---------------------------------------------------------- Yak-List Digest Archive --- Total Messages Posted Wed 09/13/06: 16 ---------------------------------------------------------- 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 _____________________________________ Time: 12:45:28 AM PST US From: "Rob Kent" Subject: Re: Yak-List: 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 _____________________________________ Time: 05:13:12 AM PST US Subject: Yak-List: Re: Yak 55 midair From: "Tim Gagnon" --> Yak-List message posted by: "Tim Gagnon" Did the pilot live? Read this topic online here: http://forums.matronics.com/viewtopic.php?p=61339#61339 ________________________________ Message 3 _____________________________________ Time: 05:16:47 AM PST US From: "A. Dennis Savarese" Subject: Re: Yak-List: RE: Mag coil --> Yak-List message posted by: "A. Dennis Savarese" Jason, You'll have to buy a replacement coil. Dennis ----- Original Message ----- From: "Jason Bialek" Sent: Wednesday, September 13, 2006 12:28 AM Subject: Yak-List: RE: Mag coil > --> Yak-List message posted by: "Jason Bialek" > > > 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 _____________________________________ Time: 05:22:40 AM PST US From: "Hans Oortman" Subject: RE: Yak-List: Re: Yak 55 midair --> Yak-List message posted by: "Hans Oortman" 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" Did the pilot live? Read this topic online here: http://forums.matronics.com/viewtopic.php?p=61339#61339 ________________________________ Message 5 _____________________________________ Time: 06:05:52 AM PST US From: "Roger Kemp" Subject: RE: Yak-List: THIS IS NOT A ACM THREAD....No Guts No Glory...Boots Blesse --> Yak-List message posted by: "Roger Kemp" Tim, Drop it to me offline. Thanks, Doc > [Original Message] > From: Tim Gagnon > To: > 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" > > 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 _____________________________________ Time: 06:33:34 AM PST US Subject: Yak-List: Re: Yak 55 midair From: "Scooter" --> Yak-List message posted by: "Scooter" 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 _____________________________________ Time: 06:49:47 AM PST US From: "Roger Kemp" 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 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 _____________________________________ Time: 07:07:12 AM PST US From: "Rob Kent" Subject: Re: Yak-List: 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 _____________________________________ Time: 07:21:24 AM PST US From: Drew Blahnick Subject: Yak-List: 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 ____________________________________ Time: 01:20:38 PM PST US From: "Roger Kemp" Subject: Yak-List: 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 ____________________________________ Time: 07:12:26 PM PST US From: "Terry Lewis" Subject: Yak-List: scrap 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 ____________________________________ Time: 07:47:39 PM PST US From: "Roger Kemp" Subject: RE: Yak-List: Re: Yak 55 midair --> Yak-List message posted by: "Roger Kemp" 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 > To: > Date: 9/13/2006 7:22:04 AM > Subject: Yak-List: Re: Yak 55 midair > > --> Yak-List message posted by: "Tim Gagnon" > > Did the pilot live? > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=61339#61339 > > ________________________________ Message 13 ____________________________________ Time: 08:35:22 PM PST US Subject: Yak-List: Re: Yak 55 midair From: "Tim Gagnon" --> Yak-List message posted by: "Tim Gagnon" 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 ____________________________________ Time: 08:38:02 PM PST US Subject: Yak-List: No Guts No Glory.....can someone host the file From: "Tim Gagnon" --> Yak-List message posted by: "Tim Gagnon" 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 ____________________________________ Time: 08:44:44 PM PST US From: "Jason Bialek" Subject: Re: Yak-List: RE: Mag coil --> Yak-List message posted by: "Jason Bialek" Do you have a coil I can purchase Dennis? >From: "A. Dennis Savarese" >To: >Subject: Re: Yak-List: RE: Mag coil >Date: Wed, 13 Sep 2006 07:08:54 -0500 > >--> Yak-List message posted by: "A. Dennis Savarese" > > >Jason, >You'll have to buy a replacement coil. >Dennis > >----- Original Message ----- From: "Jason Bialek" >To: >Sent: Wednesday, September 13, 2006 12:28 AM >Subject: Yak-List: RE: Mag coil > > >>--> Yak-List message posted by: "Jason Bialek" >> >> >> >>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 ____________________________________ Time: 09:10:57 PM PST US From: "netmaster15@juno.com" Subject: RE: Yak-List: 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" wrote: --> Yak-List message posted by: "Roger Kemp" 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 . > To: > 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" > > > 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 > > 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 > > __________________________________________________ > > ======================== =========== ======================== =========== ======================== =========== ======================== =========== ======================== ===========

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.c om> wrote:
--> Yak-List message posted  ;by: "Roger Kemp" <viperdoc@mindspring.com>

Good discription Mark, I am not an el ectrician/avionics guy by any sense of
the&n bsp;word. Took in physics and remember a&n bsp;thimb full. I will send you the
wir ing diagram I currently have courtesy of&n bsp;Tim Gagnon. Credit be given
where due.&n bsp;Send me a fax # offline and when& nbsp;I get back to the office
tomorrow.
