Today's Message Index:
----------------------
1. 05:00 AM - Yak Insurance (Richard Goode)
2. 05:01 AM - "Bandits due North" (Daniel Fortin)
3. 05:50 AM - pencils (Jerry Painter)
4. 06:10 AM - Re: "Bandits due North" (Roger Doc Kemp)
5. 07:01 AM - Re: Oshkosh M14P seminar (owner-yak-list-server@matronics.com)
6. 07:34 AM - Re: (Wendy Jenks)
7. 07:57 AM - great now i am part of this fricking yak list just what i always wanted (Wendy Jenks)
8. 08:12 AM - Re: Re: (Roger Doc Kemp)
9. 08:39 AM - Re: Re: (Jim Bernier)
10. 09:43 AM - Re: Yak-List Digest: 21 Msgs - 08/10/05 (Cj6sly@cs.com)
11. 09:45 AM - Re: Re: (Roger Doc Kemp)
12. 10:47 AM - South Central Clinic (Aviatr@aol.com)
13. 11:35 AM - Re: great now i am part of this fricking yak list just what i always wanted (Roger Doc Kemp)
14. 07:56 PM - Re: carbon (Walter Lannon)
15. 08:21 PM - Re: OSH Photos (brian olofsson)
16. 08:36 PM - Re: Re: (Walter Lannon)
17. 08:48 PM - Fire Cock (fuel shut off lever) (Roger Doc Kemp)
18. 09:25 PM - Re: Re: (Roger Doc Kemp)
19. 09:51 PM - Re: carbon (Brian Lloyd)
Message 1
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--> Yak-List message posted by: "Richard Goode" <richard.goode@russianaeros.com>
I am amazed at Rick only paying US$1,000 a year for Yak-55 insurance. In Europe
it would be three times as much, and that is without the threat of huge awards
in US courts!
Richard Goode
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Mob: +44 (0) 7768 610389
Fax: +44 (0) 1544 340129
www.russianaeros.com
dangerous content by the http://www.invictawiz.com
MailScanner, and is believed to be clean.
Message 2
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| Subject: | "Bandits due North" |
--> Yak-List message posted by: "Daniel Fortin" <fougapilot@hotmail.com>
For all those not going to Reno,
The first annual Bandits due North fly-in will be held from September 15th
to 18th 2005 at Lachute airport (CSE4 25nm NW of Montreal). It will consist
of your standard formation oriented fly-in with the addition of a few
overdue CRUD games and some of that famous Canadian BEER. So far I have 2
confirmed airplanes. If you want more info, email me off list at
fougapilot@hotmail.com
Cheers,
Dan Fortin
Message 3
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--> Yak-List message posted by: "Jerry Painter" <wild.blue@verizon.net>
I suppose it goes without saying, but pencils shouldn't go anywhere near
steel, either.
Jerry Painter
Wild Blue Aviation
360-435-8431425-876-0865
http://mysite.verizon.net/res0cs5r/index.html
Message 4
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| Subject: | "Bandits due North" |
--> Yak-List message posted by: "Roger Doc Kemp" <viperdoc@mindspring.com>
It's gonna be a short Crud game with just 2 players!
Sorry Dan,
Doc
> [Original Message]
> From: Daniel Fortin <fougapilot@hotmail.com>
> To: <Northeast-Raiders-squadron@googlegroups.com>;
<yak-list@matronics.com>
> Date: 8/11/2005 7:01:40 AM
> Subject: Yak-List: "Bandits due North"
>
> --> Yak-List message posted by: "Daniel Fortin" <fougapilot@hotmail.com>
>
> For all those not going to Reno,
>
> The first annual Bandits due North fly-in will be held from September
15th
> to 18th 2005 at Lachute airport (CSE4 25nm NW of Montreal). It will
consist
> of your standard formation oriented fly-in with the addition of a few
> overdue CRUD games and some of that famous Canadian BEER. So far I have 2
> confirmed airplanes. If you want more info, email me off list at
> fougapilot@hotmail.com
>
> Cheers,
>
> Dan Fortin
>
>
Message 5
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--> Yak-List message posted by:
Subject: RE: Yak-List: Oshkosh M14P seminar
Show me where in the Russian manual it says to close the fuel shut off with
the engine running ???
An M14P should be stopped as you say but instead of shutting the valve
switch off the mags at idle. I have been told by many Russians that NEVER
should the engine be stopped buy shutting the valve.
Gus
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Doc Kemp
Subject: RE: Yak-List: Oshkosh M14P seminar
--> Yak-List message posted by: "Roger Doc Kemp"
--> <viperdoc@mindspring.com>
Shearing of the compressor shaft is generally associated with the engine
running backwards after shutdown. That is usually due to not "scavaging"
the engine before shutting down. IE: running the %RPM up to 70% for 30 sec.
and slowly pulling back to idle shut off. The Russian manual says to close
the fuel shut off valve when the power is reduced to idle.
Next question? Was it the compressor shear pin that let go or was it the
push rod in the compressor?
Doc
> [Original Message]
> From: Jim Ivey <jim@jimivey.com>
> To: <yak-list@matronics.com>
> Date: 8/10/2005 2:35:55 PM
> Subject: RE: Yak-List: Oshkosh M14P seminar
>
> --> Yak-List message posted by: "Jim Ivey" <jim@jimivey.com>
>
> Talk about coincidence. Upon attending George Coy's M14P seminar at
> OSH
he
> stated that Aeroshell 15W-50 is incompatible with the M14P.
> Apparently it is the only oil he has encountered that ruins the engine
> pneumatic compressor within about 2 hours of flight time. Apparently
> the pump
piston
> glazes against the cylinder when in contact with 15W-50. George uses
> straight-weight AD Aeroshell (W100 or W160, 50wt and 60wt respectfully).
I
> use the same stuff he does and so was feeling pretty good about things.
> George said most other types of oils being used by M14 folks were also
> compatible with the compressor without worries.
>
> Wouldn't you know over Kansas on the way home from OSH I lost my air pump.
