Today's Message Index:
----------------------
1. 12:23 AM - Cj Generators (lou dakos)
2. 01:06 AM - Re: A possible suggestion (Hans Oortman)
3. 05:08 AM - Re: Yak Bottles (Scooter)
4. 05:14 AM - A possible suggestion (Steve Dalton)
5. 06:43 AM - Re: A possible suggestion (Rob Rowe)
6. 07:35 AM - V-530 Prop reseal (johnlans@intergate.com)
7. 09:33 AM - Re: Yak-List Digest: 4 Msgs - 03/13/07 (Jim)
8. 01:22 PM - Re: Cj Generators (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
9. 01:37 PM - Re: A possible suggestion (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
10. 08:14 PM - Re: Re: Yak-List Digest: 4 Msgs - 03/13/07 (Sam Sax)
11. 10:13 PM - Yak-52 Rudder Lock (shinden33)
Message 1
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I have a CJ6a with the standard generator and find it interesting that the
chinese who have more experience than anyone have the generator switch
locked on with a spring metal guard that had to be bent up to operate the
switch, mine came like this and I have seen many more the same it was built
in 1969 and had just under 4,000 hrs. When I re-built the plane (and it
realy needed re-building) I removed the guard and we spent a lot of time
and care going over the wiring, could the trouble that to much time is spent
modifing and making the plane look good instead of getting all the original
systems up to scratch.
I have seen some very nice looking Nanchangs here & in USA (I am not saying
they are not airworthy) but looking in the cockpits of a few not much had
been touched.
With mine I found that the only way I could make sure was to pull everything
out of the cockpits and check all the looms remove the not needed ones, I
was supprised at the shoddy field repairs I found, wires put through
terminals and just twisted by hand no crimp or solder (sodder).
Regards Lou
Message 2
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| Subject: | A possible suggestion |
Mark,
It's a dc-generator, so a high current diode ( e.g. from an old ac car
generator) helps as well from preventing reverse current. The only thing is,
you loose 0,5v over the diode....but I'm sure we can live with that...
Hans
-----Oorspronkelijk bericht-----
Van: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] Namens Roger Kemp
Verzonden: donderdag 15 maart 2007 4:51
Aan: yak-list@matronics.com
Onderwerp: Re: Yak-List: A possible suggestion
Hey, I'm having the BMP 200 issue as this thread unravels. I agree with the
idea whole heartedly. That reverse current thing is real. To high a voltage
and the 50 fuse to the battery fries too. Will be doing a voltage check on
the generator side of the DNP 200 tomorrow to see what else is or is not
working after that failure. Hopefully it is just the DNP 200A. That cost
just about as much as Dave's B&C Alternator/ regulator by itself. And to
think it all started with flickering indicator lights and volt meter only
to fully crap out within 24 hours.
Doc
> [Original Message]
> From: Herb Coussons <drc@wscare.com>
> To: <yak-list@matronics.com>
> Date: 3/14/2007 10:00:03 PM
> Subject: Re: Yak-List: A possible suggestion
>
>
> Exact same experience in mine with the same advice from the
> manufacturer. We have been starting on air (or battery electric
> start) then not turning on alternator until run up. Shutting down
> the alternator when turning off the runway.. so far so good.
>
> Herb
> On Mar 14, 2007, at 6:40 PM, David McGirt wrote:
>
> >
> > Mark,
> >
> > Very good points, I just finished REPLACING my regulator and
> > alternator in
> > my TW - purely due to a DOS error... ( Dumbass Owner Syndrome )
> >
> > My batteries we low, and instead of pulling and charging, I started
> > up, and
> > let them charge off the alternator at low RPM.. thus burning up a
> > 50 AMP
> > Alternator and regulator... That would have worked ( although,
> > still not
> > the right was to go about it.. ) if I would have waited to after
> > takeoff,
> > at high RPM, thus getting the full capability of the Alternator..
> >
> > After owning up to my error to the Manufacturer, they also asked
> > if I was
> > starting and shutting down with the Alternator on, and HIGHLY
> > recommended
> > turn it off during these low RPM areas.. as you suggested..
> >
> > I know Gen's and Alternator are not the same, but the practice
> > should help
> > all..
