Today's Message Index:
----------------------
1. 05:17 AM - Oil preheat remote switch (Brian Lloyd)
2. 05:40 AM - Re: Oil preheat remote switch (Brian Lloyd)
3. 05:51 AM - Re: "The Project" is for sale (Brian Lloyd)
4. 07:03 AM - Re: Cylinder head bolts (Ernie)
5. 08:22 AM - Yak-50, 52, 53 (Richard Goode)
6. 08:28 AM - Re: Cylinder head bolts (cjpilot710@aol.com)
7. 08:32 AM - Re: Yak-50, 52, 53 (cjpilot710@aol.com)
8. 10:24 AM - Re: Cylinder head bolts (Walt Lannon)
9. 11:09 AM - Re: Cylinder head bolts (Ernie)
10. 11:10 AM - Re: Cylinder head bolts (Gus Fraser)
11. 01:23 PM - Re: "The Project" is for sale (COOLADE@aol.com)
12. 02:40 PM - Re: Cylinder head bolts (FamilyGage@aol.com)
13. 02:40 PM - Re: aluminum fuel tank repairs (Bitterlich GS11 Mark G)
14. 04:48 PM - Kiwi formation clinic (Graeme Frew)
15. 06:44 PM - Re: Cylinder head bolts (Schlafly Fred)
16. 06:44 PM - Re: Cylinder head bolts (cjpilot710@aol.com)
17. 07:05 PM - Jim's Stuff (Graeme Frew)
18. 08:12 PM - Re: Cylinder head bolts (Walt Lannon)
19. 10:50 PM - Re: Cylinder head bolts (Brian Lloyd)
Message 1
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| Subject: | Oil preheat remote switch |
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
On Oct 26, 2004, at 4:21 PM, Bitterlich GS11 Mark G wrote:
> I can assure you Brian that the terrorists have already thought of
> such a
> device and there is no need to worry about YAK members letting out
> information that they can use.... not that I am pointing fingers by any
> means.
The nice thing about a rope is that it has many uses besides hanging
yourself. I seem to have trouble with the attitude of, "oh, rope can
be used to hang people so we will protect everyone by banning rope."
> As to the subject of heaters..... I have heard a lot of argument about
> leaving them on all the time, and NOT doing so.
That was discussed in the article on preheating in Light Plane
Maintenance (Oct 2004 issue).
> Pro's and Con's of what it
> does to the oil, to the condensation, etc., etc. I never have heard
> an
> actual debate on it that referenced actual scientific data... just a
> lot of
> opinions on both sides.
They discuss this precise issue in LPM. The problem is that the oil is
warmer than the engine so any moisture driven off by heating the oil
recondenses on the metal engine parts and causes them to rust. This is
evidently a serious problem for Lycoming engines where the cam is
splash lubricated.
My take on it is that, since the CJ6A and Yak-52 have separate oil
reservoirs, this is not likely to be a problem. Having a common
breather may be an issue but I would expect the condensation to take
place in the breather, not in the engine itself.
> My personal remote heater system started with a pager as a control
> circuit
> wired to a relay. I added a 555 timer to that circuit so that it had
> a 10
> hour automatic shutoff control after activation. The pager became too
> expensive, so I redesigned it to use some of the spare 2 meter ham
> radio
> equipment that I had along with a DTMF decoder. Almost reason enough
> to get
> your ham radio license! :-)
Packet radio. ;
) Actually, I think your 2M+DTMF decoder is a rather
elegant solution. Good thinking.
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
There is a time to laud one's country and a time to protest. A good
citizen is prepared to do either as the need arises.
Message 2
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| Subject: | Re: Oil preheat remote switch |
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
On Oct 27, 2004, at 8:13 AM, Brian Lloyd wrote:
> My take on it is that, since the CJ6A and Yak-52 have separate oil
> reservoirs, this is not likely to be a problem. Having a common
> breather may be an issue but I would expect the condensation to take
> place in the breather, not in the engine itself.
I just thought of something more. It is possible if it is below
freezing for the moisture driven off from the oil to freeze in the
breather. If you let this go on long enough you could end up with a
plugged breather.
