Today's Message Index:
----------------------
1. 04:43 AM - Re: Re: Yak rudder pedal mod (A. Dennis Savarese)
2. 11:26 AM - Re: 300 nm range restriction (GreasySideUp)
3. 11:49 AM - Re: Re: 300 nm range restriction (Roger Kemp MD)
4. 02:10 PM - Re: Air Leak (Bill1200)
5. 02:32 PM - Re: Re: 300 nm range restriction (A. Dennis Savarese)
6. 03:00 PM - Re: 300 nm range restriction (barryhancock)
7. 03:20 PM - Re: Re: Air Leak (A. Dennis Savarese)
8. 03:21 PM - Re: Re: Air Leak (Peter K. Van Staagen)
9. 03:34 PM - Re: Re: 300 nm range restriction (A. Dennis Savarese)
10. 03:58 PM - Re: 300 nm range restriction (barryhancock)
11. 04:00 PM - Re: Re: Air Leak (Peter K. Van Staagen)
12. 04:11 PM - Re: Re: 300 nm range restriction (A. Dennis Savarese)
13. 04:11 PM - Re: Re: Air Leak (A. Dennis Savarese)
14. 04:30 PM - Re: Air Leak (GreasySideUp)
15. 05:56 PM - Re: Re: 300 nm range restriction (Yak Driver)
16. 06:21 PM - Re: Re: 300 nm range restriction (A. Dennis Savarese)
17. 07:33 PM - Re: Re: Air Leak (Peter K. Van Staagen)
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| Subject: | Re: Yak rudder pedal mod |
Speaking of rudder pedal mods, as most people know that have ridden in
the back seat of a 52, the rudder pedals rearward travel is
significantly less than the front cockpit.
If anyone wants more room leg room in the back cockpit of a 52, there is
a fairly easy solution to make the rear rudder pedals adjust to the same
travel distance as the front.
Remove the adjustment knob.
Remove the oval shaped cover plate just behind the knob by removing the
two small screws that hold the cover plate to the assembly.
Reinstall the adjustment knob and the center screw. You will remove it
again shortly.
Now pull the jack screw assembly forward using the adjuster knob.
At the back end of the jack screw you will see a metal sleeve about 5/8"
in length. Slide this sleeve off the jack screw.
Slide the jack screw back into position.
Remove the adjustment knob again and slide the oval cover plate back
into position and secure with the two small screws.
Reinstall the adjustment knob, locking tab and screw.
Now the rear cockpit rudder pedals will move approximately 2" further to
the rear with the adjustment knob.
Do check for clearance between the back of the rudder pedal and the main
spar. Adjust forward as necessary.
Dennis
----- Original Message -----
From: barryhancock
To: yak-list@matronics.com
Sent: Tuesday, February 03, 2009 10:05 PM
Subject: Yak-List: Re: Yak rudder pedal mod
<bhancock@worldwidewarbirds.com>
The rudder pedal brackets are designed to fit the original pedal
assemblies used in pneumatic systems. I don't know if the -55 has
pneumatic brakes or not. They will not work in a -52TW, but will work
on a -52TD, provided they are original brakes.
I believe I have someone willing to test the brackets on a -52 in the
front seat in the next few weeks. So, we should have a definitive
answer on the -52 front cockpit soon.
Cheers,
Barry
--------
Barry Hancock
Worldwide Warbirds, Inc.
www.worldwidewarbirds.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=228401#228401
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| Subject: | Re: 300 nm range restriction |
I am having the local FSDO redo the operating limits to get rid of the proficiency
area. They are saying I'll still need a program letter. I thought the whole
point was to avoid writing program letters each year. Is this still the case
with the new op limits or is he mistaken? Will I still need to write a letter
for every Airshow I wish to attend?
Thanks
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=228499#228499
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| Subject: | Re: 300 nm range restriction |
Yep.