> >
> > Just my $750 worth of experience.. that is a lot of gas money wasted..
> >
> > David
> >
> >
> > -----Original Message-----
> > From: owner-yak-list-server@matronics.com
> > [mailto:owner-yak-list-server@matronics.com] On Behalf Of
> > Bitterlich, Mark G
> > CIV Det Cherry Point, MALS-14 64E
> > Sent: Wednesday, March 14, 2007 6:03 PM
> > To: yak-list@matronics.com
> > Subject: Yak-List: A possible suggestion
> >
> > Point,
> > MALS-14 64E" <mark.bitterlich@navy.mil>
> >
> > Lately I have become pretty deeply involved in Yak electrical issues.
> > One part of the Yak (and other Russian aircraft)in the overall design
> > seems to have a pretty significant failure rate, and also is difficult
> > to impossible to replace, with the current "if you can find one" price
> > being around $650 each. This is the DNP-200A "Combined Device"
> > detailed
> > in my White Paper posted several weeks ago.
> >
> > I may indeed have become "overly sensitive" to this issue and my
> > up-coming suggestion may indeed be over-kill. I will leave that up to
> > each persons individual judgment or even open debate for that matter.
> >
> > That said, I personally am going to modify my operating habits a
> > little
> > bit. Namely, I am going to start my engine from now on with the
> > generator switch in the OFF position. I am going to LEAVE if off for
> > all taxi operations. I am ONLY going to turn it on when performing
> > the
> > pre-take-off run up, and of course I will then leave it on for the
> > rest
> > of the flight.
> >
> > After landing, I will turn the generator switch off immediately and
> > leave it off even past engine shut-down.
> >
> > Why am I doing this?
> >
> > Because every single time you increase engine RPM to about 40% or so,
> > the generator comes on right? No... Not really. The generator is
> > on as
> > soon as you start the engine. The generator VOLTAGE only gets high
> > enough around 40% or so and then the DNP-200A contactor relay
> > closes and
> > generator power is fed to the bus. Reduce engine speed back to idle,
> > and what happens? REVERSE current flows TO the generator and the
> > DNP-200A contactor OPENS (at least we hope it will) and generator
> > power
> > is REMOVED from the aircraft bus and the generator LIGHT comes on.
> >
> > Consider if you will how many times this happens from when you first
> > start until you are ready to take off.
> >
> > Reducing the amount of times this happens will extend the life of the
> > DNP-200A Combined Assy.
> >
> > Is it worth taking such a step in order to extend the life of this
> > part?
> >
> >
> > You be the judge.
> >
> > Mark Bitterlich
> > N50YK
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 3
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For the 52: 11 and 3 liters (according to the book). That is 0.39 and 0.11 cubic
feet (if my conversion program is working correctly).
Oddly enough a scuba cylinder has an interior volume of 0.4 cubic feet (although
it seems a lot larger than the yak main bottle).
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=100667#100667
Message 4
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| Subject: | A possible suggestion |
>>>>From: "David McGirt" <david@mcgirt.net>
Subject: RE: Yak-List: A possible suggestion
Mark,
Very good points, I just finished REPLACING my regulator and alternator
in my TW - purely due to a DOS error... ( Dumbass Owner Syndrome )
My batteries we low, and instead of pulling and charging, I started up,
and let them charge off the alternator at low RPM.. thus burning up a 50
AMP Alternator and regulator... That would have worked ( although,
still not the right was to go about it.. ) if I would have waited to
after takeoff, at high RPM, thus getting the full capability of the
Alternator..
After owning up to my error to the Manufacturer, they also asked if I
was starting and shutting down with the Alternator on, and HIGHLY
recommended turn it off during these low RPM areas.. as you
suggested..<<<<
Dave,
Been there, done that, got the T-shirt. DO NOT try to charge low
batteries with the alternator in our TW's.
Also, besides the vastly improved CG, this is another good reason to
move the batteries up in front of the oil cooler. They are VERY easy to
access for charging. You don't even have to remove them. Just pop
several fasteners, the batteries swing down, and connect the charger.
Piece of cake!
I have one question about turning on the alternator just prior to
takeoff, and I admit I am an electrical moron. Is there any concern
that your first indication of a bad electrical problem (like an
electrical fire) will be during, or just after takeoff?
