Today's Message Index:
----------------------
1. 12:09 AM - 2005 Matronics Email List Fund Raiser [Please Read]... (Matt Dralle)
2. 04:53 AM - FAA required documentation (A. Dennis Savarese)
3. 05:24 AM - Re: Yak 52 Brake Reducing Valve (A. Dennis Savarese)
4. 05:28 AM - Lubing the Compressor Filter (Jeff Linebaugh)
5. 06:46 AM - Re: FAA required documentation (Roger Kemp)
6. 06:49 AM - Re: FAA required documentation (fish@aviation-tech.com)
7. 06:55 AM - Re: Is Nomex good enough? (Ernest Martinez)
8. 06:59 AM - Re: FAA required documentation (A. Dennis Savarese)
9. 07:01 AM - Re: FAA required documentation (Yak52)
10. 07:30 AM - Re: FAA required documentation (Ernest Martinez)
11. 07:35 AM - Re: All Red Star V (Barry Hancock)
12. 08:05 AM - Re: FAA required documentation (A. Dennis Savarese)
13. 08:10 AM - Re: FAA required documentation (ROBERT SCHWARTZ)
14. 08:13 AM - Is nomex good enough? (Roger Kemp)
15. 08:16 AM - Re: FAA required documentation (Roger Kemp)
16. 08:32 AM - Re: FAA required documentation (A. Dennis Savarese)
17. 08:39 AM - Re: FAA required documentation (ROBERT SCHWARTZ)
18. 08:48 AM - Re: FAA required documentation (Yak52)
19. 09:07 AM - Re: FAA required documentation (ROBERT SCHWARTZ)
20. 09:41 AM - Re: FAA required documentation (ggg6@att.net)
21. 09:57 AM - Re: FAA required documentation (A. Dennis Savarese)
22. 10:00 AM - Re: FAA required documentation (Ernest Martinez)
23. 10:02 AM - Re: Is nomex good enough? (Ernest Martinez)
24. 10:03 AM - Re: FAA required documentation (A. Dennis Savarese)
25. 10:25 AM - Re: Is nomex good enough? (Brian Lloyd)
26. 11:07 AM - Re: FAA required documentation (A. Dennis Savarese)
27. 11:12 AM - Re: FAA required documentation (Jon Boede)
28. 11:28 AM - Re: FAA required documentation (A. Dennis Savarese)
29. 11:48 AM - Re: FAA required documentation (Ernest Martinez)
30. 12:30 PM - Re: Lubing the Compressor Filter (Doug Sapp)
31. 12:31 PM - Re: Was: EP of the Day - Now: Gunk (Rob Rowe)
32. 12:53 PM - Re: Lubing the Compressor Filter (A. Dennis Savarese)
33. 01:12 PM - Re: Re: Was: EP of the Day - Now: Gunk (A. Dennis Savarese)
34. 01:18 PM - Re: Lubing the Compressor Filter (Ernest Martinez)
35. 02:07 PM - Re: Is nomex good enough? (Bitterlich GS11 Mark G)
36. 02:10 PM - Re: FAA required documentation (Bitterlich GS11 Mark G)
37. 02:25 PM - Re: Re: Was: EP of the Day - Now: Gunk (Walter Lannon)
38. 02:34 PM - Re: Was: EP of the Day - Now: Gunk (Bitterlich GS11 Mark G)
39. 02:55 PM - Re: FAA required documentation (Ernest Martinez)
40. 03:41 PM - Re: Lubing the Compressor Filter (Doug Sapp)
41. 03:43 PM - Pressure (was: Lubing the Compressor Filter) (Brian Lloyd)
42. 03:47 PM - Re: Is nomex good enough? (gpa)
43. 04:08 PM - Re: Pressure (was: Lubing the Compressor Filter) (Ernest Martinez)
44. 04:28 PM - Re: Pressure (was: Lubing the Compressor Filter) (Doug Sapp)
45. 05:24 PM - Re: FAA required documentation (Ron Davis)
46. 05:24 PM - Re: Is nomex good enough? (Ron Davis)
47. 05:27 PM - Re: FAA required documentation (Ron Davis)
48. 05:37 PM - Re: Is nomex good enough? (Ron Davis)
49. 05:49 PM - Re: FAA required documentation (Ron Davis)
50. 05:55 PM - Re: FAA required documentation (Ron Davis)
51. 05:59 PM - Re: Is nomex good enough? (Mark Williamson)
52. 06:52 PM - Selma fly-in photos (gpa)
53. 07:49 PM - bombers (cjpilot710@aol.com)
54. 11:35 PM - Help after engine failure (Tim & Jessie Windsor)
Message 1
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| Subject: | 2005 Matronics Email List Fund Raiser [Please Read]... |
--> Yak-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Matronics Email Listers,
Each year during the month of November, I hold a PBS-like fund raiser
to support the Email Lists sponsored here. As you have probably
noticed, there is no commercial advertising on any of the
List-related web pages or in any of the email distributions. The
Matronics Lists are supported completely though the generous
Contributions of its members.
Making a Contribution to support the continued operation and upgrade
of the Matronics Aviation Lists is completely voluntary, but I
encourage you to consider making a donation that is equal to the
value and entertainment you have received from these Lists over the past year.
And thanks to a number of extremely generous members/businessmen
found on the Lists, there are some truly awesome Free Gifts to be had
during this year's List Fund Raiser! Andy Gold of the The Builder's
Bookstore, Paul Besing of Aeroware Enterprises, and Jon Croke of
Homebuilt HELP have all contributed products from their respective
catalogs in support of this year's Fund Raiser! Thank you!
Andy, Paul, and Jon are great guys and I really appreciate their
support for the Lists. I encourage each List member to visit their
respective web sites for a closer look at each of their great product
lines. Its guys like these that make this such a great hobby/sport
to be a part of! I have included links to each of their web sites below.
And just like PBS, I will be making pretty regular reminder requests
throughout the month of November. I ask for your kind consideration
and understanding during this time and realize that this Fund Raiser
is the *only* source of financing and support I have for these
Lists. I am continually upgrading and improving the hardware and
systems required in support of the Lists. This year saw a
substantial upgrade to all of the computer room infrastructure
including gigabit networking, dedicated air conditioning, an
equipment rack, and high-performance system chassis upgrades. Yes,
it was expensive, but I feel the Lists are worth it! Hopefully you do too!
All of these upgrades are what add up to the High-Performance,
Highly-Available system that everyone has come to expect of the Email
Lists at Matronics.
Please make a Contribution today to support these upgrades and the
continued operation of the Matronics Email Lists. The Contribution
web site is fast, easy, and secure to use. You can even select a
sweet Free Gift with a qualifying Contribution amount. The
Contribution Site can be found here:
http://www.matronics.com/contribution
Thank you for your generous support!!
Matt Dralle
Matronics Email List Administrator
Sponsors of this Year's Matronics List Fund Raiser
Andy Gold - The Builder's Bookstore - http://www.buildersbooks.com
Paul Besing - Aeroware Enterprises - http://www.kitlog.com
Jon Croke - Homebuilt HELP - http://www.homebuilthelp.com
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
do not archive
Message 2
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| Subject: | FAA required documentation |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Most recently one of our fellow members was checked by an FAA inspector at
an airshow. He was scheduled to fly in the airshow with his Yak 52. But
because his paperwork was incomplete, he was not permitted to fly in the
airshow and was told he was only permitted to ferry the airplane back to his
home airport. The inspector mandated he fax copies of the missing
documentation to him upon his return.
Most airshows have one or more FAA inspectors and if you're going to fly in
the airshow you typically must attend the briefing and present whatever
documents the inspector requests from the show participants. Since many of
us participate in various airshows throughout the year, let's see how many
folks know what must be carried in their Experimental Exhibition category
airplane at all times and what they should have with them when attending an
airshow when the FAA inspector asks to see certain paperwork. I'll start
the list off with one of the documents:
- Special Airworthiness Certificate
Dennis
Message 3
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| Subject: | Re: Yak 52 Brake Reducing Valve |
Cliff,
I personally do not have one, but if you contact Mark Jefferies at Yak UK, mark.j@yakuk.com,
he most likely has one or at the very least, can direct you to where
to find the Yak 50 documentation.
Dennis
----- Original Message -----
From: Cliff Umscheid
To: yak-list@matronics.com
Cc: yak-list@matronics.com
Sent: Monday, October 31, 2005 9:28 PM
Subject: Re: Yak-List: Yak 52 Brake Reducing Valve
Doug,
Can you tell me if there is available , a book, written in English, which provides
exploded views of systems-eg, pneumatics etc- specifically for the YAK 50?
How much of the 52 pneumatics system components are found in the 50 ? Obviously,
there will be no nose gear plumbing, but is there a QS1 pressure reducing
valve, or a QS2--differential brake valve in the 50 system? Thankyou for any
information on this matter.
Cliff
On Mon, 31 Oct 2005 08:29:19 -0800 "Doug Sapp" <rvfltd@televar.com> writes:
David,
The CJ6 book has a great exploded view of both the QS1 (pressure reducing valve)
and the QS2 Differential brake valve. I am told by TJ that the parts to
overhaul the one from the Yak are the same as used in the CJ. If I can be of
help with either or both items please do not hesitate to give me a shout.
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com]On Behalf Of David Marsh
Sent: Sunday, October 30, 2005 5:58 PM
To: yak-list@matronics.com
Subject: Re: Yak-List: Yak 52 Brake Reducing Valve
Dennis,
yes, I've already stripped the brake differential unit but I'm still having
a problem that releasing the brake handle is not releasing all of the brake
pressure. I can hear the reducing valve continue hissing for several seconds
but there is still a residual braking action. If I then waggle the rudder pedals,
the differential unit will release the residual pressure. That's why I want
a better understand of the reducing valve. It looks like a pig to reach; I
want to know if it can be responsible for this behaviour.
Dave.
----- Original Message -----
From: A. Dennis Savarese
To: yak-list@matronics.com
Sent: Sunday, October 30, 2005 8:39 PM
Subject: Re: Yak-List: Yak 52 Brake Reducing Valve
It's not in a very accessible location. The brake reducing valve is under
the floor on the right side in the rear cockpit directly in front of the bulkhead
where the flap actuator is located. Usually it's painted green.
If your brake reducing valve is going bad, it will affect both the front
and rear brake handle.
An easy way to learn how the brake pressure is released is to squeeze and
lock the brake handle, then move the rudder pedals left and right. It's best
to have the front seat out. Then listen as you move the rudder pedals or
release the brake handle.
Dennis
----- Original Message -----
From: David Marsh
To: yak-list@matronics.com
Sent: Sunday, October 30, 2005 7:01 PM
Subject: Yak-List: Yak 52 Brake Reducing Valve
So,
I'm looking through my Termikas parts manual for the a drawing of said
reducing valve and.... huh? My copy goes straight from Fig 7.6.5 to Fig 7.7.
You've guessed it; I need Fig 7.6.6. Grrrr. Anybody got the scoop on how this
thing is mounted in a Yak? More to the point, how is the air released when you
let go of the brake handle?
Dave.
Checked by AVG Free Edition.
Message 4
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| Subject: | Lubing the Compressor Filter |
Dennis, et al...
I was told a while back (can't remember the source...Doug, was it you?) to
NOT lube the compressor filter, even with air tool oil. It was found that
oil sucked in through the filters caused premature compressor failures. To
help combat this, the new compressor blast tube design completely surrounds
the compressor inlet so that only fresh air can get to the compressor..
instead of just supplying cooling air to the side of the unit....thoughts
folks?? I am not the expert...just wanting to generate discussion...
I do frequently change the compressor filter...anyone that has had to change
a compressor will do everything they can to help promote long compressor
life. (Remember, Barry? I still have the triple customized compressor nut
wrench in my toolbox...don't leave home without it!)
Jeff Linebaugh
jefflinebaugh@earthlink.net
CJ-6P N621CJ
Memphis, TN
Message 5
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| Subject: | FAA required documentation |
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
Dennis,
Special Airworthiness Certificate (SAC)
Currant FAA flight physical (keep copy in your possesion)
Pilots license ( keep copy in your possesion ie, wallet)
Operational limitations (SAC- contains this)
Program Letter
A map showing your 300nm radius of operational limits, 600nm if you have
one of those fast movers > 500hp.
Proof of a currant annual.
And if you are planning on flying in the airshow, a currrant FAST card.
The RPA website used to have that checklist list in a sample airshow
packet. I could not find it when I did a quick scan of the website a little
while ago.
Doc
> [Original Message]
> From: A. Dennis Savarese <dsavarese@elmore.rr.com>
> To: <yak-list@matronics.com>
> Date: 11/1/2005 6:52:59 AM
> Subject: Yak-List: FAA required documentation
>
> --> Yak-List message posted by: "A. Dennis Savarese"
<dsavarese@elmore.rr.com>
>
> Most recently one of our fellow members was checked by an FAA inspector at
> an airshow. He was scheduled to fly in the airshow with his Yak 52. But
> because his paperwork was incomplete, he was not permitted to fly in the
> airshow and was told he was only permitted to ferry the airplane back to
his
> home airport. The inspector mandated he fax copies of the missing
> documentation to him upon his return.
>
> Most airshows have one or more FAA inspectors and if you're going to fly
in
> the airshow you typically must attend the briefing and present whatever
> documents the inspector requests from the show participants. Since many
of
> us participate in various airshows throughout the year, let's see how many
> folks know what must be carried in their Experimental Exhibition category
> airplane at all times and what they should have with them when attending
an
> airshow when the FAA inspector asks to see certain paperwork. I'll start
> the list off with one of the documents:
> - Special Airworthiness Certificate
>
> Dennis
>
>
>
>
>
>
>
Message 6
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| Subject: | Re: FAA required documentation |
--> Yak-List message posted by: fish@aviation-tech.com
Dennis,
Red Star/CJAA member Doug Gilliss has briefed this at length, and written about
it. I just checked the RPA & CJAA websites for his info, and did not find it.
Note to Berry, get ahold of Doug and get a copy from him and post on the RPA
Website!
Fly Safe
John Fischer
>--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
>
>Most recently one of our fellow members was checked by an FAA inspector at
>an airshow. He was scheduled to fly in the airshow with his Yak 52. But
>because his paperwork was incomplete, he was not permitted to fly in the
>airshow and was told he was only permitted to ferry the airplane back to his
>home airport. The inspector mandated he fax copies of the missing
>documentation to him upon his return.
>
>Most airshows have one or more FAA inspectors and if you're going to fly in
>the airshow you typically must attend the briefing and present whatever
>documents the inspector requests from the show participants. Since many of
>us participate in various airshows throughout the year, let's see how many
>folks know what must be carried in their Experimental Exhibition category
>airplane at all times and what they should have with them when attending an
>airshow when the FAA inspector asks to see certain paperwork. I'll start
>the list off with one of the documents:
>- Special Airworthiness Certificate
>
>Dennis
>
>
>
>
>
>
>
Message 7
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| Subject: | Re: Is Nomex good enough? |
--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
Oh no not again :(
Ernie
On 10/31/05, gpa <catfsh4u@bellsouth.net> wrote:
>
> Fellow Yak/CJ pilots:
>
> I'm posting a thread on a discussion that was posted on the aerobatic list
> for the AIC group that I though might be of interest to you all. It's
> regarding the selection of fire resistant flight suits. Although it was
> written with the aerobatic pilot in mind I thought it also pertinent to our
> group as well. It might get some discussion going on in this group
> regarding this very important subject. Is Nomex good enough?