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
I fly because it releases my mind from the tyranny of petty things . . .
Antoine de Saint-Exupry
Message 3
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| Subject: | Re: "The Project" is for sale |
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
On Oct 26, 2004, at 10:19 AM, Brian Lloyd wrote:
> --> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
>
> For someone looking for a first-class CJ6A without having to buy a new
> one, The Project is for sale.
I forgot to mention, when we had the airframe disassembled and were
reskinning things we installed Doug Sapp's 36 gal wing center section
aux tank kit. The Project has 78 gal of fuel, enough for 5 hours at
normal cruise with the M14-P.
>
> It is a 1967 CJ6A airframe that has been totally disassembled and
> restored. Any skins that were not up-to-snuff were replaced. All
> steel fittings were removed, cleaned, inspected, and placed back into
> service only if they met spec. The entire pneumatic system has been
> disassembled, cleaned, and inspected with any marginal components
> replaced. All bearings have been replaced. The gear and actuators
> have been disassembled, cleaned, inspected, and rebuilt. The airframe
> is effectively complete and just about ready to fly.
>
> The engine is a first-run, overhauled M-14P with a new stainless-steel
> exhaust manifold. The prop is a 250cm German MT prop with about 60
> hours on it. The gill louvers are from a Yak-18T.
>
> At this point there is no glass, electrical system, instrumentation,
> avionics, or paint. (Actually, the interior was painted light grey as
> it was being reassembled to protect it.)
>
> Given the weight and condition I felt that the original electrical
> system was not worth keeping. I was planning to design and build a new
> electrical system that will meet the needs of whatever
> instrumentation/avionics I planned to install. The airplane is ready
> to be customized to the purchaser's specifications. I would be happy
> to work with a buyer to have the aircraft completed to their
> specifications.
>
> Contact me off the list if you are interested.
>
> Brian Lloyd 6501 Red Hook Plaza
> brianl@lloyd.com Suite 201
> +1.340.998.9447 St. Thomas, VI 00802
>
> There is a time to laud one's country and a time to protest. A good
> citizen is prepared to do either as the need arises.
>
>
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> >
>
>
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
There is a time to laud one's country and a time to protest. A good
citizen is prepared to do either as the need arises.
Message 4
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| Subject: | Re: Cylinder head bolts |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
My manual doesnt specify torque values for the nuts. Anyone know them?
Thanks
Ernie
----- Original Message -----
From: <N13472@aol.com>
Subject: Re: Yak-List: Cylinder head bolts
> --> Yak-List message posted by: N13472@aol.com
>
> In a message dated 10/26/2004 3:28:56 PM Pacific Daylight Time,
> ernest.martinez@oracle.com writes:
>
> > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >
> > Thanks Jim,
> >
> > I got the cylinder off and thre stud came out very easily. Now I need to
> > find a piston ring compressor that will fit that size piston and the
proper
> > wrench to torque the nuts back on. I was able to get them off with a
crows
> > foot, because they were ALL loose except for one.
> >
> >
>
> Ernie call Bill Blackwell before you install the new stud/studs He use's a
> locking
> compound from, I think loctite ? In anycase it will keep the studs from
> coming
> loose. Which is the problem.
>
>
> Tom Elliott
> CJ-6 N63727
> Sandy Valley NV
> 3L2
>
>
Message 5
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--> Yak-List message posted by: "Richard Goode" <richard.goode@russianaeros.com>
Yak-50, 52, 53
To clarify the position - the 53 was a Yakovlev designated model, although only
two prototypes were made.
Given the low "lifetime" - only 300-hours of the Yak 50 (of course often flown
well beyond its design limits), the 53 was designed as a "long-life" aerobatic
trainer. The 53 set various world records for "climb to height."
Subsequently three aircraft were converted by OKB Yakovlev for possible use in
Afghanistan in ground attack roles, where Sukhoi 25 jets lacked manoeuvrability,
and also with jet engines were vulnerable to heat-seeking missiles.
Since the Russians think that anything made in small numbers must be valuable,
I know of a number of other 52s that have been converted into 53s well after the
Afghanistan War, and offered for sale!
