Today's Message Index:
----------------------
1. 11:21 AM - Re: Re: Romania (doug sapp)
2. 11:42 AM - Re: Re: Romania (Gill Gutierrez)
3. 12:35 PM - Doug's going directly to heaven (Byron Fox)
4. 01:03 PM - Re: Re: Romania (Cliff Coy)
5. 01:18 PM - Combat Edge Helmet and Oxygen Mask (Tim Gagnon)
6. 05:03 PM - Y52 High Oil temp (Chris Wise)
7. 07:36 PM - Re: Y52 High Oil temp (T A LEWIS)
8. 08:13 PM - Re: Y52 High Oil temp (Chris Wise)
9. 09:43 PM - Re: Y52 High Oil temp (Roger Baker)
Message 1
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All,
We also have been manufacturing and improving existing parts for the CJ and
to a lesser degree the Yak for a long time now, below is a partial list of
the items we now either make in house or are having made for us.
Brake drums CJ or Yak) new manufactured stock available in March
Kit to adapt the 285 hp shutters to the M14P available in March
Stainless steel desiccant dryer mod for both CJ and Yak available now
Stainless steel mod for the three port gear and flap valve available in Feb
Snot valve mod, has stainless steel needle valve and hardened brass body
available now
Main air valve mod which has stainless steel needle valve available now
Stainless steel overhaul kits for the following:
- CJ6 SS check valve o/h kits available now
- CJ6 SS diverter valve o/h kits available now
- CJ6 SS brake valve o/h kits (for Yak also) available now
- CJ6 SS brake distribution valve o/h kits (for Yak also) available now
Gaskets, to many to list, including red silicone rocker cover gaskets, and
all gaskets needed at conditional inspection.
Mag coils for both the M14 and 285 hp engines. We are behind schedule on
this one but expect inventory in 45 to 60 days.
Engine mount rubbers we expect our first shipment of M14 type mount rubbers
in about 45 days.
Actuators, we now can overhaul main and nose gear actuators with new rams
and seals.
We also stock all CJ hoses in 80 inch bulk lengths as well as pre made new
hoses for the CJ6.
While manufacturing these "bead and butter" consumables is the logical next
step I fear that is not the answer to 100% of the problems which will face
us as the supply of parts from both Russia and China dwindle. The lack of
sheet metal type parts will pose one of the biggest problems in my opinion.
When I first started the CJ parts business 20+ years ago several insurance
companies contacted me checking to see rather parts to repair were actually
available. They explained that they were hesitant to sell hull insurance if
the parts to repair were not available. At the present time most airframe
sheet metal parts are in good supply but larger assemblies like wings, lower
cowls and horizontal stabilizers are becoming difficult to find. If this
situation persists I can see the day when hull insurance is difficult if not
impossible to obtain.
Best Christmas Wishes to all,
Kathleen and Doug Sapp
On Mon, Dec 6, 2010 at 5:43 PM, Cliff Coy <cliff.coy@gmail.com> wrote:
> *Tim,
> I would say the "Big Three" of George and myself, Jill and Carl, and Dennis
> are doing what we can to produce replacement parts for the Yaks. Whereas
> Aerostar has the the ability to produce many of the parts, the lead time and
> pricing is not acceptable to non-government markets.
>
> This may be a good time for us (collectively) to show what's available and
> to update what's in the works.
>
> Engines and engine parts-
> The Romanian Factory is still producing new engines as well as performing
> factory overhauls.
> Turn around time for an overhaul once the engine is received is about 3-1/2
> weeks.
> They offer component overhauls of compressors, mags, and oil pumps.
>
> George has already posted the factory's news concerning the new piston and
> ring sets for cylinders.
> We have developed a replacement magneto for which we've been waiting for
> over a year to have test flown (nudge nudge poke poke you *know* who you
> are).
> The second generation electronic ignition system is in the final stages of
> programming.
> Both of these systems are meant to be a "drop in" replacement utilizing the
> same mounting pad and form size.
> George has invested a *lot* of time and money into these systems.
>
> Ignition lead is available as are new Chinese spark plugs.
> There are also replacement (and arguably more reliable) automotive
> conversions available from Dennis and Bill Blackwell.
>
> We have carburetors overhauled in both Russia and Romania.
> Airflow Performance has a system that's working pretty well.
> The Continental style fuel injection system is still in development at the
> factory.
>
> Jill and Carl have received factory training to perform engine overhauls
> and tear down inspections.
> Barrett Precision is also doing the same.
>
> Propellers
>
> We have the parts to overhaul the two bladed V.Period hubs and the ability
> to perform static balancing.
> We have manufactured new internal parts for the hub- piston,domes, and
> pitch change blocks.
>
> I recommend Whirlwind Propeller for overhauling the blades. It's simply a
> cost effective thing to do.
>
> Jill is offering replacement blades developed in conjunction with
> Whirlwind.
> Avia Propeller has also developed replacement blades.
>
> Rubber Products-
> We have new Russian hose material to remake the hose assemblies.
