Today's Message Index:
----------------------
1. 04:03 AM - Propellers (Richard Goode)
2. 05:22 AM - Re: Re: Yak-List Digest: 21 Msgs - 08/10/05 (cjpilot710@aol.com)
3. 05:41 AM - Re: OSH Photos (DaBear)
4. 05:51 AM - Re: Re: (Kevin Pilling)
5. 06:01 AM - Re: Re: (A. Dennis Savarese)
6. 07:37 AM - Re: Propellers (owner-yak-list-server@matronics.com)
7. 08:59 AM - Re: Re: (Bitterlich GS11 Mark G)
8. 09:17 AM - Re: Re: (Ernest Martinez)
9. 09:25 AM - Re: Re: (A. Dennis Savarese)
10. 09:27 AM - Re: Re: (A. Dennis Savarese)
11. 10:17 AM - Re: Re: (owner-yak-list-server@matronics.com)
12. 04:49 PM - Re: Yak Air Bottles (DaBear)
13. 04:50 PM - Yak TD (DaBear)
14. 06:18 PM - Re: Fire Cock (fuel shut off lever) (Steve Dalton)
15. 06:20 PM - Re: Yak TD (Roger Doc Kemp)
16. 07:11 PM - Re: Re: Fire Cock (fuel shut off lever) (Roger Doc Kemp)
17. 09:44 PM - Re: Re: Fire Cock (fuel shut off lever) (Walter Lannon)
Message 1
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--> Yak-List message posted by: "Richard Goode" <richard.goode@russianaeros.com>
I suspect many aerobatic pilots are blissfully unaware of the incredible increases
in propeller loading that is caused by aerobatics, and particularly 'modern'
aerobatics with multiple-snaps and gyroscopics etc.
MT require props used for 'unlimited aerobatics' to be overhauled three times as
frequently - i.e. every 2 years rather than every 6 years.
I once suffered a potentially catastrophic propeller failure - a counter-weight
detached; went through the spinner and took about 1-foot off a blade tip. The
resulting vibration broke instruments, and I thought the engine would depart!
Since then I would not dream of using an uncertificated prop.=20
I am totally biased in favour of MT, but then so was every competitor at this year's
World Championship!!
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: | Re: Yak-List Digest: 21 Msgs - 08/10/05 |
--> Yak-List message posted by: cjpilot710@aol.com
Mike Walch 562-425-0997 or Frank Varanacar 714-675-7595 (another FAST check
pilot out there)
-----Original Message-----
From: Cj6sly@cs.com
Subject: Yak-List: 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 3
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--> Yak-List message posted by: DaBear <dabear@damned.org>
I had my 2 blade Russian prop refinished by Whirlwind. I was extremely
happy with the prop when it came back except that I had to re-balance
(static and dynamic) the blades. :-) Can't fault them for that.
Al
brian olofsson wrote:
>--> 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.
>
>
>
Message 4
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--> Yak-List message posted by: "Kevin Pilling" <pilling.k@btconnect.com>
I think its more to do with not being able to reset the fuel shut off from
inside the cockpit than any engine parameters.
kp
----- 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
Message 5
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--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Maybe I'm missing something, but why would you not be able "to reset the
fuel shut off from inside the cockpit" if you shut it off from inside the
cockpit to begin with?
Dennis
----- Original Message -----
From: "Kevin Pilling" <pilling.k@btconnect.com>
Subject: Re: Yak-List: Re:
> --> Yak-List message posted by: "Kevin Pilling" <pilling.k@btconnect.com>
>
> I think its more to do with not being able to reset the fuel shut off from
> inside the cockpit than any engine parameters.
>
> kp
> ----- 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
>
>
>
Message 6
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--> Yak-List message posted by:
Subject: RE: Yak-List: Propellers
Richard,
Are you now sponsored by MT :))
Gus
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Richard Goode
Subject: Yak-List: Propellers
--> Yak-List message posted by: "Richard Goode"
--> <richard.goode@russianaeros.com>
I suspect many aerobatic pilots are blissfully unaware of the incredible
increases in propeller loading that is caused by aerobatics, and
particularly 'modern' aerobatics with multiple-snaps and gyroscopics etc.
MT require props used for 'unlimited aerobatics' to be overhauled three
times as frequently - i.e. every 2 years rather than every 6 years.
