Today's Message Index:
----------------------
1. 05:10 AM - CJ 5 (PEYRACHE Patrick)
2. 05:47 AM - Re: CJ 5 (Dr. Robert Schroeder)
3. 05:53 AM - Yak-50 Gear Rams and misc. (Tim Gagnon)
4. 05:54 AM - RE : CJ 5 (PEYRACHE Patrick)
5. 07:18 AM - Fw: Mag lead wires (Tom Johnson)
6. 07:23 AM - Re: Engine Hesitation in Flight (Andrew Dougherty)
7. 10:37 AM - Engine mount supports (joe h)
8. 06:46 PM - Re: Re: Engine Hesitation in Flight (AirshowPilot1@aol.com)
9. 07:57 PM - Re: Re: Engine Hesitation in Flight (Andrew Dougherty)
10. 08:27 PM - Re: Re: Engine Hesitation in Flight (Frank Haertlein)
11. 09:02 PM - SRR fly-in (John W Finley)
12. 10:22 PM - M-14P Low Oil Pressure - Resolved (Harry Hirschman)
Message 1
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--> Yak-List message posted by: "PEYRACHE Patrick" <Patrick.PEYRACHE@cote-azur.cci.fr>
Good morning,
I intend to buy a CJ 5 (Yes FIVE...), and would like to talk about
it with Doug Sapp.
Would someone have his e-mail adress ?
And if anyone has experience or opinions regarding that airplane,
I'd be glad to hear them.
Thanks a lot.
Patrick PEYRACHE.
Message 2
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--> Yak-List message posted by: "Dr. Robert Schroeder" <firedog@visi.com>
Doug [rvfltd@televar.com]
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of PEYRACHE
Patrick
Subject: Yak-List: CJ 5
--> Yak-List message posted by: "PEYRACHE Patrick"
<Patrick.PEYRACHE@cote-azur.cci.fr>
Good morning,
I intend to buy a CJ 5 (Yes FIVE...), and would like to talk about
it with Doug Sapp.
Would someone have his e-mail adress ?
And if anyone has experience or opinions regarding that airplane,
I'd be glad to hear them.
Thanks a lot.
Patrick PEYRACHE.
Message 3
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| Subject: | Yak-50 Gear Rams and misc. |
Seal-Send-Time: Thu, 4 Sep 2003 08:52:27 -0400
--> Yak-List message posted by: "Tim Gagnon" <NiftyYak50@msn.com>
Yak-50 Owners...
After experiencing a gear problem (broken clevis bolt that attaches to the end
of the ram rod and then to the gear), we found that these are impossible to get
so we did what every good American would do in this situation, used duct tape
to put it back together! Actually, the good one was taken to a machine shop
that is also an FAA repair station and had them mill a new pair that is stronger,
particularly where it failed. This place does work for some heavy players
in the aviation biz..UPS, Honeywell, Aviall, ect. We had two brand new ones made
and they came out very very nice. We will install them next week. We are having
the rams themselves overhauled while their out. While they are being overhauled,
they will be blue printed and new ones manufactured as well. This shop
has done some work on local warbirds and does some nice work. The new ones will
be stronger and converted to SAE fittings for ease of future MX. This is a
weak part of this aircraft because this stuff is impossible to get or at the very
least prohibitively expensive. We also have a set of gear legs coming from
Russia that too will be torn down, overhauled and blue printed for manufacture.
Again, to US standards. I have seen these priced at 7K..a piece!
This work is not being done by some second rate operation, but by highly experienced
shops with state-of-the-art equipment and craftsman. So when this is all
said and done, we will have the entire gear assembly for the Yak-50..brand new.
They will be thoroughly tested before the first set is made available.
What we are offering now is this: brand new clevis bolts
Future offerings after much testing: complete and new landing gear rams. Once these
are tested we will have the shop do a run for those that want a pair. They
will come with all new hoses as well with SAE fittings except for the fitting
that attaches to the hard lines in the spar, these remain metric (but new metric).
