Today's Message Index:
----------------------
1. 12:45 AM - Re: Yak 55 midair (Rob Kent)
2. 05:13 AM - Re: Yak 55 midair (Tim Gagnon)
3. 05:16 AM - Re: Re: Mag coil (A. Dennis Savarese)
4. 05:22 AM - Re: Re: Yak 55 midair (Hans Oortman)
5. 06:05 AM - Re: THIS IS NOT A ACM THREAD....No Guts No Glory...Boots Blesse (Roger Kemp)
6. 06:33 AM - Re: Yak 55 midair (Scooter)
7. 06:49 AM - Re: Yak 55 midair (Roger Kemp)
8. 07:07 AM - Re: Yak 55 midair (Rob Kent)
9. 07:21 AM - Thanks for the picture link Dave (Drew Blahnick)
10. 01:20 PM - FW: I'm enjoying retirement (Roger Kemp)
11. 07:12 PM - scrap (Terry Lewis)
12. 07:47 PM - Re: Re: Yak 55 midair (Roger Kemp)
13. 08:35 PM - Re: Yak 55 midair (Tim Gagnon)
14. 08:38 PM - No Guts No Glory.....can someone host the file (Tim Gagnon)
15. 08:44 PM - Re: Re: Mag coil (Jason Bialek)
16. 09:10 PM - Re: Yak-50 Electrical System Troubleshooting (netmaster15@juno.com)
Message 1
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| Subject: | Re: Yak 55 midair |
That link didn't work when I tried it but here's another.
http://svt.se/content/1/c6/65/65/02/2100malta.asx
Rob
----- Original Message -----
From: Jeff Linebaugh
To: yak-list@matronics. com
Sent: Wednesday, September 13, 2006 3:02 AM
Subject: Yak-List: Yak 55 midair
Check out the link below.you all be careful out there please!
Jeff
Jeff Linebaugh
jefflinebaugh@earthlink.net
http://cosmos.bcst.yahoo.com/scp_v3/viewer/index.php?pid=16598&rn=497
50&cl=831109&ch=68276&src=warbirdinformationexchange.org
Message 2
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| Subject: | Re: Yak 55 midair |
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
Did the pilot live?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=61339#61339
Message 3
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| Subject: | Re: RE: Mag coil |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Jason,
You'll have to buy a replacement coil.
Dennis
----- Original Message -----
From: "Jason Bialek" <jandhbialek@hotmail.com>
Sent: Wednesday, September 13, 2006 12:28 AM
Subject: Yak-List: RE: Mag coil
> --> Yak-List message posted by: "Jason Bialek" <jandhbialek@hotmail.com>
>
>
> Is there an easy way to replace the paper capacitor in the coil without
> pulling the mag and sending it for overhaul as a preventive measure? I
> had one of those single quarter second "engine's off" and back on type
> incidents without recurrence about 30 minutes into a flight recently and
> would like to eliminate that as a factor without trying to reproduce the
> problem for hours on end and without a mag overhaul that may not be
> necessary.
>
> Thank you,
>
> Jason
>
>
>
Message 4
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| Subject: | Re: Yak 55 midair |
--> Yak-List message posted by: "Hans Oortman" <pa3arw@euronet.nl>
No, he died on impact!
Hans
-----Oorspronkelijk bericht-----
Van: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] Namens Tim Gagnon
Verzonden: woensdag 13 september 2006 14:11
Aan: yak-list@matronics.com
Onderwerp: Yak-List: Re: Yak 55 midair
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
Did the pilot live?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=61339#61339
Message 5
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| Subject: | THIS IS NOT A ACM THREAD....No Guts No Glory...Boots Blesse |
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
Tim,
Drop it to me offline.
Thanks,
Doc
> [Original Message]
> From: Tim Gagnon <NiftyYak50@msn.com>
> To: <yak-list@matronics.com>
> Date: 9/12/2006 10:57:44 PM
> Subject: Yak-List: THIS IS NOT A ACM THREAD....No Guts No Glory...Boots
Blesse
>
> --> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
>
> For those of you with an interest in ACM..I have No Guts, No Glory as a
PDF file. It is pretty large at 8mb. Anyway, any buff of the art should
have this and it is rare!!!!!!!!
>
> Tim
>
>
> http://www.af.mil/bios/bio.asp?bioID=4712
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=61315#61315
>
>
Message 6
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| Subject: | Re: Yak 55 midair |
--> Yak-List message posted by: "Scooter" <yakk52@verizon.net>
http://www.timesofmalta.com/core/article.php?id=236607
"A Swedish aerobatics champion was killed yesterday when two stunt planes taking
part in the Aero Grand Prix of Malta collided and crashed into the sea at the
entrance of Marsamxett harbour. The other pilot parachuted safely."
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=61361#61361
Message 7
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This is being resent at Mat's request since the matronics servers will not support
the pdf attachment for the power point slide on lost wingman procedures. It
will only support the text without attachment. Something about risk of viruses
in the attachement.
Doc
----- Original Message -----
From: Roger Kemp
Sent: 9/12/2006 11:31:19 PM
Subject: RE: Yak-List: Yak 55 midair
Rule #1 of formation flying...never go belly up to lead or any other flight member
for that matter! If you lose sight, call "lost wingman " if in a 4 ship or
"blind" if in a 2 ship. The lost aircraft takes a diverging course of 15 degrees
for 15 seconds with loss or gain of 500 feet in altitude depending on where
you were in the flight! Lead establishes the base altitude.2 climbs by 500
feet, 3 decends 500 ft, and 4 decends 1000 feet if all are lost wingman. Now saying
that, that does not mean in a 4 ship in which only one member has gone
lost wingman, everybody does a starburst! For example, in a finger tip or eshilon,
say 3 calls "YAK 3's blind." and YAK 4 still has tallyho on 3, they stay
togather as an element while rolling 15 degrees away from the last known heading
and decending by 500 feet. If 4 still has tallyho on 3 and lead, he can help
talk 3's eyes back on to lead. They are not cleared to rejoin onto lead until
lead verifies that he has a tallyho, verifies with
3 that he to is tallyho over a given landmark, and it is lead that clears the
element to rejoin. Now if 3 gains tally ho but lead is blind, Lead can clear
3 to rejoin but only to route until lead has a tally ho. If YAK 2 goes lost wingman,
he is a singleton and does the above dance. Depending on which side of
the fligh he/she is on determines the direction of the + or - 15 degrees of heading
change that they take. The turn is always away from the last known heading
of the flight or element. Most important, make a radio call the you are "blind"
if in a 2 ship and "lost wingman" if in a 4 ship. A "knock it off" call
would probably be indicated at this point too, but not alway necessarily so!
Remember, Lead maintains his current heading and establishes the base altitude.
A altitude and heading call would be a good call to make right about now too.
