Today's Message Index:
----------------------
1. 05:09 AM - Re: EP of the Week #3 Electrical Emergency (A. Dennis Savarese)
2. 06:14 AM - Looking for Members or Yak / CJ drivers @ KLZU (David McGirt)
3. 06:39 AM - Another EP (A. Dennis Savarese)
4. 06:49 AM - Corrected Family Numbers (Craig Payne)
5. 08:56 AM - Re: Another EP (David Marsh)
6. 08:58 AM - Craig Payn (JOE HOWSE)
7. 09:02 AM - Re: Another EP (Ernest Martinez)
8. 09:19 AM - Re: Another EP (David Marsh)
9. 10:05 AM - Re: Another EP (Doug Sapp)
10. 10:57 AM - Re: Another EP (Roger Kemp)
11. 11:12 AM - Re: Another EP (A. Dennis Savarese)
12. 11:37 AM - Re: Another EP (Roger Kemp)
13. 12:29 PM - oil pump (was: Another EP) (Brian Lloyd)
14. 12:48 PM - Re: Another EP (Jim Shafer)
15. 12:49 PM - Are ADIZs the real War on Christmas :) (Stephen Fox)
16. 05:18 PM - Re: oil pump (was: Another EP) (Walter Lannon)
17. 05:37 PM - Waycross RPA Fly-In/FAST Clinic (Shane Golden)
Message 1
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| Subject: | Re: EP of the Week #3 Electrical Emergency |
The standard 52 has a carbon pile voltage regulator (very reliable too) and a resetable
over current relay, which is in a separate box.
Dennis
----- Original Message -----
From: Walter Lannon
To: yak-list@matronics.com
Sent: Monday, December 19, 2005 9:56 PM
Subject: Re: Yak-List: EP of the Week #3 Electrical Emergency
Some thoughts and questions on the over voltage problem.
The stock CJ does not use a carbon pile regulator. The factory installation is
a 1930/1940's vintage 3 unit control box consisting of a voltage regulator,
reverse current relay and current limiting relay. The solid state system in some
CJ's (the one experiencing the problem!) is a PLAAF modification which apparently
has never been adopted by the manufacturer. Correct me if I am wrong here
Doug. To my knowledge it is not covered in any of the available manuals and
I don't know of anyone who has successfully repaired one..
All of the 24V model T6's use a carbon pile regulator and the AN3025 (if I remember
the number correctly) control box which contains the r.v. and c.l. relays.
This same combination was used on virtually every 24V US manufactured aircraft
in the 1950's. There was no seperate over voltage relay but possibly this
was included in the AN3025 box. Does anyone know?
The Canadian built Harvard 4 was the only exception in the T6 series. It uses
the same carbon pile regulator, but a seperate reverse current relay AND a cockpit
mounted, resettable, over voltage relay. In 26+ years I have never had occasion
to use it and have never heard of anyone else using it.
The kit that Joe has put together uses the same carbon pile regulator as the
T6/Harvard/DC3/DC4 etc. etc. It has proven to have outstanding reliability. I
am not aware of the other components in the kit. Could you fill that in Joe?
And a question for Dennis. What does the 52 system consist of? Carbon pile, solid
state or? Is the over voltage protection a seperate unit or part of a "black
box"?
I will seriously consider Brian's advice re the Zeftronics o.v. unit for my project
even though I have the original CJ control unit which apparently has not
yet been an o.v. problem. Brian, do you have any information on the AN3025 unit
whether it includes o.v. protection? Might even be in your Aztec if it's
24V.
Cheers;
Walt
----- Original Message -----
From: Jeff Linebaugh
To: yak-list@matronics. com
Sent: Monday, December 19, 2005 4:41 AM
Subject: Yak-List: EP of the Week #3 Electrical Emergency
To the Yak-Listers:
OK, we've left you hanging long enough on the electrical problem
from a few days ago...
Actually, I was a little surprised at the limited amount of discussion
that this situation generated (besides Brian, but he had the inside scoop,
and was acting as the "straight-man"). Is it that in a day-VFR situation,
it is very cut and dried? i.e. turn off the Battery and Generator/Alternator
and land as soon as possible...). One consideration that wasn't covered is how
toxic an electrical fire or battery explosion can be.
