Today's Message Index:
----------------------
1. 04:12 AM - Re: inverted oil pressure (A. Dennis Savarese)
2. 09:26 AM - N Registered Yak aircraft (Richard Goode)
3. 01:23 PM - Re: N Registered Yak aircraft (Jan Mevis)
4. 02:05 PM - Re: N Registered Yak aircraft (Hans Oortman 1)
5. 03:54 PM - Re: N Registered Yak aircraft (cjpilot710@aol.com)
6. 08:08 PM - Re: N Registered Yak aircraft (Roger Kemp MD)
Message 1
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| Subject: | Re: inverted oil pressure |
Armin,
Do you know for sure the gimbaled pickup in the oil tank is rotating
completely when inverted? You may want to remove the tank and examine it
carefully for proper operation. Certainly your oil pump may have a problem.
But my suspicion is the problem lies in the oil tank pickup mechanism.
Dennis
----- Original Message -----
From: "Armin Riekert" <armin@jarin.de>
Sent: Monday, August 18, 2008 1:08 AM
Subject: Yak-List: inverted oil pressure
>
> List,
>
> I discovered that the oil pressure in my 52 goes zero when flying
> inverted.
> After rooling over, it drops constantly within maybe 2 seconds to zero.
> Didn't feel like waiting there any longer to see what happens next. Within
> this short period of time, RPM stayed constant at 82%.
> Checked the gimbal pickup in the tank to be fine. The canister where the
> oil
> temp probes are located has no visible cracks and no leak.
> Probably the oil pump? It keeps the pressure constantly at 5, but with the
> oil really warm after the flight, the pressure drops to 2 at 26% RPM.
> Maybe
> worn out and unable to keep enough suction in inverted flight?
> Any more ideas?
>
> Armin
>
>
>
Message 2
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| Subject: | N Registered Yak aircraft |
N Registered Yak aircraft
Certification
Sadly, I have been forced to spend years delving into this whole issue
of registrations, during the period were we had problems in Europe
attempting to get legal registrations for Yaks and Sukhois. The
essential position is:
a.. Only Type-Certificated aircraft can obtain Normal Category
Certificates of Airworthiness.
b.. A Normal Category Certificate of Airworthiness is valid in any
ICAO-Signatory country. Also the process of Type Certification tends to
be controlled with bi-lateral agreements between countries, so, as a
principle, an aircraft Type Certificated in one country will normally be
accepted in another country relatively easy.
c.. The problem then occurs with Non-Certificated aircraft. As a
practicality some 40% of aircraft in the UK are Non-Type Certificated,
and I suspect that the figure is probably fairly similar in the US.
d.. Unfortunately there is no uniformity as to how individual
countries handle Non-Certificated aircraft - indeed each country has
total flexibility to do what it thinks is best.
e.. So Non-Certificated are allowed to fly in many countries with the
paper being called "Experimental"; "Restricted"; "Permit to Fly" etc.
f.. A critical issue is then that the Airworthiness documents for a
Non-Certificated aircraft are, by legal definition, ONLY valid in the
country of issue.
g.. They can however be made valid in other countries by virtue of a
"Over-Fly" Permission from the National Aviation Authority in the
country over which the flying is occurring.
h.. Then, there is no uniformity as to what might be granted. For
example the German LBA will give Annual "Over-Fly" Permission to
Lithuanian Restricted Category aircraft such as Yak-52s etc. Conversely
the UK will only give 30 days in total per annum for such aircraft.
i.. So, all Yaks and Sukhois in the US are not Type Certificated; are
therefore registered in "Experimental", and therefore that registration
is not valid outside the USA without Over-Fly Permission.
j.. For the Red Bull aircraft, you will find that they obtained Dutch
Over-Fly Permission for them to compete in Rotterdam.
k.. An important point is that there is virtually no legislation
PREVENTING Non-Certificated aircraft flying in most countries. The
problem is, however, to convince the local NAA that they should give a
form of Experimental / Restricted - in most cases they feel that is too
much hassle and refuse!
