Today's Message Index:
----------------------
1. 12:11 AM - Why Do I Have A Fund Raiser Each Year? (Matt Dralle)
2. 07:42 AM - Question of the Week... (Tom Johnson)
3. 07:42 AM - Re: Nose gear bolt,, // Landing light. (Jim and Vivian)
4. 07:46 AM - Governors (Richard Goode)
5. 07:47 AM - Re: INSURANCE (Barry Hancock)
6. 07:56 AM - Re: Question of the Week... (Yak52)
7. 08:20 AM - Re: Question of the Week... (A. Dennis Savarese)
8. 08:27 AM - Re: Nose gear bolt,, // Landing light. (Jim and Vivian)
9. 08:47 AM - N444YK (SWP013@aol.com)
10. 08:51 AM - Re: Question of the Week... (Roger Kemp)
11. 08:59 AM - Oil pressure, oil temperature (was: Question of the Week...) (Brian Lloyd)
12. 09:22 AM - Re: Question of the Week... (Fraser, Gus)
13. 09:31 AM - Re: Question of the Week... (Walter Lannon)
14. 09:34 AM - starting problem (David Marsh)
15. 09:38 AM - Re: Oil pressure, oil temperature (was: Question of the (Roger Kemp)
16. 09:59 AM - Re: Re: Question of the Week... ()
17. 10:39 AM - Re: Oil pressure, oil temperature (was: Question of the (Roger Kemp)
18. 11:15 AM - Re: Oil pressure, oil temperature (was: Question of the (Brian Lloyd)
19. 11:22 AM - Re: Question of the Week... (Barry Hancock)
20. 11:28 AM - Re: Oil pressure, oil temperature (was: Question of the (Brian Lloyd)
21. 11:48 AM - Re: Question of the Week... (Brian Lloyd)
22. 01:17 PM - Re: starting problem (JOE HOWSE)
23. 01:47 PM - Re: Question of the Week... (Roger Kemp)
24. 01:55 PM - Re: starting problem (Bill Walker)
25. 02:27 PM - Re: starting problem (David Marsh)
26. 02:38 PM - Re: Oil pressure, oil temperature (was: Question of the Week...) (cjpilot710@aol.com)
27. 02:55 PM - Gear up's (Doug Sapp)
28. 03:02 PM - Re: starting problem (cjpilot710@aol.com)
29. 03:02 PM - Re: Oil pressure, oil temperature (was: Question of the (Brian Lloyd)
30. 03:10 PM - Re: Gear up's (Brian Lloyd)
31. 03:18 PM - Re: starting problem (David Marsh)
32. 03:32 PM - Re: starting problem (JOE HOWSE)
33. 03:56 PM - Re: starting problem (David Marsh)
34. 04:31 PM - Malfunction flow chart (ggg6@att.net)
35. 04:33 PM - Yak52 Power and Prop Cables (John E. Lansden)
36. 05:21 PM - Re: Gear up's (Walter Lannon)
37. 07:13 PM - Re: Gear up's (Mark Williamson)
38. 07:14 PM - Re: Gear up's (Roger Kemp)
39. 07:30 PM - Re: Gear up's (D. E. Robertson)
40. 07:39 PM - Re: Gear up's (ggg6@att.net)
41. 08:34 PM - Re: Gear up's (Roger Kemp)
42. 08:42 PM - Getting off the List (seancrotty@aol.com)
43. 08:48 PM - Re: FW: Malfunction flow chart (Roger Kemp)
Message 1
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| Subject: | Why Do I Have A Fund Raiser Each Year? |
--> Yak-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Listers,
I was thinking that perhaps I should explain why I have a Fund Raiser
and also take the opportunity to express why I think the List
Services here provide a better experience than the commercial equivalents.
I use the List Fund Raiser each year to offset the costs involved
with running a high performance email list site such as this
one. With the annual support from the List members through the
PBS-like Fund Raiser, I have found I can run the entire site without
having to inflect any of the members with those annoying banner ads
flashing up all the time trying to sell Toner Cartridge Refills or
other garbage nobody wants or needs. From the comments I've received
over the years regarding the Lists, the great majority of the members
really appreciate the non-commercialism of my List systems and don't
mind my 'go-team-go' banter once a year to encourage members to
support the Lists.
