Today's Message Index:
----------------------
1. 06:27 AM - oil filter for cj 285hp (Kelley Monroe)
2. 07:48 AM - Re: oil filter for cj 285hp (Roger Kemp)
3. 07:57 AM - Re: oil filter for cj 285hp (ggg6@att.net)
4. 08:01 AM - Oil filter for CJ (Roger Kemp)
5. 08:13 AM - Re: Wheels up (A. Dennis Savarese)
6. 10:14 AM - Oil filter for CJ (ADC Oil Filters) (Mark Schrick)
7. 10:34 AM - Re: oil filter for cj 285hp (Walter Lannon)
8. 12:04 PM - Re: Wheels up (Mike Beresford)
9. 01:34 PM - Re: Re: FAA & Warbirds (cjpilot710@aol.com)
10. 03:28 PM - Re: Wheels up (A. Dennis Savarese)
11. 04:23 PM - AYS (cjpilot710@aol.com)
12. 05:19 PM - Re: AYS (David McGirt)
13. 07:06 PM - R. T. Foster (ByronMFox@aol.com)
14. 07:37 PM - Re: oil filter for cj 285hp (Brian Lloyd)
15. 09:39 PM - CJ6A generator over-voltage protection module update (Brian Lloyd)
Message 1
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| Subject: | oil filter for cj 285hp |
I am changing engines and am thinking about installing an oil filter on the firewall.
What system of fittimgs, mount, filter and hoses should I be look for?
Thanks Kelley
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| Subject: | oil filter for cj 285hp |
Airwolf has an intire sytem.
Doc
----- Original Message -----
From: Kelley Monroe
Sent: 1/22/2006 8:23:25 AM
Subject: Yak-List: oil filter for cj 285hp
I am changing engines and am thinking about installing an oil filter on the firewall.
What system of fittimgs, mount, filter and hoses should I be look for?
Thanks Kelley
Message 3
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| Subject: | Re: oil filter for cj 285hp |
Kelly, Bill Blackwell has a filter sys he installs on the extreme right side of
the firewall, about even with the start air solenoid, or just slightly above
that level. I have had it on my CJ for about 350 hrs, and it works very well..
I do not remember the brand, but if you contacted Bill he could tell you who
manfactures it, it is an industrial unit that has a screw on oil filter... if
you need I could take a picture of the unit installed on my CJ and send it to
you.. would be a few days befroe I could do that for you... Gary Gabbard
-------------- Original message from "Kelley Monroe" <kelmonroe@comcast.net>: --------------
I am changing engines and am thinking about installing an oil filter on the firewall.
What system of fittimgs, mount, filter and hoses should I be look for?
Thanks Kelley
<!-- BEGIN WEBMAIL STATIONERY -->
<!-- WEBMAIL STATIONERY noneset -->
Kelly, Bill Blackwell has a filter sys he installs on the extreme right side of
the firewall, about even with the start air solenoid, or just slightly above
that level. I have had it on my CJ for about 350 hrs, and it works very well..
I do not remember the brand, but if you contacted Bill he could tell you who
manfactures it, it is an industrial unit that has a screw on oil filter... if
you need I could take a picture of the unit installed on my CJ and send it to
you.. would be a few days befroe I could do that for you... Gary Gabbard
-------------- Original message from "Kelley Monroe" kelmonroe@comcast.net: --------------
<META content="MSHTML 6.00.2900.2802" name=GENERATOR>
<STYLE></STYLE>
I am changing engines and am thinking about installing an oil filter on the firewall.
What system of fittimgs, mount, filter and hoses should I be look for?
Thanks Kelley
<!-- END WEBMAIL STATIONERY -->
Message 4
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| Subject: | Oil filter for CJ |
The website for the filter kits are www.airwolf.com. No I do not have one. Have talked to them about the M-14 filter and they were willing to modify their Gorrilla model for multibank radials.
Doc
Roger "Doc" Kemp
viperdoc@mindspring.com
Aint no sound like a Radial
Message 5
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--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
I'm sorry to hear about your mishap Mike, but I do have one question. Do
you have a habit of moving the gear selector slide lock to the right when
the gear selector is in the UP position? I have seen this before and when
preoccupied we listen for the air escaping while cycling the gear to the
DOWN position, thus we assume the gear is down because we hear the air
escaping. Due to preoccupation, we don't bother to check for lights and
poles . But because the slide lock is to the right, the gear handle only
goes to the neutral position. We proceed to land and then it happens.
Once again, I'm sorry to hear about your incident, but am glad you're safe
and sound.
Dennis
----- Original Message -----
From: "Mike Beresford" <mike_beresford@yahoo.co.uk>
Sent: Saturday, January 21, 2006 11:53 PM
Subject: Yak-List: Wheels up
> --> 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.
