Today's Message Index:
----------------------
1. 05:20 AM - Re: Val Flies! (Stephen Fox)
2. 06:08 AM - Re: Val Flies! (Roger Kemp)
3. 06:46 AM - Information from FAA on SU-29 (Scott Kirk)
4. 07:54 AM - Re: Information from FAA on SU-29 (Ernest Martinez)
5. 08:15 AM - Re: Information from FAA on SU-29 (Roger Kemp)
6. 08:55 AM - Re: Val's CJ6 purchase (Cliff Umscheid)
7. 09:50 AM - Re: Information from FAA on SU-29 (Richard Basiliere)
8. 09:56 AM - Sukoi (Ernest Martinez)
9. 11:04 AM - Re: Information from FAA on SU-29 (Roger Kemp)
10. 11:56 AM - Re: Sukoi (Richard Basiliere)
11. 06:31 PM - Fw: Fw: FIGHTER PILOT'S REPORT - THE F-22 RAPTOR (cjpilot710@aol.com)
12. 11:20 PM - Val's CJ expedition & Batman flies (Valkyre1)
13. 11:33 PM - Re: Engine OH (Jez Hopkinson)
Message 1
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So Hal, does this mean, is it really true, the other CJ is finally
done! How many years in the making? Ok let's see some pix of the
ultimate CJ.
Steve "SOB" Fox
Yak 52
N3043R
http://homepage.mac.com/steve.fox/PhotoAlbum5.html
On Nov 3, 2005, at 12:32 AM, Harold H. Morley wrote:
> ,I had the pleasure of spending part of the day today with Val
> Walker (Valkerie) today. After looking at some airplanes and a
> lite lunch the clouds broke enough to let us launch in my CJ. This
> was the third time in a CJ for Val, but the first time doing a lot
> of things with the controls in her own hands. Leaving the hangar
> she drove the 3,000 feet to 17 and the run-up area. She did the
> best newbie taxi job I=92ve seen keeping us dead center with no duck
> walking or sudden departures toward the ditch.
>
> We watched a 172 do a touch and go =96 the only other airplane in the
> area =96 and we were off climbing at 2,000 fpm to 2,500 to get us
> above the scattered layer. Then it was an hour of turns, lazy-8s,
> cloud dancing and rolls almost entirely with her flying. A
> landing back at Aurora and it was her turn for the take off and
> landing sequence. After assuring her that we had been cleared onto
> 17 and for take-off (there is a tower over at McMinnville, about 23
> miles away, but old habits take awhile to change) we were off for a
> good take off and a very nice landing.
>
> She is a good stick, and once she gets over this occasional need
> for an AI to confirm bank angle she will be right at home. I might
> add that her CRM is excellent as was mine =96 I was the picture of
> professional courtesy remembering that she is a Black Belt in
> Karate =96 CRM takes on whole new perspectives as may future
> formation debriefs.
>
> Kidding aside, it was a pleasure to meet her and fly with her and I
> hope you all have the opportunity as well.
>
> I have sent a photo to the photo share address and include one here.
>
> Batman
>
>
> <<...>>
>
>
> --
> Checked by AVG Free Edition.
> 11/2/2005
>
>
> <Val with Yak 8 - KUAO 11-2-05.jpg>
Steve "SOB" Fox
Yak 52
N3043R
http://homepage.mac.com/steve.fox/PhotoAlbum5.html
Message 2
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Oh, that was a CJ in that picture.
Doc
----- Original Message -----
From: Stephen Fox
Subject: Re: Yak-List: Val Flies!
So Hal, does this mean, is it really true, the other CJ is finally done! How many
years in the making? Ok let's see some pix of the ultimate CJ.
Steve "SOB" Fox
Yak 52
N3043R
http://homepage.mac.com/steve.fox/PhotoAlbum5.html
On Nov 3, 2005, at 12:32 AM, Harold H. Morley wrote:
,I had the pleasure of spending part of the day today with Val Walker (Valkerie)
today. After looking at some airplanes and a lite lunch the clouds broke enough
to let us launch in my CJ. This was the third time in a CJ for Val, but
the first time doing a lot of things with the controls in her own hands. Leaving
the hangar she drove the 3,000 feet to 17 and the run-up area. She did the
best newbie taxi job Ive seen keeping us dead center with no duck walking or
sudden departures toward the ditch.
We watched a 172 do a touch and go the only other airplane in the area and we
were off climbing at 2,000 fpm to 2,500 to get us above the scattered layer.
Then it was an hour of turns, lazy-8s, cloud dancing and rolls == almost entirely
with her flying. A landing back at Aurora and it was her turn for the take
off and landing sequence. After assuring her that we had been cleared onto
17 and for take-off (there is a tower over at McMinnville, about 23 miles away,
but old habits take awhile to change) we were off for a good take off and a
very nice landing.
She is a good stick, and once she gets over this occasional need for an AI to confirm
bank angle she will be right at home. I might add that her CRM is excellent
as was mine I was the picture of professional courtesy remembering that
she is a Black Belt in Karate CRM takes on whole new perspectives as may future
formation debriefs.
Kidding aside, it was a pleasure to meet her and fly with her and I hope you all
have the opportunity as well.
I have sent a photo to the photo share address and include one here.
Batman
<<...>>
--
Checked by AVG Free Edition.
<Val with Yak 8 - KUAO 11-2-05.jpg>
Steve "SOB" Fox
Yak 52
N3043R
http://homepage.mac.com/steve.fox/PhotoAlbum5.html
Message 3
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| Subject: | Information from FAA on SU-29 |
Gus and fellow Russian Aircraft Pilots,
Found this on the acro exploder pertaining to the Sukhoi Su-29. Gus I would
think this probably should be put in your Sukhoi maintenance issues section
of your website as it appears it qualifies. I realize this is a Yak list
but the interpretation the FAA takes regading SAIB would apply to us all.
Scott
----Original Message Follows----
From: Allyson Parker-Lauck <aplauck@gmail.com>
Subject: [acro] Information from FAA on SU-29
Hi all,
Yesterday I received a call from Earl Lawrence of EAA regarding some
concerns about the SU-29. The FAA has received information from the Sukhoi
Design Bureau regarding concerns about the rear spar attachment brackets,
and they contacted EAA asking their assistance in getting the word out to
SU-29 owners. All SU-29 owners should be receiving this information via
mail as well from the FAA in the form of a Safety Airworthiness Information
Bulletin (SAIB). The following is the statement from EAA along with the
verbiage of the Design Bureau's correspondence.
Take care,
Allyson Parker-Lauck
IAC Vice President
******************
FAA Contacts EAA Regarding Safety Notice for SU-29's
Nov. 2, 2005 FAA Small Airplane Directorate contacted EAA today regarding
a notice they have received from the SUKHOI Design Bureau. The FAA would
normally issue an Airworthiness Directive for the type of issue described in
the notice below. However, due to the fact these aircraft are certificated
in the Experimental category in the US, and AD's do not apply to
experimental aircraft, the FAA has asked EAA to assist in the distribution
of this important safety information. In addition the FAA will be issuing a
Safety Airworthiness Information Bulletin (SAIB) to all registered owners of
Su-29's in the US providing them this same information. SAIB's are not
mandatory but EAA reminds aircraft owners that all experimental aircraft are
required to be"maintained in a condition for safe operation." Operation of
an aircraft without taking any action on the information provided by the
manufacturer could be considered as careless and reckless operation of an
aircraft. A briefing paper on what is considered appropriate and the
applicability of AD's to experimental aircraft can be reviewed in the EAA
members only section of the web at link.
The following is the correspondence on this matter from the Sukhoi Design
Bureau:
Dear Sir or Madam!