I believe that the Lists services that I provide here offer many
benefits over the commercial equivalents in a number of ways. The
first feature I believe to be particularly significant is that you
cannot receive a computer v*rus from any of these Lists
directly. I've been on a few other List servers and have been
unfortunate enough to download infected files people have innocently
or not-so-innocently included with their posts. This just can't
happen with the Matronics Lists; each incoming message is filtered
and dangerous attachments stripped off prior to posting. I provide a
Photo and File Share feature that allows members to share files and
bitmaps with other members and everyone can be assured that these
files will be prescanned for any sort of v*rus before they are
posted. Safe and simple. Also, with this photo and file sharing
technique, the Archives don't get loaded up with a huge amounts of
bitmap "data" that slows the Archive Search times.
Another feature of this system is the extensive List Archives that
are available for download, browsing, and searching. The Archives go
all the way back to the very beginning of each List and with the
super fast Search Engine, the huge size of the Archives is a
non-issue in quickly finding the data you're looking for. Another
feature of the Archives is that they have been primarily stripped of
all the useless email header garbage that seems to build up in a
typical email thread.
I've been running email Lists and services under the matronics.com
domain since about 1989 starting with RV-List and 30 guys I knew and
who where also building RVs. It has grown into well over 50
different aviation-related Email Lists and an associated web site
that receives over 17,000,000 hits each year!! Additionally, the
List email system forwards well over 32,000,000 (yes, that's 32
MILLION) email messages to subscribers each year! With all the
dot.bombs these days, I think there's a lot of value in supporting a
service that has gone the long haul and is still providing and
improving a high quality service all without any advertising budget!
I have to admit running these Lists is a labor of love and I hope it
shows in the quality of the experience that you receive when you get
a List Email Message, Search the Archives, or use the List
Browser. The Lists will be here for a long time to come. If you
just want to lurk a while for free, that's great and I encourage you
to do so. If you use, appreciate, and receive value from these
Lists, then please support them during the Annual List Fund Raiser!
The Secure Contribution Web Site:
http://www.matronics.com/contribution
Thank you,
Matt Dralle
Email List Administrator
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
do not archive
Message 2
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| Subject: | Question of the Week... |
--> Yak-List message posted by: "Tom Johnson" <tomjohnson@cox.net>
The Oil Pressure sender can be checked for proper operation very quickly.
If the oil pressure reads -0- (ZERO) it probably is sensing zero oil
pressure.
BUT if it reads LESS than zero it is probably dead.
Same goes for fuel pressure, they are similar units.
Cycle the Engine Instruments switch (it's the one marked lkjhlkjghfg in
Chinese).
Watch the needle closely and if it doesn't move at all - its dead.
But if it jumps from caged then up to zero when you cycle the switch, its
probably good.
You can try this in your hangar and you'll see what I mean.
This happened to me the 2nd time I flew a Yak solo (over the mountains of
course).
Zero fuel pressure, but continued to run.
Actually my gauge was pegged at less than zero and didn't move when the
switch was cycled.
Sender was dead and I was ok.
These "EPs" are a great idea.
I had conversation with our underwriter yesterday (or . . Yersterdee
depending on where u r from).
Nanchangs and Yaks continue to have a disproportionate number of gear ups
and collapses.
We are the leader in all of aviation in this regard (ugg).
This year was better than the year before for sure, but we are still setting
records.
Tj
---------------------------
Thomas Johnson
Airpower Insurance, LLC
36 West Ocotillo Road
Phoenix, AZ 85013-1235
Tel: 602-628-2701
Fax: 623-321-5843
E: tomjohnson@cox.net
Message 3
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| Subject: | Re: Nose gear bolt,, // Landing light. |
Tyson
I have the bolt and Landing lite bulb.
Jim Selby
----- Original Message -----
From: tryon@aviator.org
To: yak-list@matronics.com
Sent: Wednesday, November 16, 2005 9:37 PM
Subject: Yak-List: Nose gear bolt,, // Landing light.
Does anyone have a NEW Nose gear drag brace bolt (Standard size- for the fwd
attach point at the strut) for a CJ. Happy to buy it from someone.
Further, now that the landing light has blown and no one seems to have the
bulbs.. Does anyone have a good part # for a good replacement light assy. Before
I just guess and make it fit.
Thats all folks,, Thanks.. TW
Message 4
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No, the only difference has been increasing the oil pressure.=20
However, as one other lister noted, this needs to be done correctly, otherwise
you can destroy the propeller, which is expensive!
In my biased view, the best governor is actually the small governor that MT themselves
make - it saves over 1-lb (important for Sukhois); despite its size is
quicker acting; seems to be more consistent in maintaining pitch during aerobatics,
and is significantly cheaper (US$1,480) than Woodward.