Cheers,
Steve Dalton
Message 5
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| Subject: | Re: A possible suggestion |
A few other related thoughts ... regardless of whether you have the generator on
OR off while taxying;
The PAG-1 & PT200 inverters take c.20 Amps DC power ... over half a kilowatt of
power from your battery!
So if the generator is offline (of its own volition or has been turned off) it's
a good idea to keep the invertors off too, as this helps prevent your batteries
from getting hammered. If you've strobes fitted these can also be quite power
hungry.
Secondary benefit of taxying with inverters off (especially on rough surfaces)
is that the gyros are consequently de-powered, this saves a lot of wear & tear
on their delicate bearings (gather this is common practice in Russia ... 2nd
hand info from someone who had instruction from Azat Zaydullin).
Might be good practice to have the generator on-line for the power checks, as before
commiting aviation it would be good to know that;
- the DC power system will regulate at high RPM
- the generator will disconnect at low RPM
- the gyros have had time to spool up (think a minimum of 2 minutes is specified),
assuming you've just turned the invertors on too
After clearing the active on landing I add the following to the stop / brakes on
/ identify & operate flap lever / fully open oil & air cowls regime.
- shed unnecessary electrical loads (strobes / ADF / slaved DI / PAG-1 / PT200)
If you want to turn the generator off too, this is a good time to add it to your
check list.
Cheers, Rob R
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=100681#100681
Message 6
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| Subject: | V-530 Prop reseal |
I am looking for someone in the North Texas area that can Reseal, Set
and Balance (2) V-530 Props I have contacted Byam in Fort Worth, and
they are not sure they can do this. Now that Crowder is gone, there is
a void in North Texas for someone with expertise with the M-14
Thanks
John Lansden
johnlans@intergate.com
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Message 7
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| Subject: | Re: Yak-List Digest: 4 Msgs - 03/13/07 |
I'm Trying to find someone that has a PT-22, I need some Engine Information.
Jim Selby
----- Original Message -----
From: "Yak-List Digest Server" <yak-list@matronics.com>
Sent: Tuesday, March 13, 2007 11:58 PM
Subject: Yak-List Digest: 4 Msgs - 03/13/07
> *
>
> =================================================
> Online Versions of Today's List Digest Archive
> =================================================
>
> Today's complete Yak-List Digest can also be found in either of the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the Yak-List Digest and can be viewed with a generic text editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 07-03-13&Archive=Yak
>
> Text Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 07-03-13&Archive=Yak
>
>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
>
>
> ----------------------------------------------------------
> Yak-List Digest Archive
> ---
> Total Messages Posted Tue 03/13/07: 4
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 10:52 AM - Prop installation (Richard Goode)
> 2. 05:21 PM - Intercom (Walt Murphy)
> 3. 05:47 PM - Re: Intercom (david@mcgirt.net)
> 4. 06:10 PM - Re: Intercom (Doug Sapp)
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> Time: 10:52:48 AM PST US
> From: "Richard Goode" <richard.goode@russianaeros.com>
> Subject: Yak-List: Prop installation
>
> Prop installation
>
> All props - MT or otherwise should be dynamically balanced after
> installation. It makes such a difference to aircraft smoothness, and is
> of course much easier on both airframe and pilot!
>
> Richard Goode Aerobatics
> Rhodds Farm
> Lyonshall
> Herefordshire
> HR5 3LW
> United Kingdom
>
> Tel: +44 (0) 1544 340120
> Mob: +44 (0) 7768 610389
> Fax: +44 (0) 1544 340129
> www.russianaeros.com
>
> ________________________________ Message 2
> _____________________________________
>
>
> Time: 05:21:58 PM PST US
> From: Walt Murphy <waltmurphy@charter.net>
> Subject: Yak-List: Intercom
>
>
> Question, what is the BEST intercom for use in a high ambient noise
> cockpit?
>
> I have a Sigtronic mounted in my CJ -6 but I still need to have the
> volume control all the way up in order to hear anything at high cruise
> settings. Even then the backseat complains of not being able to hear.
