Today's Message Index:
----------------------
1. 10:45 AM - Stall warning (Chris Ober)
2. 11:09 AM - Re: Stall warning (jblake207@comcast.net)
3. 11:30 AM - Re: Housai Compression (Paul Lewis)
4. 11:44 AM - Re: Housai Compression (Rico Jaeger)
5. 12:04 PM - Re: Air Leak Advice (AcroGimp)
6. 12:09 PM - IFR Certification (jblake207@comcast.net)
7. 12:17 PM - Re: IFR Certification (Ernest Martinez)
8. 12:20 PM - Re: IFR Certification (Ernest Martinez)
9. 12:23 PM - Re: Housai Compression (Bitterlich, Mark G CIV NAVAIR, WD)
10. 12:33 PM - Re: Re: Air Leak Advice (Bitterlich, Mark G CIV NAVAIR, WD)
11. 12:35 PM - Re: Housai Compression (Rico Jaeger)
12. 12:46 PM - Re: Housai Compression (Bitterlich, Mark G CIV NAVAIR, WD)
13. 12:48 PM - Parachutes for Sale (jblake207@comcast.net)
14. 12:57 PM - Re: IFR Certification (jblake207@comcast.net)
15. 01:01 PM - Re: Air Leak Advice (AcroGimp)
16. 01:53 PM - Electric DG (jblake207@comcast.net)
17. 04:05 PM - Re: Electric DG (doug sapp)
18. 04:44 PM - Re: Parachutes for Sale (Jon Blake)
19. 05:08 PM - Re: IFR Certification (DaBear)
20. 07:07 PM - Re: Electric DG (Jon Blake)
21. 07:09 PM - Re: IFR Certification (Jon Blake)
22. 08:07 PM - Re: Random L-39 Question (Roger Kemp)
Message 1
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I have had intermittent issues with my stall warning. Have had looked at by a mechanic
and he is baffled. He checked at the wiring thinking it was a short being
that it was intermittent. As if now its not working at all. Has anyone has
a similar issue?
Chris Ober
Sent from my iPhone
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| Subject: | Re: Stall warning |
What type airplane Chris?
----- Original Message -----
From: "Chris Ober" <christopherjober@gmail.com>
Sent: Friday, April 10, 2015 12:43:46 PM
Subject: Yak-List: Stall warning
I have had intermittent issues with my stall warning. Have had looked at by
a mechanic and he is baffled. He checked at the wiring thinking it was a s
hort being that it was intermittent. As if now its not working at all. Has
anyone has a similar issue?
Chris Ober
Sent from my iPhone
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| Subject: | Re: Housai Compression |
Hi Walt, thanks for your reply. We did warm up the engine & all cylinders
were 65-70. So, I am relieved!
Paul
On Mon, Apr 6, 2015 at 9:07 PM, Okanogan Lew <vplewis@community.org> wrote:
>
> Guys & Jill, we did the annual compression test today on my CJ6 engine &
> it ranged from 59-70 psi COLD. What is the minimum acceptable low? Thanks
> in advance.
>
> Paul Lewis
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=440356#440356
>
>
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| Subject: | Housai Compression |
On that note...is this common practice on the M-14P as well???
Rico Jaeger
915 S. 11th Ave.
Wausau=2C WI. 54401
715.529.7426
//
1966 Cessna 150F ^/---//-X
N8558G //Hangar #35 / AUW
//
1992 Yakovlev Yak 52 ^/---//-X
N21YK //Hangar #21 / AUW
Subject: Re: Yak-List: Housai Compression
From: okanoganlew@gmail.com
Hi Walt=2C thanks for your reply. We did warm up the engine & all cylinder
s were 65-70. So=2C I am relieved!
Paul
On Mon=2C Apr 6=2C 2015 at 9:07 PM=2C Okanogan Lew <vplewis@community.org>
wrote:
=0A
=0A
Guys & Jill=2C we did the annual compression test today on my CJ6 engine &
it ranged from 59-70 psi COLD. What is the minimum acceptable low? Thanks
in advance.
=0A
=0A
Paul Lewis
=0A
=0A
=0A
=0A
=0A
Read this topic online here:
=0A
=0A
http://forums.matronics.com/viewtopic.php?p=440356#440356
=0A
=0A
=0A
=0A
=0A
=0A
=0A
=0A
=0A
List" target="_blank">http://www.matronics.com/Navigator?Yak-List
=0A
=0A
FORUMS -
=0A
_blank">http://forums.matronics.com
=0A
=0A
b Site -
=0A
-Matt Dralle=2C List Admin.