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 5
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--> Yak-List message posted by: Barry Hancock <barry@flyredstar.org>
On Nov 16, 2005, at 11:58 PM, Yak-List Digest Server wrote:
> --> Yak-List message posted by: "Robert Schwartz"
> <schwartzcompany@att.net>
>
> is it possible to package the liability only for several aircraft? For
> example, I have 1 YAK 52 and 2 L29 aircraft. Since I can fly only one
> aircraft at a time, can I obtain a blanket liability only for all of
> them, .
I suggest you contact Tom Johnson. He can get you reduced premiums on
multiple aircraft if you are the only pilot....
tomjohnson@cox.net
www.airpowerinsurance.com
Good luck!
Barry
Barry Hancock
President
Worldwide Warbirds, Inc.
1-866-L39-JETS
cell (949) 300-5510
www.worldwidewarbirds.com
www.sharedsquadrons.com
www.cj6.com
Message 6
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| Subject: | Question of the Week... |
--> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Ernest Martinez
Subject: Re: Yak-List: Question of the Week...
--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
Whats a flabber???
Ernie
On 11/16/05, Yak52 <yak52@flyredstar.org> wrote:
>
>
> >>When was the last time your oil hoses were replaced? Take a moment to
> check your logs.
>
>>I've never heard the term so I must ask, What is a "Flabber"? Some kind
>>of an obstruction inside the hose?
>>Cliff
>>Whats a flabber???
>>Ernie
I think I heard or read this made up term somewhere, but it is a piece of
the rubber hose that act as a restriction in the hose when the ends are
attached to the rubber hose.
Somebody responded to an email of mine a while back when I had fuel
starvation on takeoff - he suggested I take a steel cable and run it thru
any newly made hoses to make sure all loose material will be removed.
Perhaps somebody with more knowledge can respond to this.
Also - The hydraulic shop that made my fuel hose seem to have used too much
loctite. I found hardened loctite in the hose and fuel filter in the shape
of a little plastic leafs.
Deon.
Message 7
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| Subject: | Re: Question of the Week... |
--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
I think you mean a flaPPer Deon........ :)))))
Dennis
----- Original Message -----
From: "Yak52" <yak52@flyredstar.org>
Subject: RE: Yak-List: Question of the Week...
> --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Ernest Martinez
> Sent: Wednesday, November 16, 2005 9:34 PM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Question of the Week...
>
> --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
>
> Whats a flabber???
>
> Ernie
>
> On 11/16/05, Yak52 <yak52@flyredstar.org> wrote:
>>
>>
>> >>When was the last time your oil hoses were replaced? Take a moment to
>> check your logs.
>>
>>>I've never heard the term so I must ask, What is a "Flabber"? Some kind
>>>of an obstruction inside the hose?
>>>Cliff
>
>>>Whats a flabber???
>>>Ernie
>
> I think I heard or read this made up term somewhere, but it is a piece of
> the rubber hose that act as a restriction in the hose when the ends are
> attached to the rubber hose.
>
> Somebody responded to an email of mine a while back when I had fuel
> starvation on takeoff - he suggested I take a steel cable and run it thru
> any newly made hoses to make sure all loose material will be removed.
>
> Perhaps somebody with more knowledge can respond to this.
>
> Also - The hydraulic shop that made my fuel hose seem to have used too
> much
> loctite. I found hardened loctite in the hose and fuel filter in the shape
> of a little plastic leafs.
>
> Deon.
>
>
>
Message 8
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| Subject: | Re: Nose gear bolt,, // Landing light. |
----- Original Message -----
From: Jim and Vivian
To: yak-list@matronics.com
Sent: Thursday, November 17, 2005 7:42 AM
Subject: Re: Yak-List: Nose gear bolt,, // Landing light.
Tyson
I have the bolt and Landing lite bulb.
Jim Selby
----- Original Message -----
From: tryon@aviator.org
To: yak-list@matronics.com
Sent: Wednesday, November 16, 2005 9:37 PM
Subject: Yak-List: Nose gear bolt,, // Landing light.
Does anyone have a NEW Nose gear drag brace bolt (Standard size- for the
fwd attach point at the strut) for a CJ. Happy to buy it from someone.
Further, now that the landing light has blown and no one seems to have
the bulbs.. Does anyone have a good part # for a good replacement light assy.
Before I just guess and make it fit.
Thats all folks,, Thanks.. TW
Message 9
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Yakksters! N444YK is still for sale. Contact me off list if you are
interested.
Sam "SPUD" Patellos
Message 10
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| Subject: | Question of the Week... |
--> Yak-List message posted by: Roger Kemp <viperdoc@mindspring.com>
Well Flabber me FOD!
Doc
-----Original Message-----
From: Yak52 <yak52@flyredstar.org>
Subject: RE: Yak-List: Question of the Week...
--> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Ernest Martinez
Subject: Re: Yak-List: Question of the Week...
--> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
Whats a flabber???
Ernie
On 11/16/05, Yak52 <yak52@flyredstar.org> wrote:
>
>
> >>When was the last time your oil hoses were replaced? Take a moment to
> check your logs.
>
>>I've never heard the term so I must ask, What is a "Flabber"? Some kind
>>of an obstruction inside the hose?
>>Cliff
>>Whats a flabber???
>>Ernie
I think I heard or read this made up term somewhere, but it is a piece of
the rubber hose that act as a restriction in the hose when the ends are
attached to the rubber hose.
Somebody responded to an email of mine a while back when I had fuel
starvation on takeoff - he suggested I take a steel cable and run it thru
any newly made hoses to make sure all loose material will be removed.
Perhaps somebody with more knowledge can respond to this.
Also - The hydraulic shop that made my fuel hose seem to have used too much
loctite. I found hardened loctite in the hose and fuel filter in the shape
of a little plastic leafs.
Deon.
Message 11
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| Subject: | Oil pressure, oil temperature (was: Question of the Week...) |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
More thinking on this and I think I got it wrong.
I said if the oil pressure went to zero the oil temperature went up. I
confused the relationship between oil-temp to oil-pressure with the
relationship between oil-pressure to oil-temp. (Are you confused yet?)
I was remembering that, if oil temp goes up, oil pressure goes down. This is
because as the temp goes up, the viscosity of the oil is reduced and the oil
flows more freely resulting in a drop in pressure. Temp up, pressure down.
But is the converse true? If pressure goes down, does temp go up? I suspect
that the answer is no, and almost certainly no with the catastrophic loss of
oil pressure. If oil pressure goes to zero there is no oil flow. Therefore hot
oil cannot get from the engine to the oil temp sender. In that case the oil
temp will DROP not RISE as the stagnant oil around the oil temp sender cools.
So, constant oil pressure gives lie to a high oil temperature indication but a
sudden loss of oil pressure will probably NOT be accompanied by an increase in
oil temp, either inlet or outlet.
OTOH, if the oil temp remains normal and continues to respond to things like
opening and closing the oil cooler door, oil is flowing and therefore there is
oil pressure.
--
Brian Lloyd 2243 Cattle Dr.
brian-yak@lloyd.com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
Message 12
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| Subject: | Question of the Week... |
First of all I would ask the GIB what reading they had. If no GIB I would
monitor CHT. With no oil CHT will rise fast. Reduce throttle and rpm. 15
Miles is about 7 minutes assuming there was nowhere between here and there
or closer I would aim to continue home with the bear minimum engine required
to maintain altitude and looking for let down spots on route.
If the CHT remains OK could be just a problem with the gauge.
Gus
_____
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of N13472@aol.com
Subject: Re: Yak-List: Question of the Week...
In a message dated 11/16/2005 2:44:39 P.M. Pacific Standard Time,
brian-yak@lloyd.com writes:
The weather is VFR. You have been airborne 45 minutes and are now 15
> miles away from your home airport at 2000'AGL, in normal cruise flight.
> You do your periodic check of the engine instruments and notice your oil
> pressure is reading zero. What are you going to do?
>
Along with this thread on oil loss. During your next oil change check the
line leaving the
engine going to the oil press sensor for a restrictor washer/orifice . This
will greatly limit
the rate of oil loss if you blow a line or the sensor. Many times during
line replacement
or engine change these can get lost.
Tom Elliott
CJ-6 NX63727
Sandy Valley NV
3L2
702-723-1223
<META content="MSHTML 6.00.2900.2769" name=GENERATOR>
<BODY id=role_body style="FONT-SIZE: 10pt; COLOR: #000000; FONT-FAMILY: Arial"
bottomMargin=7 leftMargin=7 topMargin=7 rightMargin=7>
First of all I would ask
the GIB what reading they had. If no GIB I would monitor CHT. With no oil CHT
will rise fast. Reduce throttle and rpm. 15 Miles is about 7 minutes assuming
there was nowhere between here and there or closer I would aim to continue home
with the bear minimum engine required to maintain altitude and looking for let
down spots on route.
If the CHT remains OK
could be just a problem with the gauge.
Gus
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of
N13472@aol.com
PM
Subject: Re: Yak-List:
Question of the Week...