Ownership
a.. A totally separate issue is that of Ownership. In principle, most
countries legislate that only citizens / corporate entities of that
country can register aircraft there. In the case of Europe, any
European can own any aircraft registered in any other European country.
b.. In the US of course, an aircraft can be owned by a trust, and that
trust can, I believe, be owned by a foreign National.
c.. Certainly in Europe it is not difficult for non-Europeans to set
up companies only for the purpose of aircraft ownership, and then that
company then becomes a Registered Owner.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340 120
Fax: +44 (0) 1544 340 129
www.russianaeros.com
Message 3
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| Subject: | N Registered Yak aircraft |
Thanks Richard. So if I understand it well, we would be all pleased if the
Russians would be so kind to provide a Type Certificate for our Yaks and
Sukhois ? (And the Chinese for the Nanchang ?) Or is this already the case,
but there simply are no bi-lateral agreements ?
Jan
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Richard Goode
Sent: maandag 18 augustus 2008 18:25
Subject: Yak-List: N Registered Yak aircraft
N Registered Yak aircraft
Certification
Sadly, I have been forced to spend years delving into this whole issue of
registrations, during the period were we had problems in Europe attempting
to get legal registrations for Yaks and Sukhois. The essential position
is:
* Only Type-Certificated aircraft can obtain Normal Category
Certificates of Airworthiness.
* A Normal Category Certificate of Airworthiness is valid in any
ICAO-Signatory country. Also the process of Type Certification tends to be
controlled with bi-lateral agreements between countries, so, as a principle,
an aircraft Type Certificated in one country will normally be accepted in
another country relatively easy.
* The problem then occurs with Non-Certificated aircraft. As a
practicality some 40% of aircraft in the UK are Non-Type Certificated, and I
suspect that the figure is probably fairly similar in the US.
* Unfortunately there is no uniformity as to how individual countries
handle Non-Certificated aircraft - indeed each country has total flexibility
to do what it thinks is best.
* So Non-Certificated are allowed to fly in many countries with the
paper being called "Experimental"; "Restricted"; "Permit to Fly" etc.
* A critical issue is then that the Airworthiness documents for a
Non-Certificated aircraft are, by legal definition, ONLY valid in the
country of issue.
* They can however be made valid in other countries by virtue of a
"Over-Fly" Permission from the National Aviation Authority in the country
over which the flying is occurring.
* Then, there is no uniformity as to what might be granted. For
example the German LBA will give Annual "Over-Fly" Permission to Lithuanian
Restricted Category aircraft such as Yak-52s etc. Conversely the UK will
only give 30 days in total per annum for such aircraft.
* So, all Yaks and Sukhois in the US are not Type Certificated; are
therefore registered in "Experimental", and therefore that registration is
not valid outside the USA without Over-Fly Permission.
* For the Red Bull aircraft, you will find that they obtained Dutch
Over-Fly Permission for them to compete in Rotterdam.
* An important point is that there is virtually no legislation
PREVENTING Non-Certificated aircraft flying in most countries. The problem
is, however, to convince the local NAA that they should give a form of
Experimental / Restricted - in most cases they feel that is too much hassle
and refuse!
Ownership
* A totally separate issue is that of Ownership. In principle, most
countries legislate that only citizens / corporate entities of that country
can register aircraft there. In the case of Europe, any European can own
any aircraft registered in any other European country.
* In the US of course, an aircraft can be owned by a trust, and that
trust can, I believe, be owned by a foreign National.
* Certainly in Europe it is not difficult for non-Europeans to set up
companies only for the purpose of aircraft ownership, and then that company
then becomes a Registered Owner.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340 120
Fax: +44 (0) 1544 340 129
www.russianaeros.com
Message 4
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| Subject: | N Registered Yak aircraft |
Jan,
Yak 52/50 and I believe the Sukhois also are all on the EASA list, i.e. this
means that in due time there will be a category in every JAA-country in
which our planes will fit..w'll just have to wait how those "office dudes"
are going to implement this. It is all based upon so called "grand fathers"
rights.