> The engine only has 200 hours on it but no more air charging and the
> snot bottle is completely depressurized. Thanks to my on-board
> electric air compressor I was able to complete the flight without
> wanting for air. It pumps at about 60% the rate of the engine
> compressor, which is plenty fine for topping off the system. Won't
> fly it until fixed now that it's in the hangar.
>
> Anybody know what typically causes the engine-driven compressor to
> shear it's shaft? Is this just a common part of M14P operations or
> should I
look
> for clues to other problems?
>
> Jim Ivey
> N46YK
>
>
Message 6
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--> Yak-List message posted by: Wendy Jenks <godsbreath75@yahoo.com>
and if the russians say so than that must be the Gods honest truth.
owner-yak-list-server@matronics.com wrote:--> Yak-List message posted by:
From: "Fraser, Gus"
Subject: RE: Yak-List: Oshkosh M14P seminar
Show me where in the Russian manual it says to close the fuel shut off with
the engine running ???
An M14P should be stopped as you say but instead of shutting the valve
switch off the mags at idle. I have been told by many Russians that NEVER
should the engine be stopped buy shutting the valve.
Gus
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Doc Kemp
Subject: RE: Yak-List: Oshkosh M14P seminar
--> Yak-List message posted by: "Roger Doc Kemp"
-->
Shearing of the compressor shaft is generally associated with the engine
running backwards after shutdown. That is usually due to not "scavaging"
the engine before shutting down. IE: running the %RPM up to 70% for 30 sec.
and slowly pulling back to idle shut off. The Russian manual says to close
the fuel shut off valve when the power is reduced to idle.
Next question? Was it the compressor shear pin that let go or was it the
push rod in the compressor?
Doc
> [Original Message]
> From: Jim Ivey
> To:
> Date: 8/10/2005 2:35:55 PM
> Subject: RE: Yak-List: Oshkosh M14P seminar
>
> --> Yak-List message posted by: "Jim Ivey"
>
> Talk about coincidence. Upon attending George Coy's M14P seminar at
> OSH
he
> stated that Aeroshell 15W-50 is incompatible with the M14P.
> Apparently it is the only oil he has encountered that ruins the engine
> pneumatic compressor within about 2 hours of flight time. Apparently
> the pump
piston
> glazes against the cylinder when in contact with 15W-50. George uses
> straight-weight AD Aeroshell (W100 or W160, 50wt and 60wt respectfully).
I
> use the same stuff he does and so was feeling pretty good about things.
> George said most other types of oils being used by M14 folks were also
> compatible with the compressor without worries.
>
> Wouldn't you know over Kansas on the way home from OSH I lost my air pump.
> The engine only has 200 hours on it but no more air charging and the
> snot bottle is completely depressurized. Thanks to my on-board
> electric air compressor I was able to complete the flight without
> wanting for air. It pumps at about 60% the rate of the engine
> compressor, which is plenty fine for topping off the system. Won't
> fly it until fixed now that it's in the hangar.
>
> Anybody know what typically causes the engine-driven compressor to
> shear it's shaft? Is this just a common part of M14P operations or
> should I
look
> for clues to other problems?
>
> Jim Ivey
> N46YK
>
>
Blessings,
Wendy
---------------------------------
Message 7
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| Subject: | great now i am part of this fricking yak list just what i always |
wanted
--> Yak-List message posted by: Wendy Jenks <godsbreath75@yahoo.com>
nothing like a spam to make your day oh so perfect
Wendy Jenks <godsbreath75@yahoo.com> wrote:--> Yak-List message posted by: Wendy
Jenks
and if the russians say so than that must be the Gods honest truth.
owner-yak-list-server@matronics.com wrote:--> Yak-List message posted by:
From: "Fraser, Gus"
Subject: RE: Yak-List: Oshkosh M14P seminar
Show me where in the Russian manual it says to close the fuel shut off with
the engine running ???
An M14P should be stopped as you say but instead of shutting the valve
switch off the mags at idle. I have been told by many Russians that NEVER
should the engine be stopped buy shutting the valve.
Gus
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Doc Kemp
Subject: RE: Yak-List: Oshkosh M14P seminar
--> Yak-List message posted by: "Roger Doc Kemp"
-->
Shearing of the compressor shaft is generally associated with the engine
running backwards after shutdown. That is usually due to not "scavaging"
the engine before shutting down. IE: running the %RPM up to 70% for 30 sec.
and slowly pulling back to idle shut off. The Russian manual says to close
the fuel shut off valve when the power is reduced to idle.
Next question? Was it the compressor shear pin that let go or was it the
push rod in the compressor?
Doc
> [Original Message]
> From: Jim Ivey
> To:
> Date: 8/10/2005 2:35:55 PM
> Subject: RE: Yak-List: Oshkosh M14P seminar
>
> --> Yak-List message posted by: "Jim Ivey"
>
> Talk about coincidence. Upon attending George Coy's M14P seminar at
> OSH
he
> stated that Aeroshell 15W-50 is incompatible with the M14P.
> Apparently it is the only oil he has encountered that ruins the engine
> pneumatic compressor within about 2 hours of flight time. Apparently
> the pump
piston
> glazes against the cylinder when in contact with 15W-50. George uses
> straight-weight AD Aeroshell (W100 or W160, 50wt and 60wt respectfully).
I
> use the same stuff he does and so was feeling pretty good about things.
> George said most other types of oils being used by M14 folks were also
> compatible with the compressor without worries.
>
> Wouldn't you know over Kansas on the way home from OSH I lost my air pump.
> The engine only has 200 hours on it but no more air charging and the
> snot bottle is completely depressurized. Thanks to my on-board
> electric air compressor I was able to complete the flight without
> wanting for air. It pumps at about 60% the rate of the engine
> compressor, which is plenty fine for topping off the system. Won't
> fly it until fixed now that it's in the hangar.
>
> Anybody know what typically causes the engine-driven compressor to
> shear it's shaft? Is this just a common part of M14P operations or
> should I
look
> for clues to other problems?