On the Su-29 aircraft (serial number 79-02, number in the USA 28SU)
the left bracket of the attachment of the rear spar to the fuselage truss
broke, and a crack on the right bracket was observed (ref. The Su-29
Maintenance Manual, book 1, section 057.00.00, p.3/4, picture 1, pos.19).
This case of bracket breakage and crack formation is a unique one.
By the moment of damage the total flight experience of the aircraft
was 930 hours and 1286 landings. Number of its aerobatic flying hours was
not accounted.
Absence of flying hours accounting is a direct breach of the Su-29
Maintenance Manual (book 1, section 005.00.00), it has led to the following:
at the total flight experience of 930 hours the real flying time exceeded
the aircraft assigned life of 1250 hours, which accordingly caused the
bracket damage.
I would propose to carry out the following works:
Fix the spars with screw clamps and check immovability of the stick.
Neither clearance, nor hard movement in the lateral channel can be
acceptable.
Remove a wing from the aircraft. Inspect the wing attachment bolts.
Inspect the wing fastening assemblies on the spars 1 and 2. Inspect
the spars 1 and 2 in the fastening assemblies areas. Neither cracks, nor
layering are acceptable.
Pay your special attention to the assemblies of the spar 2 in the
area of their attachment to the aircraft rib.
Check tightening of the bolts that fix the wing lugs to the spars 1
and 2. Turning of the bolts heads with a wrench or by hand cannot be
acceptable.
Provide a magnetic test of the fuselage truss in the area of the wing
fastening assemblies. No cracks are acceptable.
In case any defects are discovered, stop flights of these aircraft and
provide photographing (or sketching) along with such defect description.
This should be submitted to SUKHOI Design Bureau for decision taking.
Results of these checks should be included into the aircraft logbook
(part 1) and forwarded to SDB.
Please pay your attention to the necessity of aerobatic hours
accounting and their placement to aircraft logbooks.
Sincerely yours,
A.I. Zelenukhin
Director on Aircraft Operation
SUKHOI Design Bureau
Hi all,
Yesterday I received a call from Earl Lawrence of EAA regarding some
concerns about the SU-29. The FAA has received information from the Sukhoi
Design Bureau regarding concerns about the rear spar attachment brackets,
and they contacted EAA asking their assistance in getting the word out to
SU-29 owners. All SU-29 owners should be receiving this information via mail
as well from the FAA in the form of a Safety Airworthiness Information
Bulletin (SAIB). The following is the statement from EAA along with the
verbiage of the Design Bureau's correspondence.
Take care,
Allyson Parker-Lauck
IAC Vice President
******************
FAA Contacts EAA Regarding Safety Notice for SU-29's
Nov. 2, 2005 FAA Small Airplane Directorate contacted EAA today regarding a
notice they have received from the SUKHOI Design Bureau. The FAA would
normally issue an Airworthiness Directive for the type of issue described in
the notice below. However, due to the fact these aircraft are certificated
in the Experimental category in the US, and AD's do not apply to
experimental aircraft, the FAA has asked EAA to assist in the distribution
of this important safety information. In addition the FAA will be issuing a
Safety Airworthiness Information Bulletin (SAIB) to all registered owners of
Su-29's in the US providing them this same information. SAIB's are not
mandatory but EAA reminds aircraft owners that all experimental aircraft are
required to be"maintained in a condition for safe operation." Operation of
an aircraft without taking any action on the information provided by the
manufacturer could be considered as careless and reckless operation of an
aircraft. A briefing paper on what is considered appropriate and the
applicability of AD's to experimental aircraft can be reviewed in the EAA
members only section of the web at link.
The following is the correspondence on this matter from the Sukhoi Design
Bureau:
*Dear Sir or Madam!*
* *
* On the Su-29 aircraft (serial number 79-02, number in the **USA** 28SU)
the left bracket of the attachment of the rear spar to the fuselage truss
broke, and a crack on the right bracket was observed (ref. The Su-29
Maintenance Manual, book 1, section 057.00.00, p.3/4, picture 1, pos.19).*
* *
* This case of bracket breakage and crack formation is a unique one.*
* *
* By the moment of damage the total flight experience of the aircraft was
930 hours and 1286 landings. Number of its aerobatic flying hours was not
accounted.*
* *
* Absence of flying hours accounting is a direct breach of the Su-29
Maintenance Manual (book 1, section 005.00.00), it has led to the following:
at the total flight experience of 930 hours the real flying time exceeded
the aircraft assigned life of 1250 hours, which accordingly caused the
bracket damage.*
* *
* I would propose to carry out the following works:*
* *
* Fix the spars with screw clamps and check immovability of the stick.
Neither clearance, nor hard movement in the lateral channel can be
acceptable.*
* *
* Remove a wing from the aircraft. Inspect the wing attachment bolts.*
* Inspect the wing fastening assemblies on the spars 1 and 2. Inspect the
spars 1 and 2 in the fastening assemblies areas. Neither cracks, nor
layering are acceptable.*
* *
* Pay your special attention to the assemblies of the spar 2 in the area of
their attachment to the aircraft rib.*
* *
* Check tightening of the bolts that fix the wing lugs to the spars 1 and 2.
Turning of the bolts heads with a wrench or by hand cannot be acceptable.*
* *
* Provide a magnetic test of the fuselage truss in the area of the wing
fastening assemblies. No cracks are acceptable.*
* *
* In case any defects are discovered, stop flights of these aircraft and
provide photographing (or sketching) along with such defect description.
This should be submitted to SUKHOI Design Bureau for decision taking.*
* *
* Results of these checks should be included into the aircraft logbook (part
1) and forwarded to SDB.*
* *
* Please pay your attention to the necessity of aerobatic hours accounting
and their placement to aircraft logbooks.*
* *
* Sincerely yours,*
* *
* A.I. Zelenukhin*
* Director on Aircraft Operation*
* SUKHOI Design Bureau*
* *
Message 4
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| Subject: | Re: Information from FAA on SU-29 |
When I read this I contacted my neighbor who flys an SU-31. Turns out the
plane in question is co-owned by him and Nicholay Timofeeve. I've been asked
to pass this along:
They've been trying to get the Sukoi Bureau to come out with a service
bulletin for the last 5 months on this issue. From what he tells me all 29's
are at serious risk. They have convinced the factory to make a run of
brakets in order to repair the rear spar. Also SU-31's are not affected by
this since they have a piece spar. This annoucement from Sukoi has some CYA
in it, and that this is NOT an isolated incident.
Ernie
On 11/3/05, Scott Kirk <pilot8kcab@hotmail.com> wrote:
>
> Gus and fellow Russian Aircraft Pilots,
>
> Found this on the acro exploder pertaining to the Sukhoi Su-29. Gus I
> would
> think this probably should be put in your Sukhoi maintenance issues
> section
> of your website as it appears it qualifies. I realize this is a Yak list
> but the interpretation the FAA takes regading SAIB would apply to us all.
>
> Scott
>
> ----Original Message Follows----
> From: Allyson Parker-Lauck <aplauck@gmail.com>
> Reply-To: Allyson Parker-Lauck <aplauck@gmail.com>
> To: ACRO Exploder <acro@aerobatics.ws>
> Subject: [acro] Information from FAA on SU-29
> Date: Thu, 3 Nov 2005 04:49:19 -0800
> Hi all,
>
> Yesterday I received a call from Earl Lawrence of EAA regarding some
> concerns about the SU-29. The FAA has received information from the Sukhoi
> Design Bureau regarding concerns about the rear spar attachment brackets,
> and they contacted EAA asking their assistance in getting the word out to
> SU-29 owners. All SU-29 owners should be receiving this information via
> mail as well from the FAA in the form of a Safety Airworthiness
> Information
> Bulletin (SAIB). The following is the statement from EAA along with the
> verbiage of the Design Bureau's correspondence.
