Today's Message Index:
----------------------
1. 03:10 AM - Yak 52 r/h gear failure (Mark Jefferies YAK Uk)
2. 04:12 AM - Re: Straight and level (Kevin Pilling)
3. 07:31 AM - Re: Yak-List Digest: 36 Msgs - 01/20/06 (Steve Dalton)
4. 08:26 AM - Re: Re: All Red Star (Shinden33)
5. 04:50 PM - What happens when you fly fighters..... (Tim Gagnon)
6. 05:35 PM - Re: What happens when you fly fighters..... (John W. Hilterman Jr.)
7. 06:05 PM - Re: What happens when you fly fighters..... (Roger Kemp)
8. 09:53 PM - Wheels up (Mike Beresford)
9. 10:57 PM - Re: Yak 52 r/h gear failure (Yakmech)
Message 1
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| Subject: | Yak 52 r/h gear failure |
I must apologise to Mick, thank you for sharing the information with the
list, please continue to do so.
I stand by my point it was pilot error. The pilot removed the pressure that
held the leg in the down position, simple as that. An error. Why do this?
Its not in any flight manual published by DOSAAF or the OEM that I have
seen.
Regarding the u/c ram. This a/c being a 1991 a/c if properly maintained has
had its gear ram seals changed on 2 occasions by now. Remember these seals
are 5 years life item. The insurance company if it is looking to apportion
blame is to refer to the maintenance company that signed for the changing of
the seals on the last occasion, presumably they assembled the ram
incorrectly.
Further, the person/ company that did the last annual inspection is also
implicated in the failure because he failed to do the inspection IAW
manuals. Just to be clear here, when the a/c is on jacks every 50 hrs or 1
year and the u/c system is being internally lubricated, emg cycles/
retractions etc. the last check to do with air pressure neutral, Is to check
that the folding link will not break, ie checking to see that the locking
balls in the ram have engaged. This is done by pushing hard at the centre of
the folding link. Its very clear also that the maintenance company did not
do this or they would have found the problem.
As we know there are very few accidents where one item/ occurrence is the
cause, its usually a chain of events.
Regards, mj
Ps, we all make mistakes, I put my hands up to a number, never get
complacent.
Pps I only take the digest so always 24 hrs behind the drag curve.
Message 2
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| Subject: | Re: Straight and level |
I've enough problems keeping up with the 50 and the 52, three young sons and not
least a high maintenance wife !
I'm not sure how good these two pics of that day are....but I can just see your
grin in the airborne one.......and mine had to be removed surgically three weeks
later.......
Fly safe
kp
----- Original Message -----
From: Gpw678@aol.com
To: yak-list@matronics.com
Sent: Friday, January 20, 2006 8:18 PM
Subject: Re: Yak-List: Straight and level
hi KP
how are things,
not bought a hunter yet after our formo trip last year?
gerald
Message 3
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| Subject: | RE: Yak-List Digest: 36 Msgs - 01/20/06 |
--> Yak-List message posted by: "Steve Dalton" <sdalton@goeaston.net>
--> Yak-List message posted by: <mjbjhf@charter.net>
ok all of you yak and CJ experts, I'm looking for any pointers you might
have out
there. I'm getting ready to crank up a new M14 just installed on my CJ.
Hopefully
monday or tuesday. I have a great mechanic that has done a great job,
but never hurts to ask others with experience. Mainly wanting to find
out if
there are any speacial oil pump priming proceedures that we do not know
about.
Michael,
FWIW, it is probably a good idea to pour a couple qts of oil into the
engine case screw off cap (wrong name I'm sure), next to the oil
breather mushroom, right behind the number 1 cylinder. I believe that
allows oil to flow internally in the engine to reach the oil pump to
ensure it is primed at start.
I have seen before, after an oil change where the oil was left to drain
for several days as other issues were worked, no oil pressure at start.
Tried several starts with a few seconds of run time and could not get
oil pressure. A few qts poured in the top of the engine was an instant
cure.
Cheers,
Steve Dalton
Message 4
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| Subject: | Re: All Red Star |
--> Yak-List message posted by: "Shinden33" <shinden33@earthlink.net>
What about Mojave? We could talk the range folks at Edwards and see about
the possibility of being permitted into a small corner of R-2515. We might
be slow and low enough to stay out their way. Be better traffic control for
us. Of course winds get interesting there.
