Today's Message Index:
----------------------
1. 12:37 AM - Re: Airplanes that talk to you.... (Jan Mevis)
2. 05:08 AM - Re: Airplanes that talk to you.... (A. Dennis Savarese)
3. 06:32 AM - Re: Airplanes that talk to you.... (Roger Kemp)
4. 07:39 AM - Re: Airplanes that talk to you.... (Doug Sapp)
5. 07:39 AM - Re: Airplanes that talk to you.... (Tim Gagnon)
6. 08:27 AM - Gear retract test (Cliff Coy)
7. 09:09 AM - Re: Re: Airplanes that talk to you.... (Doug Sapp)
8. 09:27 AM - Re: Airplanes that talk to you.... (Tim Gagnon)
9. 10:17 AM - Red Air Fall Fling III (viperdoc)
10. 01:40 PM - Re: Airplanes that talk to you.... (Jan Mevis)
11. 03:19 PM - Re: Beware (Brad M.)
12. 08:27 PM - brake problems (HodgeJW@aol.com)
Message 1
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| Subject: | Airplanes that talk to you.... |
Very interesting, Tim.
Indeed, I also listen very closely. Sometimes you also have to watch.
Yesterday I had an experienced friend fly my plane. So I could see it fly. I
was rather amazed to see that the right gear leg all of a sudden VIBRATED
when he pulled the gear in at takeoff. Afterwards I asked him if he noticed
anything special but he did not. I'm going to put my 50 on Yaks to check the
whole gear.
Does anyone have any idea what may have caused this vibration ? It was very
strange : the right leg moving in, and after having turned about 10 degrees,
it oscillated rapidly fore-after, but only for a second, and then it moved
further in and locked without a problem. I could not see whether the same
problem happened at the landing.
Jan Mevis
RA2005K
YK50
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Tim Gagnon
Sent: donderdag 2 augustus 2007 2:12
Subject: Yak-List: Airplanes that talk to you....
I have got some decent time in various types of airplanes from jets to
props. Some have avionics that tell you when something is wrong or about to
go wrong. Some airplanes have different ways of talking to you. The Yak is
pretty good at talking to you and telling you there is an issue.
I recently had some air issues that were tracked down to a small seal leak
in a gear actuator. So, off comes both acuators for overhaul. Well, that
small seal leak probably kept me from having a catastrophic gear actuator
failure which would have prevent the gear from going down if they were up
and locked. The end cap on the right acuator was cracked and near failure.
Had the small leak not happened first, the cap probably would have gone! I
certainly did not like to find out that I had a bad cap but it sure beats
landing gear up or worse..one down and the other up! Two new caps are being
machined and will be made better and stronger than the old ones. (By the
way, there was JB weld on the acutator that failed. I am pretty sure that
the Russians do not use JB Weld....two people have owned the airplane since
it was brought to the US..but just one operator)
While dealing with the acutator issue, I took a look at little shimmy that
had just started in the tailwheel. I had just replaced the tire and figured
that would cure the problem. It needed to be changed. No joy on the shimmy
fix. Uhmmmm?? A week or so later, I find a new problem, the airplane was
moved with the TW lock engaged damaging the TW fork. Damn....not again (a
shop busted it last time) Out comes the fork for a repair and I figured now
was as good a time to put the new TW shock cap that TJ and Mike Hanshew made
the -50 community last year. The reason a new was made was that one -50
owners failed and could have ended worse than it did. So doing what
Americans do best, two guys in AZ adapted and overcame and helped keep these
birds flying. Well, good thing I had that little shimmy, I pulled the shock
out and the bearing that was back there fell out in my hand! I am not sure
how many landings she had left in her but I would guess not many before that
bearing would hav!
e failed and caused me to lose control of the ass end of the airplane. That
shimmy was the whisper before a scream!
I have come to respect the things this airplane tells me. I am guessing it
has saved me more than once. Listen to your airplane...it speaks in a
language evry pilot should understand.