To the best of my knowledge, based upon information from EASA this also
means that you can import a plane (any plane on that list) from the US and
register it in one of the European countries in a kind of "normal" category.
W'll have to wait and see what happens.
Hans
_____
Van: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] Namens Jan Mevis
Verzonden: maandag 18 augustus 2008 22:23
Aan: yak-list@matronics.com
Onderwerp: RE: Yak-List: N Registered Yak aircraft
Thanks Richard. So if I understand it well, we would be all pleased if the
Russians would be so kind to provide a Type Certificate for our Yaks and
Sukhois ? (And the Chinese for the Nanchang ?) Or is this already the case,
but there simply are no bi-lateral agreements ?
Jan
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Richard Goode
Sent: maandag 18 augustus 2008 18:25
Subject: Yak-List: N Registered Yak aircraft
N Registered Yak aircraft
Certification
Sadly, I have been forced to spend years delving into this whole issue of
registrations, during the period were we had problems in Europe attempting
to get legal registrations for Yaks and Sukhois. The essential position
is:
* Only Type-Certificated aircraft can obtain Normal Category
Certificates of Airworthiness.
* A Normal Category Certificate of Airworthiness is valid in any
ICAO-Signatory country. Also the process of Type Certification tends to be
controlled with bi-lateral agreements between countries, so, as a principle,
an aircraft Type Certificated in one country will normally be accepted in
another country relatively easy.
* The problem then occurs with Non-Certificated aircraft. As a
practicality some 40% of aircraft in the UK are Non-Type Certificated, and I
suspect that the figure is probably fairly similar in the US.
* Unfortunately there is no uniformity as to how individual countries
handle Non-Certificated aircraft - indeed each country has total flexibility
to do what it thinks is best.
* So Non-Certificated are allowed to fly in many countries with the
paper being called "Experimental"; "Restricted"; "Permit to Fly" etc.
* A critical issue is then that the Airworthiness documents for a
Non-Certificated aircraft are, by legal definition, ONLY valid in the
country of issue.
* They can however be made valid in other countries by virtue of a
"Over-Fly" Permission from the National Aviation Authority in the country
over which the flying is occurring.
* Then, there is no uniformity as to what might be granted. For
example the German LBA will give Annual "Over-Fly" Permission to Lithuanian
Restricted Category aircraft such as Yak-52s etc. Conversely the UK will
only give 30 days in total per annum for such aircraft.
* So, all Yaks and Sukhois in the US are not Type Certificated; are
therefore registered in "Experimental", and therefore that registration is
not valid outside the USA without Over-Fly Permission.
* For the Red Bull aircraft, you will find that they obtained Dutch
Over-Fly Permission for them to compete in Rotterdam.
* An important point is that there is virtually no legislation
PREVENTING Non-Certificated aircraft flying in most countries. The problem
is, however, to convince the local NAA that they should give a form of
Experimental / Restricted - in most cases they feel that is too much hassle
and refuse!
Ownership
* A totally separate issue is that of Ownership. In principle, most
countries legislate that only citizens / corporate entities of that country
can register aircraft there. In the case of Europe, any European can own
any aircraft registered in any other European country.
* In the US of course, an aircraft can be owned by a trust, and that
trust can, I believe, be owned by a foreign National.
* Certainly in Europe it is not difficult for non-Europeans to set up
companies only for the purpose of aircraft ownership, and then that company
then becomes a Registered Owner.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340 120
Fax: +44 (0) 1544 340 129
www.russianaeros.com
http://www.matronics.com/Navigator?Yak-List
http://forums.matronics.com
http://www.matronics.com/contribution
Message 5
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| Subject: | Re: N Registered Yak aircraft |
NO! NO! NO! DON'T GO ASKING A TYPE CERTIFICATE FOR AN AIRCRAFT!!!! You
have far more freedom with experimental certificates. I would not be pleased
at
all!!