S
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Frank Haertlein
Sent: Friday, January 20, 2006 3:20 PM
Subject: RE: Yak-List: Re: All Red Star
--> Yak-List message posted by: "Frank Haertlein"
<yak52driver@earthlink.net>
George is at 2500 and nice in May. July and August are another story.
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Dee L. Conger
Sent: Friday, January 20, 2006 1:08 PM
Subject: RE: Yak-List: Re: All Red Star
--> Yak-List message posted by: "Dee L. Conger" <dee@ansatainc.com>
Having flown F-4s at George, I can attest that it is a great place to fly.
Downsides are that it is very high - if I remember correctly, the field
elevation is around 5,000'. Also, it is usually quite windy, which might be
"sporty" for some of the participants. Also going to be HOT that time of
year.
Other than that, there is outstanding terrain and great low level flying.
Bones
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Tim Gagnon
Sent: Friday, January 20, 2006 7:34 AM
Subject: Yak-List: Re: All Red Star
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
How about the old George AFB? If I remember right, there is tons of open
skies around the place and they had just done some updating to the place
before the closed it.
Barry, let me know if I can help again this year.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=5467#5467
Message 5
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| Subject: | What happens when you fly fighters..... |
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
http://deltasix.game-files.net/memfiles/Inspirational%20Wavs/PitDump.WAV
http://video.google.com/videoplay?docid=-4301997912402985312&q=F-16
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=5789#5789
Message 6
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| Subject: | What happens when you fly fighters..... |
--> Yak-List message posted by: "John W. Hilterman Jr." <johnhilterman1@cox.net>
Thanks Tim...I haven't laughed that hard since my wingman pissed all over
himself in the marshal stack one night.
John "Hitman" Hilterman
Afterburner, Inc.
1503 B Northside Drive
Atlanta, GA 30318
Hitman@AfterburnerSeminars.com
(O) 404.442.9920
(F) 404.603.4766
(C) 405.826.1725
"Individual Execution is One Thing, Organizational Execution is Everything"
Afterburner, Inc. is proud to announce the release of Flawless Execution, by
James D. Murphy.
Published by Harper Collins May 1st 2005. Learn more about Flawless
Execution and the author at www.AfterburnerSeminars.com
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Tim Gagnon
Sent: Saturday, January 21, 2006 6:50 PM
Subject: Yak-List: What happens when you fly fighters.....
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
http://deltasix.game-files.net/memfiles/Inspirational%20Wavs/PitDump.WAV
http://video.google.com/videoplay?docid=-4301997912402985312&q=F-16
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=5789#5789
Message 7
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| Subject: | What happens when you fly fighters..... |
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
Sh#% happens.
Those to-kill-ya shooters and chillula-poppers the night before have a way
coming back around!
Doc
> [Original Message]
> From: Tim Gagnon <NiftyYak50@msn.com>
> To: <yak-list@matronics.com>
> Date: 1/21/2006 6:49:55 PM
> Subject: Yak-List: What happens when you fly fighters.....
>
> --> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
>
> http://deltasix.game-files.net/memfiles/Inspirational%20Wavs/PitDump.WAV
>
>
> http://video.google.com/videoplay?docid=-4301997912402985312&q=F-16
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=5789#5789
>
>
>
>
>
>
>
Message 8
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--> Yak-List message posted by: Mike Beresford <mike_beresford@yahoo.co.uk>
HI all
Yesterday I managed to join the ranks of pilots who
have landed with gear up - not something I wanted, but
there you have it.
To briefly describe the circumstances, I joined on
late downwind at my home airport. The weather was a
bit hazy, with high level clouds. There was one
aircraft on base, and another coming in to join on
base. I didn't have either aircraft visual, and was
particularly worried about the one coming in to join
base. To top it all we had an airspace violation of
the CTR of the nearby international, with the culprit
being close to us and on descent. I was thus very
preoccupied with looking out for traffic. On downwind
I selected gear down, heard the pneumatics operating,
but I cannot remember confirming with either lights or
stalks that the gear extended. The rest of the circuit
was normal until touchdown. On touchdown it felt like
we touched, held and then fell down onto the runway -
ie it felt like a gear collapse. However, a witness
about a kilometre away said the gear was still up.