For you -50 folks, the folks in AZ are doing some good things with the
airplane. Get a hold of them and do yourself a favor. Have some parts on the
shelf for your next annual!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127036#127036
Message 2
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| Subject: | Re: Airplanes that talk to you.... |
Jan,
My first guess would be the actuator. Second guess would be the bushings in
the gear leg binding. I think when you put it on jacks and do a retract
test you'll find the problem. You may have to disconnect the actuator arm
from the gear leg and do another retract test to isolate the problem.
Something in the mechanism is most likely binding.
Dennis
----- Original Message -----
From: "Jan Mevis" <jan.mevis@informavia.be>
Sent: Thursday, August 02, 2007 2:37 AM
Subject: RE: Yak-List: Airplanes that talk to you....
>
> Very interesting, Tim.
> Indeed, I also listen very closely. Sometimes you also have to watch.
>
> Yesterday I had an experienced friend fly my plane. So I could see it fly.
> I
> was rather amazed to see that the right gear leg all of a sudden VIBRATED
> when he pulled the gear in at takeoff. Afterwards I asked him if he
> noticed
> anything special but he did not. I'm going to put my 50 on Yaks to check
> the
> whole gear.
>
> Does anyone have any idea what may have caused this vibration ? It was
> very
> strange : the right leg moving in, and after having turned about 10
> degrees,
> it oscillated rapidly fore-after, but only for a second, and then it moved
> further in and locked without a problem. I could not see whether the same
> problem happened at the landing.
>
>
> Jan Mevis
> RA2005K
> YK50
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Tim Gagnon
> Sent: donderdag 2 augustus 2007 2:12
> To: yak-list@matronics.com
> Subject: Yak-List: Airplanes that talk to you....
>
>
> I have got some decent time in various types of airplanes from jets to
> props. Some have avionics that tell you when something is wrong or about
> to
> go wrong. Some airplanes have different ways of talking to you. The Yak is
> pretty good at talking to you and telling you there is an issue.
>
> I recently had some air issues that were tracked down to a small seal leak
> in a gear actuator. So, off comes both acuators for overhaul. Well, that
> small seal leak probably kept me from having a catastrophic gear actuator
> failure which would have prevent the gear from going down if they were up
> and locked. The end cap on the right acuator was cracked and near failure.
> Had the small leak not happened first, the cap probably would have gone! I
> certainly did not like to find out that I had a bad cap but it sure beats
> landing gear up or worse..one down and the other up! Two new caps are
> being
> machined and will be made better and stronger than the old ones. (By the
> way, there was JB weld on the acutator that failed. I am pretty sure that
> the Russians do not use JB Weld....two people have owned the airplane
> since
> it was brought to the US..but just one operator)
>
> While dealing with the acutator issue, I took a look at little shimmy that
> had just started in the tailwheel. I had just replaced the tire and
> figured
> that would cure the problem. It needed to be changed. No joy on the shimmy
> fix. Uhmmmm?? A week or so later, I find a new problem, the airplane was
> moved with the TW lock engaged damaging the TW fork. Damn....not again (a
> shop busted it last time) Out comes the fork for a repair and I figured
> now
> was as good a time to put the new TW shock cap that TJ and Mike Hanshew
> made
> the -50 community last year. The reason a new was made was that one -50
> owners failed and could have ended worse than it did. So doing what
> Americans do best, two guys in AZ adapted and overcame and helped keep
> these
> birds flying. Well, good thing I had that little shimmy, I pulled the
> shock
> out and the bearing that was back there fell out in my hand! I am not sure
> how many landings she had left in her but I would guess not many before
> that
> bearing would hav!
> e failed and caused me to lose control of the ass end of the airplane.
> That
> shimmy was the whisper before a scream!
>
> I have come to respect the things this airplane tells me. I am guessing it
> has saved me more than once. Listen to your airplane...it speaks in a
> language evry pilot should understand.
>
>
> For you -50 folks, the folks in AZ are doing some good things with the
> airplane. Get a hold of them and do yourself a favor. Have some parts on
> the
> shelf for your next annual!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=127036#127036
>
>
>
Message 3
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| Subject: | Airplanes that talk to you.... |
Jan,
You need to look at all your gear attachment points. From the actuator
attachment bolt in the wing to the push rod attachment on the strut. Also
look at the 4 bolts that anchor the strut to the wing (doubt that is the
culprit though). But it will confirm the structural integrity of the gear
and gear box.