The aircraft or the element that went "lost wingman" maintains their heading
+ 15 degrees for 15 sec and 500 foot altitude change until lead talks your eyeballs
back on to him or he declares he is blind also. Meaning everyone in the
element or flight is blind or lost wingman. If that is the case, the sortie is
over, every flight member maintains their respective heading until they all
are sure they are well clear of each other and you go home with your tail tucked
between your legs to talk about it on the ground at the black board. But,
before the individual flight members turn for home, identify landmarks in the
area that you are over which maybe familiar to all of the flight. If all else
fails, swallow the ego and call for the flight to come up on Approach, get individual
squawks and RTB single ship with radar assis
tance. This is taken from AFM 11-248. Basic T-6 flight procedures.You can pull
that up on line for more info on what to do if lost sight occures in a turn
whether inside the turn or outside the turn, ect. After all lose site, lose the
fight and possibly your life! Unfortunately these two YAK 55's made that ultimate
mistake and paid the ultimate price.
Was that a Red Bull race? The date was 9/10/06. Any details?
We are not doing a good job of briefing our lost wingman procedures at our FAST
clinics or for that matter the weekend warrior sortie. At least the clinics I
have been to in the southeast have not been doing that real well. Not pointing
fingers because I am guilty of it too! Unfortunately after 30 years of military
aviating, just about all our briefs when it comes to house keeping during
the brief is "Lost wingman...standard" as all in the flight are felt to be on
the same page. May not be a bad idea to have my flights go over lost wingman
procedures before stepping too, huh! Never get complacent, right?
We need to do a better job of that and it needs to be included in the RPA FAST
manual for the novice in the flight that has never seen a lost wingman procedure
done and has not been briefed on how to do it. As we practice our rejoins,
finger tip, cross unders, eshilon, trial, and overhead breaks, maybe we need
to practice lost wingman also. Neve know when and inconsiderate lead takes the
flight through 60 degrees of bank into the sun and someone goes blind.
Hope this episle is thought provoking and makes us safer in formation. Not trying
to preach to the crowd, but it is a refresher for me too.
Doc
----- Original Message -----
From: Jeff Linebaugh
Sent: 9/12/2006 9:11:44 PM
Subject: Yak-List: Yak 55 midair
Check out the link belowyou all be careful out there please!
Jeff
Jeff Linebaugh
jefflinebaugh@earthlink.net
http://cosmos.bcst.yahoo.com/scp_v3/viewer/index.php?pid=16598&rn=49750&cl=831109&ch=68276&src=warbirdinformationexchange.org
Message 8
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| Subject: | Re: Yak 55 midair |
The event was the aero-gp (www.aero-gp.com).
Regards
Rob Kent
Stores Manager
WLAC - Russian Engineering
www.wlacrussianeng.co.uk
Tel: +44 1628 829 165
Mob: +44 7866 438 293
Fax: +44 1628 828 961
----- Original Message -----
From: Roger Kemp
To: yak-list
Sent: Wednesday, September 13, 2006 2:49 PM
Subject: RE: Yak-List: Yak 55 midair
This is being resent at Mat's request since the matronics servers will
not support the pdf attachment for the power point slide on lost wingman
procedures. It will only support the text without attachment. Something
about risk of viruses in the attachement.
Doc
----- Original Message -----
From: Roger Kemp
To: yak-list@matronics.com
Sent: 9/12/2006 11:31:19 PM
Subject: RE: Yak-List: Yak 55 midair
Rule #1 of formation flying...never go belly up to lead or any other
flight member for that matter! If you lose sight, call "lost wingman "
if in a 4 ship or "blind" if in a 2 ship. The lost aircraft takes a
diverging course of 15 degrees for 15 seconds with loss or gain of 500
feet in altitude depending on where you were in the flight! Lead
establishes the base altitude.2 climbs by 500 feet, 3 decends 500 ft,
and 4 decends 1000 feet if all are lost wingman. Now saying that, that
does not mean in a 4 ship in which only one member has gone lost
wingman, everybody does a starburst! For example, in a finger tip or
eshilon, say 3 calls "YAK 3's blind." and YAK 4 still has tallyho on 3,
they stay togather as an element while rolling 15 degrees away from the
last known heading and decending by 500 feet. If 4 still has tallyho on
3 and lead, he can help talk 3's eyes back on to lead. They are not
cleared to rejoin onto lead until lead verifies that he has a tallyho,
verifies with 3 that he to is tallyho over a given landmark, and it is
lead that clears the element to rejoin. Now if 3 gains tally ho but lead
is blind, Lead can clear 3 to rejoin but only to route until lead has a
tally ho. If YAK 2 goes lost wingman, he is a singleton and does the
above dance. Depending on which side of the fligh he/she is on
determines the direction of the + or - 15 degrees of heading change that
they take. The turn is always away from the last known heading of the
flight or element. Most important, make a radio call the you are "blind"
if in a 2 ship and "lost wingman" if in a 4 ship. A "knock it off" call
would probably be indicated at this point too, but not alway necessarily
so!
Remember, Lead maintains his current heading and establishes the
base altitude. A altitude and heading call would be a good call to make
right about now too. The aircraft or the element that went "lost
wingman" maintains their heading + 15 degrees for 15 sec and 500 foot
altitude change until lead talks your eyeballs back on to him or he
declares he is blind also. Meaning everyone in the element or flight is
blind or lost wingman. If that is the case, the sortie is over, every
flight member maintains their respective heading until they all are
sure they are well clear of each other and you go home with your tail
tucked between your legs to talk about it on the ground at the black
board. But, before the individual flight members turn for home, identify
landmarks in the area that you are over which maybe familiar to all of
the flight. If all else fails, swallow the ego and call for the flight
to come up on Approach, get individual squawks and RTB single ship with
radar assistance. This is taken from AFM 11-248. Basic T-6 flight
procedures.You can pull that up on line for more info on what to do if
lost sight occures in a turn whether inside the turn or outside the
turn, ect. After all lose site, lose the fight and possibly your life!
Unfortunately these two YAK 55's made that ultimate mistake and paid the
ultimate price.
Was that a Red Bull race? The date was 9/10/06. Any details?
We are not doing a good job of briefing our lost wingman procedures
at our FAST clinics or for that matter the weekend warrior sortie. At
least the clinics I have been to in the southeast have not been doing
that real well. Not pointing fingers because I am guilty of it too!
Unfortunately after 30 years of military aviating, just about all our
briefs when it comes to house keeping during the brief is "Lost
wingman...standard" as all in the flight are felt to be on the same
page. May not be a bad idea to have my flights go over lost wingman
procedures before stepping too, huh! Never get complacent, right?
We need to do a better job of that and it needs to be included in
the RPA FAST manual for the novice in the flight that has never seen a
lost wingman procedure done and has not been briefed on how to do it. As
we practice our rejoins, finger tip, cross unders, eshilon, trial, and
overhead breaks, maybe we need to practice lost wingman also. Neve know
when and inconsiderate lead takes the flight through 60 degrees of bank
into the sun and someone goes blind.
Hope this episle is thought provoking and makes us safer in
formation. Not trying to preach to the crowd, but it is a refresher for
me too.