=0A
target="_blank">http://www.matronics.com/contribution
=0A
=0A
=0A
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| Subject: | Re: Air Leak Advice |
Update 2 - both check valves rebuilt (thanks Jill for the overhaul kits), reinstalled,
system filled and holding at 50 Atm, no leaks.
Put plane up on jacks and had no observable/detectable leak at actuators or handles
but the front handle vents a lot of air during extension/retraction. Will
fly tomorrow and see how it behaves, possibly overhaul front handle prior to
Porterville.
Thanks for the advice so far.
'Gimp
--------
Owner/Pilot N6209F 1987 Yak-52
COMM/ASEL/IFR/HP-Complex/TW
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=440583#440583
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| Subject: | IFR Certification |
Does anyone have any recommendations for certifying a standard CJ6 for IFR
ops=C2-here in the States?=C2- I am a seasoned instrument pilot and kee
p current in my Piper Arrow, so currency is not really an issue.=C2- As f
or instrumentation on the CJ... I'm installing a second radio a KX155 with
Glide slope, 28V electric Western-style DG along with a new turn and bank i
ndicator.=C2- I plan to use my hand-held Garmin for Direct=C2-once enro
ute and approved by ATC, but not for approaches.=C2- I'm keeping the Chin
ese attitude indicator.=C2- I'm also thinking about a new Trio AP... The
intent is to not necessarily fly the airplane down to a Cat 1 approach mini
mums, rather to be able to recover to home base on a Sunday afternoon when
weather is slightly less than VFR.=C2- One concern is possibly carb ice..
. even though my carb heat works, it isn't the greatest in the world.=C2-
My peter heater works fine.=C2- So, having said all that as background,
any words of wisdom are welcome.
Jon Blake
jblake207@comcast.net
Message 7
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| Subject: | Re: IFR Certification |
Jon,
Its experimental exhibition, as long as you have the appropriate radios and
instruments and you're rated, and you have the IFR check done, you should
be good to go if in a pinch you needed to file in your airplane. I do not
believe there is any sort of certification of the airplane required.
Even a certified airplane, if I recall correctly doesn't have to have any
special IFR certification, just the equipment to be TSO'd for that
airplane. But I do recall someone having to go for a test flight in my
Dakota after the installation of a Sandel and 430, and he did do some sort
of sign off, so I may be wrong.
I had a 430 in my last CJ, and I used to file /G (not that I filed all that
often, remember me and clouds :) That said, all I did was have the
obligatory IFR check done by my local avionics shop and that was it.
On Fri, Apr 10, 2015 at 3:08 PM, <jblake207@comcast.net> wrote:
> Does anyone have any recommendations for certifying a standard CJ6 for IFR
> ops here in the States? I am a seasoned instrument pilot and keep current
> in my Piper Arrow, so currency is not really an issue. As for
> instrumentation on the CJ... I'm installing a second radio a KX155 with
> Glide slope, 28V electric Western-style DG along with a new turn and bank
> indicator. I plan to use my hand-held Garmin for Direct once enroute and
> approved by ATC, but not for approaches. I'm keeping the Chinese attitude
> indicator. I'm also thinking about a new Trio AP... The intent is to not
> necessarily fly the airplane down to a Cat 1 approach minimums, rather to
> be able to recover to home base on a Sunday afternoon when weather is
> slightly less than VFR. One concern is possibly carb ice... even though my
> carb heat works, it isn't the greatest in the world. My peter heater works
> fine. So, having said all that as background, any words of wisdom are
> welcome.
>
> Jon Blake
> jblake207@comcast.net
>
>
> *
>
>
> *
>
>
Message 8
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| Subject: | Re: IFR Certification |
http://aviation.stackexchange.com/questions/1378/what-are-the-faa-requirements-for-an-aircraft-to-be-ifr-certified
On Fri, Apr 10, 2015 at 3:17 PM, Ernest Martinez <erniel29@gmail.com> wrote:
> Jon,
>
> Its experimental exhibition, as long as you have the appropriate radios
> and instruments and you're rated, and you have the IFR check done, you
> should be good to go if in a pinch you needed to file in your airplane. I
> do not believe there is any sort of certification of the airplane required.