Suspect it has more to do with the actuator movement not completely seating
as it withdraws the strut. Something causing a transient binding as it
approaches completion of the retraction.
Have you noticed an scuffing on the sides of the gear as well?
You said this was a fore - aft vibration? Not a rotational (side to side)
vibration. Rotational would be more like the bushings in the scissors
wearing.
Jacks and a retraction test is a good idea. That should help to isolate it.
Hope this helps,
Doc
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Jan Mevis
Sent: Thursday, August 02, 2007 2:37 AM
Subject: RE: Yak-List: Airplanes that talk to you....
Very interesting, Tim.
Indeed, I also listen very closely. Sometimes you also have to watch.
Yesterday I had an experienced friend fly my plane. So I could see it fly. I
was rather amazed to see that the right gear leg all of a sudden VIBRATED
when he pulled the gear in at takeoff. Afterwards I asked him if he noticed
anything special but he did not. I'm going to put my 50 on Yaks to check the
whole gear.
Does anyone have any idea what may have caused this vibration ? It was very
strange : the right leg moving in, and after having turned about 10 degrees,
it oscillated rapidly fore-after, but only for a second, and then it moved
further in and locked without a problem. I could not see whether the same
problem happened at the landing.
Jan Mevis
RA2005K
YK50
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Tim Gagnon
Sent: donderdag 2 augustus 2007 2:12
Subject: Yak-List: Airplanes that talk to you....
I have got some decent time in various types of airplanes from jets to
props. Some have avionics that tell you when something is wrong or about to
go wrong. Some airplanes have different ways of talking to you. The Yak is
pretty good at talking to you and telling you there is an issue.
I recently had some air issues that were tracked down to a small seal leak
in a gear actuator. So, off comes both acuators for overhaul. Well, that
small seal leak probably kept me from having a catastrophic gear actuator
failure which would have prevent the gear from going down if they were up
and locked. The end cap on the right acuator was cracked and near failure.
Had the small leak not happened first, the cap probably would have gone! I
certainly did not like to find out that I had a bad cap but it sure beats
landing gear up or worse..one down and the other up! Two new caps are being
machined and will be made better and stronger than the old ones. (By the
way, there was JB weld on the acutator that failed. I am pretty sure that
the Russians do not use JB Weld....two people have owned the airplane since
it was brought to the US..but just one operator)
While dealing with the acutator issue, I took a look at little shimmy that
had just started in the tailwheel. I had just replaced the tire and figured
that would cure the problem. It needed to be changed. No joy on the shimmy
fix. Uhmmmm?? A week or so later, I find a new problem, the airplane was
moved with the TW lock engaged damaging the TW fork. Damn....not again (a
shop busted it last time) Out comes the fork for a repair and I figured now
was as good a time to put the new TW shock cap that TJ and Mike Hanshew made
the -50 community last year. The reason a new was made was that one -50
owners failed and could have ended worse than it did. So doing what
Americans do best, two guys in AZ adapted and overcame and helped keep these
birds flying. Well, good thing I had that little shimmy, I pulled the shock
out and the bearing that was back there fell out in my hand! I am not sure
how many landings she had left in her but I would guess not many before that
bearing would hav!
e failed and caused me to lose control of the ass end of the airplane. That
shimmy was the whisper before a scream!
I have come to respect the things this airplane tells me. I am guessing it
has saved me more than once. Listen to your airplane...it speaks in a
language evry pilot should understand.
For you -50 folks, the folks in AZ are doing some good things with the
airplane. Get a hold of them and do yourself a favor. Have some parts on the
shelf for your next annual!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127036#127036
Message 4
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| Subject: | Re: Airplanes that talk to you.... |
Jan,
I am pretty sure that most of what you are feeling is the "scrubbing" of
the ram as it moves in the cylinder, but I would agree that you need to
get the aircraft on jacks and give it a through looking at. When I
overhaul actuator clyinders I always check to see if the ram extention
and retraction is smooth and fluid in it's travel. I have seen many
that moved is short jerks, sort of "stutters" in and out. This is
usally caused by one of three things, incificient flow of air (air flow
is restricted and it has to move the ram then build up more pressure,
move the ram again, and so on), 2nd it could be that the wrong 0 rings
were used at overhaul and the ram is too tight in the cly, or 3rd it
might be that who ever is maintaining the aircraft has injected an
excessive amount of tool oil into the system and has washed all the high
pressure grease off the cylinder walls. The latter reason is most
likely if the actuators have been in the aircraft for a time and have
been operating properly up to now. Limited use of air tool oil in the
pneumatic system is a good thing up to a point, but you should not
exceed the spec in the manual.
