Today's Message Index:
----------------------
1. 06:57 AM - Re: Need M-14P Low Oil Pressure Help (Doug)
2. 06:58 AM - Re: Followup on prop surging (Alan Cockrell)
3. 07:11 AM - Re: Followup on prop surging (A. Dennis Savarese)
4. 07:22 AM - MORE on Crosswind limitation (Re: Followup on prop surging) (A. Dennis Savarese)
5. 10:03 AM - Re: Followup on prop surging (Brian Lloyd)
6. 10:41 AM - Re: Followup on prop surging (A. Dennis Savarese)
7. 11:58 AM - Re: Followup on prop surging (Brian Lloyd)
Message 1
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Need M-14P Low Oil Pressure Help |
--> Yak-List message posted by: "Doug" <rvfltd@televar.com>
Harry,
Doug Sapp here. Has this been an on going issue or did it just develop? If
it has been there from day one you may have one of those engines that the
oil pump was assembled on the Monday morning after the annual all you can
drink vodka tasting and goat roping festivities, rather than the Friday
before the holiday. I have heard of 2 engines now that the "in and out" was
reversed. John Finley's is the first one that comes to mind. John's a
great guy, even though he deserted us all, sold his CJ, and bought a "Mooney
on steroids". John's phone number is 914-495-9085 his cell is
239-248-0869, or you can find him at finleyj6@juno.com I am sure John
could give you more first hand info than I can. I think John did a yak list
posting about the problem. Good luck.
Always yakin,
Doug
----- Original Message -----
From: "Harry Hirschman" <hairball192@yahoo.com>
Subject: Yak-List: Need M-14P Low Oil Pressure Help
> --> Yak-List message posted by: Harry Hirschman <hairball192@yahoo.com>
>
> Everyone:
>
> Read on if you like helping folks with maintenance
> riddles. If not, please delete with my apologies for
> intruding.
>
> I've been troubleshooting a low oil-pressure condition
> on my M-14P (360 hp, MTV-3) powered Interavia E-3 with
> no luck and could use some advice from those more
> experienced than I.
>
> Oil Pressure Readings:
> With warm engine/oil at idle power (any setting
> between 30% and 40% rpm, they all read the same) the
> oil-pressure in both cockpits reads 15 kg/cm2. Above
> 40% the oil-pressure comes up with the throttle until
> at 50%, 60% and 70% power the needles in both cockpits
> bounce between 30 and 35 kg/cm2. My understanding is
> that the yellow range is 20-35 kg/cm2, the green range
> is 35-55 kg/cm2, and that something in the 40-45 range
> is optimal.
>
> What We Did:
> With a warm engine we turned the adjustment screw on
> the oil pump clockwise (right) in quarter-turn
> increments until it reached the stop with no change in
> oil-pressure.
>
> A friend suggested the by-pass valve may be sticking
> or clogged so we removed the oil-pressure adjustment
> screw, the spring, and the dealy-bob the spring pushes
> against that seats into the oil pump housing. All
> appeared clean, uncontaminated, and undamaged and were
> reinstalled. We're pretty sure we reinstalled them
> correctly because it is a very straightforward
> assembly that appears pilot-proof and my friend is a
> very experienced radial-engine mech (but not
> experienced with the M-14P).
>
> We repeated the adjustments in the clockwise direction
> but still there was no change in oil pressure. Just
> for good measure, we then turned the adjustment screw
> counter-clokwise (left) until it was almost all the
> way out and still the oil-pressure did not change.
>
> Background:
> The engine has 130 hrs TT and the oil was changed
> about five flight hours (one month) ago. The oil
> looks a healthy black, so I do not suspect an air leak
> in the system (if the oil were airated (sp?) it would
> look grey, right?). There is an oil filter that was
> installed when the plane was originally put together.
>
> Thanks in advance for any assistance you may be able
> to provide.
>
> Regards,
> Harry Hirschman
>
>
> __________________________________
>
>
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Followup on prop surging |
--> Yak-List message posted by: "Alan Cockrell" <yakdriver@comcast.net>
How sure are we that the "Russian Flight Manual" that we have all downloaded is
not actually a training manual rather than what the FAA terms a POH? (The USAF
calls it the Dash-1, and the USN NATOPS) It seems to me that the low crosswind
limitation would relate more to student training than aircrtaft limitations.
The Yak-52 ought to be able to easily handle crosswinds of 30 Kts or more.
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Followup on prop surging |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
My question is what or where is the web site that you downloaded the Russian
Flight Manual from? I'm not talking about a POH like the one that is on my
web site. I'm talking about the actual English translated 8 1/2 x 11
Russian flight manual. The one where 14 pages (no exaggeration) is spent
explaining how to fly a standard pattern. That is where the crosswind
limitation I posted came from.
But I also agree with Alan and have personally landed my 52 in a crosswind
exceeding 20+ knots.