>
> Jim Ivey
> N46YK
>
>
Blessings,
Wendy
---------------------------------
Blessings,
Wendy
Message 8
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--> Yak-List message posted by: "Roger Doc Kemp" <viperdoc@mindspring.com>
My mistake, I did leave off the turn mags to 0 then pull the fuel cutoff to
full aft. It is in the type written original Russian translation of the
Pilots Manuel the I got a copy of from Scott Patterson (one of the original
US YAK owners). Where it says cool little things like " advance " for
manifold pressure and gives a 10 or so page disortation on flying the
landing pattern.
Doc
> [Original Message]
> From: Wendy Jenks <godsbreath75@yahoo.com>
> To: <yak-list@matronics.com>
> Date: 8/11/2005 9:33:33 AM
> Subject: Yak-List: Re:
>
> --> Yak-List message posted by: Wendy Jenks <godsbreath75@yahoo.com>
>
> and if the russians say so than that must be the Gods honest truth.
>
> owner-yak-list-server@matronics.com wrote:--> Yak-List message posted by:
>
> From: "Fraser, Gus"
> To: "'yak-list@matronics.com'"
> Subject: RE: Yak-List: Oshkosh M14P seminar
> Date: Thu, 11 Aug 2005 10:00:23 -0400
>
> Show me where in the Russian manual it says to close the fuel shut off
with
> the engine running ???
>
> An M14P should be stopped as you say but instead of shutting the valve
> switch off the mags at idle. I have been told by many Russians that NEVER
> should the engine be stopped buy shutting the valve.
>
> Gus
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Doc Kemp
> To: yak-list@matronics.com
> Subject: RE: Yak-List: Oshkosh M14P seminar
>
> --> Yak-List message posted by: "Roger Doc Kemp"
> -->
>
> Shearing of the compressor shaft is generally associated with the engine
> running backwards after shutdown. That is usually due to not "scavaging"
> the engine before shutting down. IE: running the %RPM up to 70% for 30
sec.
> and slowly pulling back to idle shut off. The Russian manual says to close
> the fuel shut off valve when the power is reduced to idle.
> Next question? Was it the compressor shear pin that let go or was it the
> push rod in the compressor?
> Doc
>
>
> > [Original Message]
> > From: Jim Ivey
> > To:
> > Date: 8/10/2005 2:35:55 PM
> > Subject: RE: Yak-List: Oshkosh M14P seminar
> >
> > --> Yak-List message posted by: "Jim Ivey"
> >
> > Talk about coincidence. Upon attending George Coy's M14P seminar at
> > OSH
> he
> > stated that Aeroshell 15W-50 is incompatible with the M14P.
> > Apparently it is the only oil he has encountered that ruins the engine
> > pneumatic compressor within about 2 hours of flight time. Apparently
> > the pump
> piston
> > glazes against the cylinder when in contact with 15W-50. George uses
> > straight-weight AD Aeroshell (W100 or W160, 50wt and 60wt respectfully).
> I
> > use the same stuff he does and so was feeling pretty good about things.
> > George said most other types of oils being used by M14 folks were also
> > compatible with the compressor without worries.
> >
> > Wouldn't you know over Kansas on the way home from OSH I lost my air
pump.
> > The engine only has 200 hours on it but no more air charging and the
> > snot bottle is completely depressurized. Thanks to my on-board
> > electric air compressor I was able to complete the flight without
> > wanting for air. It pumps at about 60% the rate of the engine
> > compressor, which is plenty fine for topping off the system. Won't
> > fly it until fixed now that it's in the hangar.
> >
> > Anybody know what typically causes the engine-driven compressor to
> > shear it's shaft? Is this just a common part of M14P operations or
> > should I
> look
> > for clues to other problems?
> >
> > Jim Ivey
> > N46YK
> >
> >
>
>
> Blessings,
> Wendy
>
>
> ---------------------------------
>
>
Message 9
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--> Yak-List message posted by: "Jim Bernier" <JBernier@dart.org>
The question begs to be asked, "Why not use the fuel cut off valve?", "What harm
would be caused?"
Not that anyone would attempt this avenue, but understanding "Why" would lead us
to further understanding the workings of our engines. At first thought I would
assume that the engine itself would not be affected, but maybe the carburetor
diaphragm would. Closer to the shut off valve is the fuel pump. Would this
have enough fuel, acting as a lubricant, to ensure it longevity?
Jim B
>>> viperdoc@mindspring.com 08/11/05 10:12 AM >>>
--> Yak-List message posted by: "Roger Doc Kemp" <viperdoc@mindspring.com>
My mistake, I did leave off the turn mags to 0 then pull the fuel cutoff to
full aft. It is in the type written original Russian translation of the
Pilots Manuel the I got a copy of from Scott Patterson (one of the original
US YAK owners). Where it says cool little things like " advance " for
manifold pressure and gives a 10 or so page disortation on flying the
landing pattern.
Doc
> [Original Message]
> From: Wendy Jenks <godsbreath75@yahoo.com>
> To: <yak-list@matronics.com>
> Date: 8/11/2005 9:33:33 AM
> Subject: Yak-List: Re:
>
> --> Yak-List message posted by: Wendy Jenks <godsbreath75@yahoo.com>
>
> and if the russians say so than that must be the Gods honest truth.
>
> owner-yak-list-server@matronics.com wrote:--> Yak-List message posted by:
>
> From: "Fraser, Gus"
> To: "'yak-list@matronics.com'"
> Subject: RE: Yak-List: Oshkosh M14P seminar
> Date: Thu, 11 Aug 2005 10:00:23 -0400
>
> Show me where in the Russian manual it says to close the fuel shut off
with
> the engine running ???
>
> An M14P should be stopped as you say but instead of shutting the valve
> switch off the mags at idle. I have been told by many Russians that NEVER
> should the engine be stopped buy shutting the valve.