Richard Goode
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
dangerous content by the http://www.anti84787.com
MailScanner, and is believed to be clean.
Message 6
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| Subject: | Re: Cylinder head bolts |
--> Yak-List message posted by: cjpilot710@aol.com
In a message dated 10/27/2004 10:04:21 AM Eastern Daylight Time,
ernest.martinez@oracle.com writes:
My manual doesnt specify torque values for the nuts. Anyone know them?
Thanks
Ernie
Ernie,
I can't remember the values, but I remember that they were very close to what
is normal for that US size nut. Stress is stress no matter what language.
Jim Goolsby
"Flush the Johns! Four more year!"
JEG 2004
"They that can give up essential liberty to obtain a little safety, deserve
neither liberty nor safety"
Benjamin Franklin 1759
"The reason older men are like fine wine: when young, they are like grapes
until some woman stomps all over them."
Unknown older man.
"Kill them all. Let God sort them out"
Crusaders 900 AD
"With my shield, or on it."
Trojan Warriors, BC
Message 7
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| Subject: | Re: Yak-50, 52, 53 |
--> Yak-List message posted by: cjpilot710@aol.com
In a message dated 10/27/2004 11:23:29 AM Eastern Daylight Time,
richard.goode@russianaeros.com writes:
Yak-50, 52, 53
To clarify the position - the 53 was a Yakovlev designated model, although
only two prototypes were made.
Given the low "lifetime" - only 300-hours of the Yak 50 (of course often
flown well beyond its design limits), the 53 was designed as a "long-life"
aerobatic trainer. The 53 set various world records for "climb to height."
Subsequently three aircraft were converted by OKB Yakovlev for possible use
in Afghanistan in ground attack roles, where Sukhoi 25 jets lacked
manoeuvrability, and also with jet engines were vulnerable to heat-seeking missiles.
Since the Russians think that anything made in small numbers must be
valuable, I know of a number of other 52s that have been converted into 53s well
after
the Afghanistan War, and offered for sale!
Richard Goode
Richard Goode Aerobatics
Not much different an idea in that the T-34 was fitted with guns and sold to
Peru. Reportedly use against fishing boats violating territorial waters.
Jim Goolsby
"Flush the Johns! Four more year!"
JEG 2004
"They that can give up essential liberty to obtain a little safety, deserve
neither liberty nor safety"
Benjamin Franklin 1759
"The reason older men are like fine wine: when young, they are like grapes
until some woman stomps all over them."
Unknown older man.
"Kill them all. Let God sort them out"
Crusaders 900 AD
"With my shield, or on it."
Trojan Warriors, BC
Message 8
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| Subject: | Re: Cylinder head bolts |
--> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
Ernie;
There is no Manual recommendation for the torque value and the wrench is not
configured for use of a "standard" torque wrench. Use of the factory wrench
with the supplied bar presumably produces torque values within the elastic
limit for the "average" strength mechanic - not particularly scientific but
has worked for many years on British and other engines.
Cylinder stud failure is almost invariably a result of too little torque
rather than too much. The use of a paper gasket and the soft steel lock tab
washer introduce the possibility of torque loss in service. It is important
that the supplied gasket be used. Any substitute may be too thick and /or
too soft. Not much you can do about the tab washer - though I have thought
about eliminating that and replacing with a Pal Nut if the AN one will fit.
The torque value for a Pratt&Whitney R985/R1340 cal. base nut is 300 in.
lbs. but this may be a larger stud. I will check today and let you know.
Walt
----- Original Message -----
From: "Ernie" <ernest.martinez@oracle.com>
Subject: Re: Yak-List: Cylinder head bolts
> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
> My manual doesnt specify torque values for the nuts. Anyone know them?
>
> Thanks
>
> Ernie
> ----- Original Message -----
> From: <N13472@aol.com>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: Cylinder head bolts
>
>
> > --> Yak-List message posted by: N13472@aol.com
> >
> > In a message dated 10/26/2004 3:28:56 PM Pacific Daylight Time,
> > ernest.martinez@oracle.com writes:
> >
> > > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> > >
> > > Thanks Jim,
> > >
> > > I got the cylinder off and thre stud came out very easily. Now I need
to
> > > find a piston ring compressor that will fit that size piston and the
> proper
> > > wrench to torque the nuts back on. I was able to get them off with a
> crows
> > > foot, because they were ALL loose except for one.