>
> Greg Arnold
> Yak 52 Driver
> N624PT
>
>
> Flightsuits--Revisited
>
> by Spencer Suderman
>
> Several months ago there was a discussion thread regarding flightsuit usage
> in aerobatic airplanes. This is an intriguing topic that encouraged me to
> engage in a fair amount of research into a solution for aerobatic pilots and
> frankly, was shocked by some of what I learned about the risk from fire
> where accelerants (gasoline) are present.
>
> Aerobatic pilots and race car drivers share many of the same hazards
> resulting from a crash in their operating environments; gasoline spray and
> fires. The other issue in common is overheating and dehydration. For many
> years the race car drivers have reduced these risks by wearing protective
> clothing that utilizes innovative fabrics and clever construction
> techniques.
>
> While car racing gets safer every year due to the implementation of lessons
> learned both in the winners circle and tragedies alike, aviation as a whole
> and aerobatics in particular moves slower than molasses in January. Most
> aerobatic pilots fly airplanes built upon World War 2 era technology with
> the last paradigm shift in the sport occurring over twenty years ago when
> monoplanes started beating biplanes in competition.
>
> Wearing a Nomex(r) flight suit in the cockpit of an acro-mount is a waste of
> time and money:
>
> 1. The design and construction of most aerobatic aircraft with a fuel tank
> located inside the cockpit means that in a crash the probability of a fuel
> tank rupture and gasoline coming into contact with the pilot is virtually
> guaranteed. Furthermore, lets not forget that high-tech fuel gauge
> consisting of a piece of clear tubing that is fastened to the instrument
> panel of virtually every Pitts literally inches from your body!
>
> 2. Nomex(r) absorbs liquids like a sponge.
>
> 3. A single layer of Nomex(r) carries the lowest protective rating
> according to SFI,
>
> http://www.sfifoundation.com/
>
> Additionally, if you get covered in fuel, that $240 Nomex(r) suit is no
> better than a T-shirt and jeans when it comes to fire protection.
>
> While a pair of cotton jeans will do a reasonable job of insulating you from
> thermal energy for very short periods of time, natural fibers (cotton, wool)
> also have the property of not supporting combustion in the absence of
> external heat. Natural fibers will absorb liquids such as fuel so if you
> get drenched you will be toast, literally.
>
> It would however, be better to wear cotton or wool than synthetic fabrics
> because the natural fibers don't support combustion nor do they melt into
> your skin when they do burn.
>
> You don't fly wearing polyester or nylon against your skin, do you?
>
> The "proper" aerobatic flight suit
>
> The solution is to wear a suit made from a fabric called Dale Antiflame(r)
> made from 100% cotton and treated for flame and fluid resistance.
> (http://www.daleas.com/)
>
> A single layer suit of this material carries an SFI rating of 5 while a
> single layer Nomex(r) suit carries an SFI rating of 1. Most race car drivers
> are wearing this fabric either alone or in layers with other aramids such as
> Kevlar to gain increased fire protection.
>
> The problem of overheating and dehydration is addressed through the design
> and construction of the suit itself. Sewing in panels of knit Nomex(r) on
> the small of the back and shoulder areas, air circulation is achieved while
> minimizing the total amount of Nomex(r) in the suit.
>
> Gloves and Shoes
>
> The military flight gloves with leather palms and knit Nomex(r) backs are
> problematic in a fire as well. Leather is an excellent conductor of heat
> and shrinks when heated. The reason we wear gloves for fire protection is
> to protect our hands and keep them useful in a fire. The leather next to
> your skin has to go! Racing gloves which are full Nomex(r) with leather
> palms sewn on are a better choice.
>
> If you wear suede racing shoes with a Nomex(r) lining make sure that the
> laces are cotton NOT leather or Kevlar. In a fire you want the laces to
> burn off the shoes so when the leather shrinks they won't bind your feet.
>
> Sources
>
> Most of the racing suit manufacturers use the same materials to manufacture
> their products. I was lucky enough to find a manufacturing facility within
> close proximity.
>
> Not to far from Whiteman Airport in the San Fernando Valley is Pyrotect's
> manufacturing facility that makes racing suits under the brand "Pyrotect",
> formerly Bell Motorsports. http://www.pyrotect.com/
>
> During a visit to Pyrotect, I met with Larry, the manager of the facility.
> I was educated about vehicle fires, flame resistant fabrics and construction
> techniques. Pyrotect sells ready made suits, fully custom suits and will
> modify a standard suit to the buyer's specification. Larry and I designed a
> suit for an aerobatic airplane pilot by starting with the standard model
> SV-5 and adding an extra shoulder vent, zippered pockets and zippered legs.
> Since I am tall, the suit has longer arms and legs to cover me when sitting
> in the airplane.
>
> The cost--$380.00 ($299 for the standard suit plus custom options)
>
> Compared to the $240.00 cost of a new Nomex(r) military flight suit with 1/5
> of the thermal protection and the ability to soak up fuel and turn the
> wearer into a human tiki torch, this seemed like a bargain.
>
> This suit uses the Dale Antiflame(r) fabric in a single layer. You can reach
> Larry at (818) 768-7771 .
>
> Comments and feedback are appreciated.
>
> Spencer Suderman
>
> http://www.beasafepilot.com
>
>
Message 8
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| Subject: | Re: FAA required documentation |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Very good Doc. What if your Program Letter does not show the event you are
currently attending?
And its over 800 HP and 600 NM.
The next question is does a turbine powered experimental exhibition aircraft
(L29, L39, OV10 etc.) have the same privileges as the piston powered under
800 HP aircraft (like the Yak 52 and CJ6) except the proficiency area is
increased to 600 NM vs. 300 NM?
Dennis
----- Original Message -----
From: "Roger Kemp" <viperdoc@mindspring.com>
Subject: RE: Yak-List: FAA required documentation
> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
>
> Dennis,
> Special Airworthiness Certificate (SAC)
> Currant FAA flight physical (keep copy in your possesion)
> Pilots license ( keep copy in your possesion ie, wallet)
> Operational limitations (SAC- contains this)
> Program Letter
> A map showing your 300nm radius of operational limits, 600nm if you have
> one of those fast movers > 500hp.
> Proof of a currant annual.
> And if you are planning on flying in the airshow, a currrant FAST card.
> The RPA website used to have that checklist list in a sample airshow
> packet. I could not find it when I did a quick scan of the website a
> little
> while ago.
> Doc
>
>
>> [Original Message]
>> From: A. Dennis Savarese <dsavarese@elmore.rr.com>
>> To: <yak-list@matronics.com>
>> Date: 11/1/2005 6:52:59 AM
>> Subject: Yak-List: FAA required documentation
>>
>> --> Yak-List message posted by: "A. Dennis Savarese"
> <dsavarese@elmore.rr.com>
>>
>> Most recently one of our fellow members was checked by an FAA inspector
>> at
>> an airshow. He was scheduled to fly in the airshow with his Yak 52.
>> But
>> because his paperwork was incomplete, he was not permitted to fly in the
>> airshow and was told he was only permitted to ferry the airplane back to
> his
>> home airport. The inspector mandated he fax copies of the missing
>> documentation to him upon his return.
>>
>> Most airshows have one or more FAA inspectors and if you're going to fly
> in
>> the airshow you typically must attend the briefing and present whatever
>> documents the inspector requests from the show participants. Since many
> of
>> us participate in various airshows throughout the year, let's see how
>> many
>> folks know what must be carried in their Experimental Exhibition category
>> airplane at all times and what they should have with them when attending
> an
>> airshow when the FAA inspector asks to see certain paperwork. I'll start
>> the list off with one of the documents:
>> - Special Airworthiness Certificate
>>
>> Dennis
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 9
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| Subject: | FAA required documentation |
--> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
Go to the "events" section, then "Event Planning" - at the bottom of the
page.
Deon.
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
Subject: RE: Yak-List: FAA required documentation
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
Dennis,
Special Airworthiness Certificate (SAC)
Currant FAA flight physical (keep copy in your possesion)
Pilots license ( keep copy in your possesion ie, wallet)
Operational limitations (SAC- contains this)
Program Letter
A map showing your 300nm radius of operational limits, 600nm if you have
one of those fast movers > 500hp.
Proof of a currant annual.
And if you are planning on flying in the airshow, a currrant FAST card.
The RPA website used to have that checklist list in a sample airshow
packet. I could not find it when I did a quick scan of the website a little
while ago.
Doc
Message 10
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| Subject: | Re: FAA required documentation |
--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
You're supposed to send a fax to your local FSDO and the FSDO of the
area you are going if greater than 300/600nm informing them that you
are going to the airshow, if it wasnt mentioned in your program
letter. Carry a copy of that fax with a confirmation page as well.
Ernie
On 11/1/05, Yak52 <yak52@flyredstar.org> wrote:
> --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
>
> Go to the "events" section, then "Event Planning" - at the bottom of the
> page.
>
> Deon.
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
> Sent: Tuesday, November 01, 2005 9:46 AM
> To: yak-list@matronics.com
> Subject: RE: Yak-List: FAA required documentation
>
> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
>
> Dennis,
> Special Airworthiness Certificate (SAC)
> Currant FAA flight physical (keep copy in your possesion)
> Pilots license ( keep copy in your possesion ie, wallet)
> Operational limitations (SAC- contains this)
> Program Letter
> A map showing your 300nm radius of operational limits, 600nm if you have
> one of those fast movers > 500hp.
> Proof of a currant annual.
> And if you are planning on flying in the airshow, a currrant FAST card.
> The RPA website used to have that checklist list in a sample airshow
> packet. I could not find it when I did a quick scan of the website a little
> while ago.
> Doc
>
>
Message 11
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|
| Subject: | Re: All Red Star V |
--> Yak-List message posted by: Barry Hancock <barry@flyredstar.org>
>
> OK, Barry May 20, 2006 is a Saturday. Therefore, I assume the
> inclusive dates
> would 5/18- 5/21. Correct? ...Blitz
Almost! it's May 17-21, 2006.
Cheers,
Barry
Message 12
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| Subject: | Re: FAA required documentation |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Good idea Ernie to notify the receiving FSDO, but the only FSDO you are
required to notify is your own EXCEPT when taking the airplane for
maintenance to another airport. Regardless of whether the airport is inside
or outside your proficiency area, (300 OR 600 nm), you are suppose to notify
the geographically responsible FSDO's AND RECEIVE PERMISSION from the
receiving FSDO (which may be your own) prior to taking your aircraft for
maintenance. Here's the sentence from 8130.2F and it is applicable to all:
"Before the flight, the operator must notify and receive permission from the
geographically responsible FSDO where the maintenance will take place, and
notify the FSDO with the geographic responsibility where the aircraft is
based of the intended maintenance flight."
Now what if you are flying your L29 (or other turbine powered aircraft) to
an event and the event is WITHIN your proficiency area but not on your
annual program letter? Are you required to notify the geographically
responsible FSDO? What happens if there are two FSDO's involved? Yours and
where the event is located but it's still within your 600 NM proficiency
area?
Dennis
----- Original Message -----
From: "Ernest Martinez" <erniel29@gmail.com>
Subject: Re: Yak-List: FAA required documentation
> --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
>
> You're supposed to send a fax to your local FSDO and the FSDO of the
> area you are going if greater than 300/600nm informing them that you
> are going to the airshow, if it wasnt mentioned in your program
> letter. Carry a copy of that fax with a confirmation page as well.
>
> Ernie
>
> On 11/1/05, Yak52 <yak52@flyredstar.org> wrote:
>> --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
>>
>> Go to the "events" section, then "Event Planning" - at the bottom of the
>> page.
>>
>> Deon.
>>
>> -----Original Message-----
>> From: owner-yak-list-server@matronics.com
>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
>> Sent: Tuesday, November 01, 2005 9:46 AM
>> To: yak-list@matronics.com
>> Subject: RE: Yak-List: FAA required documentation
>>
>> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
>>
>> Dennis,
>> Special Airworthiness Certificate (SAC)
>> Currant FAA flight physical (keep copy in your possesion)
>> Pilots license ( keep copy in your possesion ie, wallet)
>> Operational limitations (SAC- contains this)
>> Program Letter
>> A map showing your 300nm radius of operational limits, 600nm if you have
>> one of those fast movers > 500hp.
>> Proof of a currant annual.
>> And if you are planning on flying in the airshow, a currrant FAST card.
>> The RPA website used to have that checklist list in a sample airshow
>> packet. I could not find it when I did a quick scan of the website a
>> little
>> while ago.
>> Doc
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 13
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|
| Subject: | Re: FAA required documentation |
--> Yak-List message posted by: "ROBERT SCHWARTZ" <schwartzcompany@worldnet.att.net>
Where can I purchase oil for the Yak 52
Robert E. Schwartz
Email: schwartzcompany@worldnet.att.net
This information is intended for the use of individual named above. If you
are not the intended recipient, you are hereby notified that any disclosure,
copying, distribution, or the taking of any action in reliance on the
content of this information is strictly prohibited.
----- Original Message -----
From: "Roger Kemp" <viperdoc@mindspring.com>
Subject: RE: Yak-List: FAA required documentation
> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
>
> Dennis,
> Special Airworthiness Certificate (SAC)
> Currant FAA flight physical (keep copy in your possesion)
> Pilots license ( keep copy in your possesion ie, wallet)
> Operational limitations (SAC- contains this)
> Program Letter
> A map showing your 300nm radius of operational limits, 600nm if you have
> one of those fast movers > 500hp.
> Proof of a currant annual.
> And if you are planning on flying in the airshow, a currrant FAST card.
> The RPA website used to have that checklist list in a sample airshow
> packet. I could not find it when I did a quick scan of the website a
> little
> while ago.
> Doc
>
>
>> [Original Message]
>> From: A. Dennis Savarese <dsavarese@elmore.rr.com>
>> To: <yak-list@matronics.com>
>> Date: 11/1/2005 6:52:59 AM
>> Subject: Yak-List: FAA required documentation
>>
>> --> Yak-List message posted by: "A. Dennis Savarese"
> <dsavarese@elmore.rr.com>
>>
>> Most recently one of our fellow members was checked by an FAA inspector
>> at
>> an airshow. He was scheduled to fly in the airshow with his Yak 52.
>> But
>> because his paperwork was incomplete, he was not permitted to fly in the
>> airshow and was told he was only permitted to ferry the airplane back to
> his
>> home airport. The inspector mandated he fax copies of the missing
>> documentation to him upon his return.
>>
>> Most airshows have one or more FAA inspectors and if you're going to fly
> in
>> the airshow you typically must attend the briefing and present whatever
>> documents the inspector requests from the show participants. Since many
> of
>> us participate in various airshows throughout the year, let's see how
>> many
>> folks know what must be carried in their Experimental Exhibition category
>> airplane at all times and what they should have with them when attending
> an
>> airshow when the FAA inspector asks to see certain paperwork. I'll start
>> the list off with one of the documents:
>> - Special Airworthiness Certificate
>>
>> Dennis
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 14
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|
| Subject: | Is nomex good enough? |
Well gang, we are off an running again on the benefits of Nomex again.