I once suffered a potentially catastrophic propeller failure - a
counter-weight detached; went through the spinner and took about 1-foot off
a blade tip. The resulting vibration broke instruments, and I thought the
engine would depart!
Since then I would not dream of using an uncertificated prop.
I am totally biased in favour of MT, but then so was every competitor at
this year's World Championship!!
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 7
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--> Yak-List message posted by: Bitterlich GS11 Mark G <BitterlichMG@cherrypoint.usmc.mil>
There are probably many good reasons for pulling the emergency shutoff valve
after engine shutdown.
I have ignored all of them and have never shut off the fuel on my 50 since
the day I purchased it. I simply kill the engine with the mag after a
scavenge run, and letting the engine return to low idle (20% or so). I
guess that is bad ju'ju', but so far I have not had a problem doing that for
the last 5 years or so.
Mark
N50YK
-----Original Message-----
From: Walter Lannon [mailto:wlannon@cablerocket.com]
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>
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 8
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--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
My CJ has the fuel shutoff valve safety wired with the break away
stuff. I always assumed it was for emergency use only.
Ernie
On 8/12/05, Bitterlich GS11 Mark G <BitterlichMG@cherrypoint.usmc.mil> wrote:
> --> Yak-List message posted by: Bitterlich GS11 Mark G <BitterlichMG@cherrypoint.usmc.mil>
>
>
> There are probably many good reasons for pulling the emergency shutoff valve
> after engine shutdown.
>
> I have ignored all of them and have never shut off the fuel on my 50 since
> the day I purchased it. I simply kill the engine with the mag after a
> scavenge run, and letting the engine return to low idle (20% or so). I
> guess that is bad ju'ju', but so far I have not had a problem doing that for
> the last 5 years or so.
>
> Mark
> N50YK
>
>
> -----Original Message-----
> From: Walter Lannon [mailto:wlannon@cablerocket.com]
> To: yak-list@matronics.com
> 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 9
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--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
I still haven't figured out what the benefit is to pulling the emergency
shutoff valve after engine shutdown. I, like you Mark, have been operating
without pulling the emergency shutoff valve for 6 years now without a
problem.
Dennis
----- Original Message -----
From: "Bitterlich GS11 Mark G" <BitterlichMG@cherrypoint.usmc.mil>
Subject: RE: Yak-List: Re:
> --> Yak-List message posted by: Bitterlich GS11 Mark G
> <BitterlichMG@cherrypoint.usmc.mil>
>
>
> There are probably many good reasons for pulling the emergency shutoff
> valve
> after engine shutdown.
>
> I have ignored all of them and have never shut off the fuel on my 50 since
> the day I purchased it. I simply kill the engine with the mag after a
> scavenge run, and letting the engine return to low idle (20% or so). I
> guess that is bad ju'ju', but so far I have not had a problem doing that
> for
> the last 5 years or so.
>
> Mark
> N50YK
>
>
> -----Original Message-----
> From: Walter Lannon [mailto:wlannon@cablerocket.com]
> To: yak-list@matronics.com
> 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 10
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--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
Wired or not, you are 100% correct Ernie. It is for emergency shut off of
the fuel supply to the engine. One can assume the most logical reason to
use it would be a fire under the cowling.
Dennis
----- Original Message -----
From: "Ernest Martinez" <erniel29@gmail.com>
Subject: Re: Yak-List: Re:
> --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
>
> My CJ has the fuel shutoff valve safety wired with the break away
> stuff. I always assumed it was for emergency use only.
>
> Ernie
>
> On 8/12/05, Bitterlich GS11 Mark G <BitterlichMG@cherrypoint.usmc.mil>
> wrote:
>> --> Yak-List message posted by: Bitterlich GS11 Mark G
>> <BitterlichMG@cherrypoint.usmc.mil>
>>
>>
>> There are probably many good reasons for pulling the emergency shutoff
>> valve
>> after engine shutdown.
>>
>> I have ignored all of them and have never shut off the fuel on my 50
>> since
>> the day I purchased it. I simply kill the engine with the mag after a
>> scavenge run, and letting the engine return to low idle (20% or so). I
>> guess that is bad ju'ju', but so far I have not had a problem doing that
>> for
>> the last 5 years or so.