Doc
----- Original Message -----
From: Jeff Linebaugh
To: yak-list@matronics. com
Sent: 9/12/2006 9:11:44 PM
Subject: Yak-List: Yak 55 midair
Check out the link below.you all be careful out there please!
Jeff
Jeff Linebaugh
jefflinebaugh@earthlink.net
http://cosmos.bcst.yahoo.com/scp_v3/viewer/index.php?pid=16598&rn=497
50&cl=831109&ch=68276&src=warbirdinformationexchange.org
Message 9
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| Subject: | Thanks for the picture link Dave |
Thanks all, got it Dave -
Drew
---------------------------------
Get your email and more, right on the new Yahoo.com
Message 10
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| Subject: | FW: I'm enjoying retirement |
Has nothing to do with flying but is guarnteed to put a smile on your face!
Doc
Roger "Doc" Kemp
viperdoc@mindspring.com
Aint no sound like a Radial
Subject: I'm enjoying retirement
Working people frequently ask retired people what they do to make their days interesting.
Well, for example, the other day I went downtown and went into a shop. I was only
in there for about 5 minutes and when I came out there was a cop writing out
a parking ticket. I went up to him and said, "Come on, man, how about giving
a retired person a break"?
He ignored me and continued writing the ticket. I called him a "Nazi turd." He
glared at me and started writing another ticket for having worn tires. So I called
him a "shithead." He finished the second ticket and put it on the windshield
with the first. Then he started writing a third ticket. This went on for about
20 minutes. The more I abused him, the more tickets he wrote. Personally,
I didn't care. I came down town on the bus and the car that he was putting the
tickets on had a bumper sticker that said "Hillary in '08."
I try to have a little fun each day now that I'm retired. It's important to my
health.
Message 11
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I found on google that the airforce academy will scrap all T-3A Firefly
aircraft and will get scrap aluminum price for each.
A pity.
Terry
Message 12
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| Subject: | Re: Yak 55 midair |
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
One survived. Jumped out and the other was a mort as you can tell from the
cockpit forward shearing off of the cockpit by the trailer's prop and
midair.
Doc
> [Original Message]
> From: Tim Gagnon <NiftyYak50@msn.com>
> To: <yak-list@matronics.com>
> Date: 9/13/2006 7:22:04 AM
> Subject: Yak-List: Re: Yak 55 midair
>
> --> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
>
> Did the pilot live?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=61339#61339
>
>
Message 13
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| Subject: | Re: Yak 55 midair |
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
It looks as though the fatal airplane was sheared in half just aft of the trailing
edge of the wing...
either way..tragic.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=61511#61511
Message 14
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| Subject: | No Guts No Glory.....can someone host the file |
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
I have had a pretty good response of my offer and realized that some email cannot
handle a file this size..it is over 8mb.
Is there someone who can post the file on a site and make it available for download?
I will try a friends site but figured someone here is smarter than I am
with computers....
I do have the list of names who have emailed me...Jay Land..your was deleted from
some reason, please resend.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=61512#61512
Message 15
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| Subject: | Re: RE: Mag coil |
--> Yak-List message posted by: "Jason Bialek" <jandhbialek@hotmail.com>
Do you have a coil I can purchase Dennis?
>From: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
>To: <yak-list@matronics.com>
>Subject: Re: Yak-List: RE: Mag coil
>Date: Wed, 13 Sep 2006 07:08:54 -0500
>
>--> Yak-List message posted by: "A. Dennis Savarese"
><dsavarese@elmore.rr.com>
>
>Jason,
>You'll have to buy a replacement coil.
>Dennis
>
>----- Original Message ----- From: "Jason Bialek" <jandhbialek@hotmail.com>
>To: <yak-list@matronics.com>
>Sent: Wednesday, September 13, 2006 12:28 AM
>Subject: Yak-List: RE: Mag coil
>
>
>>--> Yak-List message posted by: "Jason Bialek" <jandhbialek@hotmail.com>
>>
>>
>>
>>Is there an easy way to replace the paper capacitor in the coil without
>>pulling the mag and sending it for overhaul as a preventive measure? I
>>had one of those single quarter second "engine's off" and back on type
>>incidents without recurrence about 30 minutes into a flight recently and
>>would like to eliminate that as a factor without trying to reproduce the
>>problem for hours on end and without a mag overhaul that may not be
>>necessary.
>>
>>Thank you,
>>
>>Jason
>>
>>
>>
>>
>>
>>
>
>
Message 16
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| Subject: | Yak-50 Electrical System Troubleshooting |
Doc,
I would be most appreciative if you would fax me a wiring diagram of the
electrical system. My fax is : 1 828 321 0878. Thankyou.
Cliff
-- "Roger Kemp" <viperdoc@mindspring.com> wrote:
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
Good discription Mark, I am not an electrician/avionics guy by any sense
of
the word. Took in physics and remember a thimb full. I will send you the
wiring diagram I currently have courtesy of Tim Gagnon. Credit be given
where due. Send me a fax # offline and when I get back to the office
tomorrow.
Doc
> [Original Message]
> From: Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E
<mark.bitterlich@navy.mil>.
> To: <yak-list@matronics.com>
> Date: 9/12/2006 4:18:49 PM
> Subject: RE: Yak-List: Yak-50 Electrical System Troubleshooting
>
> --> Yak-List message posted by: "Bitterlich, Mark G CIV Det Cherry Poi
nt,
MALS-14 64E" <mark.bitterlich@navy.mil>
>
>
> Harry, I do not have a 50 electrical diagram (Doc if you have one, I'd
> dearly love to get a copy), but I have traced out a lot of it, and mos
t
> of what I have seen duplicates the 52 in many ways. I am going to nee
d
> the full electrical diagram to help you out further, but I have a lot
of
> comments to make here. Also, please excuse my lack of tact, I am an
> EA-6B Avionics Tech Rep by profession and I work on problems like this
> ALL the time. There are a few general rules that you always go by whe
n
> dealing with this type of nonsense.
>
> A. Always suspect what was last worked on as the FIRST place you shou
ld
> look for a problem. If human hands have recently been involved anywhe
re
> near wiring, and you now have an electrical problem that you never had
> before... GO WHERE PEOPLE RECENTLY PUT THEIR HANDS AND LOOK THERE FIRS
T.
> You'd be amazed at how often that rule is ignored out of simple ego, b
ut
> boy is it accurate!
>
> B. If you are dealing with a system of wires, switches, lights, etc.,
> always suspect any part that moves, like switches, as being the first
> thing you check for failure.
>
> C. NEVER EVER reset a circuit breaker more than once if it pops. You
> NEVER, EVER EVER troubleshoot a problem like this by pulling this wire
,
> or that wire, and then turning on the breaker again to see if it pops.
> There are many reasons for this, but the most obvious is that you can
> easily end up starting an electrical fire, and please keep in mind whe
re
> the fuel tanks are in your YAK-50. For example, let's say a wire was
> arcing out against your fuel tank. Not hard to imagine since it is on
ly
> inches away from your wiring. Each time you reset that breaker you ge
t
> an ARC. Eventually the arc actually cuts a hole in the tank and now y
ou
> have gas fumes adding into the mess. Explosion, fire, you name it. Y
ou
> can also generate a wiring fire, even without gas involved. Bottom
> line, stop doing that and never do it again... Please. Anyone that sa
ys
> I am wrong in this regard is an idiot.... Avoid them.