D oc


> [Original Message]
> From:  Bitterlich, Mark G CIV Det Cherry Point,&n bsp;MALS-14 64E
<mark.bitterlich@navy.mil>.
> T o: <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: "Bitte rlich, Mark G CIV Det Cherry Point,
MAL S-14 64E" <mark.bitterlich@navy.mil>
>
>&nbs p; 
> Harry, I do not have a&nb sp;50 electrical diagram (Doc if you have& nbsp;one, I'd
> dearly love to get a  copy), but I have traced out a  lot of it, and most
> of what I  have seen duplicates the 52 in many& nbsp;ways.  I am going to need
>&nbs p;the full electrical diagram to help you& nbsp;out further, but I have a lot of
> comments to make here.  Also,&nbs p;please excuse my lack of tact, I am  an
> EA-6B Avionics Tech Rep by&nbs p;profession and I work on problems like&n bsp;this
> ALL the time.  There are& nbsp;a few general rules that you always&n bsp;go by when
> dealing with this t ype of nonsense.  
>
> A. &nbs p;Always suspect what was last worked on&n bsp;as the FIRST place you should
>  look for a problem.  If human hands&n bsp;have recently been involved anywhere
>&nbs p;near wiring, and you now have an el ectrical problem that you never had
>&nbs p;before... GO WHERE PEOPLE RECENTLY PUT T HEIR HANDS AND LOOK THERE FIRST.
> Y ou'd be amazed at how often that rule  is ignored out of simple ego, but
> boy is it accurate!  
>
> ; B.  If you are dealing with a& nbsp;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&n bsp;breaker more than once if it pops.&nbs p; You
> NEVER, EVER EVER troubleshoot&nb sp;a problem like this by pulling this&nbs p;wire,
> or that wire, and then tur ning on the breaker again to see if&n bsp;it pops.
> There are many reasons&nbs p;for this, but the most obvious is t hat you can
> easily end up starting  an electrical fire, and please keep  in mind where
> the fuel tanks are&n bsp;in your YAK-50.  For example, let's&nb sp;say a wire was
> arcing out again st your fuel tank.  Not hard to  imagine since it is only
> inches aw ay from your wiring.  Each time you&n bsp;reset that breaker you get
> an  ARC.  Eventually the arc actually cuts&nbs p;a hole in the tank and now you
& gt; have gas fumes adding into the me ss.  Explosion, fire, you name it. &n bsp;You
> 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
> I am wrong in this regard&n bsp;is an idiot.... Avoid them.   &nb sp; 
>
> Ok.  So you now  ask... How do I troubleshoot this problem& nbsp;WITHOUT doing
> that?  The answer&nb sp;requires you to have a grasp of th e basics of
> electrically, which you&nbs p;admitted that you do not have, but  here we go, I
> am going to tea ch you one trick now and anyone else& nbsp;who bothers to read
> this.  >
> You did exactly the right t hing when you took the wires off the& nbsp;circuit
> 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 D C VOLTS, hook the
> black wire to&nb sp;aircraft ground (any good bonding point  ;in the aircraft
> itself to the fra me) and then use the red wire to  ;touch a wire and read
> voltage. &n bsp;Turn on your electrical master.. The o ne marked BATTERY.  Now
> look at&nb sp;the switch going to the gear.  Wit h the switch turned off, one
> side& nbsp;will have 28 volts on it, and th e other side will have NO volts on
> it.  The side with NO volts&nbs p;on it will be the one we want  to mess with
> first.  In this  case, you have already done that part...&n bsp;You have
> located a wire that i f 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& nbsp;to troubleshoot to the next
> step.& nbsp; One good way to accomplish this  ;is by rigging the aircraft so
> tha t it limits the current draw to this& nbsp;wire.  The wire that you found
> ; is going to a short circuit, and&nb sp;that is why the breaker is popping.