If anyone is interested in this, drop me an email and I will send pics and specs
of the broken clevis, an original one and also the new one. I will also include
some pricing. They will not be horribly expensive but cheaper than a gear
up landing!
Thanks!
Tim Gagnon
Dean Courtney
Yak-50
250BW
Message 4
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--> Yak-List message posted by: "PEYRACHE Patrick" <Patrick.PEYRACHE@cote-azur.cci.fr>
Thank you so much !
-----Message d'origine-----
De : Dr. Robert Schroeder [mailto:firedog@visi.com]
Envoy : jeudi 4 septembre 2003 14:56
: yak-list@matronics.com
Objet : RE: Yak-List: CJ 5
--> Yak-List message posted by: "Dr. Robert Schroeder"
--> <firedog@visi.com>
Doug [rvfltd@televar.com]
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of PEYRACHE Patrick
Subject: Yak-List: CJ 5
--> Yak-List message posted by: "PEYRACHE Patrick"
<Patrick.PEYRACHE@cote-azur.cci.fr>
Good morning,
I intend to buy a CJ 5 (Yes FIVE...), and would like to talk about it with
Doug Sapp.
Would someone have his e-mail adress ?
And if anyone has experience or opinions regarding that airplane, I'd be glad
to hear them.
Thanks a lot.
Patrick PEYRACHE.
Message 5
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| Subject: | Fw: Mag lead wires |
--> Yak-List message posted by: "Tom Johnson" <tjohnson@cannonaviation.com>
Savage Magneto's
2415 Radley Court
Hayward, Ca 94544
510-782-7081
Al Marcucci, owner
Hope this helps and tell AL hello for me!!
-----Original Message-----
From: Tom Johnson [mailto:tjohnson@cannonaviation.com]
Sent: Thursday, September 04, 2003 6:59 AM
To: atdougherty@yahoo.com; Mark Schrick
Subject: Mag lead wires
Andrew . .
Think hard about pulling all new lead wires.
It's a big job.
It is a "one day" job like you said, but only in Alaska, when the sun never sets!
I've pulled 3 bad wires through on mine.
Do you have a lead tester? Beg / borrow / or steal one.
Find bad wires and do them individually if you have to.
One of the problems you will have is finding 5mm plug wire.
It is coveted.
Another problem is all the little fittings and trimming that have to be done.
There are tricks we've learned if you go forward.
If you really want to replace all your wires, do yourself a favor and contact
Al at Savage Magneto.
Al may have a whole replacement ignition "ring" all built up and ready to install.
Furthermore, the wires that Al makes up are far superior due to his treatment
of the ends.
I've copied Mark Schrick . . who I hope has Al's contact information.
I have pictures of the wire pulling process if you go that way.
Sincerely.
Tj
Message 6
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| Subject: | RE: Engine Hesitation in Flight |
--> Yak-List message posted by: Andrew Dougherty <atdougherty@yahoo.com>
I appreciate the input, as I mentioned in an earlier
message this came about as a result of an engine
hesitation during flight with no changes in inputs to
the control. The only appreciable change was that the
aircraft flew through some precip, hence all the buzz
about water soaked leads.
However, after running rough (hesitation) for a while
anywhere from 5 to 10 seconds (the longest 5 to 10
seconds of my life) the engine came back to normal
operation. Could the moisture penetrate the old
leads, cause degraded conduit, and then clear itself
up?
Due to this inconsistency I am also considering a fuel
pressure issue as this is another possibility. As I
know from my days working on my MGB (british sports
car) the only two problems with an engine not running
right are fuel or ignition (of course!) and as I have
said, this problem has plagued me before though
usually just after takeoff and upon changing the
attitude and or power of the AC from take off to
cruise.
Cheers
Andrew
Savage Magneto's
2415 Radley Court
Hayward, Ca 94544
510-782-7081
Al Marcucci, owner
Hope this helps and tell AL hello for me!!
Mark Schrick
-----Original Message-----
From: Tom Johnson [mailto:tjohnson@cannonaviation.com]
Subject: Mag lead wires
Andrew . .
Think hard about pulling all new lead wires.
It's a big job.
It is a "one day" job like you said, but only in
Alaska, when the sun never sets!