>
> Ok. So you now ask... How do I troubleshoot this problem WITHOUT doin
g
> that? The answer requires you to have a grasp of the basics of
> electrically, which you admitted that you do not have, but here we go,
I
> am going to teach you one trick now and anyone else who bothers to rea
d
> this.
>
> You did exactly the right thing when you took the wires off the circui
t
> breaker/switch. You need to get an electrical meter and learn how to
> read DC VOLTS with it. It's pretty easy. Set it to DC VOLTS, hook th
e
> black wire to aircraft ground (any good bonding point in the aircraft
> itself to the frame) and then use the red wire to touch a wire and rea
d
> voltage. Turn on your electrical master.. The one marked BATTERY. No
w
> look at the switch going to the gear. With the switch turned off, one
> side will have 28 volts on it, and the other side will have NO volts o
n
> it. The side with NO volts on it will be the one we want to mess with
> first. In this case, you have already done that part... You have
> located a wire that if you pull it off, it stops the problem. Luckily
> nothing that we know of blew up in the process. God loves you.
>
> What you need to do now is to learn how to troubleshoot to the next
> step. One good way to accomplish this is by rigging the aircraft so
> that it limits the current draw to this wire. The wire that you found
> is going to a short circuit, and that is why the breaker is popping.
> You need to locate some 28 volt light bulbs. If you do not have any,
I
> will send you some. Let me know. You get about a 25 watt bulb rated
at
> 28 volts (again, I will be glad to give you as many as you need). You
> solder two wires to this light bulb. Now, hook one wire of the bulb (
it
> does not matter which one) to the terminal on the switch. Hook the
> other wire soldered to the light bulb to the wire that you have hangin
g
> that used to connect to the switch.
>
> Now when you turn on your switch, your light bulb will come on, becaus
e
> you have a short to ground in the aircraft wiring SOMEPLACE. But the
> circuit breaker/switch will NOT blow anymore, because the light bulb
> that you just installed in series between the wire you pulled off, and
> the switch itself, will limit the current to ONE AMP (plus or minus a
> tiny bit). All the wiring and crap in the aircraft can handle one amp
> with ease. If you want to lower the amount of current, just use a
> smaller bulb... For example a 12 watt bulb would give you a maximum
> current draw of about 1/2 amp. Current in this case will be equal to
> the wattage of the bulb divided by the voltage.
>
> You can now start trying to find the problem by tracing and removing
> other wires, as you were doing before, or simply by jiggling things
> around.
>
> Some might recommend that instead of doing it this way, you simply use
> an OHM METER connected to your wire that you pulled OFF the switch.
> This will also work if you know exactly what you are doing, but the
> light bulb trick makes finding a problem like this easier and it is an
> ACTIVE versus a PASSIVE check. If the bulb is brightly lit, you have
a
> short circuit involved. Which is of course what you DO have. When th
e
> bulb goes out, or gets very dim... You just located the problem.
>
> You need to be more detailed with your explanation if you could please
.
>
>
> There are NO SQUAT switches in the YAK-50. A SQUAT switch is one that
> closes when you LAND THE AIRPLANE and put weight on the landing gear.
> The YAK-50 does not have anything like that.
>
> Instead there are FOUR switches that control the landing gear lights o
n
> the 50. One switch for each light on the dash. There are two switche
s
> on the left side, and two switches on the RIGHT side. ONE SWITCH FOR
> EACH LIGHT! You are only seeing the switch back behind the gear
> actuator where the wheels go into the hole. There is ANOTHER switch
> that is located underneath a panel right behind the gear leg itself.
> The panel right behind that landing gear fiberglass shroud.
>
> I do not know of any electrical motors behind the instrument panel.
> There is of course the electrical inverter for the attitude indicator
> (if you still have it installed) behind the seat. At this point, I
> would not waste a lot of time looking for the weird noise... Since you
> already have enough other weird crap already happening.
>
> You took the fairings off the wing root(s) and have access to the wiri
ng
> connections going out to the pitot probe and the switches. REMEMBER
> AGAIN... Two switches on each landing gear! Anyway, that is a good
> thing. You might want to do the same for the other side too, so that
> you can access that wiring, but I suspect the wiring short circuit is
> not out there.
>
> QUESTIONS:
>
> What happens in the cockpit when you leave the instrument breaker OFF
> and just turn on the landing gear breaker?
> What happens when you turn on the instrument breaker and leave the
> landing gear breaker off?
>
> REALLY NEED TO KNOW THE ABOVE ANSWERS.
>
> What is obvious here is that when you apply voltage to wire 05-cw2-01
by
> connecting it to the switch and turning it on, the voltage through thi
s
> wire is shorting to some other WIRE that it should not be doing. The
> problem is that this wire is also obviously the main voltage feed for
> the landing gear circuits. The voltage on this wire feeds to all four
> of the landing gear switches... The two UP switches and the two DOWN
> switches. Wires coming back from these switches then go to the light
> bulbs in the cockpit themselves and make them come on. So picture tha
t
> in your mind.... Voltage comes out this wire (the one hooked to the
> switch), and someplace goes to a terminal board and splits to go out t
o
> all four switches. It then comes BACK from those switches and goes BA
CK
> into the instrument panel and to the lights themselves.
>
> Next, consider that you have had a problem on the LEFT side of the
> aircraft for quite some time. This has been a case where the landing
> gear DOWN switch has probably gone bad or is out of adjustment. Again
,
> you need to locate that switch, because that is yet another problem,
> probably not related to this current mess.
>
> The short circuit you are dealing with is probably NOT in the wings.
> When you pressed the switch on the right landing gear, and then the
> light for the left gear lit up, this is not a case of a wire switched
> around, this is a case of some wires that are SHORTED TOGETHER.
>
> So some advice.
>
> When describing what switches you are pushing in the future, make sure
> you name them correctly. One is for right gear down and locked. One
is
> for right gear UP and locked. Same thing for the left side. No squat
> switches ok?
>
> It appears that the wire that is shorted is one of the wires coming BA
CK
> from one of the switches TO the lights on the instrument panel. One o
f
> THOSE wires has shorted to another wire or wires causing all the other
> lights to come on. Most likely it is a short to the TEST SWITCH that
> causes all those other lights to come on. So to repeat, this is
> probably a dead short between one of the wires coming back from the
> landing gear position switches, that is shorted to the TEST switch
> WIRING.
>
> To repeat again, the way I would try to find this would be to pull the
> 05-CW2-01 wire off the switch as you already had done. The install th
e
> 28 volt light bulb with the wires connected to it in series. It will
> go: switch, wire, bulb, wire, then hooked to the 05-CW2-01 wire itself
.