>
> Thanks,
> Walt Murphy
> Reno,NV
>
>
> ________________________________ Message 3
> _____________________________________
>
>
> Time: 05:47:47 PM PST US
> Subject: Re: Yak-List: Intercom
> From: david@mcgirt.net
>
>
> I have a PS engineering PM 1200 in my yak52 TW, and have been very pleased
> with
> it, and would recommend it..
>
>
> -----Original Message-----
> From: Walt Murphy <waltmurphy@charter.net>
> To:yak-list@matronics.com
> Subject: Yak-List: Intercom
>
>
> Question, what is the BEST intercom for use in a high ambient noise
> cockpit?
>
> I have a Sigtronic mounted in my CJ -6 but I still need to have the
> volume control all the way up in order to hear anything at high cruise
> settings. Even then the backseat complains of not being able to hear.
>
> Thanks,
> Walt Murphy
> Reno,NV
>
>
> ________________________________ Message 4
> _____________________________________
>
>
> Time: 06:10:29 PM PST US
> From: Doug Sapp <rvfltd@televar.com>
> Subject: Re: Yak-List: Intercom
>
>
> Walt,
> I have been using Sigtronics high noise Warbird intercoms for the past 5
> years and have absolutely nothing bad to report, I have plenty of
> volume, absolutely no problems. I have the stereo version with music
> inputs from a Ipod. I have put them in a 206, several CJ6's and 2 CJ5's
> and never had a problem. A quick question, do you have the model with
> the high noise warbird mod or the standard version? Not that it should
> make a difference but I am using Sigtronics head sets and boom mics
> also, maybe there is a problem with the mixing of your gear? I have
> used my intercom with Light Speed and Bose and both gave great sound
> with plenty of clarity and volume. Give them a call, I am sure they
> will give you some pointers. If you do not have the high noise mod
> maybe they can upgrade your unit. The Sigtronics SPA4SN is the two
> place high noise version meant to be used in aircraft like the CJ6. The
> owner of Sigtronics uses the same unit in his T-28.
>
> Sigtronics 909-305-9399
>
> Hope this helps,
> Always Yakin,
> Doug Sapp
>
>
> Murphy wrote:
>
>>
>> Question, what is the BEST intercom for use in a high ambient noise
>> cockpit?
>>
>> I have a Sigtronic mounted in my CJ -6 but I still need to have the
>> volume control all the way up in order to hear anything at high cruise
>> settings. Even then the backseat complains of not being able to hear.
>>
>> Thanks,
>> Walt Murphy
>> Reno,NV
>>
>>
>
>
>
Message 8
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My White Paper, and my suggestions for the use of the YAK Generator
Switch was directed to YAKS and other Russian aircraft. I did not
mention CJ's at all, and that was an intentional omission.
I have NO experience with Chinese aircraft, their generators, nor their
overall electrical design. Thus I can not make any recommendations or
suggestions for this make or model of aircraft. While the THEORY that
supports my suggestions and experience MIGHT support the same actions on
CJ's, I have no specific proof of that and no personal experience, thus
I refuse to shotgun whether it might work or not work on your specific
make and model of aircraft.
I am sure the Chinese do have more experience than anyone else with
aircraft that they build. I am also sure that they do not have more
experience with Russian YAK-50 aircraft than I do. That said, the
Russians make no mention of turning the Generator off in any special
circumstance like I have described. However, keep in mind that the
original aircraft manufacturer always assumes an unlimited amount of
constantly available spare parts. If any of us can meet that assumption
here in the United States, then that person is one lucky individual
indeed.
The factual issues that I documented were gathered from not only my own
experiences, which I would not call trivial, but also from such well
known names as Sergei Boriak, Vladimir Yastremski, George Coy, and Carl
Hays. The summation of these experts opinions, combined with my own,
confirmed that there is a shortage of a certain electrical part that is
wearing out in all YAK (and some Sukhoi) model aircraft. Specifically,
the internal relay contacts in one particular relay model is developing
high internal resistance, and thus causing the generator to be
disconnected from the aircraft when in fact there is nothing wrong with
it.
If a YAK or Sukhoi owner has a DNP-200A relay installed in his aircraft,
and also has a few spare operational DNP-200's laying around, there is
absolutely no need to take any special measures not covered in the
standard aircraft operating manual to lengthen the time before failure.