<FONT id=role_document face=Arial>
In a message dated 11/16/2005 2:44:39 P.M. Pacific Standard Time,
brian-yak@lloyd.com writes:
<BLOCKQUOTE
style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: blue 2px solid"><FONT
style="BACKGROUND-COLOR: transparent" face=Arial>The weather is VFR. You
have been airborne 45 minutes and are now 15
miles away from your
home airport at 2000'AGL, in normal cruise flight.
You do
your periodic check of the engine instruments and notice your oil
pressure is reading zero. What are you going to do?
Along with this thread on oil loss. During your next oil change check the
line leaving the
engine going to the oil press sensor for a restrictor washer/orifice .
This will greatly limit
the rate of oil loss if you blow a line or the sensor. Many times during
line replacement
or engine change these can get lost.
Tom Elliott
CJ-6 NX63727
Sandy Valley
NV
3L2
702-723-1223
Message 13
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| Subject: | Re: Question of the Week... |
--> Yak-List message posted by: "Walter Lannon" <wlannon@cablerocket.com>
I suspect "flabber" is a mis-spelling of "flapper" which in this context
means flapper valve. During installation of a 3 piece hose end fitting
(Aeroquip or Strata type - non swaged) if correct tools and procedure are
not used it is possible to "shave" a thin section of neoprene from the hose
inner liner by the rotating action of the sleeve. This slice of rubber is
usually not completely cut off since the problem occurs at the end of the
"screwing in" process and rotation stops before the cut is complete. The
result is a thin, circular, piece of rubber about the same dia. as the hose
10 % of the circumference - a near perfect hinge. The result is a fairly
effective check valve- non-reurn or "flapper" valve.
If not found at hose assembly it can spoil your whole day.
After assembly the hose should be solvent sprayed to remove assembly oil,
blow dried and VISUALLY inspected for internal discrepancies. Small
diameters and/or long lengths can be taped to a straight
piece of tubing or whatever. Running a steel cable through it may dislodge a
flapper but may also cause other internal damage, not a good idea.
Walt
----- Original Message -----
From: "Yak52" <yak52@flyredstar.org>
Subject: RE: Yak-List: Question of the Week...
> --> Yak-List message posted by: "Yak52" <yak52@flyredstar.org>
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Ernest Martinez
> Sent: Wednesday, November 16, 2005 9:34 PM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Question of the Week...
>
> --> Yak-List message posted by: Ernest Martinez <erniel29@gmail.com>
>
> Whats a flabber???
>
> Ernie
>
> On 11/16/05, Yak52 <yak52@flyredstar.org> wrote:
>>
>>
>> >>When was the last time your oil hoses were replaced? Take a moment to
>> check your logs.
>>
>>>I've never heard the term so I must ask, What is a "Flabber"? Some kind
>>>of an obstruction inside the hose?
>>>Cliff
>
>>>Whats a flabber???
>>>Ernie
>
> I think I heard or read this made up term somewhere, but it is a piece of
> the rubber hose that act as a restriction in the hose when the ends are
> attached to the rubber hose.
>
> Somebody responded to an email of mine a while back when I had fuel
> starvation on takeoff - he suggested I take a steel cable and run it thru
> any newly made hoses to make sure all loose material will be removed.
>
> Perhaps somebody with more knowledge can respond to this.
>
> Also - The hydraulic shop that made my fuel hose seem to have used too
> much
> loctite. I found hardened loctite in the hose and fuel filter in the shape
> of a little plastic leafs.
>
> Deon.
>
>
>
Message 14
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| Subject: | starting problem |
<437CB6F9.9090708@lloyd.com>
--> Yak-List message posted by: David Marsh <swampy@videotron.ca>
folks,
firstly, thanks to those that helped with my sticking brakes problem. Lubing
all of the mechanical conections around the brake reducing valve (and the
cables) has reduced the problem, but the real answer is to take the unit out
and refurbish it. I'm going to pay a triple jointed A and P to do that
....... BTW, in investigating this I rediscovered a function which we all
ignore; the instructor's brake override. If you ever have a dragging brake,
enable the override and vent the brake lines using the button on the rear
control column. If the brakes let go; it's a pneumatic system problem. If
the brake(s) continue to bind, it's probably the brake itself.
Secondly; new problem. Every once in a while during a start, especially at
low(3 ish) air pressure, my engine stops cranking and there is a loud noise
of air venting through the exhaust. I've rechecked the compression and
cannot find a leaky/sticky exhaust valve, so what is this? I've heard talk
of the starter having a venting function for the bottom cylinders, but
haven't seen a good description of how this works.
Message 15
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Week...)
| Subject: | Re: Oil pressure, oil temperature (was: Question of the |
Week...)
--> Yak-List message posted by: Roger Kemp <viperdoc@mindspring.com>
Brian and all,
Having said all of the below: three questions??