>
> Gus
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Doc Kemp
> To: yak-list@matronics.com
> Subject: RE: Yak-List: Oshkosh M14P seminar
>
> --> Yak-List message posted by: "Roger Doc Kemp"
> -->
>
> Shearing of the compressor shaft is generally associated with the engine
> running backwards after shutdown. That is usually due to not "scavaging"
> the engine before shutting down. IE: running the %RPM up to 70% for 30
sec.
> and slowly pulling back to idle shut off. The Russian manual says to close
> the fuel shut off valve when the power is reduced to idle.
> Next question? Was it the compressor shear pin that let go or was it the
> push rod in the compressor?
> Doc
>
>
> > [Original Message]
> > From: Jim Ivey
> > To:
> > Date: 8/10/2005 2:35:55 PM
> > Subject: RE: Yak-List: Oshkosh M14P seminar
> >
> > --> Yak-List message posted by: "Jim Ivey"
> >
> > Talk about coincidence. Upon attending George Coy's M14P seminar at
> > OSH
> he
> > stated that Aeroshell 15W-50 is incompatible with the M14P.
> > Apparently it is the only oil he has encountered that ruins the engine
> > pneumatic compressor within about 2 hours of flight time. Apparently
> > the pump
> piston
> > glazes against the cylinder when in contact with 15W-50. George uses
> > straight-weight AD Aeroshell (W100 or W160, 50wt and 60wt respectfully).
> I
> > use the same stuff he does and so was feeling pretty good about things.
> > George said most other types of oils being used by M14 folks were also
> > compatible with the compressor without worries.
> >
> > Wouldn't you know over Kansas on the way home from OSH I lost my air
pump.
> > The engine only has 200 hours on it but no more air charging and the
> > snot bottle is completely depressurized. Thanks to my on-board
> > electric air compressor I was able to complete the flight without
> > wanting for air. It pumps at about 60% the rate of the engine
> > compressor, which is plenty fine for topping off the system. Won't
> > fly it until fixed now that it's in the hangar.
> >
> > Anybody know what typically causes the engine-driven compressor to
> > shear it's shaft? Is this just a common part of M14P operations or
> > should I
> look
> > for clues to other problems?
> >
> > Jim Ivey
> > N46YK
> >
> >
>
>
> Blessings,
> Wendy
>
>
> ---------------------------------
>
>
Message 10
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| Subject: | Re: Yak-List Digest: 21 Msgs - 08/10/05 |
--> Yak-List message posted by: Cj6sly@cs.com
In a message dated 8/11/2005 1:02:40 AM Mountain Standard Time,
yak-list-digest@matronics.com writes:
>
> --> Yak-List message posted by: MFilucci@aol.com
>
> If anyone has email and/or phone number contact info for Mike Walsh, of
> Chino, California, please forward it to me off List at Mfilucci@aol.com
>
> Thanks,
>
> Mike
>
Me too,
Skip Slyfield
cj6sly@cs.com
Message 11
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|
--> Yak-List message posted by: "Roger Doc Kemp" <viperdoc@mindspring.com>
What it does do is cause you to have to prime like crazy to repressurize
the fuel system after doing that. If the motor is still trying to run.
Never thought about lubing the fuel pump. And after doing it the way this
original translated version said, I decided to go back to scavaging the
engine at 70% x 30 sec, throttle idle and aft to cutoff, MAGS to 0 and not
pull the fuel cutoff to full aft.
Doc
> [Original Message]
> From: Jim Bernier <JBernier@dart.org>
> To: <yak-list@matronics.com>
> Date: 8/11/2005 10:38:48 AM
> Subject: RE: Yak-List: Re:
>
> --> Yak-List message posted by: "Jim Bernier" <JBernier@dart.org>
>
> The question begs to be asked, "Why not use the fuel cut off valve?",
"What harm would be caused?"
> Not that anyone would attempt this avenue, but understanding "Why" would
lead us to further understanding the workings of our engines. At first
thought I would assume that the engine itself would not be affected, but
maybe the carburetor diaphragm would. Closer to the shut off valve is the
fuel pump. Would this have enough fuel, acting as a lubricant, to ensure it
longevity?
> Jim B
>
> >>> viperdoc@mindspring.com 08/11/05 10:12 AM >>>
> --> Yak-List message posted by: "Roger Doc Kemp" <viperdoc@mindspring.com>
>
> My mistake, I did leave off the turn mags to 0 then pull the fuel cutoff
to
> full aft. It is in the type written original Russian translation of the
> Pilots Manuel the I got a copy of from Scott Patterson (one of the
original
> US YAK owners). Where it says cool little things like " advance " for
> manifold pressure and gives a 10 or so page disortation on flying the
> landing pattern.
> Doc
>
>
> > [Original Message]
> > From: Wendy Jenks <godsbreath75@yahoo.com>
> > To: <yak-list@matronics.com>
> > Date: 8/11/2005 9:33:33 AM
> > Subject: Yak-List: Re:
> >
> > --> Yak-List message posted by: Wendy Jenks <godsbreath75@yahoo.com>
> >
> > and if the russians say so than that must be the Gods honest truth.
> >
> > owner-yak-list-server@matronics.com wrote:--> Yak-List message posted
by:
> >
> > From: "Fraser, Gus"
> > To: "'yak-list@matronics.com'"
> > Subject: RE: Yak-List: Oshkosh M14P seminar
> > Date: Thu, 11 Aug 2005 10:00:23 -0400
> >
> > Show me where in the Russian manual it says to close the fuel shut off
> with
> > the engine running ???
> >
> > An M14P should be stopped as you say but instead of shutting the valve
> > switch off the mags at idle. I have been told by many Russians that
NEVER
> > should the engine be stopped buy shutting the valve.
> >
> > Gus
> >
> > -----Original Message-----
> > From: owner-yak-list-server@matronics.com
> > [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Doc Kemp
> > To: yak-list@matronics.com
> > Subject: RE: Yak-List: Oshkosh M14P seminar
> >
> > --> Yak-List message posted by: "Roger Doc Kemp"
> > -->
> >
> > Shearing of the compressor shaft is generally associated with the engine
> > running backwards after shutdown. That is usually due to not "scavaging"
> > the engine before shutting down. IE: running the %RPM up to 70% for 30
> sec.