> > >
> > >
> >
> > Ernie call Bill Blackwell before you install the new stud/studs He use's
a
> > locking
> > compound from, I think loctite ? In anycase it will keep the studs from
> > coming
> > loose. Which is the problem.
> >
> >
> > Tom Elliott
> > CJ-6 N63727
> > Sandy Valley NV
> > 3L2
> >
> >
>
>
Message 9
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| Subject: | Re: Cylinder head bolts |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
Thanks Walt,
Bill Blackwell recommended a torque valus of 40 ft/lbs. I was able to use a
lycoming 9/16" wrench ground down a bit. I have the original paper gaskets
and O-Rings.
Ernie
----- Original Message -----
From: "Walt Lannon" <wlannon@cablerocket.com>
Subject: Re: Yak-List: Cylinder head bolts
> --> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
>
> Ernie;
> There is no Manual recommendation for the torque value and the wrench is
not
> configured for use of a "standard" torque wrench. Use of the factory
wrench
> with the supplied bar presumably produces torque values within the elastic
> limit for the "average" strength mechanic - not particularly scientific
but
> has worked for many years on British and other engines.
> Cylinder stud failure is almost invariably a result of too little torque
> rather than too much. The use of a paper gasket and the soft steel lock
tab
> washer introduce the possibility of torque loss in service. It is
important
> that the supplied gasket be used. Any substitute may be too thick and /or
> too soft. Not much you can do about the tab washer - though I have thought
> about eliminating that and replacing with a Pal Nut if the AN one will
fit.
>
> The torque value for a Pratt&Whitney R985/R1340 cal. base nut is 300 in.
> lbs. but this may be a larger stud. I will check today and let you know.
> Walt
> ----- Original Message -----
> From: "Ernie" <ernest.martinez@oracle.com>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: Cylinder head bolts
>
>
> > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >
> > My manual doesnt specify torque values for the nuts. Anyone know them?
> >
> > Thanks
> >
> > Ernie
> > ----- Original Message -----
> > From: <N13472@aol.com>
> > To: <yak-list@matronics.com>
> > Subject: Re: Yak-List: Cylinder head bolts
> >
> >
> > > --> Yak-List message posted by: N13472@aol.com
> > >
> > > In a message dated 10/26/2004 3:28:56 PM Pacific Daylight Time,
> > > ernest.martinez@oracle.com writes:
> > >
> > > > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> > > >
> > > > Thanks Jim,
> > > >
> > > > I got the cylinder off and thre stud came out very easily. Now I
need
> to
> > > > find a piston ring compressor that will fit that size piston and the
> > proper
> > > > wrench to torque the nuts back on. I was able to get them off with a
> > crows
> > > > foot, because they were ALL loose except for one.
> > > >
> > > >
> > >
> > > Ernie call Bill Blackwell before you install the new stud/studs He
use's
> a
> > > locking
> > > compound from, I think loctite ? In anycase it will keep the studs
from
> > > coming
> > > loose. Which is the problem.
> > >
> > >
> > > Tom Elliott
> > > CJ-6 N63727
> > > Sandy Valley NV
> > > 3L2
> > >
> > >
> >
> >
>
>
Message 10
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| Subject: | Re: Cylinder head bolts |
--> Yak-List message posted by: Gus Fraser <fraseg@comcast.net>
Ah the fine and tested British 'two white knuckles' method :)))
gus
...... Original Message .......
On Wed, 27 Oct 2004 10:20:54 -0700 "Walt Lannon" <wlannon@cablerocket.com>
wrote:
>--> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
>
>Ernie;
>There is no Manual recommendation for the torque value and the wrench is
not
>configured for use of a "standard" torque wrench. Use of the factory wrench
>with the supplied bar presumably produces torque values within the elastic
>limit for the "average" strength mechanic - not particularly scientific but
>has worked for many years on British and other engines.