Greg has pitched back into the fight with should we fly with Nomex flight suits,
flight gloves, and fight boots or a newer improved version. The answer is that
there is no right answer. But saying that , it is highly advisable to fly
with the protection of the above stated flight gear. The reference to fire in
the cockpit because of a ruptured fuel tank in the cockpit with you does not
totally apply to the YAK or to the CJ to my knowledge. Yes, we do have a small
header tank and fuel primer plunger in the cockpit with us that would put us
at risk of exposure to fire.
The official AF T.O. on use of Nomex flight suits is: 1) repeated washings weakens
the fire retardance of the suit. 2) the suit, gloves and boots provide flash
fire protection only, 3) wear is required by all aircrew on operational AF
aircraft (unless specifically waiver ie AF ONE, C-4 Nighting Gail ect). The exact
lenght of time that protection is afforded while in direct contact (immersed)
in the fire is not stated. The suit is intended to provide protection during
rapid egress from a burning aircraft (C-130 or F-16 ect). Rapid egress in
the case of the fighter means either ground egress by exiting the A/C in a direction
opposite the fire or being rudely extracted from cockpit by a rocket motor
attached to the bang seat. The boots, gloves, and flight suit are planned
to only protect you from the flash fire that lights up under your ass and envelopes
envelopes you for 0.3 sec when you pull the handle on the 3rd redundant
life support system (the ejection seat). The boots
also will help protect your ankles from dislocation, spraining or fracture when
doing that PLF @ 18 mph under the standard military canopy. It also preserves
the foot so that the pathologist can identify you from that foot print we all
had to provide for our medical records in UPT before allowed to strap on our
jet jeans. As a side note, I have yet to see a foot survive the fireball and
smoking hole to date. Have seen an intact hand well preserved by the Nomex flight
glove, but the foot was not so lucky as was the rest of the pilot.
The gloves have a nomex backing and leather palms. That is so the leather will
not contract in the fire constricting movement of the entire hand during exposure.
Again, they are for flash protection only. None of this saftey equipement
is intended to protect you from immersion in JP-4 or 100LL and sitting there
ingulfed in flames while waiting for someone to run up and foam you down. The
key is the gear is designed for rapid egress from the fire not sitting there
basking in it.
The bottom line is, flying in shorts, T-shirt, and tennis shoes is not going to
protect you from anything. May keep you from being to hot during the summer.
That is all. The wear of nylon based clothing in a fire only guarentees that
there will be a deeper burn and the ER Doc or surgeon doing the debriding will
have to cut a little deeper in the tissue to get those little strips of charred
crinkled polyester out of your muscles! Graphic enough for you to make you
think about wearing that Banlyon Pary Suit up flying to impress your buds or
significant other at the local areodrome?
Generally, the race car driver is going to be more likely to be exposed to immersion
in fuel and fire than the aviator.
If my A/C developes that ugly yellow licking flame with that thick billowing black
smoke around my ass and I am higher than 500 ft gong faster that 130 klics,
I'm opting for the silk letdown. I sure as heck do not think I can get the A/C
down fast enough to keep from becoming a crispy kritter! More on crispy kritters
shortly with a EP of the Week, yes I said Week... a day is to time constraining.
But think about what you would to in the case of the dreaded inflight
fire.
And with that, I defer to Jeff "Linedogg" Linbaugh for the next EP of the Week.
Think about it guys and gals, it could save your bacon from a roasting.
Doc
Roger "Doc" Kemp
viperdoc@mindspring.com
Aint no sound like a Radial
Message 15
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| Subject: | FAA required documentation |
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
Thanks Deon. What did you get when your wife took the wrapper off the
pregnancy?
Missed you at RED AIR, maybe next year.
Doc
> [Original Message]
> From: Yak52 <yak52@flyredstar.org>
> To: <yak-list@matronics.com>
> Date: 11/1/2005 9:01:45 AM
> Subject: RE: Yak-List: FAA required documentation
>
> --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
>
> Go to the "events" section, then "Event Planning" - at the bottom of the
> page.
>
> Deon.
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
> Sent: Tuesday, November 01, 2005 9:46 AM
> To: yak-list@matronics.com
> Subject: RE: Yak-List: FAA required documentation
>
> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
>
> Dennis,
> Special Airworthiness Certificate (SAC)
> Currant FAA flight physical (keep copy in your possesion)
> Pilots license ( keep copy in your possesion ie, wallet)
> Operational limitations (SAC- contains this)
> Program Letter
> A map showing your 300nm radius of operational limits, 600nm if you have
> one of those fast movers > 500hp.
> Proof of a currant annual.
> And if you are planning on flying in the airshow, a currrant FAST card.
> The RPA website used to have that checklist list in a sample airshow
> packet. I could not find it when I did a quick scan of the website a
little
> while ago.
> Doc
>
>
>
>
>
>
>
Message 16
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|
| Subject: | Re: FAA required documentation |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
What type of oil are you wanting to buy?
Dennis
----- Original Message -----
From: "ROBERT SCHWARTZ" <schwartzcompany@worldnet.att.net>
Subject: Re: Yak-List: FAA required documentation
> --> Yak-List message posted by: "ROBERT SCHWARTZ"
> <schwartzcompany@worldnet.att.net>
>
> Where can I purchase oil for the Yak 52
>
>
> Robert E. Schwartz
>
> Email: schwartzcompany@worldnet.att.net
>
> This information is intended for the use of individual named above. If
> you are not the intended recipient, you are hereby notified that any
> disclosure, copying, distribution, or the taking of any action in reliance
> on the content of this information is strictly prohibited.
> ----- Original Message -----
> From: "Roger Kemp" <viperdoc@mindspring.com>
> To: <yak-list@matronics.com>
> Sent: Tuesday, November 01, 2005 8:45 AM
> Subject: RE: Yak-List: FAA required documentation
>
>
>> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
>>
>> Dennis,
>> Special Airworthiness Certificate (SAC)
>> Currant FAA flight physical (keep copy in your possesion)
>> Pilots license ( keep copy in your possesion ie, wallet)
>> Operational limitations (SAC- contains this)
>> Program Letter
>> A map showing your 300nm radius of operational limits, 600nm if you have
>> one of those fast movers > 500hp.
>> Proof of a currant annual.
>> And if you are planning on flying in the airshow, a currrant FAST card.
>> The RPA website used to have that checklist list in a sample airshow
>> packet. I could not find it when I did a quick scan of the website a
>> little
>> while ago.
>> Doc
>>
>>
>>> [Original Message]
>>> From: A. Dennis Savarese <dsavarese@elmore.rr.com>
>>> To: <yak-list@matronics.com>
>>> Date: 11/1/2005 6:52:59 AM
>>> Subject: Yak-List: FAA required documentation
>>>
>>> --> Yak-List message posted by: "A. Dennis Savarese"
>> <dsavarese@elmore.rr.com>
>>>
>>> Most recently one of our fellow members was checked by an FAA inspector
>>> at
>>> an airshow. He was scheduled to fly in the airshow with his Yak 52. But
>>> because his paperwork was incomplete, he was not permitted to fly in the
>>> airshow and was told he was only permitted to ferry the airplane back to
>> his
>>> home airport. The inspector mandated he fax copies of the missing
>>> documentation to him upon his return.
>>>
>>> Most airshows have one or more FAA inspectors and if you're going to fly
>> in
>>> the airshow you typically must attend the briefing and present whatever
>>> documents the inspector requests from the show participants. Since many
>> of
>>> us participate in various airshows throughout the year, let's see how
>>> many
>>> folks know what must be carried in their Experimental Exhibition
>>> category
>>> airplane at all times and what they should have with them when attending
>> an
>>> airshow when the FAA inspector asks to see certain paperwork. I'll
>>> start
>>> the list off with one of the documents:
>>> - Special Airworthiness Certificate
>>>
>>> Dennis
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 17
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| Subject: | Re: FAA required documentation |
--> Yak-List message posted by: "ROBERT SCHWARTZ" <schwartzcompany@worldnet.att.net>
Looking to buy YAK 52 engine oil. best type available in bulk quantity.
Robert E. Schwartz
Email: schwartzcompany@worldnet.att.net
This information is intended for the use of individual named above. If you
are not the intended recipient, you are hereby notified that any disclosure,
copying, distribution, or the taking of any action in reliance on the
content of this information is strictly prohibited.
----- Original Message -----
From: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Subject: Re: Yak-List: FAA required documentation
> --> Yak-List message posted by: "A. Dennis Savarese"
> <dsavarese@elmore.rr.com>
>
> What type of oil are you wanting to buy?
> Dennis
>
> ----- Original Message -----
> From: "ROBERT SCHWARTZ" <schwartzcompany@worldnet.att.net>
> To: <yak-list@matronics.com>
> Sent: Tuesday, November 01, 2005 10:10 AM
> Subject: Re: Yak-List: FAA required documentation
>
>
>> --> Yak-List message posted by: "ROBERT SCHWARTZ"
>> <schwartzcompany@worldnet.att.net>
>>
>> Where can I purchase oil for the Yak 52
>>
>>
>> Robert E. Schwartz
>>
>> Email: schwartzcompany@worldnet.att.net
>>
>> This information is intended for the use of individual named above. If
>> you are not the intended recipient, you are hereby notified that any
>> disclosure, copying, distribution, or the taking of any action in
>> reliance on the content of this information is strictly prohibited.
>> ----- Original Message -----
>> From: "Roger Kemp" <viperdoc@mindspring.com>
>> To: <yak-list@matronics.com>
>> Sent: Tuesday, November 01, 2005 8:45 AM
>> Subject: RE: Yak-List: FAA required documentation
>>
>>
>>> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
>>>
>>> Dennis,
>>> Special Airworthiness Certificate (SAC)
>>> Currant FAA flight physical (keep copy in your possesion)
>>> Pilots license ( keep copy in your possesion ie, wallet)
>>> Operational limitations (SAC- contains this)
>>> Program Letter
>>> A map showing your 300nm radius of operational limits, 600nm if you have
>>> one of those fast movers > 500hp.
>>> Proof of a currant annual.
>>> And if you are planning on flying in the airshow, a currrant FAST card.
>>> The RPA website used to have that checklist list in a sample airshow
>>> packet. I could not find it when I did a quick scan of the website a
>>> little
>>> while ago.
>>> Doc
>>>
>>>
>>>> [Original Message]
>>>> From: A. Dennis Savarese <dsavarese@elmore.rr.com>
>>>> To: <yak-list@matronics.com>
>>>> Date: 11/1/2005 6:52:59 AM
>>>> Subject: Yak-List: FAA required documentation
>>>>
>>>> --> Yak-List message posted by: "A. Dennis Savarese"
>>> <dsavarese@elmore.rr.com>
>>>>
>>>> Most recently one of our fellow members was checked by an FAA inspector
>>>> at
>>>> an airshow. He was scheduled to fly in the airshow with his Yak 52.
>>>> But
>>>> because his paperwork was incomplete, he was not permitted to fly in
>>>> the
>>>> airshow and was told he was only permitted to ferry the airplane back
>>>> to
>>> his
>>>> home airport. The inspector mandated he fax copies of the missing
>>>> documentation to him upon his return.
>>>>
>>>> Most airshows have one or more FAA inspectors and if you're going to
>>>> fly
>>> in
>>>> the airshow you typically must attend the briefing and present whatever
>>>> documents the inspector requests from the show participants. Since
>>>> many
>>> of
>>>> us participate in various airshows throughout the year, let's see how
>>>> many
>>>> folks know what must be carried in their Experimental Exhibition
>>>> category
>>>> airplane at all times and what they should have with them when
>>>> attending
>>> an
>>>> airshow when the FAA inspector asks to see certain paperwork. I'll
>>>> start
>>>> the list off with one of the documents:
>>>> - Special Airworthiness Certificate
>>>>
>>>> Dennis
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 18
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|
| Subject: | FAA required documentation |
--> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
Baby is not born yet - getting VERY close now, we do know it's a boy.
If I have my way, he will be a Naval Aviator... :)
The guys here at the office made a spoof of an Ebay page saying "Yak52 for
sale or trade for Mini Van" - contact April (my wife) for info....
Definitely next year Doc,
Deon.
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
Subject: RE: Yak-List: FAA required documentation
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
Thanks Deon. What did you get when your wife took the wrapper off the
pregnancy?
Missed you at RED AIR, maybe next year.
Doc
> [Original Message]
> From: Yak52 <yak52@flyredstar.org>
> To: <yak-list@matronics.com>
> Date: 11/1/2005 9:01:45 AM
> Subject: RE: Yak-List: FAA required documentation
>
> --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
>
> Go to the "events" section, then "Event Planning" - at the bottom of the
> page.
>
> Deon.
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
> Sent: Tuesday, November 01, 2005 9:46 AM
> To: yak-list@matronics.com
> Subject: RE: Yak-List: FAA required documentation
>
> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
>
> Dennis,
> Special Airworthiness Certificate (SAC)
> Currant FAA flight physical (keep copy in your possesion)
> Pilots license ( keep copy in your possesion ie, wallet)
> Operational limitations (SAC- contains this)
> Program Letter
> A map showing your 300nm radius of operational limits, 600nm if you have
> one of those fast movers > 500hp.
> Proof of a currant annual.
> And if you are planning on flying in the airshow, a currrant FAST card.
> The RPA website used to have that checklist list in a sample airshow
> packet. I could not find it when I did a quick scan of the website a
little
> while ago.
> Doc
>
>
>
>
>
>
>
Message 19
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|
| Subject: | Re: FAA required documentation |
--> Yak-List message posted by: "ROBERT SCHWARTZ" <schwartzcompany@worldnet.att.net>
what is the factory recommended, engine Oil??
Robert E. Schwartz
Email: schwartzcompany@worldnet.att.net
This information is intended for the use of individual named above. If you
are not the intended recipient, you are hereby notified that any disclosure,
copying, distribution, or the taking of any action in reliance on the
content of this information is strictly prohibited.
----- Original Message -----
From: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Subject: Re: Yak-List: FAA required documentation
> --> Yak-List message posted by: "A. Dennis Savarese"
> <dsavarese@elmore.rr.com>
>
> What type of oil are you wanting to buy?
> Dennis
>
> ----- Original Message -----
> From: "ROBERT SCHWARTZ" <schwartzcompany@worldnet.att.net>
> To: <yak-list@matronics.com>
> Sent: Tuesday, November 01, 2005 10:10 AM
> Subject: Re: Yak-List: FAA required documentation
>
>
>> --> Yak-List message posted by: "ROBERT SCHWARTZ"
>> <schwartzcompany@worldnet.att.net>
>>
>> Where can I purchase oil for the Yak 52
>>
>>
>> Robert E. Schwartz
>>
>> Email: schwartzcompany@worldnet.att.net
>>
>> This information is intended for the use of individual named above. If
>> you are not the intended recipient, you are hereby notified that any
>> disclosure, copying, distribution, or the taking of any action in
>> reliance on the content of this information is strictly prohibited.
>> ----- Original Message -----
>> From: "Roger Kemp" <viperdoc@mindspring.com>
>> To: <yak-list@matronics.com>
>> Sent: Tuesday, November 01, 2005 8:45 AM
>> Subject: RE: Yak-List: FAA required documentation
>>
>>
>>> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
>>>
>>> Dennis,
>>> Special Airworthiness Certificate (SAC)
>>> Currant FAA flight physical (keep copy in your possesion)
>>> Pilots license ( keep copy in your possesion ie, wallet)
>>> Operational limitations (SAC- contains this)
>>> Program Letter
>>> A map showing your 300nm radius of operational limits, 600nm if you have
>>> one of those fast movers > 500hp.