> We have completed and paid for the engineering for metric hose fittings
> using U.S. hose.
> When we have the capital, we'll invest in a run of 10 fittings sets.
>
> For the header tank flop tube we are having this reverse engineered for
> fabrication over here.
>
> New U.S. tires are available
>
> Seals- I get my seals from Jill and Carl. I have a complete factory new
> seal kit that I'm holding for later duplication if necessary.
>
> Engine mount rubbers and baffles are available.
> Intake seals and valve cover seals are available.
>
> Canopies
> Replacement canopy sets have been available from LP and Cee Bailys for
> years.
>
> Exhaust Systems
>
> We sent a core engine to Aircraft Exhaust for them to develop a stainless
> steel slip jointed exhaust system.
> After a few tries, we've got a pretty good drop in replacement (including
> the heater muff).
>
> Pneumatic System
>
> This is the grayest area for replacement parts.
> We have the engineering completed for producing new steel and stainless
> steel air bottles. Again, we're holding off to do a run of ten sets to
> bring the price down.
>
> Air start valves are available in limited quantities.
>
> We have replacement check valves and can also rebuild check valves.
> Dennis offers the same.
>
> We have re-machined component parts like the differential valves.
>
> For those of you with extra deep pockets, George developed and fabricated
> hydraulic systems to replace both the brakes and landing gear systems.
>
> Brake drums and pads are usually available.
>
> Major Airframe Components
>
> These are going to be the hardest to come by and the hardest to produce.
> If Aerostar over produced the part you're looking for, then it'll probably
> be available- for EU pricing.
> If not, then it's going to come off of another aircraft.
>
> Cowlings, shutters, and control surfaces are getting scarce.
> We all have contacts outside of the U.S. who can search for used parts.
> Price and lead time is solely dependent on those contacts.
>
> I've heard tell that someone in California had made up composite cowlings,
> but this was years ago and I've never seen one.
>
> We have bearings for the control rods.
> We have access to control cables.
>
> Modifications
> There is plenty of room for lightening the load or increasing the range.
> For additional fuel, Dennis has bladders, we convert to wet wings.
> Replacing the radio & intercom, the DG & AI systems, and removing the ADF
> systems sheds somewhere in the vicinity of 50lb. I'm keeping this part short
> as it goes on for several threads.
> Suffice it to say that keeping everything original is going to become
> increasingly expensive.
>
> So the State of the Union, as it is, isn't that bad off- somewhere between
> the Beech Musketeer and an Ercoupe.
> The most dramatic change is in the parts pricing which, for decades, has
> been based off of old stocks.
>
> Like everything else, the limitations on parts availability and pricing is
> based on the bankroll behind it.
> Making one is expensive. Making 100 lowers the individual part's cost but
> the outlay is quite high.
> Deciding what to invest in is daunting at times. We've been sitting on
> several thousand dollars in landing gear lamps for almost 10 years now.
>
> I invite everyone else to put their two cents in about what they have and
> what they need.
>
> I'm aware that what I 'm saying may be painfully obvious to most, so
> responses obviously stating that I'm stating the obvious can be sent
> directly to /dev/null. *grin*
>
>
> Best regards,
> Cliff
> *
> --
> Clifford Coy
> Border Air Ltd.
> 629 Airport Rd.
> Swanton, VT 05488
> 802-868-2822 TEL
> 802-868-4465 FAX
> Skype: Cliff.Coy
>
> On Sun, Dec 5, 2010 at 07:43, Tim Gagnon <NiftyYak50@fuse.net> wrote:
>
>>
>> Nope..but we can throw those two over priced airframes into the mix.
>>
>> 400K for a Yak-52...I can see that..especially for a government.
>>
>> I would be less concerned about what Vietnam is paying for a Yak-52 and
>> more concerned about parts and spares availability. I would guess that if
>> availability continues to be an issue, so will value of these airplanes. I
>> know the P-51 community can pretty much make a brand new P-51 these days, it
>> comes at an enormous cost. A friend of mine had a Mustang that needed one
>> prop blade. If I recall, it cost him about 20K shipped. Multiply that by 4
>> plus a hub and spinner......point is, is it cost effective (or productive)
>> for someone to start making parts that are simply no longer available?
>>
>>
>>
> *
>
>
Message 2
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I agree with Doug, if it were not for him most of us with CJs would be
grounded for lack of the spare parts which he always seems to come through
with. Great job Doug!!
Merry Christmas
Gill
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of doug sapp
Sent: Wednesday, December 08, 2010 12:17 PM
Subject: Re: Yak-List: Re: Romania
All,
We also have been manufacturing and improving existing parts for the CJ and
to a lesser degree the Yak for a long time now, below is a partial list of
the items we now either make in house or are having made for us.