> > and slowly pulling back to idle shut off. The Russian manual says to
close
> > the fuel shut off valve when the power is reduced to idle.
> > Next question? Was it the compressor shear pin that let go or was it the
> > push rod in the compressor?
> > Doc
> >
> >
> > > [Original Message]
> > > From: Jim Ivey
> > > To:
> > > Date: 8/10/2005 2:35:55 PM
> > > Subject: RE: Yak-List: Oshkosh M14P seminar
> > >
> > > --> Yak-List message posted by: "Jim Ivey"
> > >
> > > Talk about coincidence. Upon attending George Coy's M14P seminar at
> > > OSH
> > he
> > > stated that Aeroshell 15W-50 is incompatible with the M14P.
> > > Apparently it is the only oil he has encountered that ruins the
engine
> > > pneumatic compressor within about 2 hours of flight time. Apparently
> > > the pump
> > piston
> > > glazes against the cylinder when in contact with 15W-50. George uses
> > > straight-weight AD Aeroshell (W100 or W160, 50wt and 60wt
respectfully).
> > I
> > > use the same stuff he does and so was feeling pretty good about
things.
> > > George said most other types of oils being used by M14 folks were
also
> > > compatible with the compressor without worries.
> > >
> > > Wouldn't you know over Kansas on the way home from OSH I lost my air
> pump.
> > > The engine only has 200 hours on it but no more air charging and the
> > > snot bottle is completely depressurized. Thanks to my on-board
> > > electric air compressor I was able to complete the flight without
> > > wanting for air. It pumps at about 60% the rate of the engine
> > > compressor, which is plenty fine for topping off the system. Won't
> > > fly it until fixed now that it's in the hangar.
> > >
> > > Anybody know what typically causes the engine-driven compressor to
> > > shear it's shaft? Is this just a common part of M14P operations or
> > > should I
> > look
> > > for clues to other problems?
> > >
> > > Jim Ivey
> > > N46YK
> > >
> > >
> >
> >
> > Blessings,
> > Wendy
> >
> >
> > ---------------------------------
> >
> >
>
>
Message 12
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| Subject: | South Central Clinic |
p2driver@earthlink.net, david.petri@earthlink.net, Yak52Driver@aol.com,
aviat0r@msn.com
--> Yak-List message posted by: Aviatr@aol.com
To all RPA members:
The latest news on the south central clinic;
I have arranged with Cannon Aviation Insurance a 10% renewal discount
towards your annual premium for all those who attend the entire event and who
participate in training. Cannon is also providing a substantial donation to the
event to help offset our costs. We hope to be able to offer a first class
opportunity for you to renew your FAST status or participate in first time
training.
Details will be available in the next few weeks. I will be posting
information here when new developments occur.
Register now on the RPA Website. Again the dates are September 21-25, 2005
KLAA.
Scott McMillan
RPA SC Coordinator
Message 13
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|
| Subject: | great now i am part of this fricking yak list just what |
i always wanted
--> Yak-List message posted by: "Roger Doc Kemp" <viperdoc@mindspring.com>
So, uhhh, Wendy....What possed ya to get on the "fricking" Yak-List?
Momentary lapse in judgement needing something else to clutter up your
already cluttered day? Bad case of aaa Dragon's Breath or just love the
smell of YAK's in the morning?
Sorry it took so long to pitch back into the fight...seems a case got in
the way.
Doc
> [Original Message]
> From: Wendy Jenks <godsbreath75@yahoo.com>
> To: <yak-list@matronics.com>
> Date: 8/11/2005 9:57:24 AM
> Subject: Yak-List: great now i am part of this fricking yak list just
what i always wanted
>
> --> Yak-List message posted by: Wendy Jenks <godsbreath75@yahoo.com>
>
> nothing like a spam to make your day oh so perfect
> Wendy Jenks <godsbreath75@yahoo.com> wrote:--> Yak-List message posted
by: Wendy Jenks
>
> and if the russians say so than that must be the Gods honest truth.
>
> owner-yak-list-server@matronics.com wrote:--> Yak-List message posted by:
>
> From: "Fraser, Gus"
> To: "'yak-list@matronics.com'"
> Subject: RE: Yak-List: Oshkosh M14P seminar
> Date: Thu, 11 Aug 2005 10:00:23 -0400
>
> Show me where in the Russian manual it says to close the fuel shut off
with
> the engine running ???
>
> An M14P should be stopped as you say but instead of shutting the valve
> switch off the mags at idle. I have been told by many Russians that NEVER
> should the engine be stopped buy shutting the valve.
>
> Gus
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Doc Kemp
> To: yak-list@matronics.com
> Subject: RE: Yak-List: Oshkosh M14P seminar
>
> --> Yak-List message posted by: "Roger Doc Kemp"
> -->
>
> Shearing of the compressor shaft is generally associated with the engine
> running backwards after shutdown. That is usually due to not "scavaging"
> the engine before shutting down. IE: running the %RPM up to 70% for 30
sec.
> and slowly pulling back to idle shut off. The Russian manual says to close
> the fuel shut off valve when the power is reduced to idle.
> Next question? Was it the compressor shear pin that let go or was it the
> push rod in the compressor?
> Doc
>
>
> > [Original Message]
> > From: Jim Ivey
> > To:
> > Date: 8/10/2005 2:35:55 PM
> > Subject: RE: Yak-List: Oshkosh M14P seminar
> >
> > --> Yak-List message posted by: "Jim Ivey"
> >
> > Talk about coincidence. Upon attending George Coy's M14P seminar at
> > OSH
> he
> > stated that Aeroshell 15W-50 is incompatible with the M14P.
> > Apparently it is the only oil he has encountered that ruins the engine
> > pneumatic compressor within about 2 hours of flight time. Apparently
> > the pump
> piston
> > glazes against the cylinder when in contact with 15W-50. George uses
> > straight-weight AD Aeroshell (W100 or W160, 50wt and 60wt respectfully).