>>> Proof of a currant annual.
>>> And if you are planning on flying in the airshow, a currrant FAST card.
>>> The RPA website used to have that checklist list in a sample airshow
>>> packet. I could not find it when I did a quick scan of the website a
>>> little
>>> while ago.
>>> Doc
>>>
>>>
>>>> [Original Message]
>>>> From: A. Dennis Savarese <dsavarese@elmore.rr.com>
>>>> To: <yak-list@matronics.com>
>>>> Date: 11/1/2005 6:52:59 AM
>>>> Subject: Yak-List: FAA required documentation
>>>>
>>>> --> Yak-List message posted by: "A. Dennis Savarese"
>>> <dsavarese@elmore.rr.com>
>>>>
>>>> Most recently one of our fellow members was checked by an FAA inspector
>>>> at
>>>> an airshow. He was scheduled to fly in the airshow with his Yak 52.
>>>> But
>>>> because his paperwork was incomplete, he was not permitted to fly in
>>>> the
>>>> airshow and was told he was only permitted to ferry the airplane back
>>>> to
>>> his
>>>> home airport. The inspector mandated he fax copies of the missing
>>>> documentation to him upon his return.
>>>>
>>>> Most airshows have one or more FAA inspectors and if you're going to
>>>> fly
>>> in
>>>> the airshow you typically must attend the briefing and present whatever
>>>> documents the inspector requests from the show participants. Since
>>>> many
>>> of
>>>> us participate in various airshows throughout the year, let's see how
>>>> many
>>>> folks know what must be carried in their Experimental Exhibition
>>>> category
>>>> airplane at all times and what they should have with them when
>>>> attending
>>> an
>>>> airshow when the FAA inspector asks to see certain paperwork. I'll
>>>> start
>>>> the list off with one of the documents:
>>>> - Special Airworthiness Certificate
>>>>
>>>> Dennis
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 20
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| Subject: | FAA required documentation |
Dennis, Don't forget the weight and balance,, I flew in a show around Las Vegas,
and one of the things they were most interested in was the weight and Balance
papers....Gary
-------------- Original message from "Roger Kemp" <viperdoc@mindspring.com>: --------------
> --> Yak-List message posted by: "Roger Kemp"
>
> Dennis,
> Special Airworthiness Certificate (SAC)
> Currant FAA flight physical (keep copy in your possesion)
> Pilots license ( keep copy in your possesion ie, wallet)
> Operational limitations (SAC- contains this)
> Program Letter
> A map showing your 300nm radius of operational limits, 600nm if you have
> one of those fast movers > 500hp.
> Proof of a currant annual.
> And if you are planning on flying in the airshow, a currrant FAST card.
> The RPA website used to have that checklist list in a sample airshow
> packet. I could not find it when I did a quick scan of the website a little
> while ago.
> Doc
>
>
> > [Original Message]
> > From: A. Dennis Savarese
> > To:
> > Date: 11/1/2005 6:52:59 AM
> > Subject: Yak-List: FAA required documentation
> >
> > --> Yak-List message posted by: "A. Dennis Savarese"
>
> >
> > Most recently one of our fellow members was checked by an FAA inspector at
> > an airshow. He was scheduled to fly in the airshow with his Yak 52. But
> > because his paperwork was incomplete, he was not permitted to fly in the
> > airshow and was told he was only permitted to ferry the airplane back to
> his
> > home airport. The inspector mandated he fax copies of the missing
> > documentation to him upon his return.
> >
> > Most airshows have one or more FAA inspectors and if you're going to fly
> in
> > the airshow you typically must attend the briefing and present whatever
> > documents the inspector requests from the show participants. Since many
> of
> > us participate in various airshows throughout the year, let's see how many
> > folks know what must be carried in their Experimental Exhibition category
> > airplane at all times and what they should have with them when attending
> an
> > airshow when the FAA inspector asks to see certain paperwork. I'll start
> > the list off with one of the documents:
> > - Special Airworthiness Certificate
> >
> > Dennis
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
>
>
>
>
>
>
>
<!-- BEGIN WEBMAIL STATIONERY -->
<!-- WEBMAIL STATIONERY noneset -->
Dennis, Don't forget the weight and balance,, I flew in a show around Las Vegas,
and one of the things they were most interested in was the weight and Balance
papers....Gary
-------------- Original message from "Roger Kemp" viperdoc@mindspring.com: --------------
-- Yak-List message posted by: "Roger Kemp" <VIPERDOC@MINDSPRING.COM>
Dennis,
Special Airworthiness Certificate (SAC)
Currant FAA flight physical (keep copy in your possesion)
Pilots license ( keep copy in your possesion ie, wallet)
Operational limitations (SAC- contains this)
Program Letter
A map showing your 300nm radius of operational limits, 600nm if you have
one of those fast movers 500hp.
Proof of a currant annual.
And if you are planning on flying in the airshow, a currrant FAST card.
The RPA website used to have that checklist list in a sample airshow
packet. I could not find it when I did a quick scan of the website a little
while ago.
Doc
[Original Message]
From: A. Dennis Savarese <DSAVARESE@ELMORE.RR.COM>
To: <YAK-LIST@MATRONICS.COM>
Date: 11/1/2005 6:52:59 AM
Subject: Yak-List: FAA required documentation
-- Yak-List message posted by: "A. Dennis Savarese"
<DSAVARESE@ELMORE.RR.COM>
Most recently one of our fellow members was checked by an FAA inspector at
an airshow. He was scheduled to fly in the airshow with his Yak 52. But
because his paperwork was incomplete, he was not permitted to fly in the
airshow and was told he was only permitted to ferry the airplane back to
his
home airport. The inspector mandated he fax copies of the missing
documentation to him upon his return.
Most airshows have one or more FAA inspectors and if you're goin
<!-- END WEBMAIL STATIONERY -->
Message 21
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| Subject: | Re: FAA required documentation |
Yep! You're 100% right Gary. Just wanting to see who was really sharp. -) Add
that to the list.
Dennis
----- Original Message -----
From: ggg6@att.net
To: yak-list@matronics.com
Sent: Tuesday, November 01, 2005 11:41 AM
Subject: RE: Yak-List: FAA required documentation
Dennis, Don't forget the weight and balance,, I flew in a show around Las Vegas,
and one of the things they were most interested in was the weight and Balance
papers....Gary
-------------- Original message from "Roger Kemp" <viperdoc@mindspring.com>:
--------------
> --> Yak-List message posted by: "Roger Kemp"
>
> Dennis,
> Special Airworthiness Certificate (SAC)
> Currant FAA flight physical (keep copy in your possesion)
> Pilots license ( keep copy in your possesion ie, wallet)
> Operational limitations (SAC- contains this)
> Program Letter
> A map showing your 300nm radius of operational limits, 600nm if you have
> one of those fast movers > 500hp.
> Proof of a currant annual.
> And if you are planning on flying in the airshow, a currrant FAST card.
> The RPA website used to have that checklist list in a sample airshow
> packet. I could not find it when I did a quick scan of the website a little
> while ago.
> Doc
>
>
> > [Original Message]
> > From: A. Dennis Savarese
> > To:
> > Date: 11/1/2005 6:52:59 AM
> > Subject: Yak-List: FAA required documentation
> >
> > --> Yak-List message posted by: "A. Dennis Savarese"
>
> >
> > Most recently one of our fellow members was checked by an FAA inspector
at
> > an airshow. He was scheduled to fly in the airshow with his Yak 52. But
> > because his paperwork was incomplete, he was not permitted to fly in the
> > airshow and was told he was only permitted to ferry the airplane back to
> his
> > home airport. The inspector mandated he fax copies of the missing
> > documentation to him upon his return.
> >
> > Most airshows have one or more FAA inspectors and if you're goin
Message 22
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|
| Subject: | Re: FAA required documentation |
--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
I beg to differ, but I am almost positive that if you are going
outside ouf your circle 300nm/600nm then you MUST notify the FSDO
which is in charge of the area yo are entering if in fact different.
Ernie
On 11/1/05, A. Dennis Savarese <dsavarese@elmore.rr.com> wrote:
> --> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
>
> Good idea Ernie to notify the receiving FSDO, but the only FSDO you are
> required to notify is your own EXCEPT when taking the airplane for
> maintenance to another airport. Regardless of whether the airport is inside
> or outside your proficiency area, (300 OR 600 nm), you are suppose to notify
> the geographically responsible FSDO's AND RECEIVE PERMISSION from the
> receiving FSDO (which may be your own) prior to taking your aircraft for
> maintenance. Here's the sentence from 8130.2F and it is applicable to all:
> "Before the flight, the operator must notify and receive permission from the
> geographically responsible FSDO where the maintenance will take place, and
> notify the FSDO with the geographic responsibility where the aircraft is
> based of the intended maintenance flight."
>
> Now what if you are flying your L29 (or other turbine powered aircraft) to
> an event and the event is WITHIN your proficiency area but not on your
> annual program letter? Are you required to notify the geographically
> responsible FSDO? What happens if there are two FSDO's involved? Yours and
> where the event is located but it's still within your 600 NM proficiency
> area?
> Dennis
>
> ----- Original Message -----
> From: "Ernest Martinez" <erniel29@gmail.com>
> To: <yak-list@matronics.com>
> Sent: Tuesday, November 01, 2005 9:29 AM
> Subject: Re: Yak-List: FAA required documentation
>
>
> > --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
> >
> > You're supposed to send a fax to your local FSDO and the FSDO of the
> > area you are going if greater than 300/600nm informing them that you
> > are going to the airshow, if it wasnt mentioned in your program
> > letter. Carry a copy of that fax with a confirmation page as well.
> >
> > Ernie
> >
> > On 11/1/05, Yak52 <yak52@flyredstar.org> wrote:
> >> --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
> >>
> >> Go to the "events" section, then "Event Planning" - at the bottom of the
> >> page.
> >>
> >> Deon.
> >>
> >> -----Original Message-----
> >> From: owner-yak-list-server@matronics.com
> >> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
> >> Sent: Tuesday, November 01, 2005 9:46 AM
> >> To: yak-list@matronics.com
> >> Subject: RE: Yak-List: FAA required documentation
> >>
> >> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
> >>
> >> Dennis,
> >> Special Airworthiness Certificate (SAC)
> >> Currant FAA flight physical (keep copy in your possesion)
> >> Pilots license ( keep copy in your possesion ie, wallet)
> >> Operational limitations (SAC- contains this)
> >> Program Letter
> >> A map showing your 300nm radius of operational limits, 600nm if you have
> >> one of those fast movers > 500hp.
> >> Proof of a currant annual.
> >> And if you are planning on flying in the airshow, a currrant FAST card.
> >> The RPA website used to have that checklist list in a sample airshow
> >> packet. I could not find it when I did a quick scan of the website a
> >> little
> >> while ago.
> >> Doc
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 23
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| Subject: | Re: Is nomex good enough? |
--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
Roger,
I read about the first line, then gave up. Suffice to say, Nomex is
good, wear at your own discretion.
Ernie
On 11/1/05, Roger Kemp <viperdoc@mindspring.com> wrote:
>
>
> Well gang, we are off an running again on the benefits of Nomex again.
> Greg has pitched back into the fight with should we fly with Nomex flight
> suits, flight gloves, and fight boots or a newer improved version. The
> answer is that there is no right answer. But saying that , it is highly
> advisable to fly with the protection of the above stated flight gear. The
> reference to fire in the cockpit because of a ruptured fuel tank in the
> cockpit with you does not totally apply to the YAK or to the CJ to my
> knowledge. Yes, we do have a small header tank and fuel primer plunger in
> the cockpit with us that would put us at risk of exposure to fire.
> The official AF T.O. on use of Nomex flight suits is: 1) repeated washings
> weakens the fire retardance of the suit. 2) the suit, gloves and boots
> provide flash fire protection only, 3) wear is required by all aircrew on
> operational AF aircraft (unless specifically waiver ie AF ONE, C-4 Nighting
> Gail ect). The exact lenght of time that protection is afforded while in
> direct contact (immersed) in the fire is not stated. The suit is intended to
> provide protection during rapid egress from a burning aircraft (C-130 or
> F-16 ect). Rapid egress in the case of the fighter means either ground
> egress by exiting the A/C in a direction opposite the fire or being rudely
> extracted from cockpit by a rocket motor attached to the bang seat. The
> boots, gloves, and flight suit are planned to only protect you from the
> flash fire that lights up under your ass and envelopes envelopes you for
> 0.3 sec when you pull the handle on the 3rd redundant life support system
> (the e jection seat). The boots also will help protect your ankles from
> dislocation, spraining or fracture when doing that PLF @ 18 mph under the
> standard military canopy. It also preserves the foot so that the pathologist
> can identify you from that foot print we all had to provide for our medical
> records in UPT before allowed to strap on our jet jeans. As a side note, I
> have yet to see a foot survive the fireball and smoking hole to date. Have
> seen an intact hand well preserved by the Nomex flight glove, but the foot
> was not so lucky as was the rest of the pilot.
> The gloves have a nomex backing and leather palms. That is so the leather
> will not contract in the fire constricting movement of the entire hand
> during exposure. Again, they are for flash protection only. None of this
> saftey equipement is intended to protect you from immersion in JP-4 or 100LL
> and sitting there ingulfed in flames while waiting for someone to run up
> and foam you down. The key is the gear is designed for rapid egress from
> the fire not sitting there basking in it.
> The bottom line is, flying in shorts, T-shirt, and tennis shoes is not going
> to protect you from anything. May keep you from being to hot during the
> summer. That is all. The wear of nylon based clothing in a fire only
> guarentees that there will be a deeper burn and the ER Doc or surgeon doing
> the debriding will have to cut a little deeper in the tissue to get those
> little strips of charred crinkled polyester out of your muscles! Graphic
> enough for you to make you think about wearing that Banlyon Pary Suit up
> flying to impress your buds or significant other at the local areodrome?
> Generally, the race car driver is going to be more likely to be exposed to
> immersion in fuel and fire than the aviator.
> If my A/C developes that ugly yellow licking flame with that thick billowing
> black smoke around my ass and I am higher than 500 ft gong faster that 130
> klics, I'm opting for the silk letdown. I sure as heck do not think I can
> get the A/C down fast enough to keep from becoming a crispy kritter! More on
> crispy kritters shortly with a EP of the Week, yes I said Week... a day is
> to time constraining. But think about what you would to in the case of the
> dreaded inflight fire.
> And with that, I defer to Jeff "Linedogg" Linbaugh for the next EP of the
> Week. Think about it guys and gals, it could save your bacon from a
> roasting.
> Doc
>
> Roger "Doc" Kemp
> viperdoc@mindspring.com
> Aint no sound like a Radial
>
>
Message 24
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| Subject: | Re: FAA required documentation |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
The factory does not specify American oil. Most of us use either Aeroshell
120W (for really warm weather operation), 100W (for most all climates) or
80W in the winter or year round, the Philips radial engine multiviscosity
oil, 25W-60.