>
> Even a certified airplane, if I recall correctly doesn't have to have any
> special IFR certification, just the equipment to be TSO'd for that
> airplane. But I do recall someone having to go for a test flight in my
> Dakota after the installation of a Sandel and 430, and he did do some sort
> of sign off, so I may be wrong.
>
> I had a 430 in my last CJ, and I used to file /G (not that I filed all
> that often, remember me and clouds :) That said, all I did was have the
> obligatory IFR check done by my local avionics shop and that was it.
>
> On Fri, Apr 10, 2015 at 3:08 PM, <jblake207@comcast.net> wrote:
>
>> Does anyone have any recommendations for certifying a standard CJ6 for
>> IFR ops here in the States? I am a seasoned instrument pilot and keep
>> current in my Piper Arrow, so currency is not really an issue. As for
>> instrumentation on the CJ... I'm installing a second radio a KX155 with
>> Glide slope, 28V electric Western-style DG along with a new turn and bank
>> indicator. I plan to use my hand-held Garmin for Direct once enroute and
>> approved by ATC, but not for approaches. I'm keeping the Chinese attitude
>> indicator. I'm also thinking about a new Trio AP... The intent is to not
>> necessarily fly the airplane down to a Cat 1 approach minimums, rather to
>> be able to recover to home base on a Sunday afternoon when weather is
>> slightly less than VFR. One concern is possibly carb ice... even though my
>> carb heat works, it isn't the greatest in the world. My peter heater works
>> fine. So, having said all that as background, any words of wisdom are
>> welcome.
>>
>> Jon Blake
>> jblake207@comcast.net
>>
>>
>> *
>>
>>
>> *
>>
>>
>
Message 9
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| Subject: | Housai Compression |
Yes Rico, the expansion of the rings in the M-14 is pretty dramatic and compression
needs to be taken when the engine is hot, and then as quickly as possible.
This is also why oil leaks past these rings so easily when they are cold.
It is also why the gapless ring concept by Monty Barrett, the Coys, Jill, etc.,
all work so well.
As Walt mentioned, and I concur with totally.... you need to be on the lookout
for exhaust valve leaks. If I see compression readings lower than 80/70, then
I want to know why. If I hear air leaking out the exhaust then I will first
check the lash, then stake it, and if none of that works I would use a bore-scope
to see if I can check the valve visually. After that, I would .... well....
I would add a ton of MMO to the fuel, go fly it and run the living crap out
of it and get it good and hot for at least 30 minutes, then come back and test
it again. If all that failed, and I still have leakage, other than a ring issue,
I'd yank the jug and fix it. I've only had to do that twice in 800 hours...
he says with fingers crossed. Be aware that this is a personal judgment
call. Others can, and probably will, disagree.
On that same topic, never let anyone talk you into doing the Indian Rope Dance
trick to surface a valve on these engines, especially on a top cylinder, which
is normally where you will have an exhaust valve leaking. I am talking about
the trick where you pull the plugs, stuff rope down into the cylinder, then remove
valve springs and rockers, insert valve grinding compound through the spark
plug hole and then rotate valve stem. Lots of A&P's swear by this method
on opposed engines... but where do you think that valve grinding compound is
going to end up if you stick it into one of the top cylinders? Yep, some of it
is going to drop right down on top of the pistons and ring lands. Good luck
with that Kemo-Sabi.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Rico Jaeger
Sent: Friday, April 10, 2015 2:44 PM
Subject: RE: Yak-List: Housai Compression
On that note...is this common practice on the M-14P as well???
Rico Jaeger
915 S. 11th Ave.
Wausau, WI. 54401
715.529.7426
//
1966 Cessna 150F ^/---//-X
N8558G //
Hangar #35 / AUW
//
1992 Yakovlev Yak 52 ^/---//-X
N21YK //
Hangar #21 / AUW
________________________________
Subject: Re: Yak-List: Housai Compression
From: okanoganlew@gmail.com
Hi Walt, thanks for your reply. We did warm up the engine & all cylinders were
65-70. So, I am relieved!
Paul
On Mon, Apr 6, 2015 at 9:07 PM, Okanogan Lew <vplewis@community.org> wrote:
Guys & Jill, we did the annual compression test today on my CJ6 engine & it ranged
from 59-70 psi COLD. What is the minimum acceptable low? Thanks in advance.