Brake drums CJ or Yak) new manufactured stock available in March
Kit to adapt the 285 hp shutters to the M14P available in March
Stainless steel desiccant dryer mod for both CJ and Yak available now
Stainless steel mod for the three port gear and flap valve available in Feb
Snot valve mod, has stainless steel needle valve and hardened brass body
available now
Main air valve mod which has stainless steel needle valve available now
Stainless steel overhaul kits for the following:
* CJ6 SS check valve o/h kits available now
* CJ6 SS diverter valve o/h kits available now
* CJ6 SS brake valve o/h kits (for Yak also) available now
* CJ6 SS brake distribution valve o/h kits (for Yak also) available
now
Gaskets, to many to list, including red silicone rocker cover gaskets, and
all gaskets needed at conditional inspection.
Mag coils for both the M14 and 285 hp engines. We are behind schedule on
this one but expect inventory in 45 to 60 days.
Engine mount rubbers we expect our first shipment of M14 type mount rubbers
in about 45 days.
Actuators, we now can overhaul main and nose gear actuators with new rams
and seals.
We also stock all CJ hoses in 80 inch bulk lengths as well as pre made new
hoses for the CJ6.
While manufacturing these "bead and butter" consumables is the logical next
step I fear that is not the answer to 100% of the problems which will face
us as the supply of parts from both Russia and China dwindle. The lack of
sheet metal type parts will pose one of the biggest problems in my opinion.
When I first started the CJ parts business 20+ years ago several insurance
companies contacted me checking to see rather parts to repair were actually
available. They explained that they were hesitant to sell hull insurance if
the parts to repair were not available. At the present time most airframe
sheet metal parts are in good supply but larger assemblies like wings, lower
cowls and horizontal stabilizers are becoming difficult to find. If this
situation persists I can see the day when hull insurance is difficult if not
impossible to obtain.
Best Christmas Wishes to all,
Kathleen and Doug Sapp
On Mon, Dec 6, 2010 at 5:43 PM, Cliff Coy <cliff.coy@gmail.com> wrote:
Tim,
I would say the "Big Three" of George and myself, Jill and Carl, and Dennis
are doing what we can to produce replacement parts for the Yaks. Whereas
Aerostar has the the ability to produce many of the parts, the lead time and
pricing is not acceptable to non-government markets.
This may be a good time for us (collectively) to show what's available and
to update what's in the works.
Engines and engine parts-
The Romanian Factory is still producing new engines as well as performing
factory overhauls.
Turn around time for an overhaul once the engine is received is about 3-1/2
weeks.
They offer component overhauls of compressors, mags, and oil pumps.
George has already posted the factory's news concerning the new piston and
ring sets for cylinders.
We have developed a replacement magneto for which we've been waiting for
over a year to have test flown (nudge nudge poke poke you *know* who you
are).
The second generation electronic ignition system is in the final stages of
programming.
Both of these systems are meant to be a "drop in" replacement utilizing the
same mounting pad and form size.
George has invested a *lot* of time and money into these systems.
Ignition lead is available as are new Chinese spark plugs.
There are also replacement (and arguably more reliable) automotive
conversions available from Dennis and Bill Blackwell.
We have carburetors overhauled in both Russia and Romania.
Airflow Performance has a system that's working pretty well.
The Continental style fuel injection system is still in development at the
factory.
Jill and Carl have received factory training to perform engine overhauls and
tear down inspections.
Barrett Precision is also doing the same.
Propellers
We have the parts to overhaul the two bladed V.Period hubs and the ability
to perform static balancing.
We have manufactured new internal parts for the hub- piston,domes, and pitch
change blocks.
I recommend Whirlwind Propeller for overhauling the blades. It's simply a
cost effective thing to do.
Jill is offering replacement blades developed in conjunction with Whirlwind.
Avia Propeller has also developed replacement blades.
Rubber Products-
We have new Russian hose material to remake the hose assemblies.
We have completed and paid for the engineering for metric hose fittings
using U.S. hose.
When we have the capital, we'll invest in a run of 10 fittings sets.
For the header tank flop tube we are having this reverse engineered for
fabrication over here.
New U.S. tires are available
Seals- I get my seals from Jill and Carl. I have a complete factory new
seal kit that I'm holding for later duplication if necessary.
Engine mount rubbers and baffles are available.
Intake seals and valve cover seals are available.
Canopies
Replacement canopy sets have been available from LP and Cee Bailys for
years.
Exhaust Systems
We sent a core engine to Aircraft Exhaust for them to develop a stainless
steel slip jointed exhaust system.
After a few tries, we've got a pretty good drop in replacement (including
the heater muff).
Pneumatic System
This is the grayest area for replacement parts.
We have the engineering completed for producing new steel and stainless
steel air bottles. Again, we're holding off to do a run of ten sets to
bring the price down.
Air start valves are available in limited quantities.
We have replacement check valves and can also rebuild check valves.
Dennis offers the same.
We have re-machined component parts like the differential valves.
For those of you with extra deep pockets, George developed and fabricated
hydraulic systems to replace both the brakes and landing gear systems.
Brake drums and pads are usually available.
Major Airframe Components
These are going to be the hardest to come by and the hardest to produce.
If Aerostar over produced the part you're looking for, then it'll probably
be available- for EU pricing.