> In SERIES. You will then limit the current draw and will pose little
> to zero risk of blowing anything up any further. When you turn on the
> switch, this light will come on brightly. If you want, you can put
> plenty of wire on the bulb and remote it out of the cockpit so it does
> not get in the way. Have someone watch this bulb like a hawk. Now ge
t
> your hands back in the wiring and start moving wires and wire bundles
> around... All over the place. When you see that light bulb start
> flickering wildly, you are on top of the problem.
>
> A complete wiring diagram will be really handy. I do not have one.
> HOWEVER... This is not a case of a failed component. This is a case o
f
> some wires shorting together that were never meant to be. Wire
> CHAFFING, or rubbing under a clamp, etc.
>
> There is a very VERY small chance of a relay failing internally ...
> Literally falling apart inside, and shorting everything out that could
> cause this. This would be the light bulb TEST RELAY that is turned on
> with the light test push button, and we would definitely need the
> schematics to identify which relay this is. It is also possible that
> this relay got fried during this failure. So other than wiring, this
> would be the first component I would spot light for sure.
>
> Harry.. You're out on the west coast aren't you?
>
> Mark Bitterlich
> N50YK
>
> P.s. Rewiring the aircraft is a do-able thing, but man oh man, it wou
ld
> cost a small fortune.
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Harry
> Hirschman
> Sent: Monday, September 11, 2006 14:38
> To: Yaklist Yaklist
> Subject: Yak-List: Yak-50 Electrical System Troubleshooting
>
> --> Yak-List message posted by: Harry Hirschman <hairball192@yahoo.com
>
>
> All:
>
> I'd appreciate any assistance people are willing to provide to assist
me
> in troubleshooting my Yak-50's electrical system.
>
> Symptoms:
> 1. Chronic problem of the left gear down indicator light on or off-on
> when landing gear is up (with two red up-and-locked lights also on)
>
> 2. Recently all annunciator lights (all four gear indicators,
> generator, Over-G, chip, all cells on fuel
> ladder) flashing on-off; Last flight all annunciator lights were on an
d
> steady (same look as pushing the press-to-test by the gear handle)
>
> 3. My electrical switches are labeled "Gear" and "Inst"; The "Inst"
> switch controls the proper reading of the fuel ladder (ie: it reads th
e
> correct amount of fuel with this switch on), generator annunciator lig
ht
> and engine instruments; The "gear" switch controls the landing gear
> position indicator lights, all the light cells on the fuel ladder (sam
e
> as pushing the "k"
> button to test the fuel indicator), the chip light and the over-G ligh
t
>
> In troubleshooting over the weekend, I performed the following steps a
nd
> got the following results:
>
> 1. Turned on the following switches: Battery, inst, and gear; All
> annunciator lights came on, I heard what I think is some kind of
> electrical motor wind up for a few seconds, then the "Gear"
> switch-breaker flipped itself off and the associated annunciator light
s
> went off and the sound ceased
>
> 2. After cycling the switch a half dozen times with my head under the
> panel to try to locate the noise, the motor stopped coming on with the
> gear switch, but it continues to break to the off position after sever
al
> seconds in the on position; There is about a 2 amp draw with the "gear
"
> switch on as indicated by the aircraft guage; The noise was coming fro
m
> behind the instrument panel, but I couldn't locate the component
>
> 3. There are two wires attached to the "gear" switch; Removed the wir
e
> labeled 05-CW1 and turned on the batt, inst and gear switches with the
> same result -- 2 amp draw and gear switch breaks to off after several
> seconds
>
> 4. Removed the wire labeled 05-CW2-01 and turned on the batt, inst an
d
> gear switches and now the gear switch does not break, the elec system
> remains on; The landing gear indicator lights, fuel ladder lights, chi
p
> light, and over-G light do not illuminate (proper fuel indication,
> generator light on, and engine instruments are powered) -- so the bad
> wire is this one, I think
>
> 5. Re-installed both wires and verified that the system fails in the
> same way as before
>
> 6. Friends manually held both landing gear position squat switches in
> the "gear-up" position and turned the electrical switches off with the
> same result -- Gear switch breaks to off after several seconds
>
> 7. Disconnected the left gear position squat switch at the bus bar in
> the wing root by removing the lower three of the four wires (I believe
> the top wire is for pitot heat) and turned on the batt, inst and gear
> switches -- GOT IT -- Same result as step 4 above -- Gear switch does
> not break, the elec system remains on with a right gear down green
> light; I'm fuzzy on this part, but I believe I did the push-to-test fo
r
> the annunciator lights and all worked EXCEPT the chip light and over-G
> light
>
> 8. And then the plot thickens -- With the electrical system on,
> manually depressed the RIGHT landing gear squat switch -- The RIGHT ge
ar
> down light went out and the LEFT gear up light went on (hopefully a
> simple crossed wire) AND got a 2.5 amp draw and the gear switch broke
to
> the off position after several seconds
>
> Only two things scare me and both of them are electricity, so I wouldn
't
> have been able to do any of this without the able help of some airport
> buds (Ken and John). I hope I've given those who know something about
> this enough information to narrow things down for me.
>
> I've got a couple of specific questions in addition to the overall
> recommendations I hope will be
> forthcoming:
>
> - What electrical component do you think was making the noise describe
d
> in troubleshooting steps 1 and 2?
>
> - It looks like there are separate parts for the left and right landin
g
> gear squat switches; Is that true?
>
> - From anyone out there has removed the entire Russian electrical syst
em
> and rewired new, how much time and money did that take? Do you have a
> parts list for the new system?
>
> - Does anyone out there have an electrical diagram for the Yak-50?
>
> Many thanks in advance to everyone who's read this far and to those wh
o
> take the time to respond.