>
> Take care,
> Allyson Parker-Lauck
> IAC Vice President
>
>
> ******************
>
>
> FAA Contacts EAA Regarding Safety Notice for SU-29's
>
>
> Nov. 2, 2005 FAA Small Airplane Directorate contacted EAA today regarding
> a notice they have received from the SUKHOI Design Bureau. The FAA would
> normally issue an Airworthiness Directive for the type of issue described
> in
> the notice below. However, due to the fact these aircraft are certificated
> in the Experimental category in the US, and AD's do not apply to
> experimental aircraft, the FAA has asked EAA to assist in the distribution
> of this important safety information. In addition the FAA will be issuing
> a
> Safety Airworthiness Information Bulletin (SAIB) to all registered owners
> of
> Su-29's in the US providing them this same information. SAIB's are not
> mandatory but EAA reminds aircraft owners that all experimental aircraft
> are
> required to be"maintained in a condition for safe operation." Operation of
> an aircraft without taking any action on the information provided by the
> manufacturer could be considered as careless and reckless operation of an
> aircraft. A briefing paper on what is considered appropriate and the
> applicability of AD's to experimental aircraft can be reviewed in the EAA
> members only section of the web at link.
>
>
> The following is the correspondence on this matter from the Sukhoi Design
> Bureau:
>
>
> Dear Sir or Madam!
>
>
> On the Su-29 aircraft (serial number 79-02, number in the USA 28SU)
> the left bracket of the attachment of the rear spar to the fuselage truss
> broke, and a crack on the right bracket was observed (ref. The Su-29
> Maintenance Manual, book 1, section 057.00.00, p.3/4, picture 1, pos.19).
>
>
> This case of bracket breakage and crack formation is a unique one.
>
>
> By the moment of damage the total flight experience of the aircraft
> was 930 hours and 1286 landings. Number of its aerobatic flying hours was
> not accounted.
>
>
> Absence of flying hours accounting is a direct breach of the Su-29
> Maintenance Manual (book 1, section 005.00.00), it has led to the
> following:
> at the total flight experience of 930 hours the real flying time exceeded
> the aircraft assigned life of 1250 hours, which accordingly caused the
> bracket damage.
>
>
> I would propose to carry out the following works:
>
>
> Fix the spars with screw clamps and check immovability of the stick.
> Neither clearance, nor hard movement in the lateral channel can be
> acceptable.
>
>
> Remove a wing from the aircraft. Inspect the wing attachment bolts.
>
> Inspect the wing fastening assemblies on the spars 1 and 2. Inspect
> the spars 1 and 2 in the fastening assemblies areas. Neither cracks, nor
> layering are acceptable.
>
>
> Pay your special attention to the assemblies of the spar 2 in the
> area of their attachment to the aircraft rib.
>
>
> Check tightening of the bolts that fix the wing lugs to the spars 1
> and 2. Turning of the bolts heads with a wrench or by hand cannot be
> acceptable.
>
>
> Provide a magnetic test of the fuselage truss in the area of the wing
> fastening assemblies. No cracks are acceptable.
>
>
> In case any defects are discovered, stop flights of these aircraft and
> provide photographing (or sketching) along with such defect description.
> This should be submitted to SUKHOI Design Bureau for decision taking.
>
>
> Results of these checks should be included into the aircraft logbook
> (part 1) and forwarded to SDB.
>
>
> Please pay your attention to the necessity of aerobatic hours
> accounting and their placement to aircraft logbooks.
>
>
> Sincerely yours,
>
>
> A.I. Zelenukhin
>
> Director on Aircraft Operation
>
> SUKHOI Design Bureau
>
> _________________________________________________________________
>
>
> Hi all,
>
> Yesterday I received a call from Earl Lawrence of EAA regarding some
> concerns about the SU-29. The FAA has received information from the Sukhoi
> Design Bureau regarding concerns about the rear spar attachment brackets,
> and they contacted EAA asking their assistance in getting the word out to
> SU-29 owners. All SU-29 owners should be receiving this information via
> mail
> as well from the FAA in the form of a Safety Airworthiness Information
> Bulletin (SAIB). The following is the statement from EAA along with the
> verbiage of the Design Bureau's correspondence.
>
> Take care,
> Allyson Parker-Lauck
> IAC Vice President
>
>
> ******************
>
> FAA Contacts EAA Regarding Safety Notice for SU-29's
>
> Nov. 2, 2005 FAA Small Airplane Directorate contacted EAA today regarding
> a
> notice they have received from the SUKHOI Design Bureau. The FAA would
> normally issue an Airworthiness Directive for the type of issue described
> in
> the notice below. However, due to the fact these aircraft are certificated
> in the Experimental category in the US, and AD's do not apply to
> experimental aircraft, the FAA has asked EAA to assist in the distribution
> of this important safety information. In addition the FAA will be issuing
> a
> Safety Airworthiness Information Bulletin (SAIB) to all registered owners
> of
> Su-29's in the US providing them this same information. SAIB's are not
> mandatory but EAA reminds aircraft owners that all experimental aircraft
> are
> required to be"maintained in a condition for safe operation." Operation of
> an aircraft without taking any action on the information provided by the
> manufacturer could be considered as careless and reckless operation of an
> aircraft. A briefing paper on what is considered appropriate and the
> applicability of AD's to experimental aircraft can be reviewed in the EAA
> members only section of the web at link.
>
> The following is the correspondence on this matter from the Sukhoi Design
> Bureau:
>
> *Dear Sir or Madam!*
>
> * *
>
> * On the Su-29 aircraft (serial number 79-02, number in the **USA** 28SU)
> the left bracket of the attachment of the rear spar to the fuselage truss
> broke, and a crack on the right bracket was observed (ref. The Su-29
> Maintenance Manual, book 1, section 057.00.00, p.3/4, picture 1, pos.19).*
>
> * *
>
> * This case of bracket breakage and crack formation is a unique one.*
>
> * *
>
> * By the moment of damage the total flight experience of the aircraft was
> 930 hours and 1286 landings. Number of its aerobatic flying hours was not
> accounted.*
>
> * *
>
> * Absence of flying hours accounting is a direct breach of the Su-29
> Maintenance Manual (book 1, section 005.00.00), it has led to the
> following:
> at the total flight experience of 930 hours the real flying time exceeded
> the aircraft assigned life of 1250 hours, which accordingly caused the
> bracket damage.*
>
> * *
>
> * I would propose to carry out the following works:*
>
> * *
>
> * Fix the spars with screw clamps and check immovability of the stick.
> Neither clearance, nor hard movement in the lateral channel can be
> acceptable.*
>
> * *
>
> * Remove a wing from the aircraft. Inspect the wing attachment bolts.*
>
> * Inspect the wing fastening assemblies on the spars 1 and 2. Inspect the
> spars 1 and 2 in the fastening assemblies areas. Neither cracks, nor
> layering are acceptable.*
>
> * *
>
> * Pay your special attention to the assemblies of the spar 2 in the area
> of
> their attachment to the aircraft rib.*
>
> * *
>
> * Check tightening of the bolts that fix the wing lugs to the spars 1 and
> 2.
> Turning of the bolts heads with a wrench or by hand cannot be acceptable.*
>
> * *
>
> * Provide a magnetic test of the fuselage truss in the area of the wing
> fastening assemblies. No cracks are acceptable.*
>
> * *
>
> * In case any defects are discovered, stop flights of these aircraft and
> provide photographing (or sketching) along with such defect description.