Day/VFR formation? Still, turn off the Bat and Gen immediately
and head for the nearest place to land, regardless of whether you have a wingman
or not. This is a serious problem, and requires you to not delay: devote all
your attention to get the airplane on the ground ASAP.
IFR? Now you really have a life-or-death problem, as Brian pointed
out. Most of our Yaks/CJs are all electric gyro airplanes. Get clear of the
clouds ASAP.
OK, I promised more on this problem. Bob "Kilo" Watts brought this
situation up, concerned for the well being of his Red Star comrades. It seems
that this particular emergency has occurred, with various outcomes, at least
three times in the recent past. In one case, it only resulted in some fried
wires. The other two cases were more dramatic, one with a battery EXPLOSION,
the other with some major electrical system damage. The outcomes in all cases
could have been a lot worse. We don't mean to be alarmists here, but this topic,
we believe, requires some careful consideration.
Over the past week, we have collected information from several
of the pilars of our group. Some 100 e-mails later, there are still some questions,
but we can offer up what we learned. Here is a summary:
a.. The 3 occurrences were all in CJs with the later model solid-state
voltage regulators. It seems these regulators have a "full on" failure
mode which can cause the generator to run at very high voltage and current.
b.. This over voltage condition will likely cause damage to radio
equipment, can cause electical fires, and overheat batteries.
c.. According to Brian, this failure mode of the voltage regulator
is not unique to our aircraft. In fact, most "spams" share this problem.
However, most are protected with an over voltage relay to protect the electrical
system.
d.. The older style carbon-pyle type CJ voltage regulators are
less prone to this failure mode.
e.. According to Jill Gernetske, stock Yak 52s are protected
with over voltage protection, reverse current protection, and a 50 amp fuse at
the battery.
f.. As best we can tell, stock CJs are only protected with the
50 amp battery fuse.
g.. 50 amps, for a period of time, is still more than enough
current to overheat a battery, even in the Yak 52 set up.
h.. According to Doug Sapp, the Chinese have not run in to this
problem.
i.. For people who have converted to the B & C alternator and
voltage regulator, it contains an overvoltage relay to protect against this type
of failure.
So what do we do with this information?
a.. Be forewarned. If you see symptoms of electrical problems,
get them resolved ASAP
b.. If you have the newer style CJ voltage regulator, consider
adding some protection. Brian Lloyd has been working on an economical improvement
to help prevent electrical runaways. He has talked with Bob Nuckolls (AeroElectric
Connection and
the designer of the B&C alternator controller) and Bob is going
to roll a custom OV protection module for the CJ6A. Brian will work with him
on how best to install it.
c.. If you have the older style CJ voltage regulator, Joe Howse
has come up with a "bolt-on" replacement kit for these hard to find regulators.
d.. We need to continue to look for more information as to why
these problems have occurred. Is it because non-stock batteries were used? Is
it because of modifications, or damage due to charging or "jump-starting" or
...?
e.. In the near future, look for a more comprehensive safety
bulletin from the RPA addressing this situation.
We don't want to see one of our fellow Yakers run in to this problem.
Please, if you have anything further to add on this subject, we welcome
all inputs! Stay tuned for more on this subject...
Jeff Linebaugh
jefflinebaugh@earthlink.net
http://home.earthlink.net/~jefflinebaugh/
CJ-6P N621CJ
Memphis, TN
Message 2
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| Subject: | Looking for Members or Yak / CJ drivers @ KLZU |
Anyone on the list based at LZU, Gwinnett County outside Atlanta?
David
Message 3
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--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
This EP comes from one of our colleagues in Lithuania. It originated from a
former DOSAFF flight instructor in Lithuania.
You are flying normally in your Yak 52 on a cross-country. During your
normal instrument scan, you notice the oil pressure reading below zero.
What should be the action taken?
Dennis
A. Dennis Savarese
334-285-2141 Office
334-546-8182 Mobile
www.yak-52.com
Message 4
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| Subject: | Corrected Family Numbers |
Arrggg! I should have know better than to trust the FAA's own "front-end" to their
registration database! Using a private sector front-end, I found other A/C
registered under different record codes (codes not shown here). Looks like a
duck, quacks like a duck....