VD
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of GreasySideUp
Sent: Wednesday, February 04, 2009 1:25 PM
Subject: Yak-List: Re: 300 nm range restriction
I am having the local FSDO redo the operating limits to get rid of the
proficiency area. They are saying I'll still need a program letter. I
thought the whole point was to avoid writing program letters each year. Is
this still the case with the new op limits or is he mistaken? Will I still
need to write a letter for every Airshow I wish to attend?
Thanks
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=228499#228499
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So today I went to the hangar, pressure had bled down over day and a half to 20atm,
filled up to 55atm when relief valve went off, could hear it bleed down
to about 50atm. Went flying for approx 40min with steady decline in pressure to
about 30atm, landed with about 20atm after gear,flaps,brakes. Wouldn't come
back up past that level sitting at 70% for 2-3 minutes. Shut it down, filled it
back up to 50 atm, sprayed soap/water on relief valve didn't see a leak, put
gear lever at neutral,checked it 3 hours later looks fairly stable. Will check
it again Friday to see if pressure holding with gear lever at neutral.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=228533#228533
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| Subject: | Re: 300 nm range restriction |
Unfortunately, the program letter or sometimes called a Schedule of
Events, has not been eliminated. Ridiculous as it may be, we still have
to submit an annual Program letter. So your FSDO inspector is correct.
Hopefully when FAA Order 8130.2F is rewritten, the need for a program
letter will be eliminated.
Dennis
----- Original Message -----
From: GreasySideUp
To: yak-list@matronics.com
Sent: Wednesday, February 04, 2009 1:25 PM
Subject: Yak-List: Re: 300 nm range restriction
<greasysideup@hotmail.com>
I am having the local FSDO redo the operating limits to get rid of the
proficiency area. They are saying I'll still need a program letter. I
thought the whole point was to avoid writing program letters each year.
Is this still the case with the new op limits or is he mistaken? Will I
still need to write a letter for every Airshow I wish to attend?
Thanks
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=228499#228499
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| Subject: | Re: 300 nm range restriction |
We need to remember that we are flying "exhibition" airplanes. The intent of owning
and operating these aircraft, as far as the FAA is concerned, is primarily
for exhibition. Therefore, a Program Letter announcing the events you intend
to attend each year is just part and parcel of ownership of a warbird.
Whilst inconvenient, it is certainly not onerous to type a letter with event dates
and send it off via fax to the FAA. Further, if you are flying to an event,
make sure you have a copy of your program letter WITH THAT EVENT on there,
as that could open you up to FAA scrutiny.
The Program Letter serves as an opportunity to plan your flying for the year, so
it ain't all bad.... ;)
Barry
--------
Barry Hancock
Worldwide Warbirds, Inc.
www.worldwidewarbirds.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=228542#228542
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Sounds like it definitely is a leaking gear actuator. If it still leaks
with the gear handle in the down position, you'll need to isolate the
problem to one of the actuators.
While the gear is down and with the gear handle in the DOWN position,
remove the flex hose B-Nut (17 mm) on the end of the actuator closest to
the chrome shaft that extends and retracts the gear. (The other end of
the actuator at the top is the DOWN side of the actuator and has 2 flex
lines connected to the shuttle valve). Now turn on the main air and if
air is coming out of the fitting on the actuator (not the flex hose
B-nut), the seals in that actuator are leaking. If you've found one bad
actuator, you might as well bite the bullet and remove all of them plus
the uplock (parrot hook) actuators and ship them off to Jill at M14P to
be overhauled or buy the kits from Jill and overhaul them yourself.
Since your going to do all of the actuators, you might as well remove
the flap actuator too. The condition of one actuator usually dictates
the condition of all of the actuators.
Dennis
----- Original Message -----
From: Bill1200
To: yak-list@matronics.com
Sent: Wednesday, February 04, 2009 4:08 PM
Subject: Yak-List: Re: Air Leak
So today I went to the hangar, pressure had bled down over day and a
half to 20atm, filled up to 55atm when relief valve went off, could hear
it bleed down to about 50atm. Went flying for approx 40min with steady
decline in pressure to about 30atm, landed with about 20atm after
gear,flaps,brakes. Wouldn't come back up past that level sitting at 70%
for 2-3 minutes. Shut it down, filled it back up to 50 atm, sprayed
soap/water on relief valve didn't see a leak, put gear lever at
neutral,checked it 3 hours later looks fairly stable. Will check it
again Friday to see if pressure holding with gear lever at neutral.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=228533#228533
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Next time put the gear handle in the neutral position while you are flying.