> This should be submitted to SUKHOI Design Bureau for decision taking.*
>
> * *
>
> * Results of these checks should be included into the aircraft logbook
> (part
> 1) and forwarded to SDB.*
>
> * *
>
> * Please pay your attention to the necessity of aerobatic hours accounting
> and their placement to aircraft logbooks.*
>
> * *
>
> * Sincerely yours,*
>
> * *
>
> * A.I. Zelenukhin*
>
> * Director on Aircraft Operation*
>
> * SUKHOI Design Bureau*
>
> * *
>
>
Message 5
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| Subject: | Information from FAA on SU-29 |
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
Ok, it maybe a matter of translation here but, this particular SU-29 had
1296 landings and 930 hours "total flight hours". It has not exceeded the
1250 hours for design limits. Just picking hairs off a knat's ass here. The
MORE important issue is that spar attachment brackets are breaking and the
fleet needs to be inspected for this.
We are lucky to be experimental but it has the attention of the FAA. So I
would recommend compliance before it bites us all on the posterior.
Now do we all need to account for our acro time on our YAK's and CJ's too?
Doc
> [Original Message]
> From: Scott Kirk <pilot8kcab@hotmail.com>
> To: <gus.fraser@gs.com>; <yak-list@matronics.com>
> Date: 11/3/2005 8:45:46 AM
> Subject: Yak-List: Information from FAA on SU-29
>
> Gus and fellow Russian Aircraft Pilots,
>
> Found this on the acro exploder pertaining to the Sukhoi Su-29. Gus I
would
> think this probably should be put in your Sukhoi maintenance issues
section
> of your website as it appears it qualifies. I realize this is a Yak list
> but the interpretation the FAA takes regading SAIB would apply to us all.
>
> Scott
>
> ----Original Message Follows----
> From: Allyson Parker-Lauck <aplauck@gmail.com>
> Reply-To: Allyson Parker-Lauck <aplauck@gmail.com>
> To: ACRO Exploder <acro@aerobatics.ws>
> Subject: [acro] Information from FAA on SU-29
> Date: Thu, 3 Nov 2005 04:49:19 -0800
> Hi all,
>
> Yesterday I received a call from Earl Lawrence of EAA regarding some
> concerns about the SU-29. The FAA has received information from the
Sukhoi
> Design Bureau regarding concerns about the rear spar attachment brackets,
> and they contacted EAA asking their assistance in getting the word out to
> SU-29 owners. All SU-29 owners should be receiving this information via
> mail as well from the FAA in the form of a Safety Airworthiness
Information
> Bulletin (SAIB). The following is the statement from EAA along with the
> verbiage of the Design Bureau's correspondence.
>
> Take care,
> Allyson Parker-Lauck
> IAC Vice President
>
>
> ******************
>
>
> FAA Contacts EAA Regarding Safety Notice for SU-29's
>
>
> Nov. 2, 2005 FAA Small Airplane Directorate contacted EAA today
regarding
> a notice they have received from the SUKHOI Design Bureau. The FAA would
> normally issue an Airworthiness Directive for the type of issue described
in
> the notice below. However, due to the fact these aircraft are
certificated
> in the Experimental category in the US, and AD's do not apply to
> experimental aircraft, the FAA has asked EAA to assist in the
distribution
> of this important safety information. In addition the FAA will be
issuing a
> Safety Airworthiness Information Bulletin (SAIB) to all registered owners
of
> Su-29's in the US providing them this same information. SAIB's are not
> mandatory but EAA reminds aircraft owners that all experimental aircraft
are
> required to be"maintained in a condition for safe operation." Operation
of
> an aircraft without taking any action on the information provided by the
> manufacturer could be considered as careless and reckless operation of an
> aircraft. A briefing paper on what is considered appropriate and the
> applicability of AD's to experimental aircraft can be reviewed in the EAA
> members only section of the web at link.
>
>
> The following is the correspondence on this matter from the Sukhoi Design
> Bureau:
>
>
> Dear Sir or Madam!
>
>
> On the Su-29 aircraft (serial number 79-02, number in the USA 28SU)
> the left bracket of the attachment of the rear spar to the fuselage truss
> broke, and a crack on the right bracket was observed (ref. The Su-29
> Maintenance Manual, book 1, section 057.00.00, p.3/4, picture 1, pos.19).
>
>
> This case of bracket breakage and crack formation is a unique one.
>
>
> By the moment of damage the total flight experience of the aircraft
> was 930 hours and 1286 landings. Number of its aerobatic flying hours was
> not accounted.
>
>
> Absence of flying hours accounting is a direct breach of the Su-29
> Maintenance Manual (book 1, section 005.00.00), it has led to the
following:
> at the total flight experience of 930 hours the real flying time
exceeded
> the aircraft assigned life of 1250 hours, which accordingly caused the
> bracket damage.
>
>
> I would propose to carry out the following works:
>
>
> Fix the spars with screw clamps and check immovability of the
stick.
> Neither clearance, nor hard movement in the lateral channel can be
> acceptable.
>
>
> Remove a wing from the aircraft. Inspect the wing attachment bolts.
>
> Inspect the wing fastening assemblies on the spars 1 and 2. Inspect
> the spars 1 and 2 in the fastening assemblies areas. Neither cracks, nor
> layering are acceptable.
>
>
> Pay your special attention to the assemblies of the spar 2 in the
> area of their attachment to the aircraft rib.
>
>
> Check tightening of the bolts that fix the wing lugs to the spars 1
> and 2. Turning of the bolts heads with a wrench or by hand cannot be
> acceptable.
>
>
> Provide a magnetic test of the fuselage truss in the area of the
wing
> fastening assemblies. No cracks are acceptable.
>
>
> In case any defects are discovered, stop flights of these aircraft
and
> provide photographing (or sketching) along with such defect description.
> This should be submitted to SUKHOI Design Bureau for decision taking.
>
>
> Results of these checks should be included into the aircraft
logbook
> (part 1) and forwarded to SDB.
>
>
> Please pay your attention to the necessity of aerobatic hours
> accounting and their placement to aircraft logbooks.
>
>
> Sincerely yours,
>
>
> A.I. Zelenukhin
>
> Director on Aircraft Operation
>
> SUKHOI Design Bureau
>
> _________________________________________________________________
FREE!
Message 6
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| Subject: | Re: Val's CJ6 purchase |
Doc, Glad to read of your favorable assessment of the nifty fifty and
your desire to wax the asses of some RV-4s. Unless they have some
extraordinary power to weight ratio-- individually provided beyond Van's
normal recommendation -- you would have no trouble wearing them out in
the vertical with a YAK 50. The wing on the 50 continues to fly deep into
the normal stall regime while the normal power of the M-14P just keeps
chewing up the altitude, this provides an enormous advantage as you watch
the RV 4 fall off. And , if you want some real thrills hang the 400HP
M14PF engine with a 3 bladed German prop on the front of the Nifty Fifty.
Life doesn't get any better AT THESE PRICES.. The T-6 guys will offer
you their 16 year old virginal daughters for a chance to get into our
Nifties while we're getting into their nickers. Fight's on-- you
betcha!
Cliff
Wed, 2 Nov 2005 21:22:26 -0600 "Roger Kemp" <viperdoc@mindspring.com>
writes:
Ho shit...fights on....fights on!!! An we're off an running on the
virtues of our LONGER PITOT TUBES! But I'm really beginning to think I
gotta get me a nifty 50. 3600 fpm gives a whole new meaning to going 1 v
2 with RV - 4's! Could really wear them out with high/low yoyo's and
the vertical rolling scissors! Hum....wonder who's gonna fall off first?
Truth of the matter is if you stay in a 2 v1 fight and turn more than 180
deg. , you are probably the going to be dead man in that fight. That is
assuming you are flying against comparably trained pilots in comparable
iron.
Valkyrie...you still lurking?
Doc
----- Original Message -----
From: Frank Haertlein
Subject: RE: Yak-List: Val's CJ6 purchase
Cliff
Real men fly YAK-52's..............pilot anything else and your a slack
jawed faggot!