If not, then it's going to come off of another aircraft.
Cowlings, shutters, and control surfaces are getting scarce.
We all have contacts outside of the U.S. who can search for used parts.
Price and lead time is solely dependent on those contacts.
I've heard tell that someone in California had made up composite cowlings,
but this was years ago and I've never seen one.
We have bearings for the control rods.
We have access to control cables.
Modifications
There is plenty of room for lightening the load or increasing the range.
For additional fuel, Dennis has bladders, we convert to wet wings.
Replacing the radio & intercom, the DG & AI systems, and removing the ADF
systems sheds somewhere in the vicinity of 50lb. I'm keeping this part short
as it goes on for several threads.
Suffice it to say that keeping everything original is going to become
increasingly expensive.
So the State of the Union, as it is, isn't that bad off- somewhere between
the Beech Musketeer and an Ercoupe.
The most dramatic change is in the parts pricing which, for decades, has
been based off of old stocks.
Like everything else, the limitations on parts availability and pricing is
based on the bankroll behind it.
Making one is expensive. Making 100 lowers the individual part's cost but
the outlay is quite high.
Deciding what to invest in is daunting at times. We've been sitting on
several thousand dollars in landing gear lamps for almost 10 years now.
I invite everyone else to put their two cents in about what they have and
what they need.
I'm aware that what I 'm saying may be painfully obvious to most, so
responses obviously stating that I'm stating the obvious can be sent
directly to /dev/null. *grin*
Best regards,
Cliff
--
Clifford Coy
Border Air Ltd.
629 Airport Rd.
Swanton, VT 05488
802-868-2822 TEL
802-868-4465 FAX
Skype: Cliff.Coy
On Sun, Dec 5, 2010 at 07:43, Tim Gagnon <NiftyYak50@fuse.net> wrote:
Nope..but we can throw those two over priced airframes into the mix.
400K for a Yak-52...I can see that..especially for a government.
I would be less concerned about what Vietnam is paying for a Yak-52 and more
concerned about parts and spares availability. I would guess that if
availability continues to be an issue, so will value of these airplanes. I
know the P-51 community can pretty much make a brand new P-51 these days, it
comes at an enormous cost. A friend of mine had a Mustang that needed one
prop blade. If I recall, it cost him about 20K shipped. Multiply that by 4
plus a hub and spinner......point is, is it cost effective (or productive)
for someone to start making parts that are simply no longer available?
_blank">www.aeroelectric.com
.com" target="_blank">www.buildersbooks.com
="_blank">www.homebuilthelp.com
_blank">http://www.matronics.com/contribution
et="_blank">http://www.matronics.com/Navigator?Yak-List
tp://forums.matronics.com
Message 3
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| Subject: | Doug's going directly to heaven |
In the event you stopped reading the ongoing "Romania" thread, please read
Doug Sapp's latest contribution to the discussion copied below. It cannot be
repeated too often that Doug is the life blood our our CJs. Were it not for
Doug in Washington and Jim Selby nearby, ownership our our CJs in the Bay
Area would be very difficult if not impossible. And, it's just not the
parts. It's the cheerful guidance which routinely comes at no cost. Once
again, many, many thanks, Blitz
All,
We also have been manufacturing and improving existing parts for the CJ and
to a lesser degree the Yak for a long time now, below is a partial list of
the items we now either make in house or are having made for us.
Brake drums CJ or Yak) new manufactured stock available in March
Kit to adapt the 285 hp shutters to the M14P available in March
Stainless steel desiccant dryer mod for both CJ and Yak available now
Stainless steel mod for the three port gear and flap valve available in Feb
Snot valve mod, has stainless steel needle valve and hardened brass body
available now
Main air valve mod which has stainless steel needle valve available now
Stainless steel overhaul kits for the following:
- CJ6 SS check valve o/h kits available now
- CJ6 SS diverter valve o/h kits available now
- CJ6 SS brake valve o/h kits (for Yak also) available now
- CJ6 SS brake distribution valve o/h kits (for Yak also) available now
Gaskets, to many to list, including red silicone rocker cover gaskets, and
all gaskets needed at conditional inspection.
Mag coils for both the M14 and 285 hp engines. We are behind schedule on
this one but expect inventory in 45 to 60 days.
Engine mount rubbers we expect our first shipment of M14 type mount rubbers
in about 45 days.
Actuators, we now can overhaul main and nose gear actuators with new rams
and seals.
We also stock all CJ hoses in 80 inch bulk lengths as well as pre made new
hoses for the CJ6.
While manufacturing these "bead and butter" consumables is the logical next
step I fear that is not the answer to 100% of the problems which will face
us as the supply of parts from both Russia and China dwindle. The lack of
sheet metal type parts will pose one of the biggest problems in my opinion.
When I first started the CJ parts business 20+ years ago several insurance
companies contacted me checking to see rather parts to repair were actually
available. They explained that they were hesitant to sell hull insurance if
the parts to repair were not available. At the present time most airframe
sheet metal parts are in good supply but larger assemblies like wings, lower
cowls and horizontal stabilizers are becoming difficult to find. If this
situation persists I can see the day when hull insurance is difficult if not
impossible to obtain.