Always Yakin,
Doug Sapp
Mevis wrote:
>
>Very interesting, Tim.
>Indeed, I also listen very closely. Sometimes you also have to watch.
>
>Yesterday I had an experienced friend fly my plane. So I could see it fly. I
>was rather amazed to see that the right gear leg all of a sudden VIBRATED
>when he pulled the gear in at takeoff. Afterwards I asked him if he noticed
>anything special but he did not. I'm going to put my 50 on Yaks to check the
>whole gear.
>
>Does anyone have any idea what may have caused this vibration ? It was very
>strange : the right leg moving in, and after having turned about 10 degrees,
>it oscillated rapidly fore-after, but only for a second, and then it moved
>further in and locked without a problem. I could not see whether the same
>problem happened at the landing.
>
>
>Jan Mevis
>RA2005K
>YK50
>
>-----Original Message-----
>From: owner-yak-list-server@matronics.com
>[mailto:owner-yak-list-server@matronics.com] On Behalf Of Tim Gagnon
>Sent: donderdag 2 augustus 2007 2:12
>To: yak-list@matronics.com
>Subject: Yak-List: Airplanes that talk to you....
>
>
>I have got some decent time in various types of airplanes from jets to
>props. Some have avionics that tell you when something is wrong or about to
>go wrong. Some airplanes have different ways of talking to you. The Yak is
>pretty good at talking to you and telling you there is an issue.
>
>I recently had some air issues that were tracked down to a small seal leak
>in a gear actuator. So, off comes both acuators for overhaul. Well, that
>small seal leak probably kept me from having a catastrophic gear actuator
>failure which would have prevent the gear from going down if they were up
>and locked. The end cap on the right acuator was cracked and near failure.
>Had the small leak not happened first, the cap probably would have gone! I
>certainly did not like to find out that I had a bad cap but it sure beats
>landing gear up or worse..one down and the other up! Two new caps are being
>machined and will be made better and stronger than the old ones. (By the
>way, there was JB weld on the acutator that failed. I am pretty sure that
>the Russians do not use JB Weld....two people have owned the airplane since
>it was brought to the US..but just one operator)
>
>While dealing with the acutator issue, I took a look at little shimmy that
>had just started in the tailwheel. I had just replaced the tire and figured
>that would cure the problem. It needed to be changed. No joy on the shimmy
>fix. Uhmmmm?? A week or so later, I find a new problem, the airplane was
>moved with the TW lock engaged damaging the TW fork. Damn....not again (a
>shop busted it last time) Out comes the fork for a repair and I figured now
>was as good a time to put the new TW shock cap that TJ and Mike Hanshew made
>the -50 community last year. The reason a new was made was that one -50
>owners failed and could have ended worse than it did. So doing what
>Americans do best, two guys in AZ adapted and overcame and helped keep these
>birds flying. Well, good thing I had that little shimmy, I pulled the shock
>out and the bearing that was back there fell out in my hand! I am not sure
>how many landings she had left in her but I would guess not many before that
>bearing would hav!
> e failed and caused me to lose control of the ass end of the airplane. That
>shimmy was the whisper before a scream!
>
>I have come to respect the things this airplane tells me. I am guessing it
>has saved me more than once. Listen to your airplane...it speaks in a
>language evry pilot should understand.
>
>
>For you -50 folks, the folks in AZ are doing some good things with the
>airplane. Get a hold of them and do yourself a favor. Have some parts on the
>shelf for your next annual!