>Cylinder stud failure is almost invariably a result of too little torque
>rather than too much. The use of a paper gasket and the soft steel lock tab
>washer introduce the possibility of torque loss in service. It is important
>that the supplied gasket be used. Any substitute may be too thick and /or
>too soft. Not much you can do about the tab washer - though I have thought
>about eliminating that and replacing with a Pal Nut if the AN one will fit.
>
>The torque value for a Pratt&Whitney R985/R1340 cal. base nut is 300 in.
>lbs. but this may be a larger stud. I will check today and let you know.
>Walt
>----- Original Message -----
>From: "Ernie" <ernest.martinez@oracle.com>
>To: <yak-list@matronics.com>
>Subject: Re: Yak-List: Cylinder head bolts
>
>
>> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>>
>> My manual doesnt specify torque values for the nuts. Anyone know them?
>>
>> Thanks
>>
>> Ernie
>> ----- Original Message -----
>> From: <N13472@aol.com>
>> To: <yak-list@matronics.com>
>> Subject: Re: Yak-List: Cylinder head bolts
>>
>>
>> > --> Yak-List message posted by: N13472@aol.com
>> >
>> > In a message dated 10/26/2004 3:28:56 PM Pacific Daylight Time,
>> > ernest.martinez@oracle.com writes:
>> >
>> > > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>> > >
>> > > Thanks Jim,
>> > >
>> > > I got the cylinder off and thre stud came out very easily. Now I need
>to
>> > > find a piston ring compressor that will fit that size piston and the
>> proper
>> > > wrench to torque the nuts back on. I was able to get them off with a
>> crows
>> > > foot, because they were ALL loose except for one.
>> > >
>> > >
>> >
>> > Ernie call Bill Blackwell before you install the new stud/studs He
use's
>a
>> > locking
>> > compound from, I think loctite ? In anycase it will keep the studs from
>> > coming
>> > loose. Which is the problem.
>> >
>> >
>> > Tom Elliott
>> > CJ-6 N63727
>> > Sandy Valley NV
>> > 3L2
>> >
>> >
>>
>>
Message 11
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| Subject: | Re: "The Project" is for sale |
--> Yak-List message posted by: COOLADE@aol.com
Brian, Where is it located? Is it the same one that was for sale a while
back north of San Jose? What is your bottom dollar? A. Hale Tulsa Yak 52
owner.
Message 12
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| Subject: | Re: Cylinder head bolts |
--> Yak-List message posted by: FamilyGage@aol.com
Airshows,
Pappy, Craig, Sam, and Ernie, et al:
Do any of you plan to attend the Stuart AirShow Nov. 12-14th. I plan to be
there. Also, DeLand is having a static display and young eagles meet this
weekend.
Let me know off-list, so that we can plan a CJ-Yak formation group at Stuart.
Blue Side Up,
Ray
Message 13
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| Subject: | aluminum fuel tank repairs |
--> Yak-List message posted by: Bitterlich GS11 Mark G <BitterlichMG@cherrypoint.usmc.mil>
Just some added info on the sealant issues for fuel tanks:
Nickname: 8802 Used for fuel tank external sealant repair
NSN 8030-00-753-5004
AMS-S-8802A
Chemical Division of Flamemaster
11120 Sherman Way
Sun Valley CA 91352
An Alternate sealer that has the same properties:
NSN 8030-010290-5135
AMS-3277B Type 1 Class B
Sealing Compound Polythioether
PRC-Desoto International Inc.
PPG Industries
14126 NE 190th Street
Woodinville, WA 98072
Lastly, a metal to metal bonding epoxy compound with terrific strength and
hardness, which when cured can be sanded, painted, etc.
Skipping the whole story as to why.... my YAK-50 had a lot of initial
problems with the hollow metal tube riveted to the front of the top and
bottom cowl halves cracking. If this tubes cracks completely in half, the
resultant stress then starts to tear the metal of the cowl itself. As an
intended TEMP FIX, I filled the hollow tubes with 9309 on the advice of a
local Airframes Rep. That was two years ago. The stuff stopped all
cracking of the tubes themselves and when bonded to cracks in the metal of
the cowl itself... stopped them dead in their tracks too. I then spotted a
crack in the oil cooler cowl structure... put some 9309 on the inside of
that crack (without stop drilling it), and all migration on that crack
stopped immediately. This stuff is pretty amazing. One caution... it is a
two part mix... and it is mixed by WEIGHT, and measurements must be EXACT.