1) How many listers fly with a knee board "CHECK LIST"?
2) How many folks rely strictly on memory for their checklist, particularly using
GUMP when in the landing pattern?
3) Then refering to the "knee board checklist -Bold Print EP for low or loss of
oil pressure, what does it say?
Hint, it is a three liner.
Doc
-----Original Message-----
From: Brian Lloyd <brian-yak@lloyd.com>
Subject: Yak-List: Oil pressure, oil temperature (was: Question of the Week...)
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
More thinking on this and I think I got it wrong.
I said if the oil pressure went to zero the oil temperature went up. I
confused the relationship between oil-temp to oil-pressure with the
relationship between oil-pressure to oil-temp. (Are you confused yet?)
I was remembering that, if oil temp goes up, oil pressure goes down. This is
because as the temp goes up, the viscosity of the oil is reduced and the oil
flows more freely resulting in a drop in pressure. Temp up, pressure down.
But is the converse true? If pressure goes down, does temp go up? I suspect
that the answer is no, and almost certainly no with the catastrophic loss of
oil pressure. If oil pressure goes to zero there is no oil flow. Therefore hot
oil cannot get from the engine to the oil temp sender. In that case the oil
temp will DROP not RISE as the stagnant oil around the oil temp sender cools.
So, constant oil pressure gives lie to a high oil temperature indication but a
sudden loss of oil pressure will probably NOT be accompanied by an increase in
oil temp, either inlet or outlet.
OTOH, if the oil temp remains normal and continues to respond to things like
opening and closing the oil cooler door, oil is flowing and therefore there is
oil pressure.
--
Brian Lloyd 2243 Cattle Dr.
brian-yak@lloyd.com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
Message 16
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| Subject: | Re: Question of the Week... |
--> Yak-List message posted by: <eyeballs@cox.net>
With no oil pressure, the prop goes to coarse pitch and you cannot get more that
55 to 60%. You must slow to 90 to 100 knots to maintain altitude, so if you
have altitude to lose, you can descend at 200 to 300 fpm and maintain 110 to
120 knots, choice is yours.
And the individual that lost oil pressure during the formation clinic several years
ago did not over fly a emergency field to RTB. Emergency field was 5 miles
west and home base was 7 miles south. An emergency landing field (paved road)
was underneath the route home so landing spot was assured all the way to the
pattern.
EB
>
> From: "Fraser, Gus" <gus.fraser@gs.com>
> Date: 2005/11/17 Thu PM 12:20:32 EST
> To: "'yak-list@matronics.com'" <yak-list@matronics.com>
> Subject: RE: Yak-List: Question of the Week...
>
> First of all I would ask the GIB what reading they had. If no GIB I would
> monitor CHT. With no oil CHT will rise fast. Reduce throttle and rpm. 15
> Miles is about 7 minutes assuming there was nowhere between here and there
> or closer I would aim to continue home with the bear minimum engine required
> to maintain altitude and looking for let down spots on route.
>
> If the CHT remains OK could be just a problem with the gauge.
>
> Gus
>
>
Message 17
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Week...)
| Subject: | Re: Oil pressure, oil temperature (was: Question of the |
Week...)
--> Yak-List message posted by: Roger Kemp <viperdoc@mindspring.com>
To make it simple,
It is 4 lines in the Jak Pilots Handbook...not 3, sorry.
Section 8.2 "Oil Pressure Drop"
1. check oil temperature, if oil temperature "grows up", land immediately to airfield
or suitable site;
2. otherwise thoroughly monitor temperature and return to airfeild for landing
as
soon as possible.
Translated by Termikus from original Russian pilot's flight training manual. This
was also cross checked in the original version borrowed from Scottie Patterson.This
is a translated version that was supplied with his YAK-52 in ~1990's
(early). This airplane was brand new in the box from mother Russia. A true original
unrefurbished version.
Anyway, that is what it states.
I think the jest of this is, 0 oil pressure and increasing oil temp means land
as soon as possible.
-----Original Message-----
From: Roger Kemp <viperdoc@mindspring.com>
Subject: Re: Yak-List: Oil pressure, oil temperature (was: Question of the Week...)
--> Yak-List message posted by: Roger Kemp <viperdoc@mindspring.com>
Brian and all,
Having said all of the below: three questions??
1) How many listers fly with a knee board "CHECK LIST"?
2) How many folks rely strictly on memory for their checklist, particularly using
GUMP when in the landing pattern?
3) Then refering to the "knee board checklist -Bold Print EP for low or loss of
oil pressure, what does it say?