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=127036#127036
>
>
>
>
Message 5
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| Subject: | Re: Airplanes that talk to you.... |
Be very careful with the retraction test. It is a bit unnerving. I have done it
a few times and every time it scares the hell out of me. I do not like airplanes
on jacks.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127156#127156
Message 6
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| Subject: | Gear retract test |
I don't want to stomp on any toes, so please don't take it that way.
I've seen and heard of too many people who are scared out of their wits
about doing gear testing because they're afraid the plane will hop off
the jacks.
If you're blasting the gear down, then you're doing it wrong and will
damage the gear system.
Below is a generic version of the correct way to perform a gear
retraction test for Yaks on jacks and the gear selector in the down
position:
1) MAIN AIR- OPEN
2) SELECT GEAR- UP
3) VERIFY GEAR UP- CHECK UPLOCKS ETC
4) MAIN AIR - CLOSE
5) EMERGENCY AIR- OPEN QUICKLY
6) VERIFY GEAR UNLOCKS FROM THE UP POSITION
The gear should be caught in between the up and down positions.
This is a good time to look over the gear swing action by hand.
7) SELECT GEAR- NEUTRAL
8) VERIFY GEAR DOWN AND LOCKED
9) EMERGENCY AIR- CLOSE
10) SELECT GEAR- DOWN
11) BLEED OFF SYSTEM PRESSURE FOR 2 MINUTES
I usually actuate the parking brake and alternate left and right rudder
until the "fart" valve releases.
It's important to wait a good minute after the valve releases to ensure
the emergency system is purged before engaging the main air system.
If there's any residual pressure in the emergency side the shuttle
valves on the gear may not switch over completely to the main system.
12) MAIN AIR- OPEN
13) SELECT GEAR- UP
14) VERIFY GEAR UP
15) SELECT GEAR- DOWN
16) VERIFY GEAR DOWN AND LOCKED
With best regards to all,
Cliff
Tim Gagnon wrote:
>
>Be very careful with the retraction test. It is a bit unnerving. I have done it
a few times and every time it scares the hell out of me. I do not like airplanes
on jacks.
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=127156#127156
>
>
>
>
Message 7
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| Subject: | Re: Airplanes that talk to you.... |
Tim and all,
Retraction tests should not be something that you should be afraid of.
You should only be afraid if you are trying to do the test without the
proper equipment. If you are trying to do a retraction test without a
full set of 4 jacks you really SHOULD be scared. The "headed" jack
which supports the engine is a must as is the tail jack. If you don't
have a tail jack you can get by with a stand of some type but the
standard issue tail jack works the best. I know of at least one 50 that
ended up on the floor with both jacks stuck though the wings, a CJ's
tail broke the flimsy sawhorse tail stand and it squatted so hard that
it kinked the tail cone and the broken saw horse bashed a hole in the
bottom of the horizontal stabilizer. The $250.00 cost (each)of the
headed jack and the tail jack is pennies compared to the cost to repair
the damage if it comes off the jacks. Another point to consider is
that the lack of restrictors ($2.00 each) in the proper places
throughout the pneumatic system is another leading cause of jacking
accidents. When the gear slams up there is a huge amount of up force,
plenty to make the aircraft "hop" up just enough. When the gear comes
down they seldom if ever hit the wells at exactly the same time, so you
have a huge outward side load from one side then the other as they slam
down to lock.
I mention the prices above not in an effort to sell parts, but to
demonstrate the foolishness in taking a chance without the proper
equipment. I confess that back in the days before I stocked jacks I
tried to do a retraction test on my 18, and ended up replacing both
leading edge skins, about a $3000.00 job before it was all done. Bitter
memories.
Always Yakin,
Doug
Tim Gagnon wrote:
>
>Be very careful with the retraction test. It is a bit unnerving. I have done it
a few times and every time it scares the hell out of me. I do not like airplanes
on jacks.
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=127156#127156
>
>
>
>
Message 8
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| Subject: | Re: Airplanes that talk to you.... |
Doug,
I used all four jacks you sold to Jay Hodge. I could have put another 100 on the
thing and it still would not make me ok with a retraction test on the -50. BUT,
I will echo your statement with regards to the jacks. The "headed" jack is
worth its weight in titanium. The tail stand is being used as we speak.