>
> Regards,
> Harry
>
> __________________________________________________
>
>
========================
===========
========================
===========
========================
===========
========================
===========
========================
===========
<html><P>Doc,</P>
<P>I would be most appreciative if you would fax me a wiring diagram of
the electrical system. My fax is : 1 828 321 0878. Thankyou. </P>
<P>Cliff<BR><BR>-- "Roger Kemp" <viperdoc@mindspring.c
om> wrote:<BR>--> Yak-List message posted 
;by: "Roger Kemp" <viperdoc@mindspring.com><BR><BR>
Good discription Mark, I am not an el
ectrician/avionics guy by any sense of<BR>the&n
bsp;word. Took in physics and remember a&n
bsp;thimb full. I will send you the<BR>wir
ing diagram I currently have courtesy of&n
bsp;Tim Gagnon. Credit be given<BR>where due.&n
bsp;Send me a fax # offline and when&
nbsp;I get back to the office<BR>tomorrow.<BR>D
oc<BR><BR><BR>> [Original Message]<BR>> From:
Bitterlich, Mark G CIV Det Cherry Point,&n
bsp;MALS-14 64E<BR><mark.bitterlich@navy.mil>.<BR>> T
o: <yak-list@matronics.com><BR>> Date: 9/12/2006
4:18:49 PM<BR>> Subject: RE: Yak-List: 
;Yak-50 Electrical System Troubleshooting<BR>><BR>>
--> Yak-List message posted by: "Bitte
rlich, Mark G CIV Det Cherry Point,<BR>MAL
S-14 64E" <mark.bitterlich@navy.mil><BR>><BR>>&nbs
p; <BR>> Harry, I do not have a&nb
sp;50 electrical diagram (Doc if you have&
nbsp;one, I'd<BR>> dearly love to get a
copy), but I have traced out a
lot of it, and most<BR>> of what I
have seen duplicates the 52 in many&
nbsp;ways. I am going to need<BR>>&nbs
p;the full electrical diagram to help you&
nbsp;out further, but I have a lot of
<BR>> comments to make here. Also,&nbs
p;please excuse my lack of tact, I am
an<BR>> EA-6B Avionics Tech Rep by&nbs
p;profession and I work on problems like&n
bsp;this<BR>> ALL the time. There are&
nbsp;a few general rules that you always&n
bsp;go by when<BR>> dealing with this t
ype of nonsense. <BR>><BR>> A. &nbs
p;Always suspect what was last worked on&n
bsp;as the FIRST place you should<BR>>
look for a problem. If human hands&n
bsp;have recently been involved anywhere<BR>>&nbs
p;near wiring, and you now have an el
ectrical problem that you never had<BR>>&nbs
p;before... GO WHERE PEOPLE RECENTLY PUT T
HEIR HANDS AND LOOK THERE FIRST.<BR>> Y
ou'd be amazed at how often that rule
is ignored out of simple ego, but<BR
>> boy is it accurate! <BR>><BR>>
; B. If you are dealing with a&
nbsp;system of wires, switches, lights, etc.,<B
R>> always suspect any part that moves,
like switches, as being the first<BR>>
thing you check for failure. <BR>><BR>
> C. NEVER EVER reset a circuit&n
bsp;breaker more than once if it pops.&nbs
p; You<BR>> NEVER, EVER EVER troubleshoot&nb
sp;a problem like this by pulling this&nbs
p;wire,<BR>> or that wire, and then tur
ning on the breaker again to see if&n
bsp;it pops.<BR>> There are many reasons&nbs
p;for this, but the most obvious is t
hat you can<BR>> easily end up starting
an electrical fire, and please keep
in mind where<BR>> the fuel tanks are&n
bsp;in your YAK-50. For example, let's&nb
sp;say a wire was<BR>> arcing out again
st your fuel tank. Not hard to
imagine since it is only<BR>> inches aw
ay from your wiring. Each time you&n
bsp;reset that breaker you get<BR>> an
ARC. Eventually the arc actually cuts&nbs
p;a hole in the tank and now you<BR>&
gt; have gas fumes adding into the me
ss. Explosion, fire, you name it. &n
bsp;You<BR>> can also generate a wiring 
;fire, even without gas involved. Bottom<
BR>> line, stop doing that and never&nb
sp;do it again... Please. Anyone that&nbs
p;says<BR>> I am wrong in this regard&n
bsp;is an idiot.... Avoid them. &nb
sp; <BR>><BR>> Ok. So you now
ask... How do I troubleshoot this problem&
nbsp;WITHOUT doing<BR>> that? The answer&nb
sp;requires you to have a grasp of th
e basics of<BR>> electrically, which you&nbs
p;admitted that you do not have, but
here we go, I<BR>> am going to tea
ch you one trick now and anyone else&
nbsp;who bothers to read<BR>> this. <B
R>><BR>> You did exactly the right t
hing when you took the wires off the&
nbsp;circuit<BR>> breaker/switch. You need
to get an electrical meter and learn
how to<BR>> read DC VOLTS with it. 
; It's pretty easy. Set it to D
C VOLTS, hook the<BR>> black wire to&nb
sp;aircraft ground (any good bonding point 
;in the aircraft<BR>> itself to the fra
me) and then use the red wire to 
;touch a wire and read<BR>> voltage. &n
bsp;Turn on your electrical master.. The o
ne marked BATTERY. Now<BR>> look at&nb
sp;the switch going to the gear. Wit
h the switch turned off, one<BR>> side&
nbsp;will have 28 volts on it, and th
e other side will have NO volts on<BR
>> it. The side with NO volts&nbs
p;on it will be the one we want
to mess with<BR>> first. In this
case, you have already done that part...&n
bsp;You have<BR>> located a wire that i
f you pull it off, it stops the
problem. Luckily<BR>> nothing that we
know of blew up in the process.  
;God loves you. <BR>><BR>> What you
need to do now is to learn how&
nbsp;to troubleshoot to the next<BR>> step.&
nbsp; One good way to accomplish this 
;is by rigging the aircraft so<BR>> tha
t it limits the current draw to this&
nbsp;wire. The wire that you found<BR>>
; is going to a short circuit, and&nb
sp;that is why the breaker is popping.<BR>
> You need to locate some 28 volt&
nbsp;light bulbs. If you do not have
any, I<BR>> will send you some. &
nbsp;Let me know. You get about a&nb
sp;25 watt bulb rated at<BR>> 28 volts&
nbsp;(again, I will be glad to give y
ou as many as you need). You<BR>>
solder two wires to this light bulb.
Now, hook one wire of the bulb
(it<BR>> does not matter which one)&nb
sp;to the terminal on the switch. Ho
ok the<BR>> other wire soldered to the&
nbsp;light bulb to the wire that you
have hanging<BR>> that used to connect
to the switch. <BR>><BR>> Now when&
nbsp;you turn on your switch, your light&n
bsp;bulb will come on, because<BR>> you 
;have a short to ground in the aircra
ft wiring SOMEPLACE. But the<BR>> circ
uit breaker/switch will NOT blow anymore,
because the light bulb<BR>> that you ju
st installed in series between the wire&nb
sp;you pulled off, and<BR>> the switch
itself, will limit the current to ONE 
;AMP (plus or minus a<BR>> tiny bit).&n
bsp; All the wiring and crap in the&n
bsp;aircraft can handle one amp<BR>> with&nb
sp;ease. If you want to lower the&nb
sp;amount of current, just use a<BR>> s
maller bulb... For example a 12 watt
bulb would give you a maximum<BR>>&nbs
p;current draw of about 1/2 amp. Cur
rent in this case will be equal to<BR
>> the wattage of the bulb divided 
;by the voltage. <BR>><BR>> You can
now start trying to find the problem
by tracing and removing<BR>> other wir
es, as you were doing before, or simp
ly by jiggling things<BR>> around. <BR
>><BR>> Some might recommend that instead
of doing it this way, you simply&nbs
p;use<BR>> an OHM METER connected to yo
ur wire that you pulled OFF the switc
h.<BR>> This will also work if you 
;know exactly what you are doing, but 
;the<BR>> light bulb trick makes finding&nbs
p;a problem like this easier and it i
s an<BR>> ACTIVE versus a PASSIVE check
. If the bulb is brightly lit,
you have a<BR>> short circuit involved. 