You can try the flap handle too. If that solves the problem then you are
leaking past the seals in one of the cylinders.
If the air is leaking after you close the air valve, it is not the gear
system or flap system because the air valve isolates the tank from those
systems.
Good luck.
Pete
__|__
__|__ ----=(*)=---- __|__
----=(*)=---- __|__ ----=(*)=----
----=(*)=----
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Bill1200
Sent: Wednesday, February 04, 2009 4:08 PM
Subject: Yak-List: Re: Air Leak
So today I went to the hangar, pressure had bled down over day and a half to
20atm, filled up to 55atm when relief valve went off, could hear it bleed
down to about 50atm. Went flying for approx 40min with steady decline in
pressure to about 30atm, landed with about 20atm after gear,flaps,brakes.
Wouldn't come back up past that level sitting at 70% for 2-3 minutes. Shut
it down, filled it back up to 50 atm, sprayed soap/water on relief valve
didn't see a leak, put gear lever at neutral,checked it 3 hours later looks
fairly stable. Will check it again Friday to see if pressure holding with
gear lever at neutral.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=228533#228533
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| Subject: | Re: 300 nm range restriction |
I'm not trying to sound arrogant here, but a legitimate question is - If
there are no restrictions on where you can fly for proficiency except
for landing at Class B primary airports, they why does one need a
program letter? If there are no restrictions on proficiency flights,
which is what they are called, then flying to an airfield that on that
day just happened to have a local fly-in could certainly be a flight for
proficiency and not specifically for exhibiting the aircraft. If
you're not going to exhibit the airplane, then it's just a pleasure
flight or a so-called proficiency flight. But because there is an
airshow or fly-in there that you flew to see (not exhibit), the FAA
says you need a program letter. Why?
Legitimate question?
Dennis
----- Original Message -----
From: barryhancock
To: yak-list@matronics.com
Sent: Wednesday, February 04, 2009 4:59 PM
Subject: Yak-List: Re: 300 nm range restriction
<bhancock@worldwidewarbirds.com>
We need to remember that we are flying "exhibition" airplanes. The
intent of owning and operating these aircraft, as far as the FAA is
concerned, is primarily for exhibition. Therefore, a Program Letter
announcing the events you intend to attend each year is just part and
parcel of ownership of a warbird.
Whilst inconvenient, it is certainly not onerous to type a letter with
event dates and send it off via fax to the FAA. Further, if you are
flying to an event, make sure you have a copy of your program letter
WITH THAT EVENT on there, as that could open you up to FAA scrutiny.
The Program Letter serves as an opportunity to plan your flying for
the year, so it ain't all bad.... ;)
Barry
--------
Barry Hancock
Worldwide Warbirds, Inc.
www.worldwidewarbirds.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=228542#228542
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| Subject: | Re: 300 nm range restriction |
Dennis,
You're asking a logical question about FAA regulations on experimental aircraft?
Shame on you...you know better! [Laughing]
--------
Barry Hancock
Worldwide Warbirds, Inc.
www.worldwidewarbirds.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=228552#228552
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And, do this on jacks in case you phuck up.
__|__
__|__ ----=(*)=---- __|__
----=(*)=---- __|__ ----=(*)=----
----=(*)=----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of A. Dennis Savarese
Sent: Wednesday, February 04, 2009 5:16 PM
Subject: Re: Yak-List: Re: Air Leak
Sounds like it definitely is a leaking gear actuator. If it still leaks
with the gear handle in the down position, you'll need to isolate the
problem to one of the actuators.