I've pulled 3 bad wires through on mine.
Do you have a lead tester? Beg / borrow / or steal
one.
Find bad wires and do them individually if you have
to.
One of the problems you will have is finding 5mm plug
wire.
It is coveted.
Another problem is all the little fittings and
trimming that have to be done.
There are tricks we've learned if you go forward.
If you really want to replace all your wires, do
yourself a favor and contact Al at Savage Magneto.
Al may have a whole replacement ignition "ring" all
built up and ready to install.
Furthermore, the wires that Al makes up are far
superior due to his treatment of the ends.
I've copied Mark Schrick . . who I hope has Al's
contact information.
I have pictures of the wire pulling process if you go
that way.
Sincerely.
Tj
__________________________________
http://sitebuilder.yahoo.com
Message 7
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| Subject: | Engine mount supports |
--> Yak-List message posted by: joe h <joeh@shaw.ca>
Further to discussion on corrosion of engine mount supports at firewall PN H2-6402-00
LEFT AND RIGHT.
To protect against possible corrosion on these fittings aft of the firewall I have
drilled a minimum 3/16"
hole through the aluminum channel beam just aft of the fitting to allow any water
to drain.
Then protect the steel fitting with Paralketone or similar.
Joe
Message 8
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| Subject: | Re: RE: Engine Hesitation in Flight |
--> Yak-List message posted by: AirshowPilot1@aol.com
Did you consider the possibility of Carb Ice?
Message 9
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| Subject: | Re: RE: Engine Hesitation in Flight |
--> Yak-List message posted by: Andrew Dougherty <atdougherty@yahoo.com>
I did consider that except I had my carb heat already
on
--- AirshowPilot1@aol.com wrote:
> --> Yak-List message posted by:
> AirshowPilot1@aol.com
>
> Did you consider the possibility of Carb Ice?
>
>
>
> Contributions
> any other
> Forums.
>
> latest messages.
> List members.
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Yak-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
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__________________________________
http://sitebuilder.yahoo.com
Message 10
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| Subject: | RE: Engine Hesitation in Flight |
--> Yak-List message posted by: "Frank Haertlein" <yak52driver@earthlink.net>
Andrew;
As you may know, I'm in the process of changing out my spark plug wires.
I can say this much....I agree with whomever said that it was a bitch of
a job. I've been at it every evening this week and I've only gotten the
front row of plug wires done. My recommendation is to have a shop do
it........ unless you enjoy tinkering around.
During this process I've learned a few things. The bottom row of plug
wires had water in them. The outer rubber covering of the
overbraid/sheilding acted as a perfect reservoir to hold water. Now that
I think about it, all the weird problems I've been having cropped up
since I washed the engine with water based degreaser.
Some of the overbraid on a few leads had broken in two possibly
(probably) contributing to cross fire between cylinders. The fact that
the overbraid was broken on a few wires was hidden by the outer, rubber
covering of the wire. The whole system was a mess yet it looked good
externally.
A few wires exhibited cracking near the magneto. Bottom line is that the
ignition system was a mess while it looked good from the outside. If
you're having weird engine problems then this is the first place I would
look. You will not know the condition of your ignition system until you
take it apart!`
For what it's worth (FWIW)
Frank
N9110M
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Andrew
Dougherty
Subject: Yak-List: RE: Engine Hesitation in Flight
--> Yak-List message posted by: Andrew Dougherty <atdougherty@yahoo.com>
I appreciate the input, as I mentioned in an earlier
message this came about as a result of an engine
hesitation during flight with no changes in inputs to
the control. The only appreciable change was that the
aircraft flew through some precip, hence all the buzz
about water soaked leads.
However, after running rough (hesitation) for a while
anywhere from 5 to 10 seconds (the longest 5 to 10
seconds of my life) the engine came back to normal
operation. Could the moisture penetrate the old
leads, cause degraded conduit, and then clear itself
up?