>>
>>
>>
>>
>
>
> ___________________________________________________________
> http://www.yahoo.co.uk/blackberry
>
>
>
Message 6
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| Subject: | Oil filter for CJ (ADC Oil Filters) |
If you wish to purchase an oil filter that is MADE for the Chinese and Russian
engine call ADC Oil filters.
www.AviationDevelopmentCorp.com <http://www.aviationdevelopmentcorp.com/> or
(206) 546-3011
Ask for Gordon and ask about the Red Star discount he provides and he always
donates to the ALL REDSTAR fly-in every year.
I would rather support someone that is supporting our group. Airwolf told me
on the phone last year they are not interested in supporting such a small
group when I contacted them. It was a waste of a phone call.
ADC donates over $750 per year to our ALL REDSTAR group. Ask Barry Hancock and
others. 90% of all Redstar engines run ADC Oil filter.
If you purchase from them then make sure they are better (which they are not)
ADC has a spin-on and a Micro screen to choose from and Airwolf only has one
(spin-on).
George Coy and many other YAK/CJ6 suppliers use ADC. Why would you use someone
else? PERIOD.
Hope this helps the group.
********************************************************************
Mark Schrick
966 Wallace Drive
San Jose, Ca 95120-1848
Hm/Fax 408-323-5150
Cell 408-391-6664
Email <mailto:schrick@pacbell.net> schrick@pacbell.net
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
Sent: Sunday, January 22, 2006 8:01 AM
Subject: Yak-List: Oil filter for CJ
The website for the filter kits are www.airwolf.com. No I do not have one.
Have talked to them about the M-14 filter and they were willing to modify
their Gorrilla model for multibank radials.
Doc
Roger "Doc" Kemp
viperdoc@mindspring.com
Aint no sound like a Radial
Message 7
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| Subject: | Re: oil filter for cj 285hp |
Kelley;
I would recommend either ADC or Airwolf. My personal preference is the ADC micro
screen unit rather than the spin-on. ADC provides both types, Airwolf is spin-on
only.
I would avoid cheap non STC'd systems which invariably utilize spin-on filters
that are not capable of safely handling high scavange oil pressures.
Like most other things in aviation you get what you pay for.
Walt
----- Original Message -----
From: Kelley Monroe
To: Yak List
Sent: Sunday, January 22, 2006 6:23 AM
Subject: Yak-List: oil filter for cj 285hp
I am changing engines and am thinking about installing an oil filter on the firewall.
What system of fittimgs, mount, filter and hoses should I be look for?
Thanks Kelley
Message 8
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--> Yak-List message posted by: Mike Beresford <mike_beresford@yahoo.co.uk>
Hi all
Dennis, I usually don't close the latch when the gear
is "up". I do slide it over as soon as the gear
selector is moved to "down" - and in this case the
latch was in place.
The local AMO is away for a week, so I'll probably
only hear the formal assessment in a few weeks.
Blue skies
Mike
--- "A. Dennis Savarese" <dsavarese@elmore.rr.com>
wrote:
> --> Yak-List message posted by: "A. Dennis Savarese"
> <dsavarese@elmore.rr.com>
>
> I'm sorry to hear about your mishap Mike, but I do
> have one question. Do
> you have a habit of moving the gear selector slide
> lock to the right when
> the gear selector is in the UP position? I have
> seen this before and when
> preoccupied we listen for the air escaping while
> cycling the gear to the
> DOWN position, thus we assume the gear is down
> because we hear the air
> escaping. Due to preoccupation, we don't bother to
> check for lights and
> poles . But because the slide lock is to the right,
> the gear handle only
> goes to the neutral position. We proceed to land
> and then it happens.
>
> Once again, I'm sorry to hear about your incident,
> but am glad you're safe
> and sound.
> Dennis
>
>
> ----- Original Message -----
> From: "Mike Beresford" <mike_beresford@yahoo.co.uk>
> To: <yak-list@matronics.com>
> Sent: Saturday, January 21, 2006 11:53 PM
> Subject: Yak-List: Wheels up
>
>
> > --> 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
>
=== message truncated ===
Message 9
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| Subject: | Re: FAA & Warbirds |
The Van Nuys FSDO was present and directly supervising the inspection,
repairs, the approved test/ferry flight, and the ensuing ferry flight to OSH.
They did in fact sign for these events. From and operations standpoint, our FAA
Program Designee (the equivalent of a Principal Operations Inspector of POI
for you airline guys) who sits in on our ground schools, takes his own and
rides on our checkrides, also approved the flight.
It is also worth noting that some of our tireless volunteers drove across
the country with 4 rebuilt Wright 1820's (not the engines that had the sudden
stoppage) and props that were hung on the airplane before it moved again under
its own power.
Mike Hastings
PS Make it a Bud Light!
Than my "reliable" information source was totally wrong. I stand corrected
again.
Pappy
Message 10
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--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Mike,
Do you recall what the air pressure was in the main system when you moved
the gear selector to the down position?