Best Christmas Wishes to all,
Kathleen and Doug Sapp
--
Byron M. Fox
80 Milland Drive
Mill Valley, CA 94941
415-307-2405
Message 4
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*Add to our list:
Oil cooler retrofit kit with U.S. oil cooler.
I will have the first of the US manufactured replacement 5 litre and 11
litre bottles for evaluation in mid-January.
After researching the pressure cycling characteristics of stainless, I've
decided to go with carbon steel bottles.
Cheers!
Cliff
*
On Wed, Dec 8, 2010 at 14:39, Gill Gutierrez <gill.g@gpimail.com> wrote:
> I agree with Doug, if it were not for him most of us with CJs would be
> grounded for lack of the spare parts which he always seems to come through
> with. Great job Doug!!
>
>
> Merry Christmas
>
> Gill
>
>
> *From:* owner-yak-list-server@matronics.com [mailto:
> owner-yak-list-server@matronics.com] *On Behalf Of *doug sapp
> *Sent:* Wednesday, December 08, 2010 12:17 PM
>
> *To:* yak-list@matronics.com
> *Subject:* Re: Yak-List: Re: Romania
>
>
> All,
>
> We also have been manufacturing and improving existing parts for the CJ and
> to a lesser degree the Yak for a long time now, below is a partial list of
> the items we now either make in house or are having made for us.
>
> Brake drums CJ or Yak) new manufactured stock available in March
>
> Kit to adapt the 285 hp shutters to the M14P available in March
>
> Stainless steel desiccant dryer mod for both CJ and Yak available now
>
> Stainless steel mod for the three port gear and flap valve available in Feb
>
> Snot valve mod, has stainless steel needle valve and hardened brass body
> available now
>
> Main air valve mod which has stainless steel needle valve available now
>
> Stainless steel overhaul kits for the following:
>
> - CJ6 SS check valve o/h kits available now
> - CJ6 SS diverter valve o/h kits available now
> - CJ6 SS brake valve o/h kits (for Yak also) available now
> - CJ6 SS brake distribution valve o/h kits (for Yak also) available now
>
> Gaskets, to many to list, including red silicone rocker cover gaskets, and
> all gaskets needed at conditional inspection.
>
> Mag coils for both the M14 and 285 hp engines. We are behind schedule on
> this one but expect inventory in 45 to 60 days.
>
> Engine mount rubbers we expect our first shipment of M14 type mount rubbers
> in about 45 days.
>
> Actuators, we now can overhaul main and nose gear actuators with new rams
> and seals.
>
> We also stock all CJ hoses in 80 inch bulk lengths as well as pre made new
> hoses for the CJ6.
>
>
> While manufacturing these "bead and butter" consumables is the logical next
> step I fear that is not the answer to 100% of the problems which will face
> us as the supply of parts from both Russia and China dwindle. The lack of
> sheet metal type parts will pose one of the biggest problems in my opinion.
> When I first started the CJ parts business 20+ years ago several insurance
> companies contacted me checking to see rather parts to repair were actually
> available. They explained that they were hesitant to sell hull insurance if
> the parts to repair were not available. At the present time most airframe
> sheet metal parts are in good supply but larger assemblies like wings, lower
> cowls and horizontal stabilizers are becoming difficult to find. If this
> situation persists I can see the day when hull insurance is difficult if not
> impossible to obtain.
>
>
> Best Christmas Wishes to all,
>
> Kathleen and Doug Sapp
>
>
> On Mon, Dec 6, 2010 at 5:43 PM, Cliff Coy <cliff.coy@gmail.com> wrote:
>
> *Tim,
> I would say the "Big Three" of George and myself, Jill and Carl, and Dennis
> are doing what we can to produce replacement parts for the Yaks. Whereas
> Aerostar has the the ability to produce many of the parts, the lead time and
> pricing is not acceptable to non-government markets.
>
> This may be a good time for us (collectively) to show what's available and
> to update what's in the works.
>
> Engines and engine parts-
> The Romanian Factory is still producing new engines as well as performing
> factory overhauls.
> Turn around time for an overhaul once the engine is received is about 3-1/2
> weeks.
> They offer component overhauls of compressors, mags, and oil pumps.
>
> George has already posted the factory's news concerning the new piston and
> ring sets for cylinders.
> We have developed a replacement magneto for which we've been waiting for
> over a year to have test flown (nudge nudge poke poke you *know* who you
> are).
> The second generation electronic ignition system is in the final stages of
> programming.
> Both of these systems are meant to be a "drop in" replacement utilizing the
> same mounting pad and form size.
> George has invested a *lot* of time and money into these systems.
>
> Ignition lead is available as are new Chinese spark plugs.
> There are also replacement (and arguably more reliable) automotive
> conversions available from Dennis and Bill Blackwell.
>
> We have carburetors overhauled in both Russia and Romania.