Proper maintenance with the proper tool is cheap insurance.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127183#127183
Message 9
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| Subject: | Red Air Fall Fling III |
Well Gang,
Red Fall Fling is on again. The dates have moved due to conflicts. It will
be 18-21 October 2007. Same place, Selma (KSEM). Accommodations will be the
Jamison Inn (334- 874-8600). There are 30 double be rooms reserved at $69.99
for the regular and $74.99 for the premium. The block of rooms will be held
until 2 weeks prior to the event. The premium means you get a microwave and
refrigerator in your room. The fuel will be discounted by a price yet to be
determined. 2 7 PAX vans will be awaiting the Thursday arrivals.
Time to belly up to the RPA website and get signed up. A cc. email to me
would be greatly apprecialted with your intentions and the # you are
bringing.
We need at least 2 IP's and 1 Check IP. Shane do you plan to be the keeper
of the IMPAC card for the IP's rooms?
The event Fee has not been determined at this very moment but expect about
$125.00 so I don't pick up the difference this year and a donation can
actually be made to the RPA.
Email me your beverage (reasonable) and snack preferences. We will plan on
a catered supper and box lunches same as the last years. For the Sat night
awards dinner, plan to go back to Major Grumbles(the name and ownership
changed to ???) like the previous years.
See ya in October if not sooner,
Doc Kemp
Message 10
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| Subject: | Airplanes that talk to you.... |
Thanks all of you for your helpful advise. This list is really great !!!!
I'll keep you informed about the oscillating problem of the main gear.
Jan
Message 11
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To all reading this posting, I would like to remind everyone that there are always
two sides to every story. As with any installation things can come up that
are unexpected and unplanned, especially when dealing with such a unique aircraft
as the YAK. Were there issues yes, were there delays of course, and as
the manager I take full responsibility!
Was the aircraft in our facility for 4 months, no! It was 3 months. Still a long
time when we expected 4 weeks. Changes and customizations that had to be
made to accomidate components goint places were it "looks" like it should fit.
Fabrication of mount structure that do not exist, or would not work. Just as
in the case of the autopilot, we were assured by the manufacturer that there
were lots of installations, and come to find out that we were providing the documentation
and mounting for future installs after the fact. Fabricating custom
brackets, having special made parts shipped back and forth. All of which
lead to delays.
When the aircraft was to picked up did the main hydraulic line have a tear in it?
Absolutely! Should we be held responsible for that absolutely not!. The
brake line was the wrong type line, it was standard clear soft plastic static
tubing, not designed for corrosive fluids. Once we found where the fluid going
when the reservoir was filled, we found the hose broken at a clamp where the
fluid had caused the hose to become deteriorated. It was not just a broken line
due to negligence, and it was not the only line, that was bad, the entire
brake system was put together with that tubing. When a mechanic was found who
was willing to work on the ship, he had to replace all the lines!
I could easily respond to every point, and the fact is there are always two sides,
neither is ever completely right or wrong, we are the first to tell you we
are not perfect. However the bottom line when Mr. Gauge left with the aircraft
after the squawks he had listed were repaired, OVER ONE YEAR AGO, that was
the last we had heard of any problems until now! His many letters were one we
received prior to his posting.
Gulf Coast Avionics would not be rated in the top 20 every year by all the manufacturers
we support if we were not doing something right. We are not in the
business of leaving any customer with problems.
Regards,
Brad Miller
Service Manager
Gulf Coast Avionics Corp.
(863) 709-9714 ext 108
brad@gca.aero
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Went flying today and when I went to put the plane back in the hanger, I
couldn't. Parking brake was not set, but the wheels were locked up solid. Did
some looking around and discovered I could get the brakes to release by moving
the rudder back and forth. Figured the problem might be the selector valve.
Pulled it out and cleaned it up. No obvious problems. Put it back in and no
change. Then I noticed that when I squeeze and release the brake lever instead
of a quick "phist" of air I get a slow hiss down by the reducer valve. Well
hell, that must be the problem. Out comes that valve. Cleaned it up (boy was
it dirty) and put it back in. Well, you guessed it, no change. What's up?
Thanks,
Jay
http://discover.aol.com/memed/aolcom30tour
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