Dennis
----- Original Message -----
From: "ROBERT SCHWARTZ" <schwartzcompany@worldnet.att.net>
Subject: Re: Yak-List: FAA required documentation
> --> Yak-List message posted by: "ROBERT SCHWARTZ"
> <schwartzcompany@worldnet.att.net>
>
> what is the factory recommended, engine Oil??
>
> Robert E. Schwartz
>
> Email: schwartzcompany@worldnet.att.net
>
> This information is intended for the use of individual named above. If
> you are not the intended recipient, you are hereby notified that any
> disclosure, copying, distribution, or the taking of any action in reliance
> on the content of this information is strictly prohibited.
> ----- Original Message -----
> From: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
> To: <yak-list@matronics.com>
> Sent: Tuesday, November 01, 2005 10:32 AM
> Subject: Re: Yak-List: FAA required documentation
>
>
>> --> Yak-List message posted by: "A. Dennis Savarese"
>> <dsavarese@elmore.rr.com>
>>
>> What type of oil are you wanting to buy?
>> Dennis
>>
>> ----- Original Message -----
>> From: "ROBERT SCHWARTZ" <schwartzcompany@worldnet.att.net>
>> To: <yak-list@matronics.com>
>> Sent: Tuesday, November 01, 2005 10:10 AM
>> Subject: Re: Yak-List: FAA required documentation
>>
>>
>>> --> Yak-List message posted by: "ROBERT SCHWARTZ"
>>> <schwartzcompany@worldnet.att.net>
>>>
>>> Where can I purchase oil for the Yak 52
>>>
>>>
>>> Robert E. Schwartz
>>>
>>> Email: schwartzcompany@worldnet.att.net
>>>
>>> This information is intended for the use of individual named above. If
>>> you are not the intended recipient, you are hereby notified that any
>>> disclosure, copying, distribution, or the taking of any action in
>>> reliance on the content of this information is strictly prohibited.
>>> ----- Original Message -----
>>> From: "Roger Kemp" <viperdoc@mindspring.com>
>>> To: <yak-list@matronics.com>
>>> Sent: Tuesday, November 01, 2005 8:45 AM
>>> Subject: RE: Yak-List: FAA required documentation
>>>
>>>
>>>> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
>>>>
>>>> Dennis,
>>>> Special Airworthiness Certificate (SAC)
>>>> Currant FAA flight physical (keep copy in your possesion)
>>>> Pilots license ( keep copy in your possesion ie, wallet)
>>>> Operational limitations (SAC- contains this)
>>>> Program Letter
>>>> A map showing your 300nm radius of operational limits, 600nm if you
>>>> have
>>>> one of those fast movers > 500hp.
>>>> Proof of a currant annual.
>>>> And if you are planning on flying in the airshow, a currrant FAST card.
>>>> The RPA website used to have that checklist list in a sample airshow
>>>> packet. I could not find it when I did a quick scan of the website a
>>>> little
>>>> while ago.
>>>> Doc
>>>>
>>>>
>>>>> [Original Message]
>>>>> From: A. Dennis Savarese <dsavarese@elmore.rr.com>
>>>>> To: <yak-list@matronics.com>
>>>>> Date: 11/1/2005 6:52:59 AM
>>>>> Subject: Yak-List: FAA required documentation
>>>>>
>>>>> --> Yak-List message posted by: "A. Dennis Savarese"
>>>> <dsavarese@elmore.rr.com>
>>>>>
>>>>> Most recently one of our fellow members was checked by an FAA
>>>>> inspector at
>>>>> an airshow. He was scheduled to fly in the airshow with his Yak 52.
>>>>> But
>>>>> because his paperwork was incomplete, he was not permitted to fly in
>>>>> the
>>>>> airshow and was told he was only permitted to ferry the airplane back
>>>>> to
>>>> his
>>>>> home airport. The inspector mandated he fax copies of the missing
>>>>> documentation to him upon his return.
>>>>>
>>>>> Most airshows have one or more FAA inspectors and if you're going to
>>>>> fly
>>>> in
>>>>> the airshow you typically must attend the briefing and present
>>>>> whatever
>>>>> documents the inspector requests from the show participants. Since
>>>>> many
>>>> of
>>>>> us participate in various airshows throughout the year, let's see how
>>>>> many
>>>>> folks know what must be carried in their Experimental Exhibition
>>>>> category
>>>>> airplane at all times and what they should have with them when
>>>>> attending
>>>> an
>>>>> airshow when the FAA inspector asks to see certain paperwork. I'll
>>>>> start
>>>>> the list off with one of the documents:
>>>>> - Special Airworthiness Certificate
>>>>>
>>>>> Dennis
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 25
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|
| Subject: | Re: Is nomex good enough? |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Ernest Martinez wrote:
> I read about the first line, then gave up. Suffice to say, Nomex is
> good, wear at your own discretion.
Of course Nomex(tm) is good. The RPA says so. ;-)
Smart-assed answers aside, it should be for each and every pilot to decide how
he/she wishes to dress in his/her own aircraft. I agree that, when flying form
or ACM you want to make sure the other guy is trained enough not to hurt you
but I can't understand any requirement for what you choose to wear in the cockpit.
And shorts and t-shirt may indeed be safer than a Nomex suit. Performance
degradation from heat and dehydration from wearing a poopy-suit may be more of
a threat to you and your buds than the minuscule threat of fire that *may* be
helped through wearing Nomex or some other flame-resistant material.
The problem with all of this is that there just aren't any absolutes. In
attempts to make things "better" we often run afoul of the law of unintended
consequences.
--
Brian Lloyd 2243 Cattle Dr.
brian-yak@lloyd.com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
Message 26
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| Subject: | Re: FAA required documentation |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
And I beg to differ with you Ernie. Download FAA Order 8130.2F if you don't
already have it and do a search on the word "notify" and see what you come
up with. Pull out your operating limitations, because that is your bible.
If it does say it in your OL's, then I'll retract my "differ".
Dennis
----- Original Message -----
From: "Ernest Martinez" <erniel29@gmail.com>
Subject: Re: Yak-List: FAA required documentation
> --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
>
> I beg to differ, but I am almost positive that if you are going
> outside ouf your circle 300nm/600nm then you MUST notify the FSDO
> which is in charge of the area yo are entering if in fact different.
>
> Ernie
>
> On 11/1/05, A. Dennis Savarese <dsavarese@elmore.rr.com> wrote:
>> --> Yak-List message posted by: "A. Dennis Savarese"
>> <dsavarese@elmore.rr.com>
>>
>> Good idea Ernie to notify the receiving FSDO, but the only FSDO you are
>> required to notify is your own EXCEPT when taking the airplane for
>> maintenance to another airport. Regardless of whether the airport is
>> inside
>> or outside your proficiency area, (300 OR 600 nm), you are suppose to
>> notify
>> the geographically responsible FSDO's AND RECEIVE PERMISSION from the
>> receiving FSDO (which may be your own) prior to taking your aircraft for
>> maintenance. Here's the sentence from 8130.2F and it is applicable to
>> all:
>> "Before the flight, the operator must notify and receive permission from
>> the
>> geographically responsible FSDO where the maintenance will take place,
>> and
>> notify the FSDO with the geographic responsibility where the aircraft is
>> based of the intended maintenance flight."
>>
>> Now what if you are flying your L29 (or other turbine powered aircraft)
>> to
>> an event and the event is WITHIN your proficiency area but not on your
>> annual program letter? Are you required to notify the geographically
>> responsible FSDO? What happens if there are two FSDO's involved? Yours
>> and
>> where the event is located but it's still within your 600 NM proficiency
>> area?
>> Dennis
>>
>> ----- Original Message -----
>> From: "Ernest Martinez" <erniel29@gmail.com>
>> To: <yak-list@matronics.com>
>> Sent: Tuesday, November 01, 2005 9:29 AM
>> Subject: Re: Yak-List: FAA required documentation
>>
>>
>> > --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
>> >
>> > You're supposed to send a fax to your local FSDO and the FSDO of the
>> > area you are going if greater than 300/600nm informing them that you
>> > are going to the airshow, if it wasnt mentioned in your program
>> > letter. Carry a copy of that fax with a confirmation page as well.
>> >
>> > Ernie
>> >
>> > On 11/1/05, Yak52 <yak52@flyredstar.org> wrote:
>> >> --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
>> >>
>> >> Go to the "events" section, then "Event Planning" - at the bottom of
>> >> the
>> >> page.
>> >>
>> >> Deon.
>> >>
>> >> -----Original Message-----
>> >> From: owner-yak-list-server@matronics.com
>> >> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
>> >> Sent: Tuesday, November 01, 2005 9:46 AM
>> >> To: yak-list@matronics.com
>> >> Subject: RE: Yak-List: FAA required documentation
>> >>
>> >> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
>> >>
>> >> Dennis,
>> >> Special Airworthiness Certificate (SAC)
>> >> Currant FAA flight physical (keep copy in your possesion)
>> >> Pilots license ( keep copy in your possesion ie, wallet)
>> >> Operational limitations (SAC- contains this)
>> >> Program Letter
>> >> A map showing your 300nm radius of operational limits, 600nm if you
>> >> have
>> >> one of those fast movers > 500hp.
>> >> Proof of a currant annual.
>> >> And if you are planning on flying in the airshow, a currrant FAST
>> >> card.
>> >> The RPA website used to have that checklist list in a sample airshow
>> >> packet. I could not find it when I did a quick scan of the website a
>> >> little
>> >> while ago.
>> >> Doc
>> >>
>> >>
>> >>
>> >>
>> >>
>> >>
>> >>
>> >>
>> >>
>> >>
>> >>
>> >>
>> >>
>> >>
>> >>
>> >>
>> >>
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 27
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|
<20051101150143.2D04D12C1B@barracuda.matronics.com>
<5d7b0ec70511010729r1f84b6eard9fabe0574e97163@mail.gmail.com>
| Subject: | Re: FAA required documentation |
--> Yak-List message posted by: "Jon Boede" <jon@email.net>
My guy takes an email... Note that the rule says that you have to "notify"
them... not that they need to approve or even acknowledge receipt of your
notification. Which does make one wonder what exactly this, if anything,
has to do with safety.
There's a rule for jets about 48 hours in advance notification if you're
doing something that's not on your annual program letter. That doesn't
seem necessary for the piston stuff (so far, that I can tell).
Note that while the jet guys seem to have to give 48 hours notice to do
something that's not on their program letter, I haven't seen anything that
gives a time requirement for ammending your program letter... in theory,
you could send your FSDO guy a text message from your cell phone ammending
your program letter... while on short final at the airshow. :-)
Jon
> --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
>
> You're supposed to send a fax to your local FSDO and the FSDO of the
> area you are going if greater than 300/600nm informing them that you
> are going to the airshow, if it wasnt mentioned in your program
> letter. Carry a copy of that fax with a confirmation page as well.
>
> Ernie
>
> On 11/1/05, Yak52 <yak52@flyredstar.org> wrote:
>> --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
>>
>> Go to the "events" section, then "Event Planning" - at the bottom of the
>> page.
>>
>> Deon.
>>
>> -----Original Message-----
>> From: owner-yak-list-server@matronics.com
>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
>> Sent: Tuesday, November 01, 2005 9:46 AM
>> To: yak-list@matronics.com
>> Subject: RE: Yak-List: FAA required documentation
>>
>> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
>>
>> Dennis,
>> Special Airworthiness Certificate (SAC)
>> Currant FAA flight physical (keep copy in your possesion)
>> Pilots license ( keep copy in your possesion ie, wallet)
>> Operational limitations (SAC- contains this)
>> Program Letter
>> A map showing your 300nm radius of operational limits, 600nm if you have
>> one of those fast movers > 500hp.
>> Proof of a currant annual.
>> And if you are planning on flying in the airshow, a currrant FAST card.
>> The RPA website used to have that checklist list in a sample airshow
>> packet. I could not find it when I did a quick scan of the website a
>> little
>> while ago.
>> Doc
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 28
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|
| Subject: | Re: FAA required documentation |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
That's right Jon. You only have to notify you local FSDO. You're not
asking for permission to attend and event. However, you must receive
approval (permission) from the receiving FSDO if your going for maintenance
and you have to notify your FSDO that you're going for maintenance. That is
the only exception.
48 hours - Unless specifically written into the OL's by the inspector who
created them, there is no 48 hour notification specified in any paragraph
applicable to Group II, turbine powered aircraft. Once again, if an
inspector decides to include those words in the OL's, then of course that is
the requirement for any person operating that specific aircraft.
The only potential problem with sending a text message (great idea though!)
is if you are ramp checked and the inspector says "show me". Just because
you sent a text message doesn't necessarily mean the FSDO received it. A
fax sent can produce a report which you can attach to the fax and carry with
you to the event.
Dennis
----- Original Message -----
From: "Jon Boede" <jon@email.net>
Subject: Re: Yak-List: FAA required documentation
> --> Yak-List message posted by: "Jon Boede" <jon@email.net>
>
> My guy takes an email... Note that the rule says that you have to "notify"
> them... not that they need to approve or even acknowledge receipt of your
> notification. Which does make one wonder what exactly this, if anything,
> has to do with safety.
>
> There's a rule for jets about 48 hours in advance notification if you're
> doing something that's not on your annual program letter. That doesn't
> seem necessary for the piston stuff (so far, that I can tell).
>
> Note that while the jet guys seem to have to give 48 hours notice to do
> something that's not on their program letter, I haven't seen anything that
> gives a time requirement for ammending your program letter... in theory,
> you could send your FSDO guy a text message from your cell phone ammending
> your program letter... while on short final at the airshow. :-)
>
> Jon
>
>> --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
>>
>> You're supposed to send a fax to your local FSDO and the FSDO of the
>> area you are going if greater than 300/600nm informing them that you
>> are going to the airshow, if it wasnt mentioned in your program
>> letter. Carry a copy of that fax with a confirmation page as well.
>>
>> Ernie
>>
>> On 11/1/05, Yak52 <yak52@flyredstar.org> wrote:
>>> --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
>>>
>>> Go to the "events" section, then "Event Planning" - at the bottom of the
>>> page.
>>>
>>> Deon.
>>>
>>> -----Original Message-----
>>> From: owner-yak-list-server@matronics.com
>>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
>>> Sent: Tuesday, November 01, 2005 9:46 AM
>>> To: yak-list@matronics.com
>>> Subject: RE: Yak-List: FAA required documentation
>>>
>>> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
>>>
>>> Dennis,
>>> Special Airworthiness Certificate (SAC)
>>> Currant FAA flight physical (keep copy in your possesion)
>>> Pilots license ( keep copy in your possesion ie, wallet)
>>> Operational limitations (SAC- contains this)
>>> Program Letter
>>> A map showing your 300nm radius of operational limits, 600nm if you have
>>> one of those fast movers > 500hp.
>>> Proof of a currant annual.
>>> And if you are planning on flying in the airshow, a currrant FAST card.
>>> The RPA website used to have that checklist list in a sample airshow
>>> packet. I could not find it when I did a quick scan of the website a
>>> little
>>> while ago.
>>> Doc
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 29
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|
| Subject: | Re: FAA required documentation |
--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
I dont have the 48 hour notification in my jet ops limits.
Ernie
On 11/1/05, A. Dennis Savarese <dsavarese@elmore.rr.com> wrote:
> --> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
>
> That's right Jon. You only have to notify you local FSDO. You're not
> asking for permission to attend and event. However, you must receive
> approval (permission) from the receiving FSDO if your going for maintenance
> and you have to notify your FSDO that you're going for maintenance. That is
> the only exception.