Paul Lewis
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=440356#440356
==========
List" target="_blank">http://www.matronics.com/Navigator?Yak-List
==========
FORUMS -
_blank">http://forums.matronics.com
==========
b Site -
-Matt Dralle, List Admin.
target="_blank">http://www.matronics.com/contribution
==========
==========
rget="_blank">http://www.matronics.com/Navigator?Yak-List
==========
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Message 10
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| Subject: | Re: Air Leak Advice |
Gimp,
The air that is pushed out of the gear actuators when they move either up or down,
is vented out of the gear handle. Once the gear is fully up or down, no
air should vent out of the gear handle. If it does, that is a sign of internal
seal leakage in an actuator. When the gear is actually moving, you SHOULD hear
air coming out of the gear handle. :-)
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of AcroGimp
Sent: Friday, April 10, 2015 3:04 PM
Subject: Yak-List: Re: Air Leak Advice
Update 2 - both check valves rebuilt (thanks Jill for the overhaul kits), reinstalled,
system filled and holding at 50 Atm, no leaks.
Put plane up on jacks and had no observable/detectable leak at actuators or handles
but the front handle vents a lot of air during extension/retraction. Will
fly tomorrow and see how it behaves, possibly overhaul front handle prior to
Porterville.
Thanks for the advice so far.
'Gimp
--------
Owner/Pilot N6209F 1987 Yak-52
COMM/ASEL/IFR/HP-Complex/TW
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=440583#440583
Message 11
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| Subject: | Housai Compression |
Man=2C you guys are amazing. This is like being back in college...the learn
ing never stops. It was even harder when I switched to Music Education from
my REAL passion: gynecology. Of course I was completely self-taught...
So...what is a typical compression check? Fire up / warm up for how long /
what temps? Then how soon after - pull plugs?
Rico Jaeger
915 S. 11th Ave.
Wausau=2C WI. 54401
715.529.7426
//
1966 Cessna 150F ^/---//-X
N8558G //Hangar #35 / AUW
//
1992 Yakovlev Yak 52 ^/---//-X
N21YK //Hangar #21 / AUW
> From: mark.bitterlich@navy.mil
> To: yak-list@matronics.com
> Subject: RE: Yak-List: Housai Compression
> Date: Fri=2C 10 Apr 2015 19:23:08 +0000
>
mark.bitterlich@navy.mil>
>
> Yes Rico=2C the expansion of the rings in the M-14 is pretty dramatic and
compression needs to be taken when the engine is hot=2C and then as quickl
y as possible. This is also why oil leaks past these rings so easily when
they are cold. It is also why the gapless ring concept by Monty Barrett=2C
the Coys=2C Jill=2C etc.=2C all work so well.
>
> As Walt mentioned=2C and I concur with totally.... you need to be on the
lookout for exhaust valve leaks. If I see compression readings lower than
80/70=2C then I want to know why. If I hear air leaking out the exhaust th
en I will first check the lash=2C then stake it=2C and if none of that work
s I would use a bore-scope to see if I can check the valve visually. After
that=2C I would .... well.... I would add a ton of MMO to the fuel=2C go f
ly it and run the living crap out of it and get it good and hot for at leas
t 30 minutes=2C then come back and test it again. If all that failed=2C an
d I still have leakage=2C other than a ring issue=2C I'd yank the jug and f
ix it. I've only had to do that twice in 800 hours... he says with fingers
crossed. Be aware that this is a personal judgment call. Others can=2C a
nd probably will=2C disagree.
>
> On that same topic=2C never let anyone talk you into doing the Indian Rop
e Dance trick to surface a valve on these engines=2C especially on a top cy
linder=2C which is normally where you will have an exhaust valve leaking.
I am talking about the trick where you pull the plugs=2C stuff rope down in
to the cylinder=2C then remove valve springs and rockers=2C insert valve gr
inding compound through the spark plug hole and then rotate valve stem. L
ots of A&P's swear by this method on opposed engines... but where do you th
ink that valve grinding compound is going to end up if you stick it into on
e of the top cylinders? Yep=2C some of it is going to drop right down on t
op of the pistons and ring lands. Good luck with that Kemo-Sabi.