> I
> > use the same stuff he does and so was feeling pretty good about things.
> > George said most other types of oils being used by M14 folks were also
> > compatible with the compressor without worries.
> >
> > Wouldn't you know over Kansas on the way home from OSH I lost my air
pump.
> > The engine only has 200 hours on it but no more air charging and the
> > snot bottle is completely depressurized. Thanks to my on-board
> > electric air compressor I was able to complete the flight without
> > wanting for air. It pumps at about 60% the rate of the engine
> > compressor, which is plenty fine for topping off the system. Won't
> > fly it until fixed now that it's in the hangar.
> >
> > Anybody know what typically causes the engine-driven compressor to
> > shear it's shaft? Is this just a common part of M14P operations or
> > should I
> look
> > for clues to other problems?
> >
> > Jim Ivey
> > N46YK
> >
> >
>
>
> Blessings,
> Wendy
>
>
> ---------------------------------
>
>
> Blessings,
> Wendy
>
>
Message 14
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--> Yak-List message posted by: "Walter Lannon" <wlannon@cablerocket.com>
Hi Brian;
Really sorry to hear of your problems with a deadbeat buyer. Maybe a little
publicity will convince him to do whats right, I hope so.
On the materials marking question I note that Jerry Painter has quite
correctly advised that lead pencils should also not be used on steel.
So, going back about 40 years or so, in the halycon days of airline
operations we always had a Chemical Engineer on staff whose primary job was
to ensure that all chemical materials in use met acceptable standards. This
included cleaning, plating, heat treatment, paint stripping and a host of
other operations. One of the smaller items was marking devices. Each engine
and airframe manufacturer had specifications for all of these items. We had
Rolls Royce, P&W and G.E. engines in both Douglas and Boeing aircraft and in
many cases their specs. varied. To maintain some continuity and simplify
stocking, etc. our Engineering developed common specs. applicable to our
airline only but accepted by each OEM.
Had to dig back a little but here is what we had for markers:-------
Alum. Alloy - Mars Staedtler (German) permanent ink marker. I still use
these but the company is now just Staedtler and they have a whole range of
permanent and non-permanent markers. I use # 313-7 or 313-9 or, if these are
out of stock, the fine point Sharpie.
Alloy steels (4130, 4340, etc) - Eberhard Faber Colorbrite # 2101 Silver
pencil.
Cheers;
Walt
Message 15
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--> Yak-List message posted by: brian olofsson <brian060901@yahoo.com>
Planning on refinishing prop blades with this annual. Initially planned on sending
off to whirlwind but I understand a number of members have done it on their
own. any comment tips would be greatly appreciated. Blades have several tiny
cracks on front 1/2" long in the paint, approx. 1 inch apart these are really
hair line maybe 3 or four on each side. there's also the crack in the paint where
the wood goes in the steal hub. also some small cracks were the blade spreads
out form the neck. I've seen all these same cracks on other props at OSH
this year.Yes the guy with the magnifying glass on you prop was me. It would sure
be nice to have a book on what was acceptable and what was not. Any comments
on balancing.
Brian
Craig Payne <cpayne@joimail.com> wrote: --> Yak-List message posted by: "Craig
Payne"
Come on guys, share those great formation photos I saw at Oshkosh on the Matronics
Photoshare site for everyone to see.
Craig Payne
cpayne@joimail.com
---------------------------------
Message 16
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--> Yak-List message posted by: "Walter Lannon" <wlannon@cablerocket.com>
Do you gentlemen ever read your manuals?
Shut down procedure for the Huosai and the M14 is the same (except for RPM
or % RPM).
It is essentially as follows:
1. Cooling and scavange run
2. Reduce to idle
3. Ignition off and throttle smoothly to full open
4. AFTER engine stopped, close throttle, close fuel valve.
Ref:
M14P manual, Sec 72.00.00 Task Card 203
Check caution note pg.2 - NEVER shut down by closing fuel shut-off valve.
Cheers;
Walt
----- Original Message -----
From: "Jim Bernier" <JBernier@dart.org>
Subject: RE: Yak-List: Re:
> --> Yak-List message posted by: "Jim Bernier" <JBernier@dart.org>
>
> The question begs to be asked, "Why not use the fuel cut off valve?",
> "What harm would be caused?"
> Not that anyone would attempt this avenue, but understanding "Why" would
> lead us to further understanding the workings of our engines. At first
> thought I would assume that the engine itself would not be affected, but
> maybe the carburetor diaphragm would. Closer to the shut off valve is the
> fuel pump. Would this have enough fuel, acting as a lubricant, to ensure
> it longevity?
> Jim B
>
>>>> viperdoc@mindspring.com 08/11/05 10:12 AM >>>
> --> Yak-List message posted by: "Roger Doc Kemp" <viperdoc@mindspring.com>
>
> My mistake, I did leave off the turn mags to 0 then pull the fuel cutoff
> to
> full aft. It is in the type written original Russian translation of the
> Pilots Manuel the I got a copy of from Scott Patterson (one of the
> original
> US YAK owners). Where it says cool little things like " advance " for
> manifold pressure and gives a 10 or so page disortation on flying the
> landing pattern.
> Doc
>
>
>> [Original Message]
>> From: Wendy Jenks <godsbreath75@yahoo.com>
>> To: <yak-list@matronics.com>
>> Date: 8/11/2005 9:33:33 AM
>> Subject: Yak-List: Re:
>>
>> --> Yak-List message posted by: Wendy Jenks <godsbreath75@yahoo.com>
>>
>> and if the russians say so than that must be the Gods honest truth.
>>
>> owner-yak-list-server@matronics.com wrote:--> Yak-List message posted by:
>>
>> From: "Fraser, Gus"
>> To: "'yak-list@matronics.com'"
>> Subject: RE: Yak-List: Oshkosh M14P seminar
>> Date: Thu, 11 Aug 2005 10:00:23 -0400
>>
>> Show me where in the Russian manual it says to close the fuel shut off
> with
>> the engine running ???