Frank :)
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Cliff Umscheid
Subject: Re: Yak-List: Val's CJ6 purchase
Walt Lannon'
Walt, I don't know anything about you or your personal preferences but I
can tell you this, You have missed acouple of shots in your recent effort
to inform yourself and communicate clearly on the above indicated
subject. First, You don't seem to know whether Val is male or female, yet
Val clearly states she is a retired female Delta pilot. Second, you
characterize my communication to Val as "condescendingly", I thought I
was being polite and in fact, I closed with the phrase "warm regards".
Nevertheless, you can call it as you see it. Third, You characterize the
T-6 as the only aircraft which fits the standard of being a
"man's"aircraft. The fact is that the T-6 is not being considered within
the group of prospective aircraft purchases by Miz Val . RTFQ. Fourth,
Your assessment of the YAK 50 as a "toy" compared to the T-6 leads me to
believe you are without experience or knowlege in either aircraft.
Possibly you have never even sat in or flown either of them. Many others
have high levels of T-6 time, my experience is a paltry 500 hrs of
instructing time since I did not spend an entire war instructing others.
This is however, sufficient to permit a limited informed comparison of
the T 6 and the YAK 50 , which I presently own. Please accept my unbiased
conclusion that the YAK 50 , with its 3600FPM rate of climb from the
runway
would---if it were armed--- be forever known as a T-6 killer. Yesterday,
a very confident young fellow in an SNJ tried to bounce me in the 50. It
took about 30 seconds to dispose of his naivete and create a more
enlightened, living aviator, somewhat the more embarrassed for his
venturousness. If you truly regard the 50 as a "toy"" , go sit in one
and, if you've got the guts, LAUNCH yourself with no more than a reading
of the manual. If you survive, come back , then talk to me about the 50
being a TOY, then I'll listen to your opinion with all due respect.
Regards,
CLIFF
On Thu, 27 Oct 2005 13:04:13 -0500 "Roger Kemp" <viperdoc@mindspring.com>
writes:
Well Walt, now you've done gone and done it! Val's a guy so the she
really is a he who's gotten more than he ever bargained for from this
list by threatening to buy one of those bent wing toys! But since you
jumped on the man's toys thing here with the T-6, SNJ, or Harvard topic,
you forgot one thing. They are STILL TRAINERS for the AF types (and I'm
including you NAVEL aviators and JARINE barnacle scrapers in this loose
association of military pilots too). A real MAN"S TOY is a P-51, YAK-9,
F4U, F-86, and the VIPER! Yeah I know, there are other single seat
single engine! fighters out there! But, since I wrote this drivel, those
are my favorites. Have never flown the first 4 but LOVE the HELL out of
the last one! The other 4 just look really cool sitting on the ramp.
And oh buy the way, The IAK-52 is a damned fun TRAINER to own too! The
other great thing about it is you can take that ROTC cadet that can't
make up his mind if he want s to fly fighters or not kid up and introduce
him to a whole new form of aviation .Flying with an unusual attitude vs
straight and level spam canning! You can't do that with that niffy 50 of
yours. Now if you want a tail dragging family model, get a TW or a TD.
But what ever you do don't leave that future ACE standing on the ramp
looking up at you have all the fun!
So VAl, if you are still lurking out there wondering just what you poked
your nose into here with this list, buy a Red Star aircraft and join in
the fun! They really are a blast for that mid-life crisis and the wives
really appreciate the fact that your mid-life crisis was over a cool
airplane and not the bimbet sitting behind the Hertz desk!
Doc
----- Original Message -----
From: Walter Lannon
Subject: Re: Yak-List: Val's CJ6 purchase
Cliff;
Perhaps you have information that I have missed since you refer to "Val"
(somewhat condescendingly) as a lady. That may or may not be the case as
the abbreviation "Val" may be for a name that is not gender specific.
I find it difficult to pass up this reply since you have given some very
direct advice to purchase a "MAN's" aeroplane as compared to the less
than masculine training wheel types represented by the CJ and Yak 52.
If that is important to you why don't you recommend the only aircraft
that fits that standard rather than a toy like the Yak 50 ? That is, of
course, the T6, SNJ or Harvard!
Cheers;
Walt
----- Original Message -----
From: Cliff Umscheid
Subject: Re: Yak-List: Val's CJ6 purchase
Val,
Don't listen to that Pappy Goolsby and his slavish devotion to the CJ6,
It took him two airlines to get him to a Captain's seat and now he's
passing out biased information to the Newbies. Besides, you must avoid
that FATAL FEMININE FLAW of making decisions on the basis of emotion
instead of logic and fact. By purchasing a YAK 50 instead of a CJ you
show this male dominated group that you too have the balls to handle a
real airplane without a training wheel up front. Nothing else will
demonstrate your male equivalency of courage and self confidence.
Remember, my dear, YOU are the only flag bearer we have here representing
that once noble Delta Airlines -(once thought to be immune to
bankruptgy). We'll all be watching to see which way you go. Let me say
clearly , you will never get the thrill in a CJ that you will in a YAK
50 when you go balls to the wall at 200kts and slap that stick hard to
the left or right. (use two hands my de ar).
Message 7
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| Subject: | Information from FAA on SU-29 |
Doc;
Maybe its because the Russians count "flight time" as the time from
wheels off to wheels back on - taxi time included/excluded for "total
flight hours"??. Think of how many different ways we log the time -
Hobbs (engine start/shut down), Tach time (engine time adjusted for
rpm), Air tach (wheels up/wheels down, or airspeed vane), probably more.
Oh yeah, Fed definition - "from the time a/c moves under its own power
for the intent of flight..." 'til back at the chocks.
BTW, the akro (main fuel) tank for the -29 is 60 litres and the
Russians typically fly 20-28 minute flights (t/o to ldg) also limited by
fuel and physiology - typically +9, -6g's per flight
I've flown this -29. It has been used extensively for student
training. Nik let one of the World teams use it at the WAC in Lakeland
also. So, it has been "rode hard" but well maintained - never "put away
wet".
Looks like I have something to do with my -29...in my spare time...
On logging akro time, the Russians require it and got me started early
with this habit (obsessive/compulsive???)
Ricky b
>>> viperdoc@mindspring.com 11/3/2005 9:15:01 AM >>>
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
Ok, it maybe a matter of translation here but, this particular SU-29
had
1296 landings and 930 hours "total flight hours". It has not exceeded
the
1250 hours for design limits. Just picking hairs off a knat's ass here.
The
MORE important issue is that spar attachment brackets are breaking and
the
fleet needs to be inspected for this.
We are lucky to be experimental but it has the attention of the FAA. So
I
would recommend compliance before it bites us all on the posterior.
Now do we all need to account for our acro time on our YAK's and CJ's
too?
Doc
> [Original Message]
> From: Scott Kirk <pilot8kcab@hotmail.com>
> To: <gus.fraser@gs.com>; <yak-list@matronics.com>
> Date: 11/3/2005 8:45:46 AM
> Subject: Yak-List: Information from FAA on SU-29
>
> Gus and fellow Russian Aircraft Pilots,
>
> Found this on the acro exploder pertaining to the Sukhoi Su-29. Gus
I
would
> think this probably should be put in your Sukhoi maintenance issues
section
> of your website as it appears it qualifies. I realize this is a Yak
list
> but the interpretation the FAA takes regading SAIB would apply to us
all.