While the gear is down and with the gear handle in the DOWN position, remove
the flex hose B-Nut (17 mm) on the end of the actuator closest to the chrome
shaft that extends and retracts the gear. (The other end of the actuator at
the top is the DOWN side of the actuator and has 2 flex lines connected to
the shuttle valve). Now turn on the main air and if air is coming out of
the fitting on the actuator (not the flex hose B-nut), the seals in that
actuator are leaking. If you've found one bad actuator, you might as well
bite the bullet and remove all of them plus the uplock (parrot hook)
actuators and ship them off to Jill at M14P to be overhauled or buy the kits
from Jill and overhaul them yourself.
Since your going to do all of the actuators, you might as well remove the
flap actuator too. The condition of one actuator usually dictates the
condition of all of the actuators.
Dennis
----- Original Message -----
From: Bill1200 <mailto:billdykes52@gmail.com>
Sent: Wednesday, February 04, 2009 4:08 PM
Subject: Yak-List: Re: Air Leak
So today I went to the hangar, pressure had bled down over day and a half to
20atm, filled up to 55atm when relief valve went off, could hear it bleed
down to about 50atm. Went flying for approx 40min with steady decline in
pressure to about 30atm, landed with about 20atm after gear,flaps,brakes.
Wouldn't come back up past that level sitting at 70% for 2-3 minutes. Shut
it down, filled it back up to 50 atm, sprayed soap/water on relief valve
didn't see a leak, put gear lever at neutral,checked it 3 hours later looks
fairly stable. Will check it again Friday to see if pressure holding with
gear lever at neutral.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=228533#228533
<Bnbsp; Navigator Photoshare, and
href="http://www.matronics.com/Navigator?Yak-List">http://www.matronics====
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| Subject: | Re: 300 nm range restriction |
You're right Barry. I do know better.
Dennis
----- Original Message -----
From: barryhancock
To: yak-list@matronics.com
Sent: Wednesday, February 04, 2009 5:58 PM
Subject: Yak-List: Re: 300 nm range restriction
<bhancock@worldwidewarbirds.com>
Dennis,
You're asking a logical question about FAA regulations on experimental
aircraft? Shame on you...you know better! [Laughing]
--------
Barry Hancock
Worldwide Warbirds, Inc.
www.worldwidewarbirds.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=228552#228552
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Great suggestion Pete.
Dennis
----- Original Message -----
From: Peter K. Van Staagen
To: yak-list@matronics.com
Sent: Wednesday, February 04, 2009 5:27 PM
Subject: RE: Yak-List: Re: Air Leak
And, do this on jacks in case you phuck up.
__|__
__|__ ----=(*)=---- __|__
----=(*)=---- __|__ ----=(*)=----
----=(*)=----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of A. Dennis
Savarese
Sent: Wednesday, February 04, 2009 5:16 PM
To: yak-list@matronics.com
Subject: Re: Yak-List: Re: Air Leak
Sounds like it definitely is a leaking gear actuator. If it still
leaks with the gear handle in the down position, you'll need to isolate
the problem to one of the actuators.
While the gear is down and with the gear handle in the DOWN position,
remove the flex hose B-Nut (17 mm) on the end of the actuator closest to
the chrome shaft that extends and retracts the gear. (The other end of
the actuator at the top is the DOWN side of the actuator and has 2 flex
lines connected to the shuttle valve). Now turn on the main air and if
air is coming out of the fitting on the actuator (not the flex hose
B-nut), the seals in that actuator are leaking. If you've found one bad
actuator, you might as well bite the bullet and remove all of them plus
the uplock (parrot hook) actuators and ship them off to Jill at M14P to
be overhauled or buy the kits from Jill and overhaul them yourself.
Since your going to do all of the actuators, you might as well remove
the flap actuator too. The condition of one actuator usually dictates
the condition of all of the actuators.