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@m
atronics.com] On Behalf Of Rico Jaeger
> Sent: Friday=2C April 10=2C 2015 2:44 PM
> To: yak-list@matronics.com
> Subject: RE: Yak-List: Housai Compression
>
> On that note...is this common practice on the M-14P as well???
>
> Rico Jaeger
> 915 S. 11th Ave.
> Wausau=2C WI. 54401
> 715.529.7426
> //
> 1966 Cessna 150F ^/---//-X
> N8558G //
> Hangar #35 / AUW
> //
> 1992 Yakovlev Yak 52 ^/---//-X
> N21YK //
> Hangar #21 / AUW
>
>
>
>
>
> ________________________________
>
> Date: Fri=2C 10 Apr 2015 11:30:27 -0700
> Subject: Re: Yak-List: Housai Compression
> From: okanoganlew@gmail.com
> To: yak-list@matronics.com
>
>
> Hi Walt=2C thanks for your reply. We did warm up the engine & all cylind
ers were 65-70. So=2C I am relieved!
>
> Paul
>
> On Mon=2C Apr 6=2C 2015 at 9:07 PM=2C Okanogan Lew <vplewis@community.org
> wrote:
>
>
>
> Guys & Jill=2C we did the annual compression test today on my CJ6 engine
& it ranged from 59-70 psi COLD. What is the minimum acceptable low? Tha
nks in advance.
>
> Paul Lewis
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=440356#440356
>
>
>
>
>
>
>
> ==========
> List" target="_blank">http://www.matronics.com/Navigator?Yak-List
> ==========
> FORUMS -
> _blank">http://forums.matronics.com
> ==========
> b Site -
> -Matt Dralle=2C List Admin.
> target="_blank">http://www.matronics.com/contribution
> ==========
>
>
>
>
>
>
>
>
> ==========
> rget="_blank">http://www.matronics.com/Navigator?Yak-List
> ==========
> http://forums.matronics.com
> ==========
> ="_blank">http://www.matronics.com/contribution
> ==========
>
>
>
>
>
>
>
>
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===========
===========
>
>
>
Message 12
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| Subject: | Housai Compression |
To each his own ... keep in my mind that on my 50, there are no gills/slats installed
anymore, so it is an EASY thing. I leave the cowl on, run it until cylinder
head temps are at least well up into the green. Normal warm up, then run
it at about 60-70 percent until temps are stable. Idle it for a minute or so,
then jump out and start pulling the front plugs just as fast as my fingers
and tools can go. In the meantime, my A&P is putting the air adapter in the first
cylinder. We are usually measuring within 5-10 minutes after shutdown.
Always do the TOP cylinders first. Oil gets down into the bottom cylinders and
you will usually have the best compression readings there... so do the top
ones first. IF you ever have low compression on a bottom cylinder... it usually
means you need to take a real close look.... real close.
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Rico Jaeger
Sent: Friday, April 10, 2015 3:35 PM
Subject: RE: Yak-List: Housai Compression
Man, you guys are amazing. This is like being back in college...the learning never
stops. It was even harder when I switched to Music Education from my REAL
passion: gynecology. Of course I was completely self-taught...
So...what is a typical compression check? Fire up / warm up for how long / what
temps? Then how soon after - pull plugs?
Rico Jaeger
915 S. 11th Ave.
Wausau, WI. 54401
715.529.7426
//
1966 Cessna 150F ^/---//-X
N8558G //
Hangar #35 / AUW
//
1992 Yakovlev Yak 52 ^/---//-X
N21YK //
Hangar #21 / AUW
> From: mark.bitterlich@navy.mil
> To: yak-list@matronics.com
> Subject: RE: Yak-List: Housai Compression
> Date: Fri, 10 Apr 2015 19:23:08 +0000
>
>
> Yes Rico, the expansion of the rings in the M-14 is pretty dramatic and compression
needs to be taken when the engine is hot, and then as quickly as possible.
This is also why oil leaks past these rings so easily when they are cold.
It is also why the gapless ring concept by Monty Barrett, the Coys, Jill, etc.,
all work so well.
>
> As Walt mentioned, and I concur with totally.... you need to be on the lookout
for exhaust valve leaks. If I see compression readings lower than 80/70, then
I want to know why. If I hear air leaking out the exhaust then I will first
check the lash, then stake it, and if none of that works I would use a bore-scope
to see if I can check the valve visually. After that, I would .... well....