Either way, we slid down the runway for a while and
then veered off to the side. I used the brakes (they
DO work) to stop, fortunately well clear of the active
and taxiways.
Summary of aircraft visible damage is the broken prop
blades. Tips are obviously gone. Fortunately I touched
down at idle, so hopefully no major damage to the
engine. The initial touchdown was on tar, and the
surrounding area was grass with soft earth. Even the
tail skid at the rear seems undamaged. Both of us
walked away without a scratch.
I'm still not sure exactly what happened. The gear was
definitely selected "down", the air was "on", and
there was suffificent pressure in the system. The rear
cockpit control was at neutral. We'll have to await
the report of the AMO next week.
At the end of it I am feeling very cross, because this
was avoidable. I'm usually very precise about cockpit
drills. I should have picked up the failure to extend
or lock, and used the emergency system.
One thing which did impress us was the damage
tolerance of the aircraft. The emergency crews said
they'd never seen such an easy aircraft recovery after
a wheels up, and the damage seems minimal. Not even
the underside of the rudder is scratched. Seems like a
solid bit of engineering, let down by the soft
machine!
Blue skies
Mike
--- Mark Jefferies YAK Uk <mark.j@yakuk.com> wrote:
> I must apologise to Mick, thank you for sharing the
> information with the
> list, please continue to do so.
>
>
>
> I stand by my point it was pilot error. The pilot
> removed the pressure that
> held the leg in the down position, simple as that.
> An error. Why do this?
> Its not in any flight manual published by DOSAAF or
> the OEM that I have
> seen.
>
>
>
> Regarding the u/c ram. This a/c being a 1991 a/c if
> properly maintained has
> had its gear ram seals changed on 2 occasions by
> now. Remember these seals
> are 5 years life item. The insurance company if it
> is looking to apportion
> blame is to refer to the maintenance company that
> signed for the changing of
> the seals on the last occasion, presumably they
> assembled the ram
> incorrectly.
>
>
>
> Further, the person/ company that did the last
> annual inspection is also
> implicated in the failure because he failed to do
> the inspection IAW
> manuals. Just to be clear here, when the a/c is on
> jacks every 50 hrs or 1
> year and the u/c system is being internally
> lubricated, emg cycles/
> retractions etc. the last check to do with air
> pressure neutral, Is to check
> that the folding link will not break, ie checking
> to see that the locking
> balls in the ram have engaged. This is done by
> pushing hard at the centre of
> the folding link. Its very clear also that the
> maintenance company did not
> do this or they would have found the problem.
>
>
>
> As we know there are very few accidents where one
> item/ occurrence is the
> cause, its usually a chain of events.
>
>
>
> Regards, mj
>
>
>
> Ps, we all make mistakes, I put my hands up to a
> number, never get
> complacent.
>
> Pps I only take the digest so always 24 hrs behind
> the drag curve.
>
>
>
>
Message 9
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| Subject: | Re: Yak 52 r/h gear failure |
--> Yak-List message posted by: "Yakmech" <mjpoole@hunterlink.net.au>
Mark.... Here in Australia we maintain aircraft such as the Yak52 as per the Regulatory
guidelines, ie What our Civil Aviation Authority tells us we shall maintain
an aircraft too. These guidelines depend on several things, which I could
obviously spend pages writing about if i needed too. But the requirements
for the Yak here DO NOT require that the seals be changed every 5 years.. so...
the rams have NOT been dissassembled since they came from the factory. Further,
the maintenance requirements DO NOT once again require the test that you
suggest, which as I have already stated WOULD find the problem. Now maybe the
maintenance requirements for these sort of aircraft should be looked at and
further amended, BUT for you to ASSUME the maintenance company is at fault, is
relying on the information that you have for the maintenance of the Aircraft
in YOUR country. And yes I do work for the maintenance company..... BUT......
I do not make the rules.... I only abide by them !!
--------
Once you have experienced flight you will forever walk this earth with your eyes
turned skyward for it is there that you have been and there that you long to
return !
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=5838#5838
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