>
> 48 hours - Unless specifically written into the OL's by the inspector who
> created them, there is no 48 hour notification specified in any paragraph
> applicable to Group II, turbine powered aircraft. Once again, if an
> inspector decides to include those words in the OL's, then of course that is
> the requirement for any person operating that specific aircraft.
>
> The only potential problem with sending a text message (great idea though!)
> is if you are ramp checked and the inspector says "show me". Just because
> you sent a text message doesn't necessarily mean the FSDO received it. A
> fax sent can produce a report which you can attach to the fax and carry with
> you to the event.
>
> Dennis
>
> ----- Original Message -----
> From: "Jon Boede" <jon@email.net>
> To: <yak-list@matronics.com>
> Sent: Tuesday, November 01, 2005 1:12 PM
> Subject: Re: Yak-List: FAA required documentation
>
>
> > --> Yak-List message posted by: "Jon Boede" <jon@email.net>
> >
> > My guy takes an email... Note that the rule says that you have to "notify"
> > them... not that they need to approve or even acknowledge receipt of your
> > notification. Which does make one wonder what exactly this, if anything,
> > has to do with safety.
> >
> > There's a rule for jets about 48 hours in advance notification if you're
> > doing something that's not on your annual program letter. That doesn't
> > seem necessary for the piston stuff (so far, that I can tell).
> >
> > Note that while the jet guys seem to have to give 48 hours notice to do
> > something that's not on their program letter, I haven't seen anything that
> > gives a time requirement for ammending your program letter... in theory,
> > you could send your FSDO guy a text message from your cell phone ammending
> > your program letter... while on short final at the airshow. :-)
> >
> > Jon
> >
> >> --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
> >>
> >> You're supposed to send a fax to your local FSDO and the FSDO of the
> >> area you are going if greater than 300/600nm informing them that you
> >> are going to the airshow, if it wasnt mentioned in your program
> >> letter. Carry a copy of that fax with a confirmation page as well.
> >>
> >> Ernie
> >>
> >> On 11/1/05, Yak52 <yak52@flyredstar.org> wrote:
> >>> --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
> >>>
> >>> Go to the "events" section, then "Event Planning" - at the bottom of the
> >>> page.
> >>>
> >>> Deon.
> >>>
> >>> -----Original Message-----
> >>> From: owner-yak-list-server@matronics.com
> >>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
> >>> Sent: Tuesday, November 01, 2005 9:46 AM
> >>> To: yak-list@matronics.com
> >>> Subject: RE: Yak-List: FAA required documentation
> >>>
> >>> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
> >>>
> >>> Dennis,
> >>> Special Airworthiness Certificate (SAC)
> >>> Currant FAA flight physical (keep copy in your possesion)
> >>> Pilots license ( keep copy in your possesion ie, wallet)
> >>> Operational limitations (SAC- contains this)
> >>> Program Letter
> >>> A map showing your 300nm radius of operational limits, 600nm if you have
> >>> one of those fast movers > 500hp.
> >>> Proof of a currant annual.
> >>> And if you are planning on flying in the airshow, a currrant FAST card.
> >>> The RPA website used to have that checklist list in a sample airshow
> >>> packet. I could not find it when I did a quick scan of the website a
> >>> little
> >>> while ago.
> >>> Doc
> >>>
> >>>
> >>>
> >>>
> >>>
> >>>
> >>>
> >>>
> >>>
> >>>
> >>>
> >>>
> >>>
> >>>
> >>>
> >>>
> >>>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 30
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|
| Subject: | Lubing the Compressor Filter |
Jeff,
Yes it was me.
If you have the opportunity to look at the newer style compressor blast tube
for the Yak 18T's you will see that it completely covers the top intake
filter AND the side of the compressor, so your compressor is living off good
clean blast air and not the oily air that is in the engine compartment.
When my first stock arrived I questioned why they were changed, my vendor in
Russia told me that oil build up on the filters was being sucked into the
compressor, the oil was then getting on the red hot poppet valve and causing
carbon deposits which will in time build up to the point to where the
compressor is pumping but the poppet valve is not closing so you just build
a bit of pressure and, not the normal 45 atms. Unfortunately many folks who
do not fully understand all the smoke and mirrors of the air system, think
the most common place to look for a possible solution to this problem is to
start wrenching on the pop off valve with the thought in mind that for some
unexplained reason it suddenly needs to be readjusted. So they crank it
down a few turns and go fly the aircraft. If they are lucky they will see
no change, but if they are unlucky and the bit of carbon on the poppet valve
decides that now is the time to move on down the line, the poppet valve will
suddenly become fully functioning and you now have a situation that could
(depending on how far he cranked it down) be VERY explosive. This is not
a good way to test your rusty air tanks to see if they will hold 60 atms!!!
Remember 1 atm =14.7 psi, so 45 which is std for CJ's is 661.5 psi, but 60
atm (about 3 full turns on your pop off valve set nut) =882 psi.
My advise is to change the filters often, keep one in the ditty box as a
spare just in case you develop a oil leak in engine compartment while at a
air show. It's cheap insurance compared to the rent I heard that Jeff was
charging for his super duper go fast, thrice modified ginsiu, Ron Poppiel
compressor wrench . ;o) Jeff, can I copy it??
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Jeff Linebaugh
Sent: Tuesday, November 01, 2005 5:29 AM
To: yak-list@matronics. com
Subject: Yak-List: Lubing the Compressor Filter
Dennis, et al...
I was told a while back (can't remember the source...Doug, was it
you?) to NOT lube the compressor filter, even with air tool oil. It was
found that oil sucked in through the filters caused premature compressor
failures. To help combat this, the new compressor blast tube design
completely surrounds the compressor inlet so that only fresh air can get to
the compressor...instead of just supplying cooling air to the side of the
unit....thoughts folks?? I am not the expert...just wanting to generate
discussion...
I do frequently change the compressor filter...anyone that has had
to change a compressor will do everything they can to help promote long
compressor life. (Remember, Barry? I still have the triple customized
compressor nut wrench in my toolbox...don't leave home without it!)
Jeff Linebaugh
jefflinebaugh@earthlink.net
CJ-6P N621CJ
Memphis, TN
Message 31
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|
| Subject: | Re: Was: EP of the Day - Now: Gunk |
--> Yak-List message posted by: "Rob Rowe" <yak-list@robrowe.plus.com>
Dennis / Brian / Pappy / Doc,
Thanks for the feedback on gunk prevention ... we've always used the Russian
recommendation of glycerin & isopropyl alcohol every 50 hours / annual.
I'm just wondering what happens to the glycerin emulsion after it's become
saturated with moisture ... does this ultimately desiccate into the hard
gunk we've found?
Rob
Message 32
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|
| Subject: | Re: Lubing the Compressor Filter |
Doug,
While I don't fundamentally disagree with you or your Russian vendor, I do believe
he was most likely referring to the oil from the engine and engine compartment
which tends to much, much thicker and contaminated as compared to air tool
oil, 3 in 1 oil or MMO/air tool oil. I have had pretty good success keeping
the output check valve on the compressor from carboning up by lightly oiling
the compressor filter when it is first installed.
But, as always, this is just me and my personal preferences and someone else's
results may be different.
Dennis
----- Original Message -----
From: Doug Sapp
To: yak-list@matronics.com
Sent: Tuesday, November 01, 2005 2:29 PM
Subject: RE: Yak-List: Lubing the Compressor Filter
Jeff,
Yes it was me.
If you have the opportunity to look at the newer style compressor blast tube
for the Yak 18T's you will see that it completely covers the top intake filter
AND the side of the compressor, so your compressor is living off good clean blast
air and not the oily air that is in the engine compartment. When my first
stock arrived I questioned why they were changed, my vendor in Russia told me
that oil build up on the filters was being sucked into the compressor, the oil
was then getting on the red hot poppet valve and causing carbon deposits which
will in time build up to the point to where the compressor is pumping but
the poppet valve is not closing so you just build a bit of pressure and, not the
normal 45 atms. Unfortunately many folks who do not fully understand all the
smoke and mirrors of the air system, think the most common place to look for
a possible solution to this problem is to start wrenching on the pop off valve
with the thought in mind that for some unexplained reason it suddenly needs
to be readjusted. So they crank it down a few turns and go fly the aircraft.
If they are lucky they will see no change, but if they are unlucky and the
bit of carbon on the poppet valve decides that now is the time to move on down
the line, the poppet valve will suddenly become fully functioning and you now
have a situation that could (depending on how far he cranked it down) be VERY
explosive. This is not a good way to test your rusty air tanks to see if they
will hold 60 atms!!! Remember 1 atm 14.7 psi, so 45 which is std for CJ's
is 661.5 psi, but 60 atm (about 3 full turns on your pop off valve set nut) 882
psi.
My advise is to change the filters often, keep one in the ditty box as a spare
just in case you develop a oil leak in engine compartment while at a air show.
It's cheap insurance compared to the rent I heard that Jeff was charging for
his super duper go fast, thrice modified ginsiu, Ron Poppiel compressor wrench
. ;o) Jeff, can I copy it??
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com]On Behalf Of Jeff Linebaugh
Sent: Tuesday, November 01, 2005 5:29 AM
To: yak-list@matronics. com
Subject: Yak-List: Lubing the Compressor Filter
Dennis, et al...
I was told a while back (can't remember the source...Doug, was it you?)
to NOT lube the compressor filter, even with air tool oil. It was found that
oil sucked in through the filters caused premature compressor failures. To help
combat this, the new compressor blast tube design completely surrounds the
compressor inlet so that only fresh air can get to the compressor...instead of
just supplying cooling air to the side of the unit....thoughts folks?? I am
not the expert...just wanting to generate discussion...
I do frequently change the compressor filter...anyone that has had to
change a compressor will do everything they can to help promote long compressor
life. (Remember, Barry? I still have the triple customized compressor nut wrench
in my toolbox...don't leave home without it!)
Jeff Linebaugh
jefflinebaugh@earthlink.net
CJ-6P N621CJ
Memphis, TN
Message 33
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|
| Subject: | Re: Was: EP of the Day - Now: Gunk |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Who knows Rob. Could be. Why not run a test on an airplane you continually
maintain and see what the results are.
Dennis
----- Original Message -----
From: "Rob Rowe" <yak-list@robrowe.plus.com>
Subject: Yak-List: Re: Was: EP of the Day - Now: Gunk
> --> Yak-List message posted by: "Rob Rowe" <yak-list@robrowe.plus.com>
>
> Dennis / Brian / Pappy / Doc,
>
> Thanks for the feedback on gunk prevention ... we've always used the
> Russian
> recommendation of glycerin & isopropyl alcohol every 50 hours / annual.
>
> I'm just wondering what happens to the glycerin emulsion after it's become
> saturated with moisture ... does this ultimately desiccate into the hard
> gunk we've found?
>
> Rob
>
>
>
Message 34
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|
| Subject: | Re: Lubing the Compressor Filter |
I try to keep my engine compartment as oil free as possible by getting to
leaks as I find them. My compressor filter is never oily or even very dirty.
Ernie
On 11/1/05, A. Dennis Savarese <dsavarese@elmore.rr.com> wrote:
>
> Doug,
> While I don't fundamentally disagree with you or your Russian vendor, I do
> believe he was most likely referring to the oil from the engine and engine
> compartment which tends to much, much thicker and contaminated as compared
> to air tool oil, 3 in 1 oil or MMO/air tool oil. I have had pretty good
> success keeping the output check valve on the compressor from carboning up
> by lightly oiling the compressor filter when it is first installed.
> But, as always, this is just me and my personal preferences and someone
> else's results may be different.
> Dennis
>
> ----- Original Message -----
> *From:* Doug Sapp <rvfltd@televar.com>
> *To:* yak-list@matronics.com
> *Sent:* Tuesday, November 01, 2005 2:29 PM
> *Subject:* RE: Yak-List: Lubing the Compressor Filter
>
> Jeff,
> Yes it was me.
> If you have the opportunity to look at the newer style compressor blast
> tube for the Yak 18T's you will see that it completely covers the top intake
> filter AND the side of the compressor, so your compressor is living off good
> clean blast air and not the oily air that is in the engine compartment. When
> my first stock arrived I questioned why they were changed, my vendor in
> Russia told me that oil build up on the filters was being sucked into the
> compressor, the oil was then getting on the red hot poppet valve and causing
> carbon deposits which will in time build up to the point to where the
> compressor is pumping but the poppet valve is not closing so you just build
> a bit of pressure and, not the normal 45 atms. Unfortunately many folks who
> do not fully understand all the smoke and mirrors of the air system, think
> the most common place to look for a possible solution to this problem is to
> start wrenching on the pop off valve with the thought in mind that for some
> unexplained reason it suddenly needs to be readjusted. So they crank it down
> a few turns and go fly the aircraft. If they are lucky they will see no
> change, but if they are unlucky and the bit of carbon on the poppet valve
> decides that now is the time to move on down the line, the poppet valve will
> suddenly become fully functioning and you now have a situation that could
> (depending on how far he cranked it down) be VERY explosive. This is not a
> good way to test your rusty air tanks to see if they will hold 60 atms!!!
> Remember 1 atm 14.7 psi, so 45 which is std for CJ's is 661.5 psi, but 60
> atm (about 3 full turns on your pop off valve set nut) 882 psi.
> My advise is to change the filters often, keep one in the ditty box as a
> spare just in case you develop a oil leak in engine compartment while at a
> air show. It's cheap insurance compared to the rent I heard that Jeff was
> charging for his super duper go fast, thrice modified ginsiu, Ron Poppiel
> compressor wrench . ;o) Jeff, can I copy it??
> Always Yakin,
> Doug Sapp
>
> -----Original Message-----
> *From:* owner-yak-list-server@matronics.com [mailto:
> owner-yak-list-server@matronics.com]*On Behalf Of *Jeff Linebaugh
> *Sent:* Tuesday, November 01, 2005 5:29 AM
> *To:* yak-list@matronics. com
> *Subject:* Yak-List: Lubing the Compressor Filter
>
> Dennis, et al...
> I was told a while back (can't remember the source...Doug, was it you?)
> to NOT lube the compressor filter, even with air tool oil. It was found that
> oil sucked in through the filters caused premature compressor failures. To
> help combat this, the new compressor blast tube design completely surrounds
> the compressor inlet so that only fresh air can get to the
> compressor...instead of just supplying cooling air to the side of the
> unit....thoughts folks?? I am not the expert...just wanting to generate
> discussion...
> I do frequently change the compressor filter...anyone that has had to
> change a compressor will do everything they can to help promote long
> compressor life. (Remember, Barry? I still have the triple customized
> compressor nut wrench in my toolbox...don't leave home without it!)
> Jeff Linebaugh
> jefflinebaugh@earthlink.net
> *CJ-6P N621CJ*
> *Memphis, TN*
>
>
> <http://www.incredimail.com/index.asp?id409&lang9>
>
>
Message 35
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| Subject: | Is nomex good enough? |
Flightsuits? Flightsuits?
Are we talking about the need to wear FLIGHTSUITS?
With good grace and tongue in cheek, I will now shutup.