Dennis Savarese
----- Original Message -----
From: "Alan Cockrell" <yakdriver@comcast.net>
Subject: Re: Yak-List: Followup on prop surging
> --> Yak-List message posted by: "Alan Cockrell" <yakdriver@comcast.net>
>
> How sure are we that the "Russian Flight Manual" that we have all
downloaded is not actually a training manual rather than what the FAA terms
a POH? (The USAF calls it the Dash-1, and the USN NATOPS) It seems to me
that the low crosswind limitation would relate more to student training than
aircrtaft limitations. The Yak-52 ought to be able to easily handle
crosswinds of 30 Kts or more.
>
>
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Followup on prop surging) |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Just for curiosity, I dug out the Russian Flight Manual again and written on
the very first page is the following English translated statement. No
personal typo mistakes. This is exactly as printed.
"The IAK-52 Flight Manual comprises the airplane main data, its operating
limitations, recommendations about the flight preparation and performance,
as well as informations about the systems exploitation."
Dennis Savarese
----- Original Message -----
From: "Alan Cockrell" <yakdriver@comcast.net>
Subject: Re: Yak-List: Followup on prop surging
> --> Yak-List message posted by: "Alan Cockrell" <yakdriver@comcast.net>
>
> How sure are we that the "Russian Flight Manual" that we have all
downloaded is not actually a training manual rather than what the FAA terms
a POH? (The USAF calls it the Dash-1, and the USN NATOPS) It seems to me
that the low crosswind limitation would relate more to student training than
aircrtaft limitations. The Yak-52 ought to be able to easily handle
crosswinds of 30 Kts or more.
>
>
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Followup on prop surging |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Alan Cockrell wrote:
> --> Yak-List message posted by: "Alan Cockrell" <yakdriver@comcast.net>
>
> How sure are we that the "Russian Flight Manual" that we have all
> downloaded is not actually a training manual rather than what the FAA
> terms a POH? (The USAF calls it the Dash-1, and the USN NATOPS) It
> seems to me that the low crosswind limitation would relate more to
> student training than aircrtaft limitations. The Yak-52 ought to be able
> to easily handle crosswinds of 30 Kts or more.
Demonstrated crosswind component and actual crosswind capability are two
different things. The former means, "when we were flight testing the
aircraft we landed it in this much of a crosswind so it will at least
handle that." It does not tell you what the actual crosswind capability
really is.
--
Brian Lloyd 6501 Red Hook Plaza, Suite 201
brian@lloyd.com St. Thomas, VI 00802
+1.340.998.9447 - voice +1.360.838.9669 - fax
GMT-4
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Followup on prop surging |
--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
However Brian, the word "demonstrated" as used in the American POH's and
during certification testing of our American manufactured airplanes, is not
used in the Russian Flight Manual. But the words "must not exceed" are used
when stating the crosswind velocity of 6 m/sec. In fact, the Russian Flight
Manual states glide for landing airspeeds (with the wing flaps extended or
retracted) in KPH based on a headwind velocity below 10 m/sec (160 KPH) and
up to 15 m/sec (170 KPH). It also says, "When the wind velocity is greater
than 15 m/sec, the flights are banned."
Dennis Savarese
----- Original Message -----
From: "Brian Lloyd" <brian@lloyd.com>
Subject: Re: Yak-List: Followup on prop surging
> --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
>
> Alan Cockrell wrote:
> > --> Yak-List message posted by: "Alan Cockrell" <yakdriver@comcast.net>
> >
> > How sure are we that the "Russian Flight Manual" that we have all
> > downloaded is not actually a training manual rather than what the FAA
> > terms a POH? (The USAF calls it the Dash-1, and the USN NATOPS) It
> > seems to me that the low crosswind limitation would relate more to
> > student training than aircrtaft limitations. The Yak-52 ought to be able
> > to easily handle crosswinds of 30 Kts or more.
>
> Demonstrated crosswind component and actual crosswind capability are two
> different things. The former means, "when we were flight testing the
> aircraft we landed it in this much of a crosswind so it will at least
> handle that." It does not tell you what the actual crosswind capability
> really is.
>
> --
>
> Brian Lloyd 6501 Red Hook Plaza, Suite 201
> brian@lloyd.com St. Thomas, VI 00802
> +1.340.998.9447 - voice +1.360.838.9669 - fax
> GMT-4
>
>
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Followup on prop surging |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
A. Dennis Savarese wrote:
> --> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
>
> However Brian, the word "demonstrated" as used in the American POH's and
> during certification testing of our American manufactured airplanes, is not
> used in the Russian Flight Manual. But the words "must not exceed" are used
> when stating the crosswind velocity of 6 m/sec.
Then don't fly when the crosswind component exceeds 6m/s.
As I recall, the phrase "demonstrated crosswind capability" was used in an
earlier post. Not having the Yak-52 manual I won't comment beyond that.
--
Brian Lloyd 6501 Red Hook Plaza, Suite 201
brian@lloyd.com St. Thomas, VI 00802
+1.340.998.9447 - voice +1.360.838.9669 - fax
GMT-4
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|