(Nanchang)
Yak18A/Yak18-A/CJ6/CJ-6/CJ6A/CJ-6A/CHUJIAO-6 214
CJ5 2
Total Nanchangs (current) 216
Yakovlev/Aerostar flavors of the Yak-52 252
Other reported M-14 flavors of Yak 125
Total (current) M-14 based Yaks 377
Soooo, not counting small Yaks and Really Big Yaks, we have 593 on the registry.
Note that some registrations were not populated anymore, having been stricken
from the rolls due to "attrition" or export. If I totaled up the Sukhoi's and
NATA Sukhoi's; add in Wilgas and there are a lot of eastern block round engines
over here.
So where are they come Oskosh or Sun 'n Fun? Could you imagine 100 plane formations?
Put "Pappy" in the back of that one so he can holler at everyone :>)
Craig Payne
Message 5
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--> Yak-List message posted by: David Marsh <swampy@videotron.ca>
1. Ask the GIB what his gauge reads
2. Cycle the prop speed to see if it reacts normally
3. Check the engine gauges switch on the left side panel is selected on
(it's a circuit breaker switch; something else may have kicked it off)
The prop speed control is your safest clue. If it shows any reluctance to
come back to minimum RPM, it's time to find a place to land. These engines
will run dry for a while, so you may consider it safer to press for the
nearest airfield rather than ditch in the sea. I believe George Coy managed
to fly an AN2 with zero oil pressure for a full hour. The engine was toast
at the end of that, but as the alternative was a ditching in the Atlantic
near Iceland (brrr..) I think he made the right choice.
So here's the supplementary. Does anyone have evidence/opinion on how long
an M14P will run with no oil pressure? I don't care if the engine is a
write-off at the end of the flight, how long MIGHT it keep running at cruise
power?
----- Original Message -----
From: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Subject: Yak-List: Another EP
> You are flying normally in your Yak 52 on a cross-country. During your
> normal instrument scan, you notice the oil pressure reading below zero.
> What should be the action taken?
>
Message 6
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Craig
Would you contact me off list please
Joe Howse
Message 7
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--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
do not archive.
Depends.....Is it running MMO? :)
Ernie
On 12/20/05, David Marsh <swampy@videotron.ca> wrote:
> --> Yak-List message posted by: David Marsh <swampy@videotron.ca>
>
> 1. Ask the GIB what his gauge reads
> 2. Cycle the prop speed to see if it reacts normally
> 3. Check the engine gauges switch on the left side panel is selected on
> (it's a circuit breaker switch; something else may have kicked it off)
>
> The prop speed control is your safest clue. If it shows any reluctance to
> come back to minimum RPM, it's time to find a place to land. These engines
> will run dry for a while, so you may consider it safer to press for the
> nearest airfield rather than ditch in the sea. I believe George Coy managed
> to fly an AN2 with zero oil pressure for a full hour. The engine was toast
> at the end of that, but as the alternative was a ditching in the Atlantic
> near Iceland (brrr..) I think he made the right choice.
>
> So here's the supplementary. Does anyone have evidence/opinion on how long
> an M14P will run with no oil pressure? I don't care if the engine is a
> write-off at the end of the flight, how long MIGHT it keep running at cruise
> power?
>
> ----- Original Message -----
> From: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
> To: <yak-list@matronics.com>
> Sent: Tuesday, December 20, 2005 9:39 AM
> Subject: Yak-List: Another EP
>
>
> > You are flying normally in your Yak 52 on a cross-country. During your
> > normal instrument scan, you notice the oil pressure reading below zero.
> > What should be the action taken?
> >
>
>
>
>
Message 8
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<002e01c60586$5e3ab4a0$6502a8c0@desktop>
<5d7b0ec70512200902s497421d9vc127028a0a19836a@mail.gmail.com>
--> Yak-List message posted by: David Marsh <swampy@videotron.ca>
DO NOT ARCHIVE
LOL! Very good point. Forgot to ask if the pilot had consumed Wheaties and
MMO for breakfast.
----- Original Message -----
From: "Ernest Martinez" <erniel29@gmail.com>.