It also takes 5 days for a full cure.
Loctite/Hysol
EA 9309NA
Loctite Aerospace
2850 Willow Pass Road
Bay Point, CA 94565
925-458-8000
Mark
N50YK
-----Original Message-----
From: Walt Lannon [mailto:wlannon@cablerocket.com]
Subject: Re: Yak-List: aluminum fuel tank repairs
--> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
Hi Mark, David:
8802 looks like the MIL Spec number - MIL (military specification) S
(sealant). Type 1 ( don't know, probably specific usage, e.g. integral fuel
tank sealing and/or chemical composition, etc.), "B" Heavy viscosity -
spatula or gun application ("A" is brush application), 1/2, 2, 4 refer to
mixed pot life in hours.
PRC 1422 A and B used to be the industry standard for integral fuel tank
sealant used by Douglas and Boeing at least up to the early B747. It may
still be, I see it is still listed on the PRCDeSoto web site but there are
many more as well.
There could be a number of different manufacturers producing sealant to meet
the Spec.
Walt
----- Original Message -----
From: "Bitterlich GS11 Mark G" <BitterlichMG@cherrypoint.usmc.mil>
Subject: RE: Yak-List: aluminum fuel tank repairs
> --> Yak-List message posted by: Bitterlich GS11 Mark G
<BitterlichMG@cherrypoint.usmc.mil>
>
> I'm sorry Dave.... Brian gave the specs for it in his original message,
> I.E. (MIL-S-8802) Type 1, Class B-1/2, B-2, or B-4. This material is
> usually available from Aircraft Spruce or any other major supplier. There
> is also a replacement for it that we use in the military that is just as
> good, but I will have to look that number up for you.
>
> This material comes in a two part mix. The type we use comes in a tube
that
> when you press in the plunger automatically mixes the two parts equally.
It
> looks and feels like a gray paste that is pretty much like a silicone
rubber
> substance, and in fact has a lot of the properties of that substance,
except
> for the fact that it is impervious to petrochemicals. Fuel and Oil will
not
> touch this stuff. It "hardens" to a very hard rubber kind of consistency
> and if the surface has been properly repaired.... sticks like high
strength
> glue... no... ever BETTER than glue!
>
> I keep several tubes of it handy at all times... along with 9906 (I need
to
> check on this number to be sure I am right about this one)... which is a
> structural Hysol adhesive that bonds metal to metal. In my YAK-50, the
> front nose ring halves (riveted to the top and bottom of the cowl in the
> front) were cracking and I filled the whole structure with 9906 which
> stopped the cracking dead in it's tracks.
>
> Anyway, (MIL-S-8802) Type 1, Class B-1/2, B-2, or B-4. (As Brian spec'ed
it)
> works just GANG-BUSTERS on any kind of fuel, hydraulic, or oil leak. We
use
> it quite heavily on the wet wing sections of the EA-6B.
>
> Mark
>
>
> -----Original Message-----
> From: davestroud [mailto:davestroud@rogers.com]
> To: yak-list@matronics.com
> Subject: Re: Yak-List: aluminum fuel tank repairs
>
>
> --> Yak-List message posted by: "davestroud" <davestroud@rogers.com>
>
> For the uninitiated Mark, could you please say what 8802 is? Thanks.
>
> David Stroud, Ottawa, Canada
> Christavia C-FDWS
> Fairchild 51 Early construction
>
> ----- Original Message -----
> From: "Bitterlich GS11 Mark G" <BitterlichMG@cherrypoint.usmc.mil>
> To: <yak-list@matronics.com>
> Subject: RE: Yak-List: aluminum fuel tank repairs
>
>
> ..... I check the tank often and it is holding up well
> > with no further signs of cracking or leakage.
> >
> > 8802 is some amazing material.