Jim "Pappy" Goolsby
In a message dated 8/18/2008 4:24:02 P.M. Eastern Daylight Time,
jan.mevis@informavia.be writes:
Thanks Richard. So if I understand it well, we would be all pleased if the
Russians would be so kind to provide a Type Certificate for our Yaks and
Sukhois ? (And the Chinese for the Nanchang ?) Or is this already the case, but
there simply are no bi-lateral agreements ?
Jan
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Richard Goode
Sent: maandag 18 augustus 2008 18:25
Subject: Yak-List: N Registered Yak aircraft
N Registered Yak aircraft
Certification
Sadly, I have been forced to spend years delving into this whole issue of
registrations, during the period were we had problems in Europe attempting to
get legal registrations for Yaks and Sukhois. The essential position is:
* Only Type-Certificated aircraft can obtain Normal Category
Certificates of Airworthiness.
* A Normal Category Certificate of Airworthiness is valid in any
ICAO-Signatory country. Also the process of Type Certification tends to be
controlled with bi-lateral agreements between countries, so, as a principle, an
aircraft Type Certificated in one country will normally be accepted in another
country relatively easy.
* The problem then occurs with Non-Certificated aircraft. As a
practicality some 40% of aircraft in the UK are Non-Type Certificated, and I
suspect that the figure is probably fairly similar in the US.
* Unfortunately there is no uniformity as to how individual countries
handle Non-Certificated aircraft - indeed each country has total flexibility
to do what it thinks is best.
* So Non-Certificated are allowed to fly in many countries with the
paper being called "Experimental"; "Restricted"; "Permit to Fly" etc.
* A critical issue is then that the Airworthiness documents for a
Non-Certificated aircraft are, by legal definition, ONLY valid in the country
of
issue.
* They can however be made valid in other countries by virtue of a
"Over-Fly" Permission from the National Aviation Authority in the country over
which the flying is occurring.
* Then, there is no uniformity as to what might be granted. For
example the German LBA will give Annual "Over-Fly" Permission to Lithuanian
Restricted Category aircraft such as Yak-52s etc. Conversely the UK will only
give 30 days in total per annum for such aircraft.
* So, all Yaks and Sukhois in the US are not Type Certificated; are
therefore registered in "Experimental", and therefore that registration is not
valid outside the USA without Over-Fly Permission.
* For the Red Bull aircraft, you will find that they obtained Dutch
Over-Fly Permission for them to compete in Rotterdam.
* An important point is that there is virtually no legislation
PREVENTING Non-Certificated aircraft flying in most countries. The problem is,
however, to convince the local NAA that they should give a form of Experimental
/ Restricted - in most cases they feel that is too much hassle and refuse!
Ownership
* A totally separate issue is that of Ownership. In principle, most
countries legislate that only citizens / corporate entities of that country
can register aircraft there. In the case of Europe, any European can own any
aircraft registered in any other European country.
* In the US of course, an aircraft can be owned by a trust, and that
trust can, I believe, be owned by a foreign National.
* Certainly in Europe it is not difficult for non-Europeans to set up
companies only for the purpose of aircraft ownership, and then that company
then becomes a Registered Owner.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340 120
Fax: +44 (0) 1544 340 129
_www.russianaeros.com_ (http://www.russianaeros.com/)
http://www.matronics.com/Navigator?Yak-List
http://forums.matronics.com
http://www.matronics.com/contribution
(http://www.matronics.com/Navigator?Yak-List)
(http://www.matronics.com/contribution)
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Message 6
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| Subject: | N Registered Yak aircraft |
If not wrong, I think Jan is in Belgium. I think they are bound by type
certificates and do not have the blessed "experimental" category that we are
so blessed to have. We are very lucky as you know to be in the experimental
show category.