>
> Scott
>
> ----Original Message Follows----
> From: Allyson Parker-Lauck <aplauck@gmail.com>
> Reply-To: Allyson Parker-Lauck <aplauck@gmail.com>
> To: ACRO Exploder <acro@aerobatics.ws>
> Subject: [acro] Information from FAA on SU-29
> Date: Thu, 3 Nov 2005 04:49:19 -0800
> Hi all,
>
> Yesterday I received a call from Earl Lawrence of EAA regarding some
> concerns about the SU-29. The FAA has received information from the
Sukhoi
> Design Bureau regarding concerns about the rear spar attachment
brackets,
> and they contacted EAA asking their assistance in getting the word
out to
> SU-29 owners. All SU-29 owners should be receiving this information
via
> mail as well from the FAA in the form of a Safety Airworthiness
Information
> Bulletin (SAIB). The following is the statement from EAA along with
the
> verbiage of the Design Bureau's correspondence.
>
> Take care,
> Allyson Parker-Lauck
> IAC Vice President
>
>
> ******************
>
>
> FAA Contacts EAA Regarding Safety Notice for SU-29's
>
>
> Nov. 2, 2005 FAA Small Airplane Directorate contacted EAA today
regarding
> a notice they have received from the SUKHOI Design Bureau. The FAA
would
> normally issue an Airworthiness Directive for the type of issue
described
in
> the notice below. However, due to the fact these aircraft are
certificated
> in the Experimental category in the US, and AD's do not apply to
> experimental aircraft, the FAA has asked EAA to assist in the
distribution
> of this important safety information. In addition the FAA will be
issuing a
> Safety Airworthiness Information Bulletin (SAIB) to all registered
owners
of
> Su-29's in the US providing them this same information. SAIB's are
not
> mandatory but EAA reminds aircraft owners that all experimental
aircraft
are
> required to be"maintained in a condition for safe operation."
Operation
of
> an aircraft without taking any action on the information provided by
the
> manufacturer could be considered as careless and reckless operation
of an
> aircraft. A briefing paper on what is considered appropriate and the
> applicability of AD's to experimental aircraft can be reviewed in the
EAA
> members only section of the web at link.
>
>
> The following is the correspondence on this matter from the Sukhoi
Design
> Bureau:
>
>
> Dear Sir or Madam!
>
>
> On the Su-29 aircraft (serial number 79-02, number in the USA
28SU)
> the left bracket of the attachment of the rear spar to the fuselage
truss
> broke, and a crack on the right bracket was observed (ref. The Su-29
> Maintenance Manual, book 1, section 057.00.00, p.3/4, picture 1,
pos.19).
>
>
> This case of bracket breakage and crack formation is a unique
one.
>
>
> By the moment of damage the total flight experience of the
aircraft
> was 930 hours and 1286 landings. Number of its aerobatic flying hours
was
> not accounted.
>
>
> Absence of flying hours accounting is a direct breach of the
Su-29
> Maintenance Manual (book 1, section 005.00.00), it has led to the
following:
> at the total flight experience of 930 hours the real flying time
exceeded
> the aircraft assigned life of 1250 hours, which accordingly caused
the
> bracket damage.
>
>
> I would propose to carry out the following works:
>
>
> Fix the spars with screw clamps and check immovability of the
stick.
> Neither clearance, nor hard movement in the lateral channel can be
> acceptable.
>
>
> Remove a wing from the aircraft. Inspect the wing attachment
bolts.
>
> Inspect the wing fastening assemblies on the spars 1 and 2.
Inspect
> the spars 1 and 2 in the fastening assemblies areas. Neither cracks,
nor
> layering are acceptable.
>
>
> Pay your special attention to the assemblies of the spar 2 in
the
> area of their attachment to the aircraft rib.
>
>
> Check tightening of the bolts that fix the wing lugs to the
spars 1
> and 2. Turning of the bolts heads with a wrench or by hand cannot be
> acceptable.
>
>
> Provide a magnetic test of the fuselage truss in the area of
the
wing
> fastening assemblies. No cracks are acceptable.
>
>
> In case any defects are discovered, stop flights of these
aircraft
and
> provide photographing (or sketching) along with such defect
description.
> This should be submitted to SUKHOI Design Bureau for decision
taking.
>
>
> Results of these checks should be included into the aircraft
logbook
> (part 1) and forwarded to SDB.
>
>
> Please pay your attention to the necessity of aerobatic hours
> accounting and their placement to aircraft logbooks.
>
>
> Sincerely yours,
>
>
> A.I. Zelenukhin
>
> Director on Aircraft Operation
>
> SUKHOI Design Bureau
>
> _________________________________________________________________
FREE!
Message 8
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Richard,
My reply to you bounced. I dont have any more information on the airplane
other than what I posted. I'll try and find out more.
Ernie
Message 9
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| Subject: | Information from FAA on SU-29 |
DNA: do not archive
Its-Bogus: do not forward to list - No Plain-Text Section
--- MIME Errors - No Plain-Text Section Found ---
A message with no text/plain MIME section was received.
The entire body of the message was removed. Please
resend the email using Plain Text formatting.
HOTMAIL is notorious for only including an HTML section
in their client's default configuration. If you're using
HOTMAIL, please see your email application's settings
and switch to a default mail option that uses "Plain Text".
--- MIME Errors No Plain-Text Section Found ---
Message 10
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Ernie;
Thanks. Nikolai sent me his rendition and I think he is having Russian
representatives present at his place in Ocala, FL this December. All (I
think) us SU-29 owners are invited to bring our ships there to have Nik
and the Russian engineers check them.
work is basilierer@ci.boulder.co.us
Thanks, rick
>>> erniel29@gmail.com 11/3/2005 10:56:06 AM >>>
Richard,
My reply to you bounced. I dont have any more information on the
airplane other than what I posted. I'll try and find out more.
Ernie
Message 11
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| Subject: | Fwd: Fw: FIGHTER PILOT'S REPORT - THE F-22 RAPTOR |
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
Ok You "fighter pilots" read this and tell me who's the hot shit in the
air. I've seen the future and we an't in it!
Pappy
From: "Richard D. Russell" <rrussell20@cfl.rr.com>
Subject: Fw: FIGHTER PILOT'S REPORT - THE F-22 RAPTOR
format=flowed;
reply-type=original
Subject: Fw: FIGHTER PILOT'S REPORT - THE F-22 RAPTOR
>> Thought you would enjoy reading this...v-6
>> Fighter Pilot's Report - The F-22 Raptor
>>
>>
>>
>>
>> The test pilots name is not mentioned in this article. Whoever it is, he
>> has a great talent for telling about complex things in a simple manner.
>> Great airplane we have coming along.
>>
>> The following message is one we sent out several months ago concerning a
>> test pilot's report of the F-22 Raptor. If you are a military veteran, a
>> former military or civilian pilot, or have interest in America's air
>> defenses, we are sure you will find the message below to be very
>> interesting. We thank Kit Sanders, a former fighter pilot and civilian
>> airlines pilot, for sending this message to us.
>>
>> Of course, if you are not interested in technical reports about military
>> aircraft, merely hit the "delete" button.
>> ____________________ This report is one of many about the military's
>> newest supersonic fighter plane, the "F-22 Raptor." The Raptor is
>> America's most
>> modern fighter plane possessing super advanced stealth design and fitted
>> with all of the latest technological goodies required to defend our
>> country well into this current century. The report is cleared for public
>> use.
>> __________Subject: Pilot Report F-22 Raptor FYI. What a dream machine!
>>
>>
>> Aircraft: 4002 Date: 10 June 2005 Flight: 2-664 Takeoff: 1042L Pilot:
>> Randy Neville Land: 1141L Test Conductor: N/A Flt Time: 1.0 Hr Chase: JB
>> Brown
>> ECS: File 54 OFP: 54 OVERVIEW This was the final flight for 4002 before
>> it
>> returns to storage. It was also my final Raptor flight before moving to
>> Seattle. The flight went smoothly, although I encountered some highly
>> localized showers upon exiting the aircraft.