> Airflow Performance has a system that's working pretty well.
> The Continental style fuel injection system is still in development at the
> factory.
>
> Jill and Carl have received factory training to perform engine overhauls
> and tear down inspections.
> Barrett Precision is also doing the same.
>
> Propellers
>
> We have the parts to overhaul the two bladed V.Period hubs and the ability
> to perform static balancing.
> We have manufactured new internal parts for the hub- piston,domes, and
> pitch change blocks.
>
> I recommend Whirlwind Propeller for overhauling the blades. It's simply a
> cost effective thing to do.
>
> Jill is offering replacement blades developed in conjunction with
> Whirlwind.
> Avia Propeller has also developed replacement blades.
>
> Rubber Products-
> We have new Russian hose material to remake the hose assemblies.
> We have completed and paid for the engineering for metric hose fittings
> using U.S. hose.
> When we have the capital, we'll invest in a run of 10 fittings sets.
>
> For the header tank flop tube we are having this reverse engineered for
> fabrication over here.
>
> New U.S. tires are available
>
> Seals- I get my seals from Jill and Carl. I have a complete factory new
> seal kit that I'm holding for later duplication if necessary.
>
> Engine mount rubbers and baffles are available.
> Intake seals and valve cover seals are available.
>
> Canopies
> Replacement canopy sets have been available from LP and Cee Bailys for
> years.
>
> Exhaust Systems
>
> We sent a core engine to Aircraft Exhaust for them to develop a stainless
> steel slip jointed exhaust system.
> After a few tries, we've got a pretty good drop in replacement (including
> the heater muff).
>
> Pneumatic System
>
> This is the grayest area for replacement parts.
> We have the engineering completed for producing new steel and stainless
> steel air bottles. Again, we're holding off to do a run of ten sets to
> bring the price down.
>
> Air start valves are available in limited quantities.
>
> We have replacement check valves and can also rebuild check valves.
> Dennis offers the same.
>
> We have re-machined component parts like the differential valves.
>
> For those of you with extra deep pockets, George developed and fabricated
> hydraulic systems to replace both the brakes and landing gear systems.
>
> Brake drums and pads are usually available.
>
> Major Airframe Components
>
> These are going to be the hardest to come by and the hardest to produce.
> If Aerostar over produced the part you're looking for, then it'll probably
> be available- for EU pricing.
> If not, then it's going to come off of another aircraft.
>
> Cowlings, shutters, and control surfaces are getting scarce.
> We all have contacts outside of the U.S. who can search for used parts.
> Price and lead time is solely dependent on those contacts.
>
> I've heard tell that someone in California had made up composite cowlings,
> but this was years ago and I've never seen one.
>
> We have bearings for the control rods.
> We have access to control cables.
>
> Modifications
> There is plenty of room for lightening the load or increasing the range.
> For additional fuel, Dennis has bladders, we convert to wet wings.
> Replacing the radio & intercom, the DG & AI systems, and removing the ADF
> systems sheds somewhere in the vicinity of 50lb. I'm keeping this part short
> as it goes on for several threads.
> Suffice it to say that keeping everything original is going to become
> increasingly expensive.
>
> So the State of the Union, as it is, isn't that bad off- somewhere between
> the Beech Musketeer and an Ercoupe.
> The most dramatic change is in the parts pricing which, for decades, has
> been based off of old stocks.
>
> Like everything else, the limitations on parts availability and pricing is
> based on the bankroll behind it.
> Making one is expensive. Making 100 lowers the individual part's cost but
> the outlay is quite high.
> Deciding what to invest in is daunting at times. We've been sitting on
> several thousand dollars in landing gear lamps for almost 10 years now.
>
> I invite everyone else to put their two cents in about what they have and
> what they need.
>
> I'm aware that what I 'm saying may be painfully obvious to most, so
> responses obviously stating that I'm stating the obvious can be sent
> directly to /dev/null. *grin*
>
>
> Best regards,
> Cliff
> *
> --
> Clifford Coy
> Border Air Ltd.
> 629 Airport Rd.
> Swanton, VT 05488
> 802-868-2822 TEL
> 802-868-4465 FAX
> Skype: Cliff.Coy
>
> On Sun, Dec 5, 2010 at 07:43, Tim Gagnon <NiftyYak50@fuse.net> wrote:
>
>
> Nope..but we can throw those two over priced airframes into the mix.
>
> 400K for a Yak-52...I can see that..especially for a government.
>
> I would be less concerned about what Vietnam is paying for a Yak-52 and
> more concerned about parts and spares availability. I would guess that if
> availability continues to be an issue, so will value of these airplanes. I
> know the P-51 community can pretty much make a brand new P-51 these days, it
> comes at an enormous cost. A friend of mine had a Mustang that needed one
> prop blade. If I recall, it cost him about 20K shipped. Multiply that by 4
> plus a hub and spinner......point is, is it cost effective (or productive)
> for someone to start making parts that are simply no longer available?