If the aircraft owner does NOT have spares laying around, then when it
fails.. and it WILL fail, then the aircraft owner can either purchase an
American replacement for the whole system for around $1000, can buy a
new DNP-200A relay for $650 or ....
They can call me and maybe I can fix it for them for a reasonable sum.
Hmmm.... On second thought...... Since I stand to make some money on
this deal, please disregard my previous posting about how to possibly
extend the life of this component and continue to operate your aircraft
exactly as specified in the Russian Operators Manual. I'm not greedy
but I WILL take your cash when asked to.
Best Regards,
Mark Bitterlich
N50YK
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of lou dakos
Sent: Thursday, March 15, 2007 3:22
Subject: Yak-List: Cj Generators
I have a CJ6a with the standard generator and find it interesting that
the chinese who have more experience than anyone have the generator
switch locked on with a spring metal guard that had to be bent up to
operate the switch, mine came like this and I have seen many more the
same it was built in 1969 and had just under 4,000 hrs. When I re-built
the plane (and it realy needed re-building) I removed the guard and we
spent a lot of time and care going over the wiring, could the trouble
that to much time is spent modifing and making the plane look good
instead of getting all the original systems up to scratch.
I have seen some very nice looking Nanchangs here & in USA (I am not
saying they are not airworthy) but looking in the cockpits of a few not
much had been touched.
With mine I found that the only way I could make sure was to pull
everything out of the cockpits and check all the looms remove the not
needed ones, I was supprised at the shoddy field repairs I found, wires
put through terminals and just twisted by hand no crimp or solder
(sodder).
Regards Lou
Message 9
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| Subject: | A possible suggestion |
That is in fact true, and is a perfectly sound suggestion.
Where you are going with this is basically engineering a simple and
total replacement for the DNP-200. I have been thinking along the exact
same lines. To cover any voltage spikes, I was thinking that the
reverse voltage spec on the diode should be at least double (if not even
more) the supply voltage, and probably rated for between 50 and 75 amps.
Such devices are not CHEAP, but they are obtainable. Car alternator
diodes? Are they rated high enough current? Maybe even use two in
parallel for safety? Couple that with a good main line 28 VDC 100 amp
contactor (or less maybe), and you could then easily adapt that right
into the rest of the existing Russian designed circuitry.
Thanks Hans. Great thought.
Mark Bitterlich
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Hans Oortman
Sent: Thursday, March 15, 2007 4:06
Subject: RE: Yak-List: A possible suggestion
Mark,
It's a dc-generator, so a high current diode ( e.g. from an old ac car
generator) helps as well from preventing reverse current. The only thing
is, you loose 0,5v over the diode....but I'm sure we can live with
that...
Hans
-----Oorspronkelijk bericht-----
Van: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] Namens Roger Kemp
Verzonden: donderdag 15 maart 2007 4:51
Aan: yak-list@matronics.com
Onderwerp: Re: Yak-List: A possible suggestion
Hey, I'm having the BMP 200 issue as this thread unravels. I agree with
the idea whole heartedly. That reverse current thing is real. To high a
voltage and the 50 fuse to the battery fries too. Will be doing a
voltage check on the generator side of the DNP 200 tomorrow to see what
else is or is not working after that failure. Hopefully it is just the
DNP 200A. That cost just about as much as Dave's B&C Alternator/
regulator by itself. And to think it all started with flickering
indicator lights and volt meter only to fully crap out within 24 hours.
Doc
> [Original Message]
> From: Herb Coussons <drc@wscare.com>
> To: <yak-list@matronics.com>
> Date: 3/14/2007 10:00:03 PM
> Subject: Re: Yak-List: A possible suggestion
>
>
> Exact same experience in mine with the same advice from the
> manufacturer. We have been starting on air (or battery electric
> start) then not turning on alternator until run up. Shutting down the
> alternator when turning off the runway.. so far so good.