I would add a ton of MMO to the fuel, go fly it and run the living crap out
of it and get it good and hot for at least 30 minutes, then come back and test
it again. If all that failed, and I still have leakage, other than a ring issue,
I'd yank the jug and fix it. I've only had to do that twice in 800 hours...
he says with fingers crossed. Be aware that this is a personal judgment call.
Others can, and probably will, disagree.
>
> On that same topic, never let anyone talk you into doing the Indian Rope Dance
trick to surface a valve on these engines, especially on a top cylinder, which
is normally where you will have an exhaust valve leaking. I am talking about
the trick where you pull the plugs, stuff rope down into the cylinder, then
remove valve springs and rockers, insert valve grinding compound through the spark
plug hole and then rotate valve stem. Lots of A&P's swear by this method
on opposed engines... but where do you think that valve grinding compound is going
to end up if you stick it into one of the top cylinders? Yep, some of it
is going to drop right down on top of the pistons and ring lands. Good luck with
that Kemo-Sabi.
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Rico Jaeger
> Sent: Friday, April 10, 2015 2:44 PM
> To: yak-list@matronics.com
> Subject: RE: Yak-List: Housai Compression
>
> On that note...is this common practice on the M-14P as well???
>
> Rico Jaeger
> 915 S. 11th Ave.
> Wausau, WI. 54401
> 715.529.7426
> //
> 1966 Cessna 150F ^/---//-X
> N8558G //
> Hangar #35 / AUW
> //
> 1992 Yakovlev Yak 52 ^/---//-X
> N21YK //
> Hangar #21 / AUW
>
>
>
>
>
> ________________________________
>
> Date: Fri, 10 Apr 2015 11:30:27 -0700
> Subject: Re: Yak-List: Housai Compression
> From: okanoganlew@gmail.com
> To: yak-list@matronics.com
>
>
> Hi Walt, thanks for your reply. We did warm up the engine & all cylinders were
65-70. So, I am relieved!
>
> Paul
>
> On Mon, Apr 6, 2015 at 9:07 PM, Okanogan Lew <vplewis@community.org> wrote:
>
>
>
> Guys & Jill, we did the annual compression test today on my CJ6 engine & it ranged
from 59-70 psi COLD. What is the minimum acceptable low? Thanks in advance.
>
> Paul Lewis
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=440356#440356
>
>
>
>
>
>
>
> ==========
> List" target="_blank">http://www.matronics.com/Navigator?Yak-List
> ==========
> FORUMS -
> _blank">http://forums.matronics.com
> ==========
> b Site -
> -Matt Dralle, List Admin.
> target="_blank">http://www.matronics.com/contribution
> ==========
>
>
>
>
>
>
>
>
> ==========
> rget="_blank">http://www.matronics.com/Navigator?Yak-List
> ==========
> http://forums.matronics.com
> ==========
> ="_blank">http://www.matronics.com/contribution
> ==========
>
>
>
>= Archive Search & Download, 7-Day Browse, Chat, FAQ,
&g=======================
>
>
>
Message 13
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| Subject: | Parachutes for Sale |
I have two Strong seat pack (Model 304) that I purchased new in 2006 from D
on Mayer's Parachute Shop.=C2- These are=C2-26 foot canopies rated for
254 pounds and 150 knot opening. =C2- Here's a link to the Strong Website
and the owner's manual: http://www.strongparachutes.com/library/Documentat
ion/Emergency/Para-Cushion%20304%20Manual.pdf
These chutes have always been well maintained and on the latest repack (las
t week... April 6th, 2015) the rigger said they looked brand new.=C2- I
=C2-DO NOT leave them in the airplane or at=C2-the hanger.=C2- When n
ot in use, they are stored in my guest bedroom for proper humidity control.
=C2- They are military OD green and perfect for the CJ and YAK with bucke
t seats.=C2-
=C2-
So why am I selling... I have the opportunity to start flying an RV4 and th
e seat pack chute puts my head too high and banging on the canopy in the fr
ont seat.=C2-
=C2-
New these chutes are about $2400 each ( http://www.parachuteshop.com/STRONG
.htm =C2-or at aircraft spruce and specialty at http://www.aircraftspruce
.com/catalog/pspages/paracushion311.php .)=C2-
=C2-
Some people may have heard a rumor about a 20-year life span of parachutes.
