Today's Message Index:
----------------------
1. 12:33 AM - Transition to M14P with 3 blade (Barry Hancock)
2. 05:54 AM - Remember (Frank Haertlein)
3. 07:10 AM - Major Changes to my Yak-CJ6A (Steve Dalton)
4. 03:37 PM - Re: Major Changes (cpayne@joimail.com)
5. 11:51 PM - Control surface Specs. (Aubrey Price)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Transition to M14P with 3 blade |
--> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
Al (and any one else thinking about it),
Welcome to the wonderful world of excess thrust! You will love the
combination.
Having flown both the Housai and the M14P with the 2-blade before my
current mount, I have some observations.
First, treat it like a completely new airplane...because the
performance it dramatically different in the areas that count (i.e.
take off, climb, decent, and landing).
Here are the operational differences from start up to shut down, in my
experience.
Start:
-Basically the same. Everyone has their own start method, but mine is:
-pull 12 blades to clear engine of oil. Seems to work to grab the
blade from about the 3
o'clock position and pull it to 7-8 o'clock.
-prime 6-8 shots depending on temperature
-pull 9 blades (you can find the pre compression stroke between 8-9 to
get instantaneous ignition after you have the feel for it)
-one to two shots additional prime, primer up
-two cycles of the throttle, and wherever gives you about 40-45% RPM
-simultaneously hit start button and primer...Vrroooom!
This gives me first blade starts 9 out of 10 times.
Takeoff:
-Gills OPEN!!! Crucial when the engine is new as it will get hot under
the hood in a big hurry.
-with the 3 blade you will have almost instantaneous rudder
authority...and the acceleration is pretty dramatic...especially coming
from a Housai. You will be airborne before you are ready for it...so
be ready! :) Pitch up to keep 170 k/mh is pretty dramatic, way more
than you're used to. When the engine is new your temps will be
high...go to higher airspeed as soon as safe to do so.
-Note your boost over ambient and check against the book. I saw about
+105 mm at full power early on and it is growing as the engine breaks
in.
-You will climb every bit as fast as you did in the -52, if not more so.
Speeder spring...make sure the beefier spring is in the prop governor.
I was told mine was changed, but wasn't, and it lead to big RPM drops
in the zero G environment on the back sides of loops, etc. Not
good....
Cruise....make sure to follow book recommendations for break-in.
Descent...you can come down like a set of keys if you pull the power
all the way off. This gives you some flexibility in the overhead
approach (i.e. pattern altitude at 1500 AGL is achievable for a tight
"numbers" break).
Landing....you will need to carry some power all the way to flare...the
3-blade scrubs speed quite dramatically and if you pull power off you
can go from above the groove to way below it very quickly.
That's about all I have. You'll love the set-up and be very happy with
your hard earned, well spent dollars!
Blue skies, and check six! (you may just find Al there....)
Barry
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 |
|
--> Yak-List message posted by: "Frank Haertlein" <yak52driver@earthlink.net>
Remember
http://members.cox.net/classicweb/Heroes/heroes.htm
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: | Major Changes to my Yak-CJ6A |
--> Yak-List message posted by: "Steve Dalton" <sdalton@goeaston.net>
>>Time: 07:14:57 AM PST US
From: "DaBear" <dabear@damned.org>
Subject: Yak-List: Major Changes to my Yak-CJ6A
--> Yak-List message posted by: "DaBear" <dabear@damned.org>
Ok, Sean is in the final days of the replacement of my 285 engine with
a
brand new M14P and MT-9 prop. I'm in the final work on my new
checklists
for my CJ to incorporate the new changes to the airplane and I would
appreciate any help from those on the list. Specifically:
1. Power settings typically used for the M14P (in CJ and Yak-52)
2. Check lists for engine checks, etc.
3. Recommendations from those that have gone from the 285 to the M14P
of
what to do in the intial hours and what to look for.