Doc
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of cjpilot710@aol.com
Sent: Monday, August 18, 2008 5:52 PM
Subject: Re: Yak-List: N Registered Yak aircraft
NO! NO! NO! DON'T GO ASKING A TYPE CERTIFICATE FOR AN AIRCRAFT!!!! You
have far more freedom with experimental certificates. I would not be
pleased at all!!
Jim "Pappy" Goolsby
In a message dated 8/18/2008 4:24:02 P.M. Eastern Daylight Time,
jan.mevis@informavia.be writes:
Thanks Richard. So if I understand it well, we would be all pleased if the
Russians would be so kind to provide a Type Certificate for our Yaks and
Sukhois ? (And the Chinese for the Nanchang ?) Or is this already the case,
but there simply are no bi-lateral agreements ?
Jan
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Richard Goode
Sent: maandag 18 augustus 2008 18:25
Subject: Yak-List: N Registered Yak aircraft
N Registered Yak aircraft
Certification
Sadly, I have been forced to spend years delving into this whole issue of
registrations, during the period were we had problems in Europe attempting
to get legal registrations for Yaks and Sukhois. The essential position
is:
* Only Type-Certificated aircraft can obtain Normal Category
Certificates of Airworthiness.
* A Normal Category Certificate of Airworthiness is valid in any
ICAO-Signatory country. Also the process of Type Certification tends to be
controlled with bi-lateral agreements between countries, so, as a principle,
an aircraft Type Certificated in one country will normally be accepted in
another country relatively easy.
* The problem then occurs with Non-Certificated aircraft. As a
practicality some 40% of aircraft in the UK are Non-Type Certificated, and I
suspect that the figure is probably fairly similar in the US.
* Unfortunately there is no uniformity as to how individual countries
handle Non-Certificated aircraft - indeed each country has total flexibility
to do what it thinks is best.
* So Non-Certificated are allowed to fly in many countries with the
paper being called "Experimental"; "Restricted"; "Permit to Fly" etc.
* A critical issue is then that the Airworthiness documents for a
Non-Certificated aircraft are, by legal definition, ONLY valid in the
country of issue.
* They can however be made valid in other countries by virtue of a
"Over-Fly" Permission from the National Aviation Authority in the country
over which the flying is occurring.
* Then, there is no uniformity as to what might be granted. For
example the German LBA will give Annual "Over-Fly" Permission to Lithuanian
Restricted Category aircraft such as Yak-52s etc. Conversely the UK will
only give 30 days in total per annum for such aircraft.
* So, all Yaks and Sukhois in the US are not Type Certificated; are
therefore registered in "Experimental", and therefore that registration is
not valid outside the USA without Over-Fly Permission.
* For the Red Bull aircraft, you will find that they obtained Dutch
Over-Fly Permission for them to compete in Rotterdam.
* An important point is that there is virtually no legislation
PREVENTING Non-Certificated aircraft flying in most countries. The problem
is, however, to convince the local NAA that they should give a form of
Experimental / Restricted - in most cases they feel that is too much hassle
and refuse!
Ownership
* A totally separate issue is that of Ownership. In principle, most
countries legislate that only citizens / corporate entities of that country
can register aircraft there. In the case of Europe, any European can own
any aircraft registered in any other European country.
* In the US of course, an aircraft can be owned by a trust, and that
trust can, I believe, be owned by a foreign National.
* Certainly in Europe it is not difficult for non-Europeans to set up
companies only for the purpose of aircraft ownership, and then that company
then becomes a Registered Owner.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340 120
Fax: +44 (0) 1544 340 129
www.russianaeros.com <http://www.russianaeros.com/>
http://www.matronics.com/Navigator?Yak-List
http://forums.matronics.com
http://www.matronics.com/contribution
="http://www.matronics.com/Navigator?Yak-List">http://www.matronics.com/Navi
gator?Yak-List
.matronics.com/">http://forums.matronics.com
://www.matronics.com/contribution">http://www.matronics.com/contribution
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