>>
>> Mark
>> N50YK
>>
>>
>> -----Original Message-----
>> From: Walter Lannon [mailto:wlannon@cablerocket.com]
>> To: yak-list@matronics.com
>> 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 11
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--> Yak-List message posted by:
Subject: RE: Yak-List: Re:
I think if I were coming in for an off field I would want to shut it before
impacting to reduce the risk of a post crash fire.
Gus
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of A. Dennis Savarese
Subject: Re: Yak-List: Re:
--> Yak-List message posted by: "A. Dennis Savarese"
--> <dsavarese@elmore.rr.com>
Wired or not, you are 100% correct Ernie. It is for emergency shut off of
the fuel supply to the engine. One can assume the most logical reason to
use it would be a fire under the cowling.
Dennis
----- Original Message -----
From: "Ernest Martinez" <erniel29@gmail.com>
Subject: Re: Yak-List: Re:
> --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
>
> My CJ has the fuel shutoff valve safety wired with the break away
> stuff. I always assumed it was for emergency use only.
>
> Ernie
>
> On 8/12/05, Bitterlich GS11 Mark G <BitterlichMG@cherrypoint.usmc.mil>
> wrote:
>> --> Yak-List message posted by: Bitterlich GS11 Mark G
>> <BitterlichMG@cherrypoint.usmc.mil>
>>
>>
>> There are probably many good reasons for pulling the emergency shutoff
>> valve
>> after engine shutdown.
>>
>> I have ignored all of them and have never shut off the fuel on my 50
>> since
>> the day I purchased it. I simply kill the engine with the mag after a
>> scavenge run, and letting the engine return to low idle (20% or so). I
>> guess that is bad ju'ju', but so far I have not had a problem doing that
>> for
>> the last 5 years or so.
>>
>> Mark
>> N50YK
>>
>>
>> -----Original Message-----
>> From: Walter Lannon [mailto:wlannon@cablerocket.com]
>> To: yak-list@matronics.com
>> 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 12
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| Subject: | Re: Yak Air Bottles |
--> Yak-List message posted by: DaBear <dabear@damned.org>
Doug,
Stupid question, but how about going the reverse route for air
bottles. Having someone modify brackets/system to use standard
scuba/air bottles. That makes the modification easy and replacing
standard bottles later very cheap.
Al
Doug Sapp wrote:
>--> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
>
>Yakers,
>I'm on it! I have 3 companies looking at the task and will be getting back
>to me with bids, However I do not have a set of Yak 52 tanks to use as a
>pattern. Anyone out there have a set of junk Yak 52 tanks to donate to the
>cause??
>
>Always Yakin,
>Doug Sapp
>
>
Message 13
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|
--> Yak-List message posted by: DaBear <dabear@damned.org>
Anyone know what the cost of the conversion from a Yak-52 to a Yak-52TD
is? I wonder if it could be done to a CJ?
Al
Message 14
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|
| Subject: | RE: Fire Cock (fuel shut off lever) |
--> Yak-List message posted by: "Steve Dalton" <sdalton@goeaston.net>
--> 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.
Y'all, just FYI,
I agree that's what the manual says. Many engines I've flown behind
have similar procedures. And that's what I did when my plane and engine
where both brand new. But, several times I had nice big flaming fires
in the intake because pushing the throttle up dumped fuel into the
intake (via the accelerator pump), which did not get completely sucked
into the engine before it quit spinning. This fuel ran down into the
bottom of the intake and ignited. Luckily, someone was there the first
time to yell to me and I restarted the engine to put out the fire.
However, on the next, and last fire, I was alone and had climbed out of
the plane and walked away. Then wondered, "What's that smell"? It was
the paint burning off the bottom of the intake!! Amazing how fast one
can climb in and hit the start button to suck in the flames! :-)
Soooo, for the last 4 years/400 hours I have stopped pushing the
throttle up after mags off, with no problems. And I have a nice Halon
extinguisher ready in my hanger.
Cheers,
Steve Dalton
Message 15
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--> Yak-List message posted by: "Roger Doc Kemp" <viperdoc@mindspring.com>
Bear,
Go on the Termikus website. He is polite enough to tell you.
www.Termikus.com.
Doc
> [Original Message]
> From: DaBear <dabear@damned.org>
> To: <yak-list@matronics.com>
> Date: 8/12/2005 6:50:39 PM
> Subject: Yak-List: Yak TD
>
> --> Yak-List message posted by: DaBear <dabear@damned.org>
>
> Anyone know what the cost of the conversion from a Yak-52 to a Yak-52TD
> is? I wonder if it could be done to a CJ?