; Which is of course what you DO 
;have. When the<BR>> bulb goes out,&nb
sp;or gets very dim... You just located&nb
sp;the problem. <BR>><BR>> You need 
;to be more detailed with your explanation
if you could please.<BR>><BR>><BR>> T
here are NO SQUAT switches in the YAK
-50. A SQUAT switch is one that<BR>&
gt; closes when you LAND THE AIRPLANE 
;and put weight on the landing gear.<BR>&g
t; The YAK-50 does not have anything
like that. <BR>><BR>> Instead there 
;are FOUR switches that control the landin
g gear lights on<BR>> the 50. One
switch for each light on the dash.&n
bsp; There are two switches<BR>> on the
left side, and two switches on the&n
bsp;RIGHT side. ONE SWITCH FOR<BR>>&n
bsp;EACH LIGHT! You are only seeing
the switch back behind the gear<BR>>&n
bsp;actuator where the wheels go into the&
nbsp;hole. There is ANOTHER switch<BR>>&nbs
p;that is located underneath a panel right
behind the gear leg itself.<BR>> The&n
bsp;panel right behind that landing gear f
iberglass shroud.<BR>><BR>> I do not know
of any electrical motors behind the
instrument panel.<BR>> There is of course&nb
sp;the electrical inverter for the attitude&nbs
p;indicator<BR>> (if you still have it
installed) behind the seat. At this
point, I<BR>> would not waste a lot&nbs
p;of time looking for the weird noise...&n
bsp;Since you<BR>> already have enough other
weird crap already happening. <BR>><B
R>> You took the fairings off the
wing root(s) and have access to the w
iring<BR>> connections going out to the 
;pitot probe and the switches. REMEMBER<B
R>> AGAIN... Two switches on each landi
ng gear! Anyway, that is a good<BR>&
gt; thing. You might want to do 
;the same for the other side too, so&
nbsp;that<BR>> you can access that wiring,&n
bsp;but I suspect the wiring short circuit
is<BR>> not out there. <BR>><BR>&g
t; QUESTIONS: <BR>><BR>> What happens in&
nbsp;the cockpit when you leave the instru
ment breaker OFF<BR>> and just turn on&
nbsp;the landing gear breaker? <BR>> W
hat happens when you turn on the inst
rument breaker and leave the<BR>> landing&nb
sp;gear breaker off? <BR>><BR>> REALLY&n
bsp;NEED TO KNOW THE ABOVE ANSWERS.
<BR>><BR>> What is obvious here is t
hat when you apply voltage to wire 05
-cw2-01 by<BR>> connecting it to the sw
itch and turning it on, the voltage t
hrough this<BR>> wire is shorting to so
me other WIRE that it should not be&n
bsp;doing. The<BR>> problem is that th
is wire is also obviously the main vo
ltage feed for<BR>> the landing gear ci
rcuits. The voltage on this wire fee
ds to all four<BR>> of the landing 
;gear switches... The two UP switches and&
nbsp;the two DOWN<BR>> switches. Wires 
;coming back from these switches then go&n
bsp;to the light<BR>> bulbs in the cock
pit themselves and make them come on. 
; So picture that<BR>> in your mind....
Voltage comes out this wire (the one
hooked to the<BR>> switch), and somepl
ace goes to a terminal board and spli
ts to go out to<BR>> all four swit
ches. It then comes BACK from those&
nbsp;switches and goes BACK<BR>> into the&nb
sp;instrument panel and to the lights them
selves. <BR>><BR>> Next, consider that&n
bsp;you have had a problem on the LEF
T side of the<BR>> aircraft for quite&n
bsp;some time. This has been a case&
nbsp;where the landing<BR>> gear DOWN switch
has probably gone bad or is out 
;of adjustment. Again,<BR>> you need t
o locate that switch, because that is 
;yet another problem,<BR>> probably not rela
ted to this current mess. <BR>><BR>>
; The short circuit you are dealing w
ith is probably NOT in the wings.<BR>>&
nbsp;When you pressed the switch on the&nb
sp;right landing gear, and then the<BR>>&nbs
p;light for the left gear lit up, thi
s is not a case of a wire switch
ed<BR>> around, this is a case of
some wires that are SHORTED TOGETHER. &nbs
p;<BR>><BR>> So some advice. <BR>><BR
>> When describing what switches you ar
e pushing in the future, make sure<BR>>
you name them correctly. One is&nbs
p;for right gear down and locked. On
e is<BR>> for right gear UP and lo
cked. Same thing for the left side.&
nbsp; No squat<BR>> switches ok? <BR>&
gt;<BR>> It appears that the wire that&
nbsp;is shorted is one of the wires c
oming BACK<BR>> from one of the switche
s TO the lights on the instrument pan
el. One of<BR>> THOSE wires has s
horted to another wire or wires causing&nb
sp;all the other<BR>> lights to come on
. Most likely it is a short to&
nbsp;the TEST SWITCH that<BR>> causes all&nb
sp;those other lights to come on. So
to repeat, this is<BR>> probably a&nbs
p;dead short between one of the wires 
;coming back from the<BR>> landing gear 
;position switches, that is shorted to the
TEST switch<BR>> WIRING. <BR>><BR>>&
nbsp;To repeat again, the way I would 
;try to find this would be to pull&nb
sp;the<BR>> 05-CW2-01 wire off the switch&nb
sp;as you already had done. The inst
all the<BR>> 28 volt light bulb with&nb
sp;the wires connected to it in series.&nb
sp; It will<BR>> go: switch, wire, bulb
, wire, then hooked to the 05-CW2-01
wire itself.<BR>> In SERIES. You 
;will then limit the current draw and 
;will pose little<BR>> to zero risk of&
nbsp;blowing anything up any further. Whe
n you turn on the<BR>> switch, this&nbs
p;light will come on brightly. If yo
u want, you can put<BR>> plenty of 
;wire on the bulb and remote it out&n
bsp;of the cockpit so it does<BR>> not&
nbsp;get in the way. Have someone wa
tch this bulb like a hawk. Now
get<BR>> your hands back in the wiring&
nbsp;and start moving wires and wire bundl
es<BR>> around... All over the place. &
nbsp;When you see that light bulb start<BR
>> flickering wildly, you are on top&nb
sp;of the problem. <BR>><BR>> A com
plete wiring diagram will be really handy.
I do not have one.<BR>> HOWEVER.
.. This is not a case of a faile
d component. This is a case of<BR>&g
t; some wires shorting together that were&
nbsp;never meant to be. Wire<BR>> CHAF
FING, or rubbing under a clamp, etc.