>>
>> As I leave the program with a bit over 600 hours in this amazing machine,
>> I realize just how fortunate I have been to have the opportunity to be
>> involved in the development of the incredible blend of technologies that
>> the Raptor represents.
>>
>> I can remember the early days of working with the engineering IPT's and
>> helping with the training of the First Flight control room team. When
>> Paul Metz got airborne in 4001 for the first time, I was the "Voice of
>> Raptor",
>> narrating events to flight line guests over a PA system and to various
>> program sites via a live video feed. I was fortunate to fly the first
>> flight on 4005, which was also the first time we flew with the Block 3.0
>> software and actually demonstrated sensor fusion.
>>
>> The 2-year surge to complete envelope expansion was quite a ride,
>> including the Mach 2.0 split-s's and even the -11g fini-flight on 4003.
>> Some may express concern at the pace of developing new technology, but
>> frankly, looking back as EMD slows down and operational units ramp up, it
>> is hard to believe how far the program has come. From the days of 1998
>> when
>> we had an annual goal of 183 flight hours, to the massive ramp up to
>> support
>> the envelope expansion surge along with Initial OT&E when we flew over
>> 2800 hours in FY2004, we have had a constant string of challenges.
>>
>> Hidden to many, but obvious to those of us on the program, every single
>> one of those flight hours has a story behind it, punctuated by the
>> dedication,
>> ingenuity, frustration, exhilaration, brains, and sweat of a huge team of
>> motivated professionals. It has been an honor to be associated with this
>> program and with all the professionals everywhere on the team. Thanks
>> for
>> the ride.
>>
>> CONCLUSIONS AND RECOMMENDATIONS:
>>
>> FYI, for your reading pleasure (or not), I have attached an article that
>> I
>> originally drafted as a potential light-hearted, PR-type article for
>> casual perusal. It is notably non-technical, and has nothing to do with
>> the
>> flight today, but for lack of anything better to do with the article, I
>> stuck it
>> here. Enjoy.
>>
>> You've probably known someone who could be categorized as a "layman's
>> philosopher". You know - the type of person who can condense life's
>> vagaries into a bumper sticker slogan. The great baseball hall-of-famer
>> Yogi Bra was a gold mine of such philosophy. Some of his more memorable
>> comments were:
>>
>> "It's like EPA vu all over again", and "It ain't over till it's over."
>>
>> Or, my personal favorite: "When you come to a fork in the road, take
>> it."
>>
>> Well, speaking of catch phrases, our original concepts of "minimize
>> housekeeping" and "carefree maneuvering", although not stated with Yogi's
>> flare for hidden eloquence, have perfectly captured the essence of the
>> F-22 airframe. It makes me think that we as test pilots could be more
>> descriptive in our evaluations. We describe this marvel of technology
>> with such mundane, techno-greenish descriptions as "very responsive",
>> "has good
>> damping", or "matches predictions", when what we really mean is "This
>> baby
>> flies like a dream."
>>
>> The ringer that this aircraft has been put through would make most
>> rational pilots cringe. We have done full aft stick split-S maneuvers,
>> starting at
>> over Mach 2, to seen if flying qualities and structural loads were ok.
>> They were, so we did it again with a weapon bay door open.
>> Then we did again while firing a missile. Oh, please... stop the
>> madness!
>>
>> Well, actually, the airplane did not seem too concerned at all about the
>> crazy maneuvering it was forced to endure. While at 60=B0 angle of attack,
>> cycling controls to maximize horsepower extraction, and banging the
>> throttles from idle to AB, most pilots would run away screaming that it's
>> just wrong to treat an airplane that way. But the engines never coughed
>> and the airplane flew benignly on. The zero speed tail slides, and the
>> aircraft simply flops down and smoothly recovers. During high-G
>> maneuvering and
>> abruptly throw in full ailerons, and the airplane consistently gives you
>> the best roll rate available, without going out of control or over
>> stressing
>> parts of the structure. There is some pretty cosmic stuff the flight
>> controls are doing to make all that happen Even more impressive to me, I
>> have had a glimpse of what the future of air combat holds, seeing how
>> this
>> exceptional airframe will be mated to an avionics suite that will provide
>> the pilot an unprecedented amount of information. I think of this
>> airplane as a flying antenna, soaking information all around it. A major
>> part of
>> the capability of this airplane comes from sensor fusion. Sensor Fusion
>> is
>> one of those key phrases associated with the Raptor. It yields a
>> capability
>> that is a leap in avionics technology. So...Sensor Fusion....what's up
>> with that ?
>>
>> "90% of the game is half mental."
>>
>> Allow me a brief semi-technical excursion. The concept of sensor fusion
>> is usually simplistically defined as taking target information from
>> multiple
>> sensors and fusing - i.e. filtering, evaluating, and combining
>> - that information to present to the pilot a very intuitive display of a
>> highly defined target. As the name implies, target information is
>> received from the individual sensors, develops track files, and then
>> fuses that
>> track information. It evaluates the kinematics and identification data
>> from the
>> sensor reports and determines if multiple targets are present or if the
>> sensors are seeing the same target.
>> The sensors are typically divided among 3 major subsystems: The radar,
>> the Electronic Warfare suite, and the Communication, Navigation, and
>> Identification suite.
>>
>> The integration of the various components of the avionics suite only
>> begins with a fused track. Then some real brain power takes over.
>> Mission software, without any further actions by the pilot, evaluates the
>> position, maneuvering, and threat potential of the target and decides how
>> accurately the target should be tracked, how frequently the track should
>> be updated, and if another sensor should be used to better track or
>> identify
>> the target. The sensors are then re-tasked to get further information on
>> that target, and the entire closed-loop process continues.
>> In other words, it is not just target information that is fused, but
>> rather the sensors themselves that are fused. It becomes transparent to
>> the
>> pilot what the various sensors are doing - they simply go about their
>> business
>> of autonomously collecting the best target information available.
>>
>> So, what does all this mean to the pilot?
>>
>> "You can observe a lot by watching."
>>
>> A key point is buried in this discussion. The entire closed-loop process
>> of detecting, evaluating, updating tracks is performed automatically.
>> The pilot no longer spends time adjusting his radar controls, then
>> looking
>> at his radar display, and then repeating the process with his EW controls
>> and displays. Sensor fusion operates continuously, requiring no pilot
>> action in order to develop an intuitive God's-eye view of the airspace.
>> The end result is that the pilot is presented a tremendous amount of
>> information with very low workload. As we like to say, the avionics
>> suite allows the
>> pilot to be a tactician, not a sensor operator or data analyst. Or, in
>> pilot-speak, it saves me lots of brain cells for the really complex stuff
>> back in the office, like trying to comprehend Travel Manager software.
>> The information is presented to the pilot on a glass cockpit, consisting
>> of
>> three 6" x 6" and one 8" x 8"color displays, with symbols that are shaped
and color-coded according to their identification as friendly, enemy,
or
unknown targets.
>>
>> Well, how does the F-22 avionics perform their magic of seeing everybody,
>> closely watching the important guys, and occasionally updating the
>> unimportant guys? (Sort of like the intriguing thermos bottle mystery:
>> Keeps the hot things hot, and the cold things cold, but... how do it
>> know?).
>>
>> Most of the magic takes place via massive parallel processing in the
>> Common
>> Integrated Processors, of CIP's. These are racks that contain multiple
>> modules, many with dual 32-bit microprocessors. The processing may be
>> optimized for signal processing, data manipulation, or other functions,
>> with data shuffled around on various data busses. The massive amount of
>> processing gives us a lot of amazing capability, but it also can be a
>> nightmare making all the 0's and 1's talk to each other.
>> Throw in the vibrations and temperatures associated with slipping the
>> surly bonds, and you have a local area network that would make even Bill
>> Gates
>> sleepless in Seattle.