>
>
> * *
>
> * *
>
> *_blank">www.aeroelectric.com*
>
> *.com" target="_blank">www.buildersbooks.com*
>
> *="_blank">www.homebuilthelp.com*
>
> *_blank">http://www.matronics.com/contribution*
>
> *et="_blank">http://www.matronics.com/Navigator?Yak-List*
>
> *tp://forums.matronics.com*
>
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> **
>
> **
>
> **
>
> **
>
> **
>
> *www.aeroelectric.com*
>
> *www.buildersbooks.com*
>
> *www.homebuilthelp.com*
>
> **
>
> *http://www.matronics.com/contribution*
>
> **
>
> **
>
> **
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/Navigator?Yak-List*
>
> **
>
> **
>
> *http://forums.matronics.com*
>
> **
>
> *
>
>
--
Clifford Coy
Border Air Ltd.
629 Airport Rd.
Swanton, VT 05488
802-868-2822 TEL
802-868-4465 FAX
Skype: Cliff.Coy
Message 5
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| Subject: | Combat Edge Helmet and Oxygen Mask |
Before I list this on eBay, thought I would offer it up here.
It is a Gentex Combat Edge Helmet and o2 mask. The helmet is a standard 55/P with
some additions that none of the airplanes outside the military would be able
to take advantage of. BUT..it is a nice standard 55/P.
The mask is in excellent shape and is sized medium.
Two visors, one dark and the other high contrast.
http://www.flightgear.ch/Pictures/CH%20HGU_55_%20FA_18/HGU-55%20FA18%20%208090%20CH%20Bo%20Main.jpg
If interested, PM me a reasonable offer. There is one helmet/mask combo on eBay
right now and they are asking $2000.00 for it....but will never get.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=322697#322697
Message 6
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| Subject: | Y52 High Oil temp |
G'Day All,
A friend of mine has a Yak 52. He is now grounded as he is experiencing
abnormally high oil temp in a short time.
Could this be caused by the oil cooler valve (By-Pass)?
Are there any known issues with these valves and is there a maintenance
schedule applicable to these valves?
Conversely, has any one had any problems with oil temp going up faster than
normal and oil temp climbing right up into the red?
And if so could they please explain what the problem was and how it was
rectified?
The temp of the day was not that high to justify this and indeed, the
aircraft has been flown on days with a higher temp with no adverse effects.
To Barry Hancock, good luck with your future ventures.
We live in a ever changing world and it is sad when guys like you "Shut
Shop"
Seems to me that the world is changing , not for the best, and that the good
old days as blokes of my era know them, are slowly vanishing over the
horizon.
The authorities and aviation regulators are now also a new breed of wet
behind the ears that are now creating more and more of an obstacle course
for us rather than to help.
I hope that you are not lost to this site and also your involvement with the
Yaks and "Chinese Rice Cutters"
Thanks and cheers,
Chris Wise.
Down Under
Message 7
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| Subject: | Re: Y52 High Oil temp |
I would always check the sender and the gauge before checking the oil coole
r .=0AThere is no reason for the cooler to fail suddenly . The cooler fails
slowly ,=0AThe gouges can fail=C2-faster .=0ATerry=0A=0A=0A=0A=0A_______
_________________________=0AFrom: Chris Wise <wise@txc.net.au>=0ATo: yak-li
st@matronics.com=0ASent: Wed, December 8, 2010 7:54:52 PM=0ASubject: Yak-Li
st: Y52 High Oil temp=0A=0A=0AG=99Day All,=0A=C2-=0AA friend of min
e has a Yak 52. =C2-He is now grounded as he is experiencing =0Aabnormall
y high oil temp in a short time.=0ACould this be caused by the oil cooler v
alve (By-Pass)?=0AAre there any known issues with these valves and is there
a maintenance schedule =0Aapplicable to these valves?=0A=C2-=0AConversel
y, has any one had any problems with oil temp going up faster than =0Anorma
l and oil temp climbing right up into the red?=0AAnd if so could they pleas
e explain what the problem was and how it was =0Arectified?=0AThe temp of t
he day was not that high to justify this and indeed, the aircraft =0Ahas be
en flown on days with a higher temp with no adverse effects.=0A=C2-=0ATo
Barry Hancock, good luck with your future ventures.=0AWe live in a ever cha
nging world and it is sad when guys like you =9CShut Shop=9D=0A
Seems to me that the world is changing , not for the best, and that the goo
d old =0Adays as blokes of my era know them, are slowly vanishing over the
horizon.=0AThe authorities and aviation regulators are now also a new breed
of wet behind =0Athe ears that are now creating more and more of an obstac
le course for us rather =0Athan to help.=0AI hope that you are not lost to
this site and also your involvement with the =0AYaks and =9CChinese R
ice Cutters=9D=0A=C2-=0AThanks and cheers,=0AChris Wise.=0A=C2-
======================= =0A
Message 8
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| Subject: | Y52 High Oil temp |
G=99Day Terry,
Thanks for that and I shall forward on to the owner and LAME.
We shall advise end result.