4. Any open recommendations
Note: I've got 605 hours in Yaks (290 in Yak-52s and 315 in CJs).
Thanks in advance and hope to see you in Osh.
Al DeVere<<
Hi Al,
I am certainly no expert, but I have broken in two brand new M-14P's in
the past couple years. Also broke in a lot of new cylinders on the
M-14P. I've made the following observations:
- First flight, while orbiting the field and after warming up the
engine, run it HARD (at least 80% rpm and full throttle) for a few
minutes. Then pull it back to cruise power to allow it to cool. Repeat
this several times. From my car engine building days I've always had
good results from running a new engine hard to seat the rings. Watch
the temps. Then land, because I promise you will find some small oil
leaks.
- Most common oil leak areas I've seen are pushrod tube connections
(both ends), valve covers, and all oil line connections.
- I have an ADC oil filter on my TW and you will be amazed at how much
metal a new engine makes in the first few hours. I'd change the oil
after no more than 5 hours. After that it stops making much metal (you
hope!)
- After a couple hours you will find all the intake manifold couplings
at the case need to be tightened. This requires a special tool. Also,
all the cylinder intake and exhaust couplings will need tightening.
(Lots of fun safety wiring.) After several hours recheck the valve
clearances. After that they seem to stay set.
- Use caution, the prop governor and idle speed will not be perfect on
the first flight. It will take several flights to tweak them.
- My M-14P, with the same prop you have, seems to cruise best (i.e.,
most efficient) at 1880 rpm (65%) and 28 inches (710 mm). Results in 14
gal/hr burn. Any less throttle doesn't save much gas (according to the
JPI fuel flow gauge), but power output (aircraft speed) is much less.
Fuel burn is more a function of rpm than of manifold pressure, unless
you're at idle :-). Using 2050 rpm (70%) and 30 inches (760 mm) will
burn about 17 gal/hr. Lowest fuel flow I've seen is with 1750 rpm (60%)
and 23 inches (580 mm), about 11.5 gal/hr, but your speed falls way off.
- As far as cruise altitude goes, since you can't lean the mixture, it
doesn't seem to pay to go above about 6,000' (no wind). Above 6,000'
full throttle begins to result in less than 28 inches. Cruising at
1,500' only burns a tiny bit more than at 5,500', for the same power
settings (again, according to the fuel flow gauge). My TAS at 5,500' is
not really much different than at 1,500' with the same power settings.
My cruise altitude is based more on smooth air, clouds, winds, the
terrain below me, and cool air in summer, rather than fuel burn
considerations.
Of course: all flying was done by a trained professional on a closed
course, past performance is no guarantee of future returns, some
assembly required, batteries not included, never attempt this at home.
Have fun,
Steve Dalton
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: Major Changes |
--> Yak-List message posted by: "cpayne@joimail.com" <cpayne@joimail.com>
Interesting discusuion from Steve on his experiences. I have
also investigated cruise performance with my CJ. My focus
has shifted from all-out speed to efficient (runs cheap)
cruise. To that end I have had to readjust my aileron trim
tabs from being optimized at 180Kts indicated to 140Kts
indicated.
While I'm still testing I have run across data I didn't
expect: within my cruise range, the relationship between
miles/per gallon and speed seems to be rather linear. 20%
more speed begets 20% higher fuel burn, rather than a
steeply increasing curve relationship. What I suspect is
that my low-drag "devices" have widened my L/D "bucket" and
I'm operating on the flat part of the upslope side. More
testing will tell, it just takes careful data...a fuel
totalizer would really help.
Craig Payne
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: | Control surface Specs. |
--> Yak-List message posted by: Aubrey Price <aprice@vartec.net>
Does anyone have the Min/Max specs for the control surfaces on a YAK52. I
would like to check the deflection on all controls. No problems, just would
like to know everything is within specs.
Aubrey Price
N288Y
http://www.tammyprice.com/yak
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! --
|