..=C2- I asked my rigger last week and he said that doesn't apply here be
cause of the type material used and the FAA=C2-TSO and I also found this
on the Don Mayer's Parachute Shop website:=C2- http://www.parachuteshop.c
om/life_limits_parachutes.htm
=C2-
I'll sell both these chutes for $2200.=C2- If you don't like them just se
nd them back and I'll refund your money.
=C2-
Contact me off list if you're interested.
Jon Blake
jblake207@comcast.net
Message 14
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| Subject: | Re: IFR Certification |
Good stuff Ernie... many thanks.=C2- See you at SNF in a couple weeks.=C2
- JB
----- Original Message -----
From: "Ernest Martinez" <erniel29@gmail.com>
Sent: Friday, April 10, 2015 2:19:50 PM
Subject: Re: Yak-List: IFR Certification
http://aviation.stackexchange.com/questions/1378/what-are-the-faa-requireme
nts-for-an-aircraft-to-be-ifr-certified
On Fri, Apr 10, 2015 at 3:17 PM, Ernest Martinez < erniel29@gmail.com > wro
te:
Jon,
Its experimental exhibition, as long as you have the appropriate radios and
instruments and you're rated, and you have the IFR check done, you should
be good to go if in a pinch you needed to file in your airplane. I do not b
elieve there is any sort of certification of the airplane required.
Even a certified airplane, if I recall correctly doesn't have to have any s
pecial IFR certification, just the equipment to be TSO'd for that airplane.
But I do recall someone having to go for a test flight in my Dakota after
the installation of a Sandel and 430, and he did do some sort of sign off,
so I may be wrong.
I had a 430 in my last CJ, and I used to file /G (not that I filed all that
often, remember me and clouds :) That said, all I did was have the obligat
ory IFR check done by my local avionics shop and that was it.=C2-
On Fri, Apr 10, 2015 at 3:08 PM, < jblake207@comcast.net > wrote:
<blockquote>
Does anyone have any recommendations for certifying a standard CJ6 for IFR
ops=C2-here in the States?=C2- I am a seasoned instrument pilot and kee
p current in my Piper Arrow, so currency is not really an issue.=C2- As f
or instrumentation on the CJ... I'm installing a second radio a KX155 with
Glide slope, 28V electric Western-style DG along with a new turn and bank i
ndicator.=C2- I plan to use my hand-held Garmin for Direct=C2-once enro
ute and approved by ATC, but not for approaches.=C2- I'm keeping the Chin
ese attitude indicator.=C2- I'm also thinking about a new Trio AP... The
intent is to not necessarily fly the airplane down to a Cat 1 approach mini
mums, rather to be able to recover to home base on a Sunday afternoon when
weather is slightly less than VFR.=C2- One concern is possibly carb ice..
. even though my carb heat works, it isn't the greatest in the world.=C2-
My peter heater works fine.=C2- So, having said all that as background,
any words of wisdom are welcome.
Jon Blake
jblake207@comcast.net
et="_blank">http://www.matronics.com/Navigator?Yak-List tp://forums.matro
nics.com _blank">http://www.matronics.com/contribution
</blockquote>
===
Message 15
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| Subject: | Re: Air Leak Advice |
mark.bitterlich(at)navy.m wrote:
> Gimp,
>
> The air that is pushed out of the gear actuators when they move either up or
down, is vented out of the gear handle. Once the gear is fully up or down, no
air should vent out of the gear handle. If it does, that is a sign of internal
seal leakage in an actuator. When the gear is actually moving, you SHOULD
hear air coming out of the gear handle. :-)
>
> Mark
>
>
> --
Thanks Mark. We do know it releases the air on the up or down side depending on
which way it is moving, it just seemed to make a lot of noise before anything
started moving, my mechanic said he was pausing at neutral so that might have
been why it seemed excessive.
Thanks though, you never know how much anybody knows and it is better to clarify
than let a bad assumption go.
'Gimp
--------
Owner/Pilot N6209F 1987 Yak-52
COMM/ASEL/IFR/HP-Complex/TW
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=440594#440594
Message 16
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Anyone have a good, serviceable 28V Directional Gyro for sale?
How about suggestions on a good name brand to install in my CJ6?=C2- I wa
s thinking about the RCA15EK MULTI-VOLT DG but looking for some advice.=C2
- Also willing to listen to any installation ideas/suggestions.