> >
> > Mark Bitterlich
> > N50YK
>
>
Message 14
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| Subject: | Kiwi formation clinic |
--> Yak-List message posted by: "Graeme Frew" <gfrew@attglobal.net>
Jay in Omaka,
Can you contact me off list regarding getting WOK to Stratford for some formation
training.
Cheers,
Graeme
Message 15
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| Subject: | Re: Cylinder head bolts |
--> Yak-List message posted by: "Schlafly Fred" <fschlafly@sprynet.com>
If my YAK is ready, I plan to be at Stuart as well.
Fred Schlafly
----- Original Message -----
From: <FamilyGage@aol.com>
Subject: Re: Yak-List: Cylinder head bolts
> --> Yak-List message posted by: FamilyGage@aol.com
>
> Airshows,
>
> Pappy, Craig, Sam, and Ernie, et al:
>
> Do any of you plan to attend the Stuart AirShow Nov. 12-14th. I plan to
be
> there. Also, DeLand is having a static display and young eagles meet
this
> weekend.
>
> Let me know off-list, so that we can plan a CJ-Yak formation group at
Stuart.
>
> Blue Side Up,
> Ray
>
>
Message 16
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| Subject: | Re: Cylinder head bolts |
--> Yak-List message posted by: cjpilot710@aol.com
In a message dated 10/27/2004 5:41:33 PM Eastern Daylight Time,
FamilyGage@aol.com writes:
Airshows,
Pappy, Craig, Sam, and Ernie, et al:
Do any of you plan to attend the Stuart AirShow Nov. 12-14th. I plan to be
there. Also, DeLand is having a static display and young eagles meet this
weekend.
Let me know off-list, so that we can plan a CJ-Yak formation group at Stuart.
Blue Side Up,
Ray
et al:
Still have my wings off and waiting for my EFIS and new instrument panel.
Sorry! :(
Jim Goolsby
"Flush the Johns! Four more year!"
JEG 2004
"They that can give up essential liberty to obtain a little safety, deserve
neither liberty nor safety"
Benjamin Franklin 1759
"The reason older men are like fine wine: when young, they are like grapes
until some woman stomps all over them."
Unknown older man.
"Kill them all. Let God sort them out"
Crusaders 900 AD
"With my shield, or on it."
Trojan Warriors, BC
Message 17
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--> Yak-List message posted by: "Graeme Frew" <gfrew@attglobal.net>
Jim,
I finally got to take possesion of the gauges and A.H you mailed me. Thanks again.
Still sweating over that 22 cents I owe you.
Graeme Frew
Nanchang ooohhhh one
Message 18
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| Subject: | Re: Cylinder head bolts |
--> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
Hi Ernie;
Sounds like you have it all under control. I compared the P&W and Huosai
studs today and found them to be virtually the same for torque requirements.
Huosai studs are M10x1.5 (approx. 3/8" x 16 tpi)
P&W studs are 3/8"x24. Though the10mm stud is .018" larger in dia. the
deeper thread cut makes the tensile load area slightly less but still close
enough to accept the same torque value of 300 in. lbs (lubricated).
40 ft. lbs (480 in. lbs.) seems a bit high, I hope it does not exceed the
elastic limit of the stud or the case threads.
Though the R1340 stud is about equal strength there are 16 studs per cyl.
Cheers;
Walt
- Original Message -----
From: "Ernie" <ernest.martinez@oracle.com>
Subject: Re: Yak-List: Cylinder head bolts
> --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
> Thanks Walt,
>
> Bill Blackwell recommended a torque valus of 40 ft/lbs. I was able to use
a
> lycoming 9/16" wrench ground down a bit. I have the original paper gaskets
> and O-Rings.
>
> Ernie
> ----- Original Message -----
> From: "Walt Lannon" <wlannon@cablerocket.com>
> To: <yak-list@matronics.com>
> Subject: Re: Yak-List: Cylinder head bolts
>
>
> > --> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
> >
> > Ernie;
> > There is no Manual recommendation for the torque value and the wrench is
> not
> > configured for use of a "standard" torque wrench. Use of the factory
> wrench
> > with the supplied bar presumably produces torque values within the
elastic
> > limit for the "average" strength mechanic - not particularly scientific
> but
> > has worked for many years on British and other engines.