Dennis
----- Original Message -----
From: Bill1200
To: yak-list@matronics.com
Sent: Wednesday, February 04, 2009 4:08 PM
Subject: Yak-List: Re: Air Leak
So today I went to the hangar, pressure had bled down over day and a
half to 20atm, filled up to 55atm when relief valve went off, could hear
it bleed down to about 50atm. Went flying for approx 40min with steady
decline in pressure to about 30atm, landed with about 20atm after
gear,flaps,brakes. Wouldn't come back up past that level sitting at 70%
for 2-3 minutes. Shut it down, filled it back up to 50 atm, sprayed
soap/water on relief valve didn't see a leak, put gear lever at
neutral,checked it 3 hours later looks fairly stable. Will check it
again Friday to see if pressure holding with gear lever at neutral.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=228533#228533
<Bnbsp; Navigator Photoshare, and
href="http://www.matronics.com/Navigator?Yak-List">http://www.matronics
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href="http://forums.matronics.com">http://forums.matronics.com
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href="http://www.matronics.com/contribution">http://www.matronics.com/c
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Message 14
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petervs(at)knology.net wrote:
> I agree with Dennis. This is almost always the pressure relief valve.
> Sometimes dirt in the seat or just a worn seat. Very easy to replace. Seems
> like it has to be replaced about once a year or so.
>
> You can diagnose this by putting about 20 atm in the tank and then soaping
> up the relief valve. There is a pair of small holes on the bottom of the
> valve that will make bubbles if air is leaking by the seat.
>
> The last air trouble I had was that sometimes the air pressure would be 20
> atm while flying and other times about 45 atm while flying. I went through
> everything until finally replacing the relief valve seal, which fixed the
> problem.
>
> Moral... Check the easy stuff first.
>
> Pete
>
>
> __|__
> __|__ ----=(*)=---- __|__
> ----=(*)=---- __|__ ----=(*)=----
> ----=(*)=----
>
>
> --
I think this is my problem. Over the winter it now bleeds down to about 15 when
I fill externally. Where do I get those seals from? Should I replace the spring
and any other internals as well?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=228562#228562
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| Subject: | Re: 300 nm range restriction |
My local FSDO rep, who I fly with every six months for checkrides, told me
to just put the airports I want to fly to during 2009 in the program letter
,-no dates/events necessary.- Not sure if that's true for every FSDO, b
ut that's what mine wanted.=0A=0A=0A=0A=0A________________________________
=0AFrom: barryhancock <bhancock@worldwidewarbirds.com>=0ATo: yak-list@matro
nics.com=0ASent: Wednesday, February 4, 2009 4:59:07 PM=0ASubject: Yak-List
ancock" <bhancock@worldwidewarbirds.com>=0A=0AWe need to remember that we a
re flying "exhibition" airplanes.- The intent of owning and operating the
se aircraft, as far as the FAA is concerned, is primarily for exhibition.
- Therefore, a Program Letter announcing the events you intend to attend
each year is just part and parcel of ownership of a warbird.- =0A=0AWhils
t inconvenient, it is certainly not onerous to type a letter with event dat
es and send it off via fax to the FAA.- Further, if you are flying to an
event, make sure you have a copy of your program letter WITH THAT EVENT on
there, as that could open you up to FAA scrutiny.- =0A=0AThe Program Lett
er serves as an opportunity to plan your flying for the year, so it ain't a
ll bad.... ;)=0A=0ABarry=0A=0A--------=0ABarry Hancock=0AWorldwide Warbirds
, Inc.=0Awww.worldwidewarbirds.com=0A=0A=0A=0A=0ARead this topic online her
e:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=228542#228542=0A=0A
==================0A=0A=0A
Message 16
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| Subject: | Re: 300 nm range restriction |
That's rather odd! The purpose of the program letter is to notify the
FAA/FSDO of the EVENTS you plan to attend/exhibit the aircraft or
training events you plan on attending. Certainly not what airports you
intend to fly to as you can fly anywhere your heart desires without
restriction.