>
> Depends.....Is it running MMO? :)
>
> Ernie
Message 9
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--> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
Assuming no gib, I would continue to monitor all other points but would
favor instrument failure as the root problem. "Normally" if the oil
pressure section of the 3/1 gauge (in a CJ) reads BELOW zero it is "most
likely" shorted out and is pegged in it's most downward position. If in
reality you have 0 oil pressure the gauge should read 0, not below 0. This
is CJ lore, and may not apply to the 52.
Best Christmas Wishes (and oil pressure) to all,
Doug Sapp
----- Original Message -----
From: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Subject: Yak-List: Another EP
> You are flying normally in your Yak 52 on a cross-country. During your
> normal instrument scan, you notice the oil pressure reading below zero.
> What should be the action taken?
>
Message 10
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--> Yak-List message posted by: Roger Kemp <viperdoc@mindspring.com>
Dennis,
From the translated YAK-52 Operations Manual
Chpt 8 Emergency Proceedures
8.2 Oil Pressure Drop
1."Check cylinder head temperature, if it "grows up", then land immediately to
airfield or suitable site.
2. Otherwise throughly monitor temperature and return to airfield for landing
as soon as possible."
Since it is winter now, what is the OAT? At or below freezing? Would consider oil
conjelling in the oil cooler. I am not sure cycling the prop will offer much
if the oil pressure is zero. The prop should have already moved to course pitch
by the action of the counter weights. Certainly if you cycle it and you do
not get a pitch change, then you really do not have any oil pressure. Since I
generally do not fly with a GIB, I could not ask the RCP oil pressure reading.
There are plenty of causes for zero oil pressure:
Failed oil pressure sending unit
Oil line vibrated loose and you are dumping (have dumped) oil over the side
Failed oil pump
Oil freezing in the oil cooler
Forgot to saftey clip the fine screen filter on the capillary line to the prop
governor and it vibrated out
Forgot to saftey wire the main filter screen on the firewall after an oil change
Forgot to reinstall the clip in the sump drain and it vibrated open
Forgot to completely close the oil tank drain after an oil change
Changed the oil and did not refill the tank
In any case, I would heed the first line of the checklist and land as soon as possible.
Especially if the cylinder head temps are rising.
Since I have no experience with freezing oil in the cooler, I can not comment on
what to expect and I have not been able to find whether the YAK-52 has a cooler
bypass valve for cases where the oil does congeal in the cooler. Would the
pressure go up instead of down... I do not know. I defer to one smarter than
me on this.
Viperdoc
-----Original Message-----
>From: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
>Sent: Dec 20, 2005 8:39 AM
>To: yak-list@matronics.com
>Subject: Yak-List: Another EP
>
>--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
>
>This EP comes from one of our colleagues in Lithuania. It originated from a
>former DOSAFF flight instructor in Lithuania.
>
>You are flying normally in your Yak 52 on a cross-country. During your
>normal instrument scan, you notice the oil pressure reading below zero.
>What should be the action taken?
>
>Dennis
>
>A. Dennis Savarese
>334-285-2141 Office
>334-546-8182 Mobile
>www.yak-52.com
>
>
>
>
>
>
>
Message 11
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--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Yes, the oil cooler does have a bypass valve.
Dennis
----- Original Message -----
From: "Roger Kemp" <viperdoc@mindspring.com>
Subject: Re: Yak-List: Another EP
> --> Yak-List message posted by: Roger Kemp <viperdoc@mindspring.com>
>
> Dennis,
> From the translated YAK-52 Operations Manual
> Chpt 8 Emergency Proceedures
> 8.2 Oil Pressure Drop
> 1."Check cylinder head temperature, if it "grows up", then land
> immediately to airfield or suitable site.
> 2. Otherwise throughly monitor temperature and return to airfield for
> landing as soon as possible."
>
> Since it is winter now, what is the OAT? At or below freezing? Would
> consider oil conjelling in the oil cooler. I am not sure cycling the prop
> will offer much if the oil pressure is zero. The prop should have already
> moved to course pitch by the action of the counter weights. Certainly if
> you cycle it and you do not get a pitch change, then you really do not
> have any oil pressure. Since I generally do not fly with a GIB, I could
> not ask the RCP oil pressure reading.