>>
>> An M14P should be stopped as you say but instead of shutting the valve
>> switch off the mags at idle. I have been told by many Russians that NEVER
>> should the engine be stopped buy shutting the valve.
>>
>> Gus
>>
>> -----Original Message-----
>> From: owner-yak-list-server@matronics.com
>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Doc Kemp
>> To: yak-list@matronics.com
>> Subject: RE: Yak-List: Oshkosh M14P seminar
>>
>> --> Yak-List message posted by: "Roger Doc Kemp"
>> -->
>>
>> Shearing of the compressor shaft is generally associated with the engine
>> running backwards after shutdown. That is usually due to not "scavaging"
>> the engine before shutting down. IE: running the %RPM up to 70% for 30
> sec.
>> and slowly pulling back to idle shut off. The Russian manual says to
>> close
>> the fuel shut off valve when the power is reduced to idle.
>> Next question? Was it the compressor shear pin that let go or was it the
>> push rod in the compressor?
>> Doc
>>
>>
>> > [Original Message]
>> > From: Jim Ivey
>> > To:
>> > Date: 8/10/2005 2:35:55 PM
>> > Subject: RE: Yak-List: Oshkosh M14P seminar
>> >
>> > --> Yak-List message posted by: "Jim Ivey"
>> >
>> > Talk about coincidence. Upon attending George Coy's M14P seminar at
>> > OSH
>> he
>> > stated that Aeroshell 15W-50 is incompatible with the M14P.
>> > Apparently it is the only oil he has encountered that ruins the engine
>> > pneumatic compressor within about 2 hours of flight time. Apparently
>> > the pump
>> piston
>> > glazes against the cylinder when in contact with 15W-50. George uses
>> > straight-weight AD Aeroshell (W100 or W160, 50wt and 60wt
>> > respectfully).
>> I
>> > use the same stuff he does and so was feeling pretty good about things.
>> > George said most other types of oils being used by M14 folks were also
>> > compatible with the compressor without worries.
>> >
>> > Wouldn't you know over Kansas on the way home from OSH I lost my air
> pump.
>> > The engine only has 200 hours on it but no more air charging and the
>> > snot bottle is completely depressurized. Thanks to my on-board
>> > electric air compressor I was able to complete the flight without
>> > wanting for air. It pumps at about 60% the rate of the engine
>> > compressor, which is plenty fine for topping off the system. Won't
>> > fly it until fixed now that it's in the hangar.
>> >
>> > Anybody know what typically causes the engine-driven compressor to
>> > shear it's shaft? Is this just a common part of M14P operations or
>> > should I
>> look
>> > for clues to other problems?
>> >
>> > Jim Ivey
>> > N46YK
>> >
>> >
>>
>>
>> Blessings,
>> Wendy
>>
>>
>> ---------------------------------
>>
>>
>
>
>
Message 17
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|
| Subject: | Fire Cock (fuel shut off lever) |
--> Yak-List message posted by: "Roger Doc Kemp" <viperdoc@mindspring.com>
Gentlemen (& women),
To correct a statement I made earlier today. The early translated version of the
IAK-52 fligh manual states concerning the Fire Cock closing during engine operation:
Page 62 paragraph 4.5.2: After the cylinders heads cooling the pilot
stopps the engine.
- the engine speed is increased up to 65-68% for 28-30sec. for the ignition of
the spark plugs;
-the engine speed is decreased up to 28-34% by the actuation of the throttle handle;
- the magneto is uncoupled by setting the switch on "0" position.
- the throttle handle is gradually displaced forward (the drosel choke of the carburator
is opened).
4.5.3. After the engine stop the throttle handle is brought in the appropriate
position for minimal operating condition ( fully backward) and the fire cock is
closed when the airplane is in the park, after flights performance.
All other automatic safety devices of network and the circuit breakers from the
electric instruments panel are switched out.
ATTENTION! It is forbidden to stop the engine:
-immediately after cruising or high operation condition:
- by closing the fire cock, with fuel consumption within carburator ( to avoid
the flareback and the fire ).
I stand corrected and please do not use the fire cock to shut down the engine except
in case of an emergency where you have an engine fire.
Sometimes alittle knowledge can be deadly. That is why we always need to continue
to ask questions and seek answers.
Sorry,
Doc
Roger "Doc" Kemp
viperdoc@mindspring.com
If it don't sound Round...Why listen?
Message 18
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|
--> Yak-List message posted by: "Roger Doc Kemp" <viperdoc@mindspring.com>
Yes Walt I have read the manual cover to cover in the past but like all
great books, it was set aside for to long. I have operated for the past
year or so using only the checklist on my right knee. It helps to review
the actual text every now and then to shake the cobwebs off the old brain
bite.
Next question is: How many CJ and YAK drivers actually have a flight manual
to read? If you do not might I suggest you purchase one. If you already
have one, maybe like the Bible (for the Christians), passages from it
should be read at a minimum weekly. I intend to go back to doing just that.
At onetime, we had EPs for the day in our YAK squadron at 08A. We reviewed
the EPs each time we briefed for a sortie. But as all good things go,
disuse lead to apathy and the process was dropped. I just shook myself back
awake with this misstatement on the Fire Cock. Glad it was on the ground at
a computer and not on the ramp with the engine running or in the air.
I stand corrected.
Doc
> [Original Message]
> From: Walter Lannon <wlannon@cablerocket.com>
> To: <yak-list@matronics.com>
> Date: 8/11/2005 10:35:56 PM
> Subject: Re: Yak-List: Re:
>
> --> Yak-List message posted by: "Walter Lannon" <wlannon@cablerocket.com>
>
> Do you gentlemen ever read your manuals?
>
> Shut down procedure for the Huosai and the M14 is the same (except for
RPM
> or % RPM).
> It is essentially as follows:
>
> 1. Cooling and scavange run
> 2. Reduce to idle
> 3. Ignition off and throttle smoothly to full open
> 4. AFTER engine stopped, close throttle, close fuel valve.