Jon Blake
jblake207@comcast.net
Message 17
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Jon,
While cleaning the hanger I found a 28 volt Airborne vac pump, brand new,
never used. If you wanted to go with the lower cost vac DG, this might be
worth considering. Please contact me off list if interested.
Best,
Doug
On Fri, Apr 10, 2015 at 1:52 PM, <jblake207@comcast.net> wrote:
> Anyone have a good, serviceable 28V Directional Gyro for sale?
> How about suggestions on a good name brand to install in my CJ6? I was
> thinking about the RCA15EK MULTI-VOLT DG but looking for some advice. Also
> willing to listen to any installation ideas/suggestions.
>
> Jon Blake
> jblake207@comcast.net
>
>
> *
>
>
> *
>
>
Message 18
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| Subject: | Re: Parachutes for Sale |
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PTNEPTNEPTNEIA=
Message 19
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| Subject: | IFR Certification |
I took out ALL my Chinese wiring and put in three 10=9D Dynon
EFIS panels (2 in front pit, 1 in back), 2 axis autopilot, dual adhars,
etc. and got the log book entry for IFR. I=99ve flown it IFR (NO
LOW IFR) some and really recommend the auto pilot I=99ve flown
dozens of approaches (real/hood) with it and it is a good plane but I
still would recommend the AP.
Check out the Dynon D2 backup instrument (attitude, alitimeter, heading,
etc.) gps based for not a lot of cash.
Let me know if you have any questions.
Bear
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of
jblake207@comcast.net
Sent: Friday, April 10, 2015 3:09 PM
Subject: Yak-List: IFR Certification
Does anyone have any recommendations for certifying a standard CJ6 for
IFR ops here in the States? I am a seasoned instrument pilot and keep
current in my Piper Arrow, so currency is not really an issue. As for
instrumentation on the CJ... I'm installing a second radio a KX155 with
Glide slope, 28V electric Western-style DG along with a new turn and
bank indicator. I plan to use my hand-held Garmin for Direct once
enroute and approved by ATC, but not for approaches. I'm keeping the
Chinese attitude indicator. I'm also thinking about a new Trio AP...
The intent is to not necessarily fly the airplane down to a Cat 1
approach minimums, rather to be able to recover to home base on a Sunday
afternoon when weather is slightly less than VFR. One concern is
possibly carb ice... even though my carb heat works, it isn't the
greatest in the world. My peter heater works fine. So, having said all
that as background, any words of wisdom are welcome.
Jon Blake
jblake207@comcast.net <mailto:jblake207@comcast.net>
Message 20
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Message 21
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| Subject: | Re: IFR Certification |
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Message 22
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| Subject: | Re: Random L-39 Question |
Bill,
Which engine do you have in your UTI?
Doc
Sent from my iPad
> On Apr 9, 2015, at 10:19 PM, migfighter42 <migfighter42@gmail.com> wrote:
>
> That plane is way too prepared for emergencies...just fly MiGs. :)
>
>
> Bill Culberson
> Red Star Aero Services
>
>
> -------- Original message --------
> From: Jon Boede <jonboede@hotmail.com>
> Date:04/09/2015 7:22 PM (GMT-06:00)
> To: yak-list@matronics.com
> Cc:
> Subject: RE: Yak-List: Random L-39 Question
>
> Emergency hydraulic levers.
>
> Gear, flaps, ram air tubine. You'll notice that the top of the levers hav
e different shapes, for example, emergency gear hydraulic is shaped like the
gear handle.
>
> The 4th cross-connects the primary and emergency systems.
>
> From: rocknpilot@hotmail.com
> To: yak-list@matronics.com
> Subject: Yak-List: Random L-39 Question
> Date: Thu, 9 Apr 2015 15:26:10 -0500
>
> Just because I am always "learning"...I saw a pic of an L-39 cockpit and n
oticed 4 levers on the lower right side that I'm assuming are pneumatic cont
rols.(?) Can anyone tell me the purpose? THANX!
>
> Rico Jaeger
> 915 S. 11th Ave.
> Wausau, WI. 54401
> 715.529.7426
> //
> 1966 Cessna 150F ^/---//-X
> N8558G //
> Hangar #35 / AUW
> //
> 1992 Yakovlev Yak 52 ^/---//-X
> N21YK //
> Hangar #21 / AUW
>
>
>
>
>
>
>
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