>>
>> So given all that technical background, how have avionics flights gone?
>>
>> "It was hard to have a conversation - there were too many people
>> talking."
>>
>> Yogi must have been trying to do flight test in the Atlanta Center
>> airspace when he said that. On our early avionics flights from Marietta,
>> GA, I
>> launched into what must have been prime time for Delta Airlines.
>> Ground delays had been caused by airframe and avionics problems, most of
>> which had been seen before. It is interesting to note that the line
>> between airframe and avionics problems blurs a bit with the F-22. The
>> avionics
>> must properly talk to various subsystem controllers to keep everything
>> running
>> smoothly. (ie the good news...the F-22 is highly integrated. But the
>> bad
>> news is...the F-22 is highly integrated.)
>>
>> In any case, those early flights identified numerous issues that have
>> been
>> resolved over the years. Since that time, we have thoroughly evaluated
>> all the sensors and the software that integrates all their information.
>> We
>> have proven some amazing systems, such as the In flight Data Link, that
>> allows
>> us to silently communicate with the other members of our formation. They
>> could be miles away, unseen and unheard, yet each pilot will know the
>> exact
>> position, fuel state, weapons info, and targeting information, all
>> without
>> speaking a word over the secure voice channel. Pretty powerful
>> capability
>> when heading into harm's way.
>>
>> Looking ahead, I get very excited about matching this outstanding air
>> vehicle to a powerful integrated avionics suite. I have a coffee cup on
>> my desk that I got as a souvenir at the Yarborough Air show in 1988.
>> I had a chance to get a demo of some early helmet mounted cuing systems,
>> and got the coffee cup which says "I flew the future." Well, looking at
>> this
>> leap in technology represented by the Raptor, it compels me to put a
>> positive spin on another of Yogi's observations as it relates to air
>> combat:
>>
>> "The future ain't what it used to be."
>>
>> Indeed.
>
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| Subject: | Val's CJ expedition & Batman flies |
Hey Guys,
I'm back from Portland, having looked at the CJ I went to see. All I could
do was to look at it because it hasn't had an annual inspection or been flown
for at least two years.
The owner has two other CJ6s being constructed, two new kids, and a business
to run. It's a good looking machine but other than that and the information
provided by the owner and my trusted friend Skip, I don't really know much about
it.
The Nanchang is a 1974, with a nice paint job, about 2900 hrs in China with
the AF, and 87 hrs on the engine SMOH. It is well equipped and apparently has
all of the paperwork and repairs done except for an annual inspection.
The CJ has the small dents and dings that you would expect from shipping and
usage, but there are some slight rippling bulges on the tops of the wings that
concern me a bit, simply because of their length and shape.
I don't know enough to know if I'm looking at something to worry about or something
normal for an aircraft this old.
There was some concern as well because it had not been flown in so long, and
I don't know how often or how regularly it was run up during that time on the
ground either.
The owner made me the offer to sell it as-is and have me pay for the annual/per-purchase
inspection for $65K or do it himself for $75K.
Tempting as it is, I'm not easy with buying an aircraft that I haven't flown
and that hasn't been in the air for that long. Any ideas O' Wise ones of
the Yak List?
An unexpected gift on this expedition was the opportunity to meet and fly
with "the Batman".
Hal was in the area and offered to introduce me to his CJ6 Mechanic Par Excellence,
Shane. Everything that goes on in that hanger is impeccable and the
dynamic Duo seem intent on creating some sort of Master Race of Nanchangs in
there.
The best and worst part of the expedition was the opportunity to fly with
Batman in his gorgeous #8. (Sorry guys....but it IS gorgeous!) I'm talking 360
hp 3 bladed prop, cockpit of your dreams gorgeous! I don't even mind that it's
a Russian paint scheme on a Chinese Nanchang.
Hal is not only an excellent and patient instructor, but a very brave man.
Having never met me before, he was willing to put his machine in my hands and
talk me through "having my way with it". And nooo, in spite of Hal's feigned
fear of my black belt, I think he was just being gracious.
After getting over the initial panic of realizing I was supposed to fly this
thing without an attitude indicator (Horrors!), Batman got my head out of
the cockpit and had me doing aileron rolls and wingovers. I then realized a great
truth of flying that I had forgotten "Pilots don't need no stinking attitude
indicators!" and this was really FUN.
Well hey guys, Delta always frowned on us doing loops and rolls in the 767
and insisted we keep the blue on top of the little round thingy on the panel.
Like Hal said, old habits die hard.
I got to play around the clouds like ma Delta never allowed either and Batman
put up with my girlish whoops and giggles when I got the rolls right. The
best part of all this was getting to know Hal, and remembering why I had gotten
into this flying business in the first place.
The worst part of all of this was that my modest desire for a simple and
basic but sturdy Nanchang was temporarily overwhelmed by my growing lust for this
particular CJ6. Am I wrong for coveting such a machine?
I don't suppose Hal would consider taking my first born and only 19 year
old son as a down payment.
All in all it was a great trip and I can't thank Hal enough for taking me
under his wing, so to speak. The more I find out about these aircraft the more
I realize there is to learn, so I'm going to try to slow down and curb my enthusiasm
a bit while I look around and learn.
I did phone Doug Sapp with some more questions which he knowledgeably answered
for me. This is truly a remarkable group of people.
I am and will continue to still be "Lurking about" the Yak List and keep
you posted.
Fraternally, -Val
Message 13
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Gents,
I have to put another side to the argument over Russian verses
Lithuanian overhauls on M14 engines.
I have had over 12 M14P and PF engines in the last 10 years almost all
of them overhauled in Russia.
As Mark at Yak UK and Vytas at Termikas know, recently I had an engine
failure where the inlet valve sheared off and went through the piston
head destroying the engine. This was the first engine failure that I
have had and was with an engine that had been overhauled in Lithuanian
by Termikas in October 2001 and flown in July 2002. The failure was
after only 55 Hrs SMOH.
From my experiences I would disagree with Marks findings concerning
his comments on Russian overhauls and guarantees.
Should anyone want more details please email me at
jez@aerobatics.co.uk <mailto:jez@aerobatics.co.uk> .
Regards
Jez Hopkinson
Yakovlevs 4 Ship Display Team
www.yakovlevs.com
---------------------------------------------
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Mark Jefferies
Subject: Yak-List: Engine OH
Gents, why send engines to Russia? where if you are keen observers will
note from
Richard Goode postings it's a total nightmare to get stuff in and out
of the country
due to customs procedures (and criminality) Then what you get back is a
Russian OH,
ie oil leaks, and no records of fits clearances, parts used etc. You
wont get a
guaranteed return date either. You wont even get a guarantee!
It is far better to send the engines to a Termikas vytas@termikas.com
where they have
an EASA part 145 shop specialising in these engine, typically 4 per
month are built.
For an additional 3000$ you can have 400 hp built into the engine. You
will get a full
inspection report with every fit and clearance, an crack inspection
report from the
subcontractors for all ally and steel crack inspection (EASA certified
company) and you
will also get a guaranteed return date. In addition Termikas are in the
EU, this gives
you legal recourse, not that it will ever be needed.
With respect must be MAD sending stuff to Russia !!! Apologies to
Russian reading this
list its unfortunate but you know the situation first hand also.
Vladamir, please feel free to contact Vytas, you will be doing your
customers a favour
having the work done in a controlled environment, business will be very
easy to conduct,
no worries. Either English or Russian language as you like.
Regards, mj
M-14 Warbird Drivers,
Vladamir Yastremski is preparing a container of M-14 engines for
shipment to
the Russian overhaul facility. He has 7 engines now and needs 3
more to fill
the container. If you are interested contact Vladamir at:
_yastremski@sbcglobal.net_ (mailto:yastremski@sbcglobal.net)
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