> There are plenty of causes for zero oil pressure:
> Failed oil pressure sending unit
> Oil line vibrated loose and you are dumping (have dumped) oil over the
> side
> Failed oil pump
> Oil freezing in the oil cooler
> Forgot to saftey clip the fine screen filter on the capillary line to the
> prop governor and it vibrated out
> Forgot to saftey wire the main filter screen on the firewall after an oil
> change
> Forgot to reinstall the clip in the sump drain and it vibrated open
> Forgot to completely close the oil tank drain after an oil change
> Changed the oil and did not refill the tank
> In any case, I would heed the first line of the checklist and land as soon
> as possible. Especially if the cylinder head temps are rising.
> Since I have no experience with freezing oil in the cooler, I can not
> comment on what to expect and I have not been able to find whether the
> YAK-52 has a cooler bypass valve for cases where the oil does congeal in
> the cooler. Would the pressure go up instead of down... I do not know. I
> defer to one smarter than me on this.
> Viperdoc
>
> -----Original Message-----
>>From: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
>>Sent: Dec 20, 2005 8:39 AM
>>To: yak-list@matronics.com
>>Subject: Yak-List: Another EP
>>
>>--> Yak-List message posted by: "A. Dennis Savarese"
>><dsavarese@elmore.rr.com>
>>
>>This EP comes from one of our colleagues in Lithuania. It originated from
>>a
>>former DOSAFF flight instructor in Lithuania.
>>
>>You are flying normally in your Yak 52 on a cross-country. During your
>>normal instrument scan, you notice the oil pressure reading below zero.
>>What should be the action taken?
>>
>>Dennis
>>
>>A. Dennis Savarese
>>334-285-2141 Office
>>334-546-8182 Mobile
>>www.yak-52.com
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 12
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--> Yak-List message posted by: Roger Kemp <viperdoc@mindspring.com>
Doug has a point, failed guage is another possiblity. I'm still landing as soon
as possible to investigate the below zero pressure.
Viperdoc
-----Original Message-----
>From: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
>Sent: Dec 20, 2005 1:12 PM
>To: yak-list@matronics.com
>Subject: Re: Yak-List: Another EP
>
>--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
>
>Yes, the oil cooler does have a bypass valve.
>Dennis
>
>----- Original Message -----
>From: "Roger Kemp" <viperdoc@mindspring.com>
>To: <yak-list@matronics.com>
>Sent: Tuesday, December 20, 2005 12:57 PM
>Subject: Re: Yak-List: Another EP
>
>
>> --> Yak-List message posted by: Roger Kemp <viperdoc@mindspring.com>
>>
>> Dennis,
>> From the translated YAK-52 Operations Manual
>> Chpt 8 Emergency Proceedures
>> 8.2 Oil Pressure Drop
>> 1."Check cylinder head temperature, if it "grows up", then land
>> immediately to airfield or suitable site.
>> 2. Otherwise throughly monitor temperature and return to airfield for
>> landing as soon as possible."
>>
>> Since it is winter now, what is the OAT? At or below freezing? Would
>> consider oil conjelling in the oil cooler. I am not sure cycling the prop
>> will offer much if the oil pressure is zero. The prop should have already
>> moved to course pitch by the action of the counter weights. Certainly if
>> you cycle it and you do not get a pitch change, then you really do not
>> have any oil pressure. Since I generally do not fly with a GIB, I could
>> not ask the RCP oil pressure reading.
>> There are plenty of causes for zero oil pressure:
>> Failed oil pressure sending unit
>> Oil line vibrated loose and you are dumping (have dumped) oil over the
>> side
>> Failed oil pump
>> Oil freezing in the oil cooler
>> Forgot to saftey clip the fine screen filter on the capillary line to the
>> prop governor and it vibrated out
>> Forgot to saftey wire the main filter screen on the firewall after an oil
>> change
>> Forgot to reinstall the clip in the sump drain and it vibrated open
>> Forgot to completely close the oil tank drain after an oil change
>> Changed the oil and did not refill the tank
>> In any case, I would heed the first line of the checklist and land as soon
>> as possible. Especially if the cylinder head temps are rising.