Dennis
----- Original Message -----
From: "Mike Beresford" <mike_beresford@yahoo.co.uk>
Sent: Sunday, January 22, 2006 2:03 PM
Subject: Re: Yak-List: Wheels up
> --> Yak-List message posted by: Mike Beresford
> <mike_beresford@yahoo.co.uk>
>
> Hi all
>
> Dennis, I usually don't close the latch when the gear
> is "up". I do slide it over as soon as the gear
> selector is moved to "down" - and in this case the
> latch was in place.
>
> The local AMO is away for a week, so I'll probably
> only hear the formal assessment in a few weeks.
>
> Blue skies
> Mike
>
>
> --- "A. Dennis Savarese" <dsavarese@elmore.rr.com>
> wrote:
>
>> --> Yak-List message posted by: "A. Dennis Savarese"
>> <dsavarese@elmore.rr.com>
>>
>> I'm sorry to hear about your mishap Mike, but I do
>> have one question. Do
>> you have a habit of moving the gear selector slide
>> lock to the right when
>> the gear selector is in the UP position? I have
>> seen this before and when
>> preoccupied we listen for the air escaping while
>> cycling the gear to the
>> DOWN position, thus we assume the gear is down
>> because we hear the air
>> escaping. Due to preoccupation, we don't bother to
>> check for lights and
>> poles . But because the slide lock is to the right,
>> the gear handle only
>> goes to the neutral position. We proceed to land
>> and then it happens.
>>
>> Once again, I'm sorry to hear about your incident,
>> but am glad you're safe
>> and sound.
>> Dennis
>>
>>
>> ----- Original Message -----
>> From: "Mike Beresford" <mike_beresford@yahoo.co.uk>
>> To: <yak-list@matronics.com>
>> Sent: Saturday, January 21, 2006 11:53 PM
>> Subject: Yak-List: Wheels up
>>
>>
>> > --> 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
>>
> === message truncated ===
>
>
> ___________________________________________________________
>
>
>
Message 11
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Home again home again, -
Well John Ford and I arrived home (FD44) OK. Lost my right mag just 5 nm
north.
Great time at AYS. A lot of no-show due weather and flu at departure
points. Wx at AYS hardly a factor unit today where we didn't get VFR until 1300.
Had real safe week and put up some big formations. We made the local front
page and had a good crowd of locals just hanging around with their kids
watching us play.
Details later.
Jim "Pappy" Goolsby
Message 12
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All had a blast.
I made it back to the lake in Alabama, Tim made it to Shelby County fine,
and Robert & Bill Walker made it as far as Decator, AL .. BJ made it fine
home..
Hope everyone else made it home safe
David McGirt
_____
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of cjpilot710@aol.com
Sent: Sunday, January 22, 2006 7:23 PM
Subject: Yak-List: AYS
Home again home again, -
Well John Ford and I arrived home (FD44) OK. Lost my right mag just 5 nm
north.
Great time at AYS. A lot of no-show due weather and flu at departure
points. Wx at AYS hardly a factor unit today where we didn't get VFR until
1300. Had real safe week and put up some big formations. We made the local
front page and had a good crowd of locals just hanging around with their
kids watching us play.
Details later.
Jim "Pappy" Goolsby
Message 13
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R. T. Foster created the wonderful artwork that adorns our RPA and ARS
T-shirts will shortly undergo quadruple bypass surgery. Your best wishes can be
sent
to his daughter, Heather, at rtfart@cox.net.
Thanks, Blitz
Byron M. Fox
RPA On-line Store
80 Milland Drive
Mill Valley, CA 94941
Home 415-380-0907 Eves
Cell 415-307-2405 Days
http://www.flyredstar.org/StoreCSVS/default.aspx
Message 14
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| Subject: | Re: oil filter for cj 285hp |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Kelley Monroe wrote:
> I am changing engines and am thinking about installing an oil filter on
> the firewall. What system of fittimgs, mount, filter and hoses should I
> be look for? Thanks Kelley
Several others have pointed you to both Airwolf and ADC. Both seem to be
good systems.
There was an excellent article in Light Plane Maintenance sometime
within the last 5 years (no, I don't remember when) comparing various
oil filters including the ADC microscreen. The result of lab testing was
that the standard paper spin-on filter did the better job of removing
crud from the oil.
Still, they said that the ADC filter did a good job of removing
particles from the oil but not down to the same fineness as the paper
filter. They did like that the ADC microscreen could be washed and reused.
Craig Payne had a non-aviation filtration system he was touting that
seems to be better than either an Airwolf/Champion system or an ADC
system. You should ask Craig for the information. (He will probably post
after reading this.)
--
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 15
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| Subject: | CJ6A generator over-voltage protection module update |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Bob has finished the prototype OV protection module and is sending the
first one to me for in-the-field testing some time within the next
couple of days.
I need to find someone in central CA with a CJ that still has the stock
generator to use for testing. If you are willing to have your aircraft
modified for test purposes, please let me know.
--
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
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