> You need to locate some 28 volt& nbsp;light bulbs.  If you do not have  any, I
> will send you some. & nbsp;Let me know.  You get about a&nb sp;25 watt bulb rated at
> 28 volts& nbsp;(again, I will be glad to give y ou 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)&nb sp;to the terminal on the switch.  Ho ok the
> other wire soldered to the& nbsp;light bulb to the wire that you  have hanging
> that used to connect  to the switch.  
>
> Now when& nbsp;you turn on your switch, your light&n bsp;bulb will come on, because
> you  ;have a short to ground in the aircra ft wiring SOMEPLACE.  But the
> circ uit breaker/switch will NOT blow anymore,  because the light bulb
> that you ju st installed in series between the wire&nb sp;you pulled off, and
> the switch  itself, will limit the current to ONE  ;AMP (plus or minus a
> tiny bit).&n bsp; All the wiring and crap in the&n bsp;aircraft can handle one amp
> with&nb sp;ease.  If you want to lower the&nb sp;amount of current, just use a
> s maller bulb...  For example a 12 watt  bulb would give you a maximum
>&nbs p;current draw of about 1/2 amp.  Cur rent 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 wir es, as you were doing before, or simp ly by jiggling things
> around.  
>
> Some might recommend that instead  of doing it this way, you simply&nbs p;use
> an OHM METER connected to yo ur wire that you pulled OFF the switc h.
> This will also work if you  ;know exactly what you are doing, but  ;the
> light bulb trick makes finding&nbs p;a problem like this easier and it i s 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 the
> bulb goes out,&nb sp;or gets very dim... You just located&nb sp;the problem.  
>
> You need  ;to be more detailed with your explanation  if you could please.
>
>
> T here are NO SQUAT switches in the YAK -50.  A SQUAT switch is one that
& gt; closes when you LAND THE AIRPLANE  ;and put weight on the landing gear.
&g t; The YAK-50 does not have anything  like that.  
>
> Instead there  ;are FOUR switches that control the landin g gear lights on
> the 50.  One  switch for each light on the dash.&n bsp; There are two switches
> on the  left side, and two switches on the&n bsp;RIGHT side.   ONE SWITCH FOR
>&n bsp;EACH LIGHT!   You are only seeing  the switch back behind the gear
>&n bsp;actuator where the wheels go into the& nbsp;hole.  There is ANOTHER switch
>&nbs p;that is located underneath a panel right  behind the gear leg itself.
> The&n bsp;panel right behind that landing gear f iberglass shroud.
>
> I do not know  of any electrical motors behind the  instrument panel.
> There is of course&nb sp;the electrical inverter for the attitude&nbs p;indicator
> (if you still have it  installed) behind the seat.  At this  point, I
> would not waste a lot&nbs p;of time looking for the weird noise...&n bsp;Since you
> already have enough other  weird crap already happening.  
>> You took the fairings off the  wing root(s) and have access to the w iring
> connections going out to the  ;pitot probe and the switches.  REMEMBER> AGAIN... Two switches on each landi ng gear!  Anyway, that is a good
& gt; thing.  You might want to do  ;the same for the other side too, so& nbsp;that
> you can access that wiring,&n bsp;but I suspect the wiring short circuit  is
> not out there.  
>
&g t; QUESTIONS: 
>
> What happens in& nbsp;the cockpit when you leave the instru ment breaker OFF
> and just turn on& nbsp;the landing gear breaker?  
> W hat happens when you turn on the inst rument breaker and leave the
> landing&nb sp;gear breaker off?  
>
> REALLY&n bsp;NEED TO KNOW THE ABOVE ANSWERS.  
>
> What is obvious here is t hat when you apply voltage to wire 05 -cw2-01 by
> connecting it to the sw itch and turning it on, the voltage t hrough this
> wire is shorting to so me other WIRE that it should not be&n bsp;doing.  The
> problem is that th is wire is also obviously the main vo ltage feed for
> the landing gear ci rcuits.  The voltage on this wire fee ds to all four
> of the landing  ;gear switches... The two UP switches and& nbsp;the two DOWN
> switches.  Wires  ;coming back from these switches then go&n bsp;to the light
> bulbs in the cock pit themselves and make them come on.  ; So picture that
> in your mind....  Voltage comes out this wire (the one  hooked to the
> switch), and somepl ace goes to a terminal board and spli ts to go out to
> all four swit ches.  It then comes BACK from those& nbsp;switches and goes BACK
> into the&nb sp;instrument panel and to the lights them selves.  