Cheers, Chris
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of T A LEWIS
Sent: Thursday, 9 December 2010 2:02 PM
Subject: Re: Yak-List: Y52 High Oil temp
I would always check the sender and the gauge before checking the oil
cooler .
There is no reason for the cooler to fail suddenly . The cooler fails
slowly ,
The gouges can fail faster .
Terry
_____
From: Chris Wise <wise@txc.net.au>
Sent: Wed, December 8, 2010 7:54:52 PM
Subject: Yak-List: Y52 High Oil temp
G=99Day All,
A friend of mine has a Yak 52. He is now grounded as he is experiencing
abnormally high oil temp in a short time.
Could this be caused by the oil cooler valve (By-Pass)?
Are there any known issues with these valves and is there a maintenance
schedule applicable to these valves?
Conversely, has any one had any problems with oil temp going up faster
than normal and oil temp climbing right up into the red?
And if so could they please explain what the problem was and how it was
rectified?
The temp of the day was not that high to justify this and indeed, the
aircraft has been flown on days with a higher temp with no adverse
effects.
To Barry Hancock, good luck with your future ventures.
We live in a ever changing world and it is sad when guys like you
=9CShut Shop=9D
Seems to me that the world is changing , not for the best, and that the
good old days as blokes of my era know them, are slowly vanishing over
the horizon.
The authorities and aviation regulators are now also a new breed of wet
behind the ears that are now creating more and more of an obstacle
course for us rather than to help.
I hope that you are not lost to this site and also your involvement with
the Yaks and =9CChinese Rice Cutters=9D
Thanks and cheers,
Chris Wise.
Down Under
ww://www.buildersbooks.com/ <http://www.aeroelectric.com/> "
rel=nofollow
target=_blank>www.buildersbooks-=============
======================
Message 9
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| Subject: | Re: Y52 High Oil temp |
Chris,
An experience I had with a syndicate airplane leaves me a bit
pessimistic on your friends situation. Do you know if he had anybody in
the back seat and did he ask them what the oil temp was on the gauge
back there? That would have been a good check of gauges and temperature
probes.
To summarize the syndicate airplane experience: I took off on a
relatively cool day and soon noticed that oil temp was in the yellow and
climbing...gib confirmed his gauge showed the same. Our other syndicate
52 was flying in the area and I asked him to join up to look at the
gills (by feel, they seemed to be opening and closing)...and he
confirmed they were full open. So, unquestionably, there was a
temperature issue.
We went through the same thought process that your friend has
probably gone through...are the gauges accurate?....are the probes
accurate? Anything else relevant? Then on to the oil cooler....and
bypass valve. We had the oil cooler overhauled and a new bypass valve
(and associiated sensor) was installed. I then flew it on another
coolish day...Less than 5 minutes was all it took to see the oil temp
heading to where we didn't want it to go.
Long story made short....our maintenance guru, Vladimir Yastremsky
(experienced Yak and M-14P expert mech from Russia...Kazakhstan,
actually)....went through every possibility for us with the engine. Our
conclusion...probably someone had flown the airplane on a high oat day
just before my cool day flight and discovery of the problem....and had
taken off with the gills closed and had flown a lot at high power
settings and had simply cooked the engine (we won't go into the issue of
that person not telling anyone). Solution? We had to replace the
engine. Fortunately, that was in the days when a new engine could be
had for under $20M USD and there were 8 members to share the hit.
I hope there's a simpler...and cheaper...solution to your friend's
problem.
Roger Baker
PS I would be interested to hear what the eventual diagnosis
is._______________________________________________________________________
_____
On Dec 8, 2010, at 4:54 PM, Chris Wise wrote:
> G=92Day All,
>
> A friend of mine has a Yak 52. He is now grounded as he is
experiencing abnormally high oil temp in a short time.
> Could this be caused by the oil cooler valve (By-Pass)?
> Are there any known issues with these valves and is there a
maintenance schedule applicable to these valves?
>
> Conversely, has any one had any problems with oil temp going up faster
than normal and oil temp climbing right up into the red?
> And if so could they please explain what the problem was and how it
was rectified?
> The temp of the day was not that high to justify this and indeed, the
aircraft has been flown on days with a higher temp with no adverse
effects.
>
> To Barry Hancock, good luck with your future ventures.
> We live in a ever changing world and it is sad when guys like you
=93Shut Shop=94
> Seems to me that the world is changing , not for the best, and that
the good old days as blokes of my era know them, are slowly vanishing
over the horizon.
> The authorities and aviation regulators are now also a new breed of
wet behind the ears that are now creating more and more of an obstacle
course for us rather than to help.
> I hope that you are not lost to this site and also your involvement
with the Yaks and =93Chinese Rice Cutters=94
>
> Thanks and cheers,
> Chris Wise.
>
> Down Under
>
>
Roger E. Baker, Managing Director
Panadero Energy Components, LLC
dba PEC AirAssist
760/809-5506
760/730-9244
760/454-4595 fax
f4ffm2@roadrunner.com
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