<BR>><BR>> There is a very VERY&nbs
p;small chance of a relay failing internal
ly ...<BR>> Literally falling apart inside,&
nbsp;and shorting everything out that could<BR>
> cause this. This would be the&n
bsp;light bulb TEST RELAY that is turned&n
bsp;on<BR>> with the light test push bu
tton, and we would definitely need the<BR>
> schematics to identify which relay th
is is. It is also possible that<BR>&
gt; this relay got fried during this
failure. So other than wiring, this<BR>&g
t; would be the first component I wou
ld spot light for sure. <BR>><BR>>&
nbsp;Harry.. You're out on the west coast&
nbsp;aren't you? <BR>><BR>> Mark Bitterl
ich <BR>> N50YK<BR>><BR>> P.s. Rewiri
ng the aircraft is a do-able thing, b
ut man oh man, it would<BR>> cost
a small fortune. <BR>><BR>><BR>><BR>><B
R>><BR>><BR>> -----Original Message-----<BR>> 
;From: owner-yak-list-server@matronics.com<BR>> [mailto:own
er-yak-list-server@matronics.com] On Behalf Of Harry
<BR>> Hirschman<BR>> Sent: Monday, September&n
bsp;11, 2006 14:38<BR>> To: Yaklist Yaklist<
BR>> Subject: Yak-List: Yak-50 Electrical Sy
stem Troubleshooting<BR>><BR>> --> Yak-List 
;message posted by: Harry Hirschman <hairbal
l192@yahoo.com><BR>><BR>> All:<BR>> <BR>>
I'd appreciate any assistance people are&
nbsp;willing to provide to assist me<BR>>&nb
sp;in troubleshooting my Yak-50's electrical sy
stem.<BR>> <BR>> Symptoms:<BR>> 1. &n
bsp;Chronic problem of the left gear down&
nbsp;indicator light on or off-on<BR>> when&
nbsp;landing gear is up (with two red 
;up-and-locked lights also on) <BR>><BR>> 
;2. Recently all annunciator lights (all&
nbsp;four gear indicators,<BR>> generator, Over-G
, chip, all cells on fuel<BR>> ladder)&
nbsp;flashing on-off; Last flight all annunciat
or lights were on and<BR>> steady (same
look as pushing the press-to-test by 
;the gear handle) <BR>><BR>> 3. My&
nbsp;electrical switches are labeled "Gear" and
"Inst"; The "Inst"<BR>> switch controls&nbs
p;the proper reading of the fuel ladder&nb
sp;(ie: it reads the<BR>> correct amount&nbs
p;of fuel with this switch on), generator&
nbsp;annunciator light<BR>> and engine instrument
s; The "gear" switch controls the landing&
nbsp;gear<BR>> position indicator lights, all&nbs
p;the light cells on the fuel ladder
(same<BR>> as pushing the "k"<BR>> button
to test the fuel indicator), the chi
p light and the over-G light<BR>><BR>>&nb
sp;In troubleshooting over the weekend, I
performed the following steps and<BR>> got&n
bsp;the following results:<BR>><BR>> 1.
Turned on the following switches: Battery, 
;inst, and gear; All<BR>> annunciator lights
came on, I heard what I think i
s some kind of<BR>> electrical motor wi
nd up for a few seconds, then the&nbs
p;"Gear"<BR>> switch-breaker flipped itself off&n
bsp;and the associated annunciator lights<BR>>&nb
sp;went off and the sound ceased <BR>><
BR>> 2. After cycling the switch
a half dozen times with my head under
the<BR>> panel to try to locate t
he noise, the motor stopped coming on 
;with the<BR>> gear switch, but it cont
inues to break to the off position af
ter several<BR>> seconds in the on posi
tion; There is about a 2 amp draw&nbs
p;with the "gear"<BR>> switch on as ind
icated by the aircraft guage; The noise&nb
sp;was coming from<BR>> behind the instrumen
t panel, but I couldn't locate the co
mponent <BR>><BR>> 3. There are two
wires attached to the "gear" switch; 
;Removed the wire<BR>> labeled 05-CW1 and&nb
sp;turned on the batt, inst and gear
switches with the<BR>> same result -- 2
amp draw and gear switch breaks to&n
bsp;off after several<BR>> seconds <BR>><BR>&g
t; 4. Removed the wire labeled 05-CW
2-01 and turned on the batt, inst and
<BR>> gear switches and now the gear&nb
sp;switch does not break, the elec system<
BR>> remains on; The landing gear indic
ator lights, fuel ladder lights, chip<BR>>&n
bsp;light, and over-G light do not illumin
ate (proper fuel indication,<BR>> generator
light on, and engine instruments are power
ed) -- so the bad<BR>> wire is&nb
sp;this one, I think <BR>><BR>> 5. &
nbsp;Re-installed both wires and verified that&
nbsp;the system fails in the<BR>> same
way as before <BR>><BR>> 6. Friends
manually held both landing gear position&
nbsp;squat switches in<BR>> the "gear-up" po
sition and turned the electrical switches
off with the<BR>> same result -- Gear&n
bsp;switch breaks to off after several sec
onds <BR>><BR>> 7. Disconnected the 
;left gear position squat switch at the&nb
sp;bus bar in<BR>> the wing root by&nbs
p;removing the lower three of the four&nbs
p;wires (I believe<BR>> the top wire is
for pitot heat) and turned on the&nb
sp;batt, inst and gear<BR>> switches -- 
;GOT IT -- Same result as step 4 
;above -- Gear switch does<BR>> not bre
ak, the elec system remains on with a
right gear down green<BR>> light; I'm&
nbsp;fuzzy on this part, but I believe&nbs
p;I did the push-to-test for<BR>> the a
nnunciator lights and all worked EXCEPT th
e chip light and over-G<BR>> light <BR>
><BR>> 8. And then the plot th
ickens -- With the electrical system on,<B
R>> manually depressed the RIGHT landing&nbs
p;gear squat switch -- The RIGHT gear<BR>&
gt; down light went out and the LEFT&
nbsp;gear up light went on (hopefully a<BR
>> simple crossed wire) AND got a
2.5 amp draw and the gear switch brok
e to<BR>> the off position after severa
l seconds<BR>><BR>> Only two things scare
me and both of them are electricity,
so I wouldn't<BR>> have been able 
;to do any of this without the able&n
bsp;help of some airport<BR>> buds (Ken 
;and John). I hope I've given those&
nbsp;who know something about<BR>> this enou
gh information to narrow things down for&n
bsp;me. <BR>> <BR>> I've got
a couple of specific questions in addition
to the overall<BR>> recommendations I
hope will be<BR>> forthcoming:<BR>><BR>> -&
nbsp;What electrical component do you think&nbs
p;was making the noise described<BR>> in&nbs
p;troubleshooting steps 1 and 2? <BR>><BR>&g
t; - It looks like there are separate
parts for the left and right landing
<BR>> gear squat switches; Is that true
? <BR>><BR>> - From anyone out there
has removed the entire Russian electrical
system<BR>> and rewired new, how much&
nbsp;time and money did that take? D
o you have a<BR>> parts list for t
he new system? <BR>><BR>> - Does any
one out there have an electrical diagram&n
bsp;for the Yak-50?<BR>><BR>> Many thanks 
;in advance to everyone who's read this&nb
sp;far and to those who<BR>> take the&n
bsp;time to respond.<BR>> <BR>> Regards,
<BR>> Harry<BR>><BR>> _______________________________
___________________<BR>><BR>><BR>><BR>><BR>><BR>><BR>&
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