>
> Next, consider that&n bsp;you have had a problem on the LEF T side of the
> aircraft for quite&n bsp;some time.  This has been a case& nbsp;where the landing
> gear DOWN switch  has probably gone bad or is out  ;of adjustment.  Again,
> you need t o locate that switch, because that is  ;yet another problem,
> probably not rela ted to this current mess.  
>
> ; The short circuit you are dealing w ith is probably NOT in the wings.
>& nbsp;When you pressed the switch on the&nb sp;right landing gear, and then the
>&nbs p;light for the left gear lit up, thi s is not a case of a wire switch ed
> around, this is a case of  some wires that are SHORTED TOGETHER. &nbs p;
>
> So some advice.  
>
> When describing what switches you ar e pushing in the future, make sure
>  you name them correctly.  One is&nbs p;for right gear down and locked.  On e is
> for right gear UP and lo cked.  Same thing for the left side.& nbsp; No squat
> switches ok?  
& gt;
> It appears that the wire that& nbsp;is shorted is one of the wires c oming BACK
> from one of the switche s TO the lights on the instrument pan el.  One of
> THOSE wires has s horted to another wire or wires causing&nb sp;all the other
> lights to come on .  Most likely it is a short to& nbsp;the TEST SWITCH that
> causes all&nb sp;those other lights to come on.  So  to repeat, this is
> probably a&nbs p;dead short between one of the wires  ;coming back from the
> landing gear  ;position switches, that is shorted to the  TEST switch
> WIRING.  
>
>& nbsp;To repeat again, the way I would  ;try to find this would be to pull&nb sp;the
> 05-CW2-01 wire off the switch&nb sp;as you already had done.  The inst all the
> 28 volt light bulb with&nb sp;the wires connected to it in series.&nb sp; 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& nbsp;blowing anything up any further.  Whe n you turn on the
> switch, this&nbs p;light will come on brightly.  If yo u want, you can put
> plenty of  ;wire on the bulb and remote it out&n bsp;of the cockpit so it does
> not& nbsp;get in the way.  Have someone wa tch this bulb like a hawk.  Now  get
> your hands back in the wiring& nbsp;and start moving wires and wire bundl es
> around... All over the place. & nbsp;When you see that light bulb start
> flickering wildly, you are on top&nb sp;of the problem.  
>
> A com plete wiring diagram will be really handy.   I do not have one.
> HOWEVER. .. This is not a case of a faile d component.  This is a case of
&g t; some wires shorting together that were& nbsp;never meant to be.  Wire
> CHAF FING, or rubbing under a clamp, etc.   
>
> There is a very VERY&nbs p;small chance of a relay failing internal ly ...
> Literally falling apart inside,& nbsp;and shorting everything out that could
> cause this.  This would be the&n bsp;light bulb TEST RELAY that is turned&n bsp;on
> with the light test push bu tton, and we would definitely need the
> schematics to identify which relay th is is.  It is also possible that
& gt; this relay got fried during this  failure.  So other than wiring, this
&g t; would be the first component I wou ld spot light for sure.  
>
>& nbsp;Harry.. You're out on the west coast& nbsp;aren't you?  
>
> Mark Bitterl ich 
> N50YK
>
> P.s.  Rewiri ng the aircraft is a do-able thing, b ut man oh man, it would
> cost  a small fortune.  
>
>
>
>>
>
> -----Original Message-----
>  ;From: owner-yak-list-server@matronics.com
> [mailto:own er-yak-list-server@matronics.com] On Behalf Of Harry
> Hirschman
> Sent: Monday, September&n bsp;11, 2006 14:38
> To: Yaklist Yaklist< BR>> Subject: Yak-List: Yak-50 Electrical Sy stem Troubleshooting
>
> --> Yak-List  ;message posted by: Harry Hirschman <hairbal l192@yahoo.com>
>
> All:
>  
>  I'd appreciate any assistance people are& nbsp;willing to provide to assist me
>&nb sp;in troubleshooting my Yak-50's electrical sy stem.