(37) The owner/operator of this aircraft must submit an annual program
letter update to the local FSDO that lists airshows, fly-ins, etc., that
will be attended during the next year, commencing at the time this
aircraft is released into phase II operation. This list of events may be
amended, as applicable, by letter or fax to the FSDO prior to the
intended operation amendments. A copy of the highlighted aeronautical
chart, when applicable, must be carried aboard this aircraft and be
available to the pilot. (Applicability: All)
----- Original Message -----
From: Yak Driver
To: yak-list@matronics.com
Sent: Wednesday, February 04, 2009 7:55 PM
Subject: Re: Yak-List: Re: 300 nm range restriction
My local FSDO rep, who I fly with every six months for checkrides,
told me to just put the airports I want to fly to during 2009 in the
program letter, no dates/events necessary. Not sure if that's true for
every FSDO, but that's what mine wanted.
-------------------------------------------------------------------------
-----
From: barryhancock <bhancock@worldwidewarbirds.com>
To: yak-list@matronics.com
Sent: Wednesday, February 4, 2009 4:59:07 PM
Subject: Yak-List: Re: 300 nm range restriction
<bhancock@worldwidewarbirds.com>
We need to remember that we are flying "exhibition" airplanes. The
intent of owning and operating these aircraft, as far as the FAA is
concerned, is primarily for exhibition. Therefore, a Program Letter
announcing the events you intend to attend each year is just part and
parcel of ownership of a warbird.
Whilst inconvenient, it is certainly not onerous to
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Here is how I repair this...
Jill has the seals. I've made them myself out of a sheet of nitrile, but
they don't last as long as the one's Jill sells. Her's are out of a harder
rubber.
Basically you unwire, loosen the jam nut and unscrew the top of the relief
valve. Count how many turns it takes to remove it so you can get it at
approximately the same setting when you reassemble. Be careful to go slow at
the end if there is any pressure left in the system or you'll blow the valve
guts across the hanger. Some people like to actuate the flaps and brakes
until the air is gone, but I just unscrew the valve top slowly. Once you
have the parts in hand you can pry out the rubber disk in the bottom of the
brass actuator. If your pressure was ok when your engine was operating and
consistent, you probably don't need to replace anything but the rubber disk.
Clean everything until it is like new, dirt here causes problems. Especially
clean the seat in the bottom of the valve body. Spraying brake parts cleaner
on a q-tip and swabbing out the seat works good. Press the rubber disk in
the brass actuator. Some people like to glue it in place, but I don't and
have never had a problem. If you just press it in and you are somewhere and
it fails, you can take it apart and flip the rubber disk over and be back in
business. Coat everything with air tool oil and reassemble. Fill the system
with air watching the gauges carefully. If you get to 45 or 50 you need to
loosen the top of the relief valve until it is hissing good. Then add air
again until it pops. If you add air too slow it will only hiss, but it you
let the air in fast the valve your make a machine gun sound. Personally I
set my air so that it pops at 45 and bleeds down and stabilizes at 40. Many
guys run their air up at 55, but I think that higher pressure just wears out
the pump and parts faster. If your plane is easy to start, 40 is plenty. My
plane will start reliably down to 25 unless it is sooooper cold.
Good luck,
Pete
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-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of GreasySideUp
Sent: Wednesday, February 04, 2009 6:30 PM
Subject: Yak-List: Re: Air Leak
petervs(at)knology.net wrote:
> I agree with Dennis. This is almost always the pressure relief valve.
> Sometimes dirt in the seat or just a worn seat. Very easy to replace.
Seems
> like it has to be replaced about once a year or so.
>
> You can diagnose this by putting about 20 atm in the tank and then soaping
> up the relief valve. There is a pair of small holes on the bottom of the
> valve that will make bubbles if air is leaking by the seat.
>
> The last air trouble I had was that sometimes the air pressure would be 20
> atm while flying and other times about 45 atm while flying. I went through
> everything until finally replacing the relief valve seal, which fixed the
> problem.
>
> Moral... Check the easy stuff first.
>
> Pete
>
>
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I think this is my problem. Over the winter it now bleeds down to about 15
when I fill externally. Where do I get those seals from? Should I replace
the spring and any other internals as well?
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http://forums.matronics.com/viewtopic.php?p=228562#228562
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