Due to this inconsistency I am also considering a fuel
pressure issue as this is another possibility. As I
know from my days working on my MGB (british sports
car) the only two problems with an engine not running
right are fuel or ignition (of course!) and as I have
said, this problem has plagued me before though
usually just after takeoff and upon changing the
attitude and or power of the AC from take off to
cruise.
Cheers
Andrew
Savage Magneto's
2415 Radley Court
Hayward, Ca 94544
510-782-7081
Al Marcucci, owner
Hope this helps and tell AL hello for me!!
Mark Schrick
-----Original Message-----
From: Tom Johnson [mailto:tjohnson@cannonaviation.com]
Subject: Mag lead wires
Andrew . .
Think hard about pulling all new lead wires.
It's a big job.
It is a "one day" job like you said, but only in
Alaska, when the sun never sets!
I've pulled 3 bad wires through on mine.
Do you have a lead tester? Beg / borrow / or steal
one.
Find bad wires and do them individually if you have
to.
One of the problems you will have is finding 5mm plug
wire.
It is coveted.
Another problem is all the little fittings and
trimming that have to be done.
There are tricks we've learned if you go forward.
If you really want to replace all your wires, do
yourself a favor and contact Al at Savage Magneto.
Al may have a whole replacement ignition "ring" all
built up and ready to install.
Furthermore, the wires that Al makes up are far
superior due to his treatment of the ends.
I've copied Mark Schrick . . who I hope has Al's
contact information.
I have pictures of the wire pulling process if you go
that way.
Sincerely.
Tj
__________________________________
http://sitebuilder.yahoo.com
direct advertising on the Matronics Forums.
Message 11
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--> Yak-List message posted by: John W Finley <finleycj6@juno.com>
Gentlemen,
All pilots that are planning to attend the Ruidoso, NM fly-in / clinic
please make your hotel reservations now. ( Comfort Inn Suites
(505)257-2770 ) and request the YPA discount rate of $59.00. All rooms
not reserved by the 7th will be returned to their inventory. If you want
a rental car call Enterprise at (505)257-1154 and ask for the YPA
discount ( Mgr. Mark Bickerton). I would appreciate sending me an e-mail
note when you register to get an idea about our transportation
needs....Thanks, John Finley
Message 12
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| Subject: | M-14P Low Oil Pressure - Resolved |
--> Yak-List message posted by: Harry Hirschman <hairball192@yahoo.com>
Everyone:
Read on if you'd like to know how my low oil pressure
problem was resolved. If not, please delete with my
apologies.
Some time ago I threw up a post looking for help
troubleshooting low oil pressure on an M-14P. As
usual, the folks on these lists came through with
meaningful advice and suggestions. These gave me
directions to investigate and I'm happy to report that
the problem turned out to be relatively simple.
The oil was changed a couple of flights prior to the
pressure drop. That turned out to be the biggest
clue. Before pulling the pump, Andreas at 2 Gene's
Aviation at South County Airport, CA (Q99) asked the
right questions, thought a while, and checked the oil
line from the tank to the pump for vapor lock by
cutting the safety wire and pouring oil directly into
it until it was full. And that did the trick!
Evidently this is part of the oil change procedure,
but it is not always done and skipping it does not
always result in a vapor lock. Big plug for 2 Gene's.
They maintain about a half-dozen M-14-powered planes
and I recommend them.
The other thing that was contributing to the problem
was not keeping the oil tank above 12 liters. While
the problem was occurring, the oil pressure needle
bounced around quite a lot. With a full tank and no
vapor lock the needle is solid as a rock. As the
quantity in the tank falls below eleven, the pressure
drops a bit and the needle starts to vibrate again.
Many others were very helpful with suggestions and
advice. A big thanks to the following folks:
Lloyd Stoops
Chad Bartee
Carl and Jill Hays
Jeff Linebaugh
Gary Austin
Earl Hibler
Doug Sapp
People like these who are willing to share their
experience, expertise, and rolodexes are what keep
this community strong and safe.
Keep the blue side down, and up, and down...
Harry
--- Harry Hirschman <hairball192@yahoo.com> wrote:
> 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
>
>
>
> __________________________________
>
__________________________________
http://sitebuilder.yahoo.com
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