>
> Al
>
>
Message 16
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|
| Subject: | RE: Fire Cock (fuel shut off lever) |
--> Yak-List message posted by: "Roger Doc Kemp" <viperdoc@mindspring.com>
Well it certainly looks like I started a fire storm with that last brain
fart on fuel cut offs.
For FYI...I really do shut down my M-14 by pushing the power up to 70% for
30 potatoes, pull the "advance" back to about 30% for about 5 potatoes,
mags 0, and I neither slowly open the manifold pressure nor do I close the
"fire cock". Takes to long to reprime the blank engine if I were to pull
the fuel cut off. So far no fire in the intake and the prop has not run
backwards. And Yepper, we have fire exstinguishers all around the hanger.
So, that's the rest of the story...take it away Paul.
Doc
> [Original Message]
> From: Steve Dalton <sdalton@goeaston.net>
> To: <yak-list@matronics.com>
> Date: 8/12/2005 8:17:57 PM
> Subject: Yak-List: RE: Fire Cock (fuel shut off lever)
>
> --> Yak-List message posted by: "Steve Dalton" <sdalton@goeaston.net>
>
>
> --> 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.
>
> Y'all, just FYI,
>
> I agree that's what the manual says. Many engines I've flown behind
> have similar procedures. And that's what I did when my plane and engine
> where both brand new. But, several times I had nice big flaming fires
> in the intake because pushing the throttle up dumped fuel into the
> intake (via the accelerator pump), which did not get completely sucked
> into the engine before it quit spinning. This fuel ran down into the
> bottom of the intake and ignited. Luckily, someone was there the first
> time to yell to me and I restarted the engine to put out the fire.
>
> However, on the next, and last fire, I was alone and had climbed out of
> the plane and walked away. Then wondered, "What's that smell"? It was
> the paint burning off the bottom of the intake!! Amazing how fast one
> can climb in and hit the start button to suck in the flames! :-)
>
> Soooo, for the last 4 years/400 hours I have stopped pushing the
> throttle up after mags off, with no problems. And I have a nice Halon
> extinguisher ready in my hanger.
>
> Cheers,
> Steve Dalton
>
>
Message 17
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| Subject: | Re: RE: Fire Cock (fuel shut off lever) |
--> Yak-List message posted by: "Walter Lannon" <wlannon@cablerocket.com>
Steve, et al-----
I probably should have noted that I do not precisely follow the manual shut
down procedure either. I fly 5 different CJ's occasionally (Huosai and
M14P) and have never yet had to open the throttle at shut-down. I would do
that VERY slowly only if the engine wanted to run on but have not yet seen
any tendancy for that. Also agree with other comments that there is no real
need to close the fuel shut-off valve other than to confirm it does operate.
The point of my post was simply to remind pilots of the manual procedure
since some of the methods mentioned were not correct.
Walt
----- Original Message -----
From: "Steve Dalton" <sdalton@goeaston.net>
Subject: Yak-List: RE: Fire Cock (fuel shut off lever)
> --> Yak-List message posted by: "Steve Dalton" <sdalton@goeaston.net>
>
>
> --> 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.
>
> Y'all, just FYI,
>
> I agree that's what the manual says. Many engines I've flown behind
> have similar procedures. And that's what I did when my plane and engine
> where both brand new. But, several times I had nice big flaming fires
> in the intake because pushing the throttle up dumped fuel into the
> intake (via the accelerator pump), which did not get completely sucked
> into the engine before it quit spinning. This fuel ran down into the
> bottom of the intake and ignited. Luckily, someone was there the first
> time to yell to me and I restarted the engine to put out the fire.
>
> However, on the next, and last fire, I was alone and had climbed out of
> the plane and walked away. Then wondered, "What's that smell"? It was
> the paint burning off the bottom of the intake!! Amazing how fast one
> can climb in and hit the start button to suck in the flames! :-)
>
> Soooo, for the last 4 years/400 hours I have stopped pushing the
> throttle up after mags off, with no problems. And I have a nice Halon
> extinguisher ready in my hanger.
>
> Cheers,
> Steve Dalton
>
>
>
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