Mark Bitterlich
N50YK
-----Original Message-----
From: Brian Lloyd [mailto:brian-yak@lloyd.com]
Subject: Re: Yak-List: Is nomex good enough?
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Ernest Martinez wrote:
> I read about the first line, then gave up. Suffice to say, Nomex is
> good, wear at your own discretion.
Of course Nomex(tm) is good. The RPA says so. ;-)
Smart-assed answers aside, it should be for each and every pilot to decide
how
he/she wishes to dress in his/her own aircraft. I agree that, when flying
form
or ACM you want to make sure the other guy is trained enough not to hurt you
but I can't understand any requirement for what you choose to wear in the
cockpit.
And shorts and t-shirt may indeed be safer than a Nomex suit. Performance
degradation from heat and dehydration from wearing a poopy-suit may be more
of
a threat to you and your buds than the minuscule threat of fire that *may*
be
helped through wearing Nomex or some other flame-resistant material.
The problem with all of this is that there just aren't any absolutes. In
attempts to make things "better" we often run afoul of the law of unintended
consequences.
--
Brian Lloyd 2243 Cattle Dr.
brian-yak@lloyd.com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
Message 36
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| Subject: | FAA required documentation |
My FISDO says not true.... just called them.
Mark Bitterlich
p.s. Of course that does not mean I am correct and you are wrong ....
"consistency" is not a big buzz word at the FAA.
-----Original Message-----
From: Ernest Martinez [mailto:erniel29@gmail.com]
Subject: Re: Yak-List: FAA required documentation
--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
I beg to differ, but I am almost positive that if you are going
outside ouf your circle 300nm/600nm then you MUST notify the FSDO
which is in charge of the area yo are entering if in fact different.
Ernie
On 11/1/05, A. Dennis Savarese <dsavarese@elmore.rr.com> wrote:
> --> Yak-List message posted by: "A. Dennis Savarese"
<dsavarese@elmore.rr.com>
>
> Good idea Ernie to notify the receiving FSDO, but the only FSDO you are
> required to notify is your own EXCEPT when taking the airplane for
> maintenance to another airport. Regardless of whether the airport is
inside
> or outside your proficiency area, (300 OR 600 nm), you are suppose to
notify
> the geographically responsible FSDO's AND RECEIVE PERMISSION from the
> receiving FSDO (which may be your own) prior to taking your aircraft for
> maintenance. Here's the sentence from 8130.2F and it is applicable to
all:
> "Before the flight, the operator must notify and receive permission from
the
> geographically responsible FSDO where the maintenance will take place, and
> notify the FSDO with the geographic responsibility where the aircraft is
> based of the intended maintenance flight."
>
> Now what if you are flying your L29 (or other turbine powered aircraft) to
> an event and the event is WITHIN your proficiency area but not on your
> annual program letter? Are you required to notify the geographically
> responsible FSDO? What happens if there are two FSDO's involved? Yours
and
> where the event is located but it's still within your 600 NM proficiency
> area?
> Dennis
>
> ----- Original Message -----
> From: "Ernest Martinez" <erniel29@gmail.com>
> To: <yak-list@matronics.com>
> Sent: Tuesday, November 01, 2005 9:29 AM
> Subject: Re: Yak-List: FAA required documentation
>
>
> > --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
> >
> > You're supposed to send a fax to your local FSDO and the FSDO of the
> > area you are going if greater than 300/600nm informing them that you
> > are going to the airshow, if it wasnt mentioned in your program
> > letter. Carry a copy of that fax with a confirmation page as well.
> >
> > Ernie
> >
> > On 11/1/05, Yak52 <yak52@flyredstar.org> wrote:
> >> --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
> >>
> >> Go to the "events" section, then "Event Planning" - at the bottom of
the
> >> page.
> >>
> >> Deon.
> >>
> >> -----Original Message-----
> >> From: owner-yak-list-server@matronics.com
> >> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
> >> Sent: Tuesday, November 01, 2005 9:46 AM
> >> To: yak-list@matronics.com
> >> Subject: RE: Yak-List: FAA required documentation
> >>
> >> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
> >>
> >> Dennis,
> >> Special Airworthiness Certificate (SAC)
> >> Currant FAA flight physical (keep copy in your possesion)
> >> Pilots license ( keep copy in your possesion ie, wallet)
> >> Operational limitations (SAC- contains this)
> >> Program Letter
> >> A map showing your 300nm radius of operational limits, 600nm if you
have
> >> one of those fast movers > 500hp.
> >> Proof of a currant annual.
> >> And if you are planning on flying in the airshow, a currrant FAST card.
> >> The RPA website used to have that checklist list in a sample airshow
> >> packet. I could not find it when I did a quick scan of the website a
> >> little
> >> while ago.
> >> Doc
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 37
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| Subject: | Re: Was: EP of the Day - Now: Gunk |
--> Yak-List message posted by: "Walter Lannon" <wlannon@cablerocket.com>
Can't say for sure Rob but it is a possibility.
I use air tool oil at annual in the CJ's I maintain and , so far, have had
no "gunk" problems but these aircraft typically fly only about 50 hrs/year.
Also the relative humidity in my area is quite low.
Walt
----- Original Message -----
From: "Rob Rowe" <yak-list@robrowe.plus.com>
Subject: Yak-List: Re: Was: EP of the Day - Now: Gunk
> --> Yak-List message posted by: "Rob Rowe" <yak-list@robrowe.plus.com>
>
> Dennis / Brian / Pappy / Doc,
>
> Thanks for the feedback on gunk prevention ... we've always used the
> Russian
> recommendation of glycerin & isopropyl alcohol every 50 hours / annual.
>
> I'm just wondering what happens to the glycerin emulsion after it's become
> saturated with moisture ... does this ultimately desiccate into the hard
> gunk we've found?
>
> Rob
>
>
>
Message 38
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| Subject: | Was: EP of the Day - Now: Gunk |
I do the same thing with all kinds of oils. On a long term storage project,
I recently put Corrosion X into the hose that attaches to the external air
fitting and then filled both the emergency air and main tanks with nitrogen.
This pushed the Corrosion X in under pressure where it turns into a real
"mist". I then cranked the engine with the shower of sparks disconnected,
and looked in each cylinder with a bore scope. Sure enough, Corrosion X was
everywhere. That was the goal. Every month or so, I will repeat the
process and keep the rings from freezing up, etc., etc. Of course I do not
intend to start the engine, thus the change from air to nitrogen.
Not sure about the desiccant trap in the wing root area! Good question! Of
course with that aircraft I do not really care.
I did do the same thing with the 50 that I fly and yes indeed, it came out
the gear handle vent and flooded the cockpit with smelly mist AND covered my
pants with same. I am not so sure that was a great idea in the long run.
What I have learned is that the rubber gaskets in the landing gear actuators
on the 50 get hard over time. Even so, they work great until they split.
If you go years and years with them drying out, and then suddenly lubricate
them with some kind of oil, guess what happens? They crack right open and
fail within short order. Of course, the argument there is that if they were
that old to begin with, you should have replaced them anyway.
Never-the-less, I feel it is worth mentioning that if you own a 50, and you
believe that no oil has gotten into those actuators in years, your best bet
is to pull them apart and rebuilt them before squirting any oil in there.
Mark Bitterlich
-----Original Message-----
From: Brian Lloyd [mailto:brian-yak@lloyd.com]
Subject: Re: Yak-List: Was: EP of the Day - Now: Gunk
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
A. Dennis Savarese wrote:
> --> Yak-List message posted by: "A. Dennis Savarese"
> <dsavarese@elmore.rr.com>
>
> That's precisely what I do Brian. I haven't found the difference
> between MMO air tool oil and regular MMO.
I couldn't tell the difference either but they sell them in different
bottles/cans so I didn't try to second guess.
> I squirt some in the hose,
> then attach the hose to the external air fill port and fire away. Seems
> to keep everything pretty darn clean.
Makes sense. How about getting past the filter/dessicant-trap?
Do you end up with MMO stains on your flight suit from the stuff blowing out
the gear and flap ambient ports?
> Heck, MMO might even be a good
> laxative! -)
Well, I was thinking that the stains would be on my the thigh of the left
leg
but whatever floats yer boat.
--
Brian Lloyd 2243 Cattle Dr.
brian-yak@lloyd.com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
Message 39
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| Subject: | Re: FAA required documentation |
--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
Yes, I just send a fax informing of my decision to attend an event
that is not on my program letter within my area or not. I did it last
year to attend a small event 18 miles from my home base.
Ernie
On 11/1/05, Bitterlich GS11 Mark G <BitterlichMG@cherrypoint.usmc.mil> wrote:
>
>
> My FISDO says not true.... just called them.
>
> Mark Bitterlich
>
> p.s. Of course that does not mean I am correct and you are wrong ....
> "consistency" is not a big buzz word at the FAA.
>
> -----Original Message-----
> From: Ernest Martinez [mailto:erniel29@gmail.com]
> Sent: Tuesday, November 01, 2005 1:00 PM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: FAA required documentation
>
>
> --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
>
> I beg to differ, but I am almost positive that if you are going
> outside ouf your circle 300nm/600nm then you MUST notify the FSDO
> which is in charge of the area yo are entering if in fact different.
>
> Ernie
>
> On 11/1/05, A. Dennis Savarese <dsavarese@elmore.rr.com> wrote:
> > --> Yak-List message posted by: "A. Dennis Savarese"
> <dsavarese@elmore.rr.com>
> >
> > Good idea Ernie to notify the receiving FSDO, but the only FSDO you are
> > required to notify is your own EXCEPT when taking the airplane for
> > maintenance to another airport. Regardless of whether the airport is
> inside
> > or outside your proficiency area, (300 OR 600 nm), you are suppose to
> notify
> > the geographically responsible FSDO's AND RECEIVE PERMISSION from the
> > receiving FSDO (which may be your own) prior to taking your aircraft for
> > maintenance. Here's the sentence from 8130.2F and it is applicable to
> all:
> > "Before the flight, the operator must notify and receive permission from
> the
> > geographically responsible FSDO where the maintenance will take place, and
> > notify the FSDO with the geographic responsibility where the aircraft is
> > based of the intended maintenance flight."
> >
> > Now what if you are flying your L29 (or other turbine powered aircraft) to
> > an event and the event is WITHIN your proficiency area but not on your
> > annual program letter? Are you required to notify the geographically
> > responsible FSDO? What happens if there are two FSDO's involved? Yours
> and
> > where the event is located but it's still within your 600 NM proficiency
> > area?
> > Dennis
> >
> > ----- Original Message -----
> > From: "Ernest Martinez" <erniel29@gmail.com>
> > To: <yak-list@matronics.com>
> > Sent: Tuesday, November 01, 2005 9:29 AM
> > Subject: Re: Yak-List: FAA required documentation
> >
> >
> > > --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
> > >
> > > You're supposed to send a fax to your local FSDO and the FSDO of the
> > > area you are going if greater than 300/600nm informing them that you
> > > are going to the airshow, if it wasnt mentioned in your program
> > > letter. Carry a copy of that fax with a confirmation page as well.
> > >
> > > Ernie
> > >
> > > On 11/1/05, Yak52 <yak52@flyredstar.org> wrote:
> > >> --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
> > >>
> > >> Go to the "events" section, then "Event Planning" - at the bottom of
> the
> > >> page.
> > >>
> > >> Deon.
> > >>
> > >> -----Original Message-----
> > >> From: owner-yak-list-server@matronics.com
> > >> [mailto:owner-yak-list-server@matronics.com] On Behalf
> Of Roger Kemp
> > >> Sent: Tuesday, November 01, 2005 9:46 AM
> > >> To: yak-list@matronics.com
> > >> Subject: RE: Yak-List: FAA required documentation
> > >>
> > >> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
> > >>
> > >> Dennis,
> > >> Special Airworthiness Certificate (SAC)
> > >> Currant FAA flight physical (keep copy in your possesion)
> > >> Pilots license ( keep copy in your possesion ie, wallet)
> > >> Operational limitations (SAC- contains this)
> > >> Program Letter
> > >> A map showing your 300nm radius of operational limits, 600nm if you
> have
> > >> one of those fast movers > 500hp.
> > >> Proof of a currant annual.
> > >> And if you are planning on flying in the airshow, a currrant FAST card.
> > >> The RPA website used to have that checklist list in a sample airshow
> > >> packet. I could not find it when I did a quick scan of the website a
> > >> little
> > >> while ago.
> > >> Doc
> > >>
> > >>
> > >>
> > >>
> > >>
> > >>
> > >>
> > >>
> > >>
> > >>
> > >>
> > >>
> > >>
> > >>
> > >>
> > >>
> > >>
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
> browse Subscriptions page, Chat, FAQ,
>
>
Message 40
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| Subject: | Lubing the Compressor Filter |
Heck Dennis, Before I discovered MMO I oiled my compressor filter with WD40
before every flight (see note), for 200 hours without any adverse problems,
until I heard about the new blast tube. So I doubt you will have a
problem. This is only what I was told from Russia, may be baloney, but they
had a reason for redesigning the tube and with all the trouble we were
having with carboned up poppet valves It sounded good to me because in my
experience you cannot burn oil without creating carbon and since carbon is
what we are fighting it all made sense.
Note: On the 5 cly M11FR radial the compressor is in the front of the
engine, so compressor oiling can be done without removing the cowls.
But as many great minds have already said "Your mileage may vary."
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of A. Dennis Savarese
Sent: Tuesday, November 01, 2005 12:53 PM
To: yak-list@matronics.com
Subject: Re: Yak-List: Lubing the Compressor Filter
Doug,
While I don't fundamentally disagree with you or your Russian vendor, I do
believe he was most likely referring to the oil from the engine and engine
compartment which tends to much, much thicker and contaminated as compared
to air tool oil, 3 in 1 oil or MMO/air tool oil. I have had pretty good
success keeping the output check valve on the compressor from carboning up
by lightly oiling the compressor filter when it is first installed.
But, as always, this is just me and my personal preferences and someone
else's results may be different.
Dennis
----- Original Message -----
From: Doug Sapp
To: yak-list@matronics.com
Sent: Tuesday, November 01, 2005 2:29 PM
Subject: RE: Yak-List: Lubing the Compressor Filter
Jeff,
Yes it was me.
If you have the opportunity to look at the newer style compressor blast
tube for the Yak 18T's you will see that it completely covers the top intake
filter AND the side of the compressor, so your compressor is living off good
clean blast air and not the oily air that is in the engine compartment.
When my first stock arrived I questioned why they were changed, my vendor in
Russia told me that oil build up on the filters was being sucked into the
compressor, the oil was then getting on the red hot poppet valve and causing
carbon deposits which will in time build up to the point to where the
compressor is pumping but the poppet valve is not closing so you just build
a bit of pressure and, not the normal 45 atms. Unfortunately many folks who
do not fully understand all the smoke and mirrors of the air system, think
the most common place to look for a possible solution to this problem is to
start wrenching on the pop off valve with the thought in mind that for some
unexplained reason it suddenly needs to be readjusted. So they crank it
down a few turns and go fly the aircraft. If they are lucky they will see
no change, but if they are unlucky and the bit of carbon on the poppet valve
decides that now is the time to move on down the line, the poppet valve will
suddenly become fully functioning and you now have a situation that could
(depending on how far he cranked it down) be VERY explosive. This is not
a good way to test your rusty air tanks to see if they will hold 60 atms!!!
