but the version that can be removed with a little effort.
Just a couple of drops will do ya. (I heard that somewhere in the past)
Frank
CJ6-A N23021
Message 15
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Jay Land <jland@popeandland.com>
detected spam
| Subject: | Re: Satellite Radio - Bayesian Filter |
detected spam
clamav-milter version 0.80j
on raptor.cscweb.net
--> Yak-List message posted by: Jim Ivey <jim@jimivey.com>
Jay:
The volume can be controled from the "Menu" button then "Audio Level" and the
sliding scale from 0 to 9. So your question could be a "good catch" on my
comment. I should have said audio level rather than volume (and there is a
difference). In my Chevy Sivlerado I need to keep the Audio Level setting at
about 9 so the XM matches other operating modes such as CD and FM/AM without
having to adjust volume between them. While in the Comanche with the
Sigtronics SPA-4S stereo intercom I have to set the audio level to
about 3. In
the CJ with the PS Engineering PS 1000 II (warbird version with PTT ICS
switch)
an audio level of about 5 seems good.
Perhaps your ICS does not have enough amplification built in and the
use of the
"audio level" menu can't provide enough volume, necessitating the pre-amp you
have.
So you are right, it is not a "volume" per se but rather an "audio level" out
designed more for equalzing sound sources rather than quick volume changes. I
use it as a volume and have not found a need for external volume control.
Jim Ivey
P.S. There are certain "hack" key sequences that can do things such as remove
backlighting for night flight etc. Let me know if you need this one
(it really
helps in a dark cockpit).
Message 16
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--> Yak-List message posted by: "Roger Doc Kemp" <viperdoc@mindspring.com>
OK, I'll try it on my loose balls.
Doc
> [Original Message]
> From: Frank Stelwagon <pfstelwagon@earthlink.net>
> To: <yak-list@matronics.com>
> Date: 4/18/2005 9:43:57 PM
> Subject: Yak-List: Re: vibrations
>
> --> Yak-List message posted by: "Frank Stelwagon"
<pfstelwagon@earthlink.net>
>
> Yes our engines vibrate the whole aircraft. The best solution is
Locktite, not the brutal version but the version that can be removed with a
little effort. Just a couple of drops will do ya. (I heard that somewhere
in the past)
>
> Frank
>
> CJ6-A N23021
>
>
Message 17
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--> Yak-List message posted by: "Roger Doc Kemp" <viperdoc@mindspring.com>
Locktite Testimonial,
It works. Now my loose balls are stuck on "Miss Mollie"! The heck with the stuck
rudder pedal!
Anybody got any "Lock Loose"? Will MMO work for this?
Doc
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