>> Since I have no experience with freezing oil in the cooler, I can not
>> comment on what to expect and I have not been able to find whether the
>> YAK-52 has a cooler bypass valve for cases where the oil does congeal in
>> the cooler. Would the pressure go up instead of down... I do not know. I
>> defer to one smarter than me on this.
>> Viperdoc
>>
>> -----Original Message-----
>>>From: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
>>>Sent: Dec 20, 2005 8:39 AM
>>>To: yak-list@matronics.com
>>>Subject: Yak-List: Another EP
>>>
>>>--> Yak-List message posted by: "A. Dennis Savarese"
>>><dsavarese@elmore.rr.com>
>>>
>>>This EP comes from one of our colleagues in Lithuania. It originated from
>>>a
>>>former DOSAFF flight instructor in Lithuania.
>>>
>>>You are flying normally in your Yak 52 on a cross-country. During your
>>>normal instrument scan, you notice the oil pressure reading below zero.
>>>What should be the action taken?
>>>
>>>Dennis
>>>
>>>A. Dennis Savarese
>>>334-285-2141 Office
>>>334-546-8182 Mobile
>>>www.yak-52.com
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
>
Message 13
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| Subject: | oil pump (was: Another EP) |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Has anyone considered that these engines actually have two oil pumps?
There is one that provides pressure oil to the engine and another that
scavenges the sump and pumps the oil to the oil cooler whereupon it
returns to the oil tank. Has anyone heard of only one of the pumps
failing? Since there is no instrumentation on the scavenge pump, how do
you know if it has failed? What happens when it fails?
--
Brian Lloyd 2243 Cattle Dr.
brian-yak at lloyd dot 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 14
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--> Yak-List message posted by: "Jim Shafer" <eyeballs@cox.net>
Zero oil pressure with M-14 will cause prop to go to coarse pitch. Your RPM
will be near 55%. Been there twice.
Message 15
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| Subject: | Are ADIZs the real War on Christmas :) |
Steve "SOB" Fox
Yak 52
N3043R
http://homepage.mac.com/steve.fox/PhotoAlbum5.html
Message 16
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| Subject: | Re: oil pump (was: Another EP) |
--> Yak-List message posted by: "Walter Lannon" <wlannon@cablerocket.com>
>
> Has anyone considered that these engines actually have two oil pumps?
> There is one that provides pressure oil to the engine and another that
> scavenges the sump and pumps the oil to the oil cooler whereupon it
> returns to the oil tank. Has anyone heard of only one of the pumps
> failing?
Yes, but not on the Huosai or M14. Both pumps are contained in one assembly
and driven by a common shaft, same as P&W. A failure would likely involve
both.
Since there is no instrumentation on the scavenge pump, how do
> you know if it has failed? What happens when it fails?
Fluctuation and eventual loss of oil pressure as the oil tank is emptied.
Happened to me with a Ranger engine, variable and dropping oil press. Close
to home so down in short order, shut down on final.
No oil left in tank, lots in engine. Scavange pump (seperate drive) quill
shaft had failed. Other than that no engine damage.
Walt
> Brian Lloyd 2243 Cattle Dr.
> brian-yak at lloyd dot 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 17
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| Subject: | Waycross RPA Fly-In/FAST Clinic |
"'Bill Kirton'" <billkirton@accessatc.net>
So far we have 26 pilots and 25 aircraft signed up for Waycross next month
with 8 students attending. If you plan to attend and haven't registered yet
please sign up at
http://www.flyredstar.org/A_EventsReg.aspx?Event_ID=RPA147 or contact me
via email or phone.
It looks like we have at least 5 people who want to fly acro with Sergei.
The acro box is approved and will be owned by the FBO. All you have to do
is sign the waiver.
Cannon Aviation Insurance is sponsoring the event so vans, lunch/dinner for
Fri/Sat are covered. Students will only need to cover the costs of manuals.
An attendance list is enclosed. If you signed up and you're not on the list
let me know. I'll get the final info out after New Year's.
Y'all have a Merry Christmas!!
Shane Golden
803-532-9063 Home
803-629-7456 Cell
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