Remember 1 atm =14.7 psi, so 45 which is std for CJ's is 661.5 psi, but 60
atm (about 3 full turns on your pop off valve set nut) =882 psi.
My advise is to change the filters often, keep one in the ditty box as a
spare just in case you develop a oil leak in engine compartment while at a
air show. It's cheap insurance compared to the rent I heard that Jeff was
charging for his super duper go fast, thrice modified ginsiu, Ron Poppiel
compressor wrench . ;o) Jeff, can I copy it??
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Jeff Linebaugh
Sent: Tuesday, November 01, 2005 5:29 AM
To: yak-list@matronics. com
Subject: Yak-List: Lubing the Compressor Filter
Dennis, et al...
I was told a while back (can't remember the source...Doug, was
it you?) to NOT lube the compressor filter, even with air tool oil. It was
found that oil sucked in through the filters caused premature compressor
failures. To help combat this, the new compressor blast tube design
completely surrounds the compressor inlet so that only fresh air can get to
the compressor...instead of just supplying cooling air to the side of the
unit....thoughts folks?? I am not the expert...just wanting to generate
discussion...
I do frequently change the compressor filter...anyone that has
had to change a compressor will do everything they can to help promote long
compressor life. (Remember, Barry? I still have the triple customized
compressor nut wrench in my toolbox...don't leave home without it!)
Jeff Linebaugh
jefflinebaugh@earthlink.net
CJ-6P N621CJ
Memphis, TN
Message 41
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| Subject: | Pressure (was: Lubing the Compressor Filter) |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Doug Sapp wrote:
> This is not a good way to test your rusty air tanks to see
> if they will hold 60 atms!!! Remember 1 atm =14.7 psi, so 45 which is
> std for CJ's is 661.5 psi, but 60 atm (about 3 full turns on your pop
> off valve set nut) =882 psi.
I know it is a small and silly thing since everything you have said is pretty
close, but the pressure in our pneumatic systems is measured in kg/cm
2, not
atmospheres. The two are close but still are different. 45 kg/cm
2 is really
43.5 ATM.
As I said, small and silly, but then I am anal about airspeed or AoA on final too.
--
Brian Lloyd 2243 Cattle Dr.
brian-yak@lloyd.com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
Message 42
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| Subject: | Re: Is nomex good enough? |
As Doc says Nomex can give you the precious few seconds you need to bail in the event of an in-flight fire. And this is certainly the military viewpoint since they don't expect to stay long with the airplane. However, most fire related fatalities that do occur in civilian aircraft are a result of the post crash fire scenario (American Journal of Epidemiology, December 2001 http://aje.oxfordjournals.org/cgi/content/abstract/154/11/1037 ). The study lists post-crash fire as one of the three most significant factors associated with pilot death in Alaska (Alaska, has a pilot fatality rate of 410/100,000 a year - the highest in the nation). The other two significant factors were weather and experience. In those situations where post crash fire was involved I submit that a flightsuit made of Nomex would have done nothing, or maybe worse, whereas the newer fire resistant materials could have helped save lives.
Fly safe
Greg Arnold
N624PT
Message 43
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| Subject: | Re: Pressure (was: Lubing the Compressor Filter) |
--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
Actually, in most communist airplanes, pressures are measured in BAR.
1 BAR = .98 ATM = 1.019 kg/cm2 , so 45 BAR = 45.88723 kg/cm2 44.41155 ATM.
Ernie
On 11/1/05, Brian Lloyd <brian-yak@lloyd.com> wrote:
> --> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
>
> Doug Sapp wrote:
> > This is not a good way to test your rusty air tanks to see
> > if they will hold 60 atms!!! Remember 1 atm =14.7 psi, so 45 which is
> > std for CJ's is 661.5 psi, but 60 atm (about 3 full turns on your pop
> > off valve set nut) =882 psi.
>
> I know it is a small and silly thing since everything you have said is pretty
> close, but the pressure in our pneumatic systems is measured in kg/cm
2, not
> atmospheres. The two are close but still are different. 45 kg/cm
2 is really
> 43.5 ATM.
>
> As I said, small and silly, but then I am anal about airspeed or AoA on final
too.
>
> --
> Brian Lloyd 2243 Cattle Dr.
> brian-yak@lloyd.com Folsom, CA 95630
> +1.916.367.2131 (voice) +1.270.912.0788 (fax)
>
> I fly because it releases my mind from the tyranny of petty things . . .
> - Antoine de Saint-Exupery
>
>
Message 44
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| Subject: | Pressure (was: Lubing the Compressor Filter) |
--> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
Brian,
You are as per usual, astoundingly and absolutely right, I stand corrected.
But part of your email was corrupted or something because I could not read
anything after the word "anal". Just kidding Brian, I really don't have a
problem being corrected, thanks.
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Brian Lloyd
Subject: Yak-List: Pressure (was: Lubing the Compressor Filter)
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Doug Sapp wrote:
> This is not a good way to test your rusty air tanks to see
> if they will hold 60 atms!!! Remember 1 atm =14.7 psi, so 45 which is
> std for CJ's is 661.5 psi, but 60 atm (about 3 full turns on your pop
> off valve set nut) =882 psi.
I know it is a small and silly thing since everything you have said is
pretty
close, but the pressure in our pneumatic systems is measured in kg/cm
2, not
atmospheres. The two are close but still are different. 45 kg/cm
2 is really
43.5 ATM.
As I said, small and silly, but then I am anal about airspeed or AoA on
final too.
--
Brian Lloyd 2243 Cattle Dr.
brian-yak@lloyd.com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
Message 45
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| Subject: | Re: FAA required documentation |
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
Then look it up. You aren't required to notify the receiving FSDO unless
you are going for maintenance. Yes, it's a stupid rule.
Message 46
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| Subject: | Re: Is nomex good enough? |
There are more differences between race car drivers and pilots than similarities.
Race car drivers come safely to rest in a matter of seconds and have a rescue
team there in a few more seconds. Pilots have a far lower chance of safely
coming to rest than race drivers owing to the inherent hazards of altitude.
The CAP occasionally provides same day rescue service to pilots, but generally
it takes much longer.
So a race car driver's equipment has merely to protect him for 30-60 seconds until
the ground crew pulls him out and the attendant paramedics/physicians go to
work on him. To save a pilot, the equipment has to keep him alive, conscious,
mobile, and able to extricate himself from the plane. Even the high tech,
high dollar equipment is going to do that very infrequently.
Why doesn't someone with time on his hands do some research on how many general
aviation pilots/passengers have been saved by flight suits, helmets, or parachutes
in the last 20 years. Look up ejection seats while you're at it.
I'll put my money on "next to none".
Message 47
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| Subject: | Re: FAA required documentation |
W&B is part of the flight manual or approved operating limits, not to be confused
with the Operational limits appended to your airworthiness certificate.
The flight manual, which can be replaced by placards, has things like "Maximum
speed with open canopy is 140 kts, no slips with full flaps, no outside loops
under a full moon, etc.
Message 48
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| Subject: | Re: Is nomex good enough? |
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
Brian,
I agree completely. Pilots that want to wear flightsuits, helmets, and
parachutes for any reason or no reason should, but are way out of line in
trying to make anyone else wear the equipment.
There was a time when regulations were written to protect the public and
what you did to yourself was your own business. Sadly that time is pretty
much gone. Seat belt laws and motorcycle helmet laws are good examples.
Sure you can contrive a case on the economic consequences to the public. If
that's valid argument, cops should give fat people a ticket for running up
the public health costs.
Message 49
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| Subject: | Re: FAA required documentation |
--> Yak-List message posted by: "Ron Davis" <l39parts@hotmail.com>
It's a waste of good electrons to point this out to you again, but it
doesn't matter what Order 8130.2F says unless you are about to certify a
plane. That is not an FAR. It doesn't apply to any aircraft that has an
airworthiness certificate. You can not be violated for not following it.
The only consequence of not following its requirements is that the inspector
won't give you an airworthiness certificate.
If your plane got an airworthiness certificate under 8130.2C then those
requirements apply no matter what 8130.2F says or 8130.2W for that matter.
8130.2x tells the inspector/DAR what to write in your operating limitations.
That is why there are "grandfathered" experimental exhibition planes- they
have an airworthiness certicate that they got before the 300 mile limit was
listed in the inspector's handbook.
p. s. The Orlando FSDO does not report to the Atlanta MIDO. MIDO and FSDO
are separate branches of the FAA tree. Each has its own set of regional
offices and Washington office. They do sometimes enter into intra-agency
letters of agreement to allow one office to perform functions that is in the
other's perview.
Message 50
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| Subject: | Re: FAA required documentation |
Calling FSDO is not a very reliable way to find out what your ops limits say.
Message 51
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| Subject: | Re: Is nomex good enough? |
<BAY105-DAV127CDFE3324B4C80FEB24CCD6E0@phx.gbl>
Probably more than you think. Here's an interesting webpage that will answer some
of your questions - and may provide some useful info to anyone considering
bailing out of an aircraft (note: this article was written in 2001).
http://www.richstowell.com/bailout.htm
>Why doesn't someone with time on his hands do some research on how many general
aviation >pilots/passengers have been saved by flight suits, helmets, or parachutes
in the last 20 >years. Look up ejection seats while you're at it.
Message 52
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| Subject: | Selma fly-in photos |
If anyone is interested, here are some air to air photos taken at the recent Selma
2005 Fly-in. Click the photo album link to view the pictures. A few came
out really nice. That was sure a lot of fun!
http://home.bellsouth.net/p/s/community.dll?ep330&groupID184530&folderview&ck
Greg Arnold
N624PT
Message 53
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|
keith.goolsby@eds.com, gaf127enl@msn.com, MDSHELLEY@aol.com,
yakjock@msn.com, walterfricke@yahoo.com, Rdorsey777@cs.com,
dabear@damned.org, TCalloway@hangar-d.com, mason.t@worldnet.att.net,
wpairprt@tdstelme.net, radialpower@cox.net, KILOUSMC@aol.com,
FamilyGage@aol.com, rvfltd@televar.com, cd001633@mindspring.com,
ernest.martinez@oracle.com, FOUGAPILOT@hotmail.com, N23GD@yahoo.com,
jtobul@tobul.com, tormentor34@netzero.net, JandEFinley@comcast.net
Troops & Family,
I'll be working the B-24 from the 10 to 14th. See ya at the Stuart Airshow.
Pappy
Message 54
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| Subject: | Help after engine failure |
Doug
Had a bad failure 8 minutes after t/off 80% mid boost in formation no warning except
a lack of power , sudden bad vibration , thought prop was delaminating no
other indications vibration less @100% wingman confimed much smoke from right
stack , just made it to the airfielddue to no power. On landing lost oil press
and got chip detector light momentarily. Shut down immediately. Found 3inch
split in no 7 cylinder head 1/8th inch wide starting at forwrd spark plug
Any thoughts . Any new engines out there ?
Best Regards,
Tim & Jessie Windsor
Windsor's Edge
McDonalds Rd
Pokolbin. NSW
Ph (02) 4998 7737
windsorsedge@ozemail.com.au
----- Original Message -----
From: Doug Sapp
To: yak-list@matronics.com
Sent: Wednesday, November 02, 2005 10:40 AM
Subject: RE: Yak-List: Lubing the Compressor Filter
Heck Dennis, Before I discovered MMO I oiled my compressor filter with WD40 before
every flight (see note), for 200 hours without any adverse problems, until
I heard about the new blast tube. So I doubt you will have a problem. This
is only what I was told from Russia, may be baloney, but they had a reason
for redesigning the tube and with all the trouble we were having with carboned
up poppet valves It sounded good to me because in my experience you cannot burn
oil without creating carbon and since carbon is what we are fighting it all
made sense.
Note: On the 5 cly M11FR radial the compressor is in the front of the engine,
so compressor oiling can be done without removing the cowls.
But as many great minds have already said "Your mileage may vary."
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com]On Behalf Of A. Dennis Savarese
Sent: Tuesday, November 01, 2005 12:53 PM
To: yak-list@matronics.com
Subject: Re: Yak-List: Lubing the Compressor Filter
Doug,
While I don't fundamentally disagree with you or your Russian vendor, I do
believe he was most likely referring to the oil from the engine and engine compartment
which tends to much, much thicker and contaminated as compared to air
tool oil, 3 in 1 oil or MMO/air tool oil. I have had pretty good success keeping
the output check valve on the compressor from carboning up by lightly oiling
the compressor filter when it is first installed.
But, as always, this is just me and my personal preferences and someone else's
results may be different.
Dennis
----- Original Message -----
From: Doug Sapp
To: yak-list@matronics.com
Sent: Tuesday, November 01, 2005 2:29 PM
Subject: RE: Yak-List: Lubing the Compressor Filter
Jeff,
Yes it was me.
If you have the opportunity to look at the newer style compressor blast tube
for the Yak 18T's you will see that it completely covers the top intake filter
AND the side of the compressor, so your compressor is living off good clean
blast air and not the oily air that is in the engine compartment. When my
first stock arrived I questioned why they were changed, my vendor in Russia told
me that oil build up on the filters was being sucked into the compressor, the
oil was then getting on the red hot poppet valve and causing carbon deposits
which will in time build up to the point to where the compressor is pumping
but the poppet valve is not closing so you just build a bit of pressure and, not
the normal 45 atms. Unfortunately many folks who do not fully understand all
the smoke and mirrors of the air system, think the most common place to look
for a possible solution to this problem is to start wrenching on the pop off
valve with the thought in mind that for some unexplained reason it suddenly
needs to be readjusted. So they crank it down a few turns and go fly the aircraft.
If they are lucky they will see no change, but if they are unlucky and
the bit of carbon on the poppet valve decides that now is the time to move on
down the line, the poppet valve will suddenly become fully functioning and you
now have a situation that could (depending on how far he cranked it down) be
VERY explosive. This is not a good way to test your rusty air tanks to see
if they will hold 60 atms!!! Remember 1 atm 14.7 psi, so 45 which is std for
CJ's is 661.5 psi, but 60 atm (about 3 full turns on your pop off valve set nut)
882 psi.
My advise is to change the filters often, keep one in the ditty box as a
spare just in case you develop a oil leak in engine compartment while at a air
show. It's cheap insurance compared to the rent I heard that Jeff was charging
for his super duper go fast, thrice modified ginsiu, Ron Poppiel compressor
wrench . ;o) Jeff, can I copy it??
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com]On Behalf Of Jeff Linebaugh
Sent: Tuesday, November 01, 2005 5:29 AM
To: yak-list@matronics. com
Subject: Yak-List: Lubing the Compressor Filter
Dennis, et al...
I was told a while back (can't remember the source...Doug, was it
you?) to NOT lube the compressor filter, even with air tool oil. It was found
that oil sucked in through the filters caused premature compressor failures.
To help combat this, the new compressor blast tube design completely surrounds
the compressor inlet so that only fresh air can get to the compressor...instead
of just supplying cooling air to the side of the unit....thoughts folks??
I am not the expert...just wanting to generate discussion...
I do frequently change the compressor filter...anyone that has had
to change a compressor will do everything they can to help promote long compressor
life. (Remember, Barry? I still have the triple customized compressor nut
wrench in my toolbox...don't leave home without it!)
Jeff Linebaugh
jefflinebaugh@earthlink.net
CJ-6P N621CJ
Memphis, TN
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