Hint, it is a three liner.
Doc
-----Original Message-----
From: Brian Lloyd <brian-yak@lloyd.com>
Subject: Yak-List: Oil pressure, oil temperature (was: Question of the Week...)
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
More thinking on this and I think I got it wrong.
I said if the oil pressure went to zero the oil temperature went up. I
confused the relationship between oil-temp to oil-pressure with the
relationship between oil-pressure to oil-temp. (Are you confused yet?)
I was remembering that, if oil temp goes up, oil pressure goes down. This is
because as the temp goes up, the viscosity of the oil is reduced and the oil
flows more freely resulting in a drop in pressure. Temp up, pressure down.
But is the converse true? If pressure goes down, does temp go up? I suspect
that the answer is no, and almost certainly no with the catastrophic loss of
oil pressure. If oil pressure goes to zero there is no oil flow. Therefore hot
oil cannot get from the engine to the oil temp sender. In that case the oil
temp will DROP not RISE as the stagnant oil around the oil temp sender cools.
So, constant oil pressure gives lie to a high oil temperature indication but a
sudden loss of oil pressure will probably NOT be accompanied by an increase in
oil temp, either inlet or outlet.
OTOH, if the oil temp remains normal and continues to respond to things like
opening and closing the oil cooler door, oil is flowing and therefore there is
oil pressure.
--
Brian Lloyd 2243 Cattle Dr.
brian-yak@lloyd.com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
Message 18
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Week...)
| Subject: | Re: Oil pressure, oil temperature (was: Question of the |
Week...)
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Roger Kemp wrote:
> --> Yak-List message posted by: Roger Kemp <viperdoc@mindspring.com>
>
> Brian and all,
> Having said all of the below: three questions??
> 1) How many listers fly with a knee board "CHECK LIST"?
I do but it is not on my knee board. It is a little flip-card that resided in
the mount for the ADF head.
OTOH, I also use a flow approach to initially setting up the cockpit and then
use the check list to verify.
> 2) How many folks rely strictly on memory for their checklist, particularly using
GUMP when in the landing pattern?
I do not rely on memory for the take-off check-list but do use GUMPF in the
pattern as heads-down to read a checklist while in the pattern strikes me as a
not-good thing to do.
BTW, emergency procedures should be committed to memory. Sometimes you won't
have time to find them.
> 3) Then refering to the "knee board checklist -Bold Print EP for low or loss
of oil pressure, what does it say?
You must have a different checklist than I do. My CJ6A checklist doesn't have
an entry for low oil pressure.
So I checked the lists I have for the Yak-52. The one in the POH I have refers
to low oil pressure but not loss of oil pressure. Here:
-----
Low Oil pressure
Check oil temperature. If increasing, land as soon as practicable otherwise
attempt to cool the oil by reducing power, increasing airspeed and opening the
cooling shutters.
-----
> Hint, it is a three liner.
I guess that is a three liner. Still, I hold that in the case of a total loss
of oil pressure there will be no oil flow and oil temp will no longer be a
useful indication. OTOH the prop will let you know you have no oil pressure.
BTW, one of the games I like to play with students is called, "what happens if
this breaks," at which time I point to something on the aircraft. It is a very
fun and educational game that leads to better understanding of aircraft systems.
--
Brian Lloyd 2243 Cattle Dr.
brian-yak@lloyd.com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
Message 19
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| Subject: | Re: Question of the Week... |
--> Yak-List message posted by: Barry Hancock <barry@flyredstar.org>
First, I don't disagree with anything that Brian said...I'll just add
my thoughts.
> Question of the Week #3
>
> The weather is VFR. You have been airborne 45 minutes and are now 15
> miles
> away from your home airport at 2000=92AGL, in normal cruise flight.
> You do
> your periodic check of the engine instruments and notice your oil
> pressure
> is reading zero. What are you going to do?
FLY THE PLANE!!!!!!! Aviate, navigate, communicate. If the engine is
operating normally, I'm going to begin a shallow climb, check my
CHT...if it is rising I've got a chance of engine seizure coming and I
want as much time to get ready for an off airport landing as possible
(pick a spot, tighten the belts, call ATC or Guard, etc.). If it's not
rising I've given myself a buffer of altitude to trouble shoot with my
head in the cockpit for a bit without hitting anything. Even if
everything else seems normal (CHT's and prop RPM stable), head for the
nearest airport (direct to on the GPS) and land! The wrong diagnosis
in the air ("Oh, it's just a bad guage") could land you in the nearest
cow pasture....or worse.