>  
> Symptoms:
> 1. &n bsp;Chronic problem of the left gear down& nbsp;indicator light on or off-on
> when& nbsp;landing gear is up (with two red  ;up-and-locked lights also on) 
>
>  ;2.  Recently all annunciator lights (all& nbsp;four gear indicators,
> generator, Over-G , chip, all cells on fuel
> ladder)& nbsp;flashing on-off; Last flight all annunciat or lights were on and
> steady (same  look as pushing the press-to-test by  ;the gear handle) 
>
> 3.  My& nbsp;electrical switches are labeled "Gear" and  "Inst"; The "Inst"
> switch controls&nbs p;the proper reading of the fuel ladder&nb sp;(ie: it reads the
> correct amount&nbs p;of fuel with this switch on), generator& nbsp;annunciator light
> and engine instrument s; The "gear" switch controls the landing& nbsp;gear
> position indicator lights, all&nbs p;the light cells on the fuel ladder  (same
> as pushing the "k"
> button  to test the fuel indicator), the chi p light and the over-G light
>
>&nb sp;In troubleshooting over the weekend, I  performed the following steps and
> got&n bsp;the following results:
>
> 1.   Turned on the following switches: Battery,  ;inst, and gear; All
> annunciator lights  came on, I heard what I think i s some kind of
> electrical motor wi nd up for a few seconds, then the&nbs p;"Gear"
> switch-breaker flipped itself off&n bsp;and the associated annunciator lights
>&nb sp;went off and the sound ceased 
>< BR>> 2.  After cycling the switch  a half dozen times with my head under  the
> panel to try to locate t he noise, the motor stopped coming on  ;with the
> gear switch, but it cont inues to break to the off position af ter several
> seconds in the on posi tion; There is about a 2 amp draw&nbs p;with the "gear"
> switch on as ind icated by the aircraft guage; The noise&nb sp;was coming from
> behind the instrumen t panel, but I couldn't locate the co mponent 
>
> 3.  There are two  wires attached to the "gear" switch;  ;Removed the wire
> labeled 05-CW1 and&nb sp;turned on the batt, inst and gear  switches with the
> same result -- 2  amp draw and gear switch breaks to&n bsp;off after several
> seconds 
>
&g t; 4.  Removed the wire labeled 05-CW 2-01 and turned on the batt, inst and
> 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
>&n bsp;light, and over-G light do not illumin ate (proper fuel indication,
> generator  light on, and engine instruments are power ed)  -- so the bad
> wire is&nb sp;this one, I think 
>
> 5. & nbsp;Re-installed both wires and verified that& nbsp;the system fails in the
> same  way as before 
>
> 6.  Friends  manually held both landing gear position& nbsp;squat switches in
> the "gear-up" po sition and turned the electrical switches  off with the
> same result -- Gear&n bsp;switch breaks to off after several sec onds 
>
> 7.  Disconnected the  ;left gear position squat switch at the&nb sp;bus bar in
> the wing root by&nbs p;removing the lower three of the four&nbs p;wires (I believe
> the top wire is  for pitot heat) and turned on the&nb sp;batt, inst and gear
> switches --  ;GOT IT -- Same result as step 4  ;above -- Gear switch does
> not bre ak, the elec system remains on with a  right gear down green
> light; I'm& nbsp;fuzzy on this part, but I believe&nbs p;I did the push-to-test for
> the a nnunciator lights and all worked EXCEPT th e chip light and over-G
> light 
>
> 8.  And then the plot th ickens -- With the electrical system on,> manually depressed the RIGHT landing&nbs p;gear squat switch -- The RIGHT gear
& gt; down light went out and the LEFT& nbsp;gear up light went on (hopefully a
> simple crossed wire) AND got a  2.5 amp draw and the gear switch brok e to
> the off position after severa l 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&n bsp;help of some airport
> buds (Ken  ;and John).  I hope I've given those& nbsp;who know something about
> this enou gh information to narrow things down for&n bsp;me.  
>  
> I've got  a couple of specific questions in addition  to the overall
> recommendations I  hope will be
> forthcoming:
>
> -& nbsp;What electrical component do you think&nbs p;was making the noise described
> in&nbs p;troubleshooting steps 1 and 2? 
>
&g t; - It looks like there are separate  parts for the left and right landing
> gear squat switches; Is that true ? 
>
> - From anyone out there  has removed the entire Russian electrical  system
> and rewired new, how much& nbsp;time and money did that take?  D o you have a
> parts list for t he new system? 
>
> - Does any one out there have an electrical diagram&n bsp;for the Yak-50?
>
> Many thanks  ;in advance to everyone who's read this&nb sp;far and to those who
> take the&n bsp;time to respond.
>  
> Regards,
> Harry
>
> _______________________________ ___________________
>
>
>
>
>
>
& ========================           - The&n p;Matronics List Features Navigator to browse_ -======================== ======================== ============