>
> Herb
> On Mar 14, 2007, at 6:40 PM, David McGirt wrote:
>
> >
> > Mark,
> >
> > Very good points, I just finished REPLACING my regulator and
> > alternator in my TW - purely due to a DOS error... ( Dumbass Owner
> > Syndrome )
> >
> > My batteries we low, and instead of pulling and charging, I started
> > up, and let them charge off the alternator at low RPM.. thus burning
> > up a 50 AMP Alternator and regulator... That would have worked (
> > although, still not the right was to go about it.. ) if I would
> > have waited to after takeoff, at high RPM, thus getting the full
> > capability of the Alternator..
> >
> > After owning up to my error to the Manufacturer, they also asked
> > if I was starting and shutting down with the Alternator on, and
> > HIGHLY recommended turn it off during these low RPM areas.. as you
> > suggested..
> >
> > I know Gen's and Alternator are not the same, but the practice
> > should help all..
> >
> > Just my $750 worth of experience.. that is a lot of gas money
wasted..
> >
> > David
> >
> >
> > -----Original Message-----
> > From: owner-yak-list-server@matronics.com
> > [mailto:owner-yak-list-server@matronics.com] On Behalf Of
> > Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E
> > Sent: Wednesday, March 14, 2007 6:03 PM
> > To: yak-list@matronics.com
> > Subject: Yak-List: A possible suggestion
> >
> > Point,
> > MALS-14 64E" <mark.bitterlich@navy.mil>
> >
> > Lately I have become pretty deeply involved in Yak electrical
issues.
> > One part of the Yak (and other Russian aircraft)in the overall
> > design seems to have a pretty significant failure rate, and also is
> > difficult to impossible to replace, with the current "if you can
> > find one" price being around $650 each. This is the DNP-200A
"Combined Device"
> > detailed
> > in my White Paper posted several weeks ago.
> >
> > I may indeed have become "overly sensitive" to this issue and my
> > up-coming suggestion may indeed be over-kill. I will leave that up
> > to each persons individual judgment or even open debate for that
matter.
> >
> > That said, I personally am going to modify my operating habits a
> > little bit. Namely, I am going to start my engine from now on with
> > the generator switch in the OFF position. I am going to LEAVE if
> > off for all taxi operations. I am ONLY going to turn it on when
> > performing the pre-take-off run up, and of course I will then leave
> > it on for the rest of the flight.
> >
> > After landing, I will turn the generator switch off immediately and
> > leave it off even past engine shut-down.
> >
> > Why am I doing this?
> >
> > Because every single time you increase engine RPM to about 40% or
> > so, the generator comes on right? No... Not really. The generator
> > is on as soon as you start the engine. The generator VOLTAGE only
> > gets high enough around 40% or so and then the DNP-200A contactor
> > relay closes and generator power is fed to the bus. Reduce engine
> > speed back to idle, and what happens? REVERSE current flows TO the
> > generator and the DNP-200A contactor OPENS (at least we hope it
> > will) and generator power is REMOVED from the aircraft bus and the
> > generator LIGHT comes on.
> >
> > Consider if you will how many times this happens from when you first
> > start until you are ready to take off.
> >
> > Reducing the amount of times this happens will extend the life of
> > the DNP-200A Combined Assy.
> >
> > Is it worth taking such a step in order to extend the life of this
> > part?
> >
> >
> > You be the judge.
> >
> > Mark Bitterlich
> > N50YK
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 10
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| Subject: | Re: Yak-List Digest: 4 Msgs - 03/13/07 |
Jim,
We have a guy with a PT-22 in our museum - www.wingsovermiami.com - you can see it on the web site. He is Dr. John Nordt, a real nice guy. Dont have his phone number but you may be able to get it if you call the museum at 305.233.5197 Thurs - Sunday 10:00 - 17:00.
Sam Sax
Miami, FL
-----Original Message-----
>From: Jim <jimscjs@mbay.net>
>Sent: Mar 15, 2007 12:25 PM
>To: yak-list@matronics.com
>Subject: Yak-List: Re: Yak-List Digest: 4 Msgs - 03/13/07
>
>
>I'm Trying to find someone that has a PT-22, I need some Engine Information.
>Jim Selby
Message 11
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| Subject: | Yak-52 Rudder Lock |
All,
I still live in the desert and occasionally the airplane has to sit out side
in the wind. The seat belts work for a stick control lock but I don't have
a rudder lock. Any suggestions?
Scott
N8252
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