>
> For those formation pilots, modify this situation slightly: You roll
> out
> from a pitchout 1500 feet behind lead as #2, and are looking over your
> engine instruments when you notice the zero oil pressure. What are you
> going to do?
FIRST thing you need to do is call "Knock it off!" "Razor flight,
knock it off, knock it off, Razor two is showing zero oil pressure."
Lead should come back with something like "Roger, Razor Lead knock it
off." Two: "two, knock it off!" Three: "Three, knock it off!" Four:
"Four, knock it off". Lead will then give further directions for 3/4
and start assisting 2. Practice sortie is over.... If you have a
back seater...USE him/her. Let the GIB fly straight and level, or as
you direct him (if capable) while you punch in Direct To, look at a
chart, trouble shoot, etc.
>
> Here are some questions related to oil pressure:
> What are the oil pressure limits?
Brian nailed 'em...and I suspect he didn't even have to go to the
book... ;)
> What are some other indications to confirm or refute a loss of oil
> pressure?
Rising CHT, no prop governing response when lever is moved. Reminds
me...I was departing an airport after an oil change once when I lost
oil pressure departing the downwind. As I began to pull the prop lever
back to cruise climb, nothing happened. Of course the first thing you
do is deny it, so I tried it again, still nothing. Checked Oil
Press...."0"!!! Yikes! Thankfully, I make it a practice to always
climb Vy...and in an M14P powered CJ I had 2000' to work with. I was
above the downwind about 1/2 mile off the arrival end of the runway at
that point, so I did not even need to declare an emergency. From that
point on I left the power alone, flew a high final so I had to slip it
in with no power (should the engine seize - off site was not an option
around this airport), cleared the runway and killed the engine. Oil
was all over the airplane. The main oil screen had not been safetied
(or tightened, apparently) and vibrated out. I was darned lucky it
happened so close to the airport, because the next 1.5 hours of the
flight were over inhospitable terrain. Moral of this story is don't
panic, it takes a lot for one of these engines to quit (radials are
notorious for running on zero oil pressure for a long time)...AND YOU
are the PIC, make sure to double check any A&P's work before going
flying, no matter how much you trust him!!!! Even the best are
human...
>
> Would you treat this differently if you had no supporting indications
> of the
> oil pressure loss?
No, I wouldn't. Get on the ground. The air is not the place to
develop hypotheses on what's wrong, if you can help it.
> What is likely the first sign of a loss of oil pressure?
Inability to govern the prop RPM with the prop lever.
Good stuff, Jeff. Do the respondents get fortune cookies, or something?
Cheers,
Barry
Message 20
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Week...)
| Subject: | Re: Oil pressure, oil temperature (was: Question of the |
Week...)
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Roger Kemp wrote:
> Anyway, that is what it states.
> I think the jest of this is, 0 oil pressure and increasing oil temp means land
as soon as possible.
And I point out that, if you have zero oil pressure there will be no hot oil
flowing to your oil temp sender so you may never get a rising oil temp indication.
But that is just minutiae. You got it right with your last statement. The key
thing is, if something is wrong, even a bad gauge indication, you want to
seriously think about landing. It may be a little thing or it may be a big
thing but *something* has definitely broken.
Remember, a symptom may have multiple causes. Loss of the generator/alternator
may be a symptom of something as innocuous as a popped breaker, bad brushes,
or a blown diode. It may also be a symptom of something not-so-innocuous, like
a failed drive gear in the accessory section of the engine which is now
distributing hardened steel bits to all the other moving parts in the engine.
--
Brian Lloyd 2243 Cattle Dr.
brian-yak@lloyd.com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
Message 21
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| Subject: | Re: Question of the Week... |
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Barry Hancock wrote:
> Rising CHT, no prop governing response when lever is moved.
Damn. I was so busy fixating on oil temp that I forgot that if oil pressure is
zero, CHT is going to climb as the jugs are losing lube. This will happen
regardless of what the oil temp does.
Good thinking Barry. This goes into my, "what happens if this breaks," game.
--
Brian Lloyd 2243 Cattle Dr.
brian-yak@lloyd.com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
Message 22
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| Subject: | Re: starting problem |
<437CB6F9.9090708@lloyd.com> <007601c5eb9d$105dc220$6502a8c0@desktop>
--> Yak-List message posted by: JOE HOWSE <joeh@shaw.ca>
If you have an M14P, the starter air distributor purges the bottom 3
cylinders through the exhaust valves during the start sequence.
If your air pres. is low the engine may stop rotating at one of these
cylinders allowing the purging to rob pressure.
Joe
----- Original Message -----
From: "David Marsh" <swampy@videotron.ca>
Subject