> > Cylinder stud failure is almost invariably a result of too little torque
> > rather than too much. The use of a paper gasket and the soft steel lock
> tab
> > washer introduce the possibility of torque loss in service. It is
> important
> > that the supplied gasket be used. Any substitute may be too thick and
/or
> > too soft. Not much you can do about the tab washer - though I have
thought
> > about eliminating that and replacing with a Pal Nut if the AN one will
> fit.
> >
> > The torque value for a Pratt&Whitney R985/R1340 cal. base nut is 300 in.
> > lbs. but this may be a larger stud. I will check today and let you know.
> > Walt
> > ----- Original Message -----
> > From: "Ernie" <ernest.martinez@oracle.com>
> > To: <yak-list@matronics.com>
> > Subject: Re: Yak-List: Cylinder head bolts
> >
> >
> > > --> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> > >
> > > My manual doesnt specify torque values for the nuts. Anyone know them?
> > >
> > > Thanks
> > >
> > > Ernie
> > > ----- Original Message -----
> > > From: <N13472@aol.com>
> > > To: <yak-list@matronics.com>
> > > Subject: Re: Yak-List: Cylinder head bolts
> > >
> > >
> > > > --> Yak-List message posted by: N13472@aol.com
> > > >
> > > > In a message dated 10/26/2004 3:28:56 PM Pacific Daylight Time,
> > > > ernest.martinez@oracle.com writes:
> > > >
> > > > > --> Yak-List message posted by: "Ernie"
<ernest.martinez@oracle.com>
> > > > >
> > > > > Thanks Jim,
> > > > >
> > > > > I got the cylinder off and thre stud came out very easily. Now I
> need
> > to
> > > > > find a piston ring compressor that will fit that size piston and
the
> > > proper
> > > > > wrench to torque the nuts back on. I was able to get them off with
a
> > > crows
> > > > > foot, because they were ALL loose except for one.
> > > > >
> > > > >
> > > >
> > > > Ernie call Bill Blackwell before you install the new stud/studs He
> use's
> > a
> > > > locking
> > > > compound from, I think loctite ? In anycase it will keep the studs
> from
> > > > coming
> > > > loose. Which is the problem.
> > > >
> > > >
> > > > Tom Elliott
> > > > CJ-6 N63727
> > > > Sandy Valley NV
> > > > 3L2
> > > >
> > > >
> > >
> > >
> >
> >
>
>
Message 19
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| Subject: | Re: Cylinder head bolts |
--> Yak-List message posted by: Brian Lloyd <brianl@lloyd.com>
On Oct 27, 2004, at 11:08 PM, Walt Lannon wrote:
> --> Yak-List message posted by: "Walt Lannon" <wlannon@cablerocket.com>
>
>
> Hi Ernie;
> Sounds like you have it all under control. I compared the P&W and
> Huosai
> studs today and found them to be virtually the same for torque
> requirements.
> Huosai studs are M10x1.5 (approx. 3/8" x 16 tpi)
> P&W studs are 3/8"x24. Though the10mm stud is .018" larger in dia. the
> deeper thread cut makes the tensile load area slightly less but still
> close
> enough to accept the same torque value of 300 in. lbs (lubricated).
Be careful here. After all, it is the tension and stretch of the stud
that holds the cylinder in place. The courser pitch means you will
need a higher torque value to achieve the same level of tension on the
stud. I would adjust the torque by the ratio of the thread pitch which
would be in this case 24/16 = 3/2. 300 in*lb is 25 ft*lb. 25 * 3/2 =
37.5 ft*lb. That makes the value of 40 ft*lb look just about right
after you accommodate the additional friction losses.
> 40 ft. lbs (480 in. lbs.) seems a bit high, I hope it does not exceed
> the
> elastic limit of the stud or the case threads.
The courser pitch changes the mechanical advantage. 40 ft*lb looks
right to me.
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
There is a time to laud one's country and a time to protest. A good
citizen is prepared to do either as the need arises.
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