>
> Ref:
> M14P manual, Sec 72.00.00 Task Card 203
> Check caution note pg.2 - NEVER shut down by closing fuel shut-off valve.
>
> Cheers;
> Walt
>
>
> ----- Original Message -----
> From: "Jim Bernier" <JBernier@dart.org>
> To: <yak-list@matronics.com>
> Subject: RE: Yak-List: Re:
>
>
> > --> Yak-List message posted by: "Jim Bernier" <JBernier@dart.org>
> >
> > The question begs to be asked, "Why not use the fuel cut off valve?",
> > "What harm would be caused?"
> > Not that anyone would attempt this avenue, but understanding "Why"
would
> > lead us to further understanding the workings of our engines. At first
> > thought I would assume that the engine itself would not be affected,
but
> > maybe the carburetor diaphragm would. Closer to the shut off valve is
the
> > fuel pump. Would this have enough fuel, acting as a lubricant, to
ensure
> > it longevity?
> > Jim B
> >
> >>>> viperdoc@mindspring.com 08/11/05 10:12 AM >>>
> > --> Yak-List message posted by: "Roger Doc Kemp"
<viperdoc@mindspring.com>
> >
> > My mistake, I did leave off the turn mags to 0 then pull the fuel
cutoff
> > to
> > full aft. It is in the type written original Russian translation of the
> > Pilots Manuel the I got a copy of from Scott Patterson (one of the
> > original
> > US YAK owners). Where it says cool little things like " advance " for
> > manifold pressure and gives a 10 or so page disortation on flying the
> > landing pattern.
> > Doc
> >
> >
> >> [Original Message]
> >> From: Wendy Jenks <godsbreath75@yahoo.com>
> >> To: <yak-list@matronics.com>
> >> Date: 8/11/2005 9:33:33 AM
> >> Subject: Yak-List: Re:
> >>
> >> --> Yak-List message posted by: Wendy Jenks <godsbreath75@yahoo.com>
> >>
> >> and if the russians say so than that must be the Gods honest truth.
> >>
> >> owner-yak-list-server@matronics.com wrote:--> Yak-List message posted
by:
> >>
> >> From: "Fraser, Gus"
> >> To: "'yak-list@matronics.com'"
> >> Subject: RE: Yak-List: Oshkosh M14P seminar
> >> Date: Thu, 11 Aug 2005 10:00:23 -0400
> >>
> >> Show me where in the Russian manual it says to close the fuel shut off
> > with
> >> the engine running ???
> >>
> >> An M14P should be stopped as you say but instead of shutting the valve
> >> switch off the mags at idle. I have been told by many Russians that
NEVER
> >> should the engine be stopped buy shutting the valve.
> >>
> >> Gus
> >>
> >> -----Original Message-----
> >> From: owner-yak-list-server@matronics.com
> >> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Doc
Kemp
> >> To: yak-list@matronics.com
> >> Subject: RE: Yak-List: Oshkosh M14P seminar
> >>
> >> --> Yak-List message posted by: "Roger Doc Kemp"
> >> -->
> >>
> >> Shearing of the compressor shaft is generally associated with the
engine
> >> running backwards after shutdown. That is usually due to not
"scavaging"
> >> the engine before shutting down. IE: running the %RPM up to 70% for 30
> > sec.
> >> and slowly pulling back to idle shut off. The Russian manual says to
> >> close
> >> the fuel shut off valve when the power is reduced to idle.
> >> Next question? Was it the compressor shear pin that let go or was it
the
> >> push rod in the compressor?
> >> Doc
> >>
> >>
> >> > [Original Message]
> >> > From: Jim Ivey
> >> > To:
> >> > Date: 8/10/2005 2:35:55 PM
> >> > Subject: RE: Yak-List: Oshkosh M14P seminar
> >> >
> >> > --> Yak-List message posted by: "Jim Ivey"
> >> >
> >> > Talk about coincidence. Upon attending George Coy's M14P seminar at
> >> > OSH
> >> he
> >> > stated that Aeroshell 15W-50 is incompatible with the M14P.
> >> > Apparently it is the only oil he has encountered that ruins the
engine
> >> > pneumatic compressor within about 2 hours of flight time. Apparently
> >> > the pump
> >> piston
> >> > glazes against the cylinder when in contact with 15W-50. George uses
> >> > straight-weight AD Aeroshell (W100 or W160, 50wt and 60wt
> >> > respectfully).
> >> I
> >> > use the same stuff he does and so was feeling pretty good about
things.
> >> > George said most other types of oils being used by M14 folks were
also
> >> > compatible with the compressor without worries.
> >> >
> >> > Wouldn't you know over Kansas on the way home from OSH I lost my air
> > pump.
> >> > The engine only has 200 hours on it but no more air charging and the
> >> > snot bottle is completely depressurized. Thanks to my on-board
> >> > electric air compressor I was able to complete the flight without
> >> > wanting for air. It pumps at about 60% the rate of the engine
> >> > compressor, which is plenty fine for topping off the system. Won't
> >> > fly it until fixed now that it's in the hangar.
> >> >
> >> > Anybody know what typically causes the engine-driven compressor to
> >> > shear it's shaft? Is this just a common part of M14P operations or
> >> > should I
> >> look
> >> > for clues to other problems?
> >> >
> >> > Jim Ivey
> >> > N46YK
> >> >
> >> >
> >>
> >>
> >> Blessings,
> >> Wendy
> >>
> >>
> >> ---------------------------------
> >>
> >>
> >
> >
> >
>
>
Message 19
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--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Walter Lannon wrote:
> --> Yak-List message posted by: "Walter Lannon" <wlannon@cablerocket.com>
>
> Hi Brian;
>
> Really sorry to hear of your problems with a deadbeat buyer. Maybe a little
> publicity will convince him to do whats right, I hope so.
After so many months, I doubt it. It looks like I am just good and screwed.
--
Brian Lloyd 6501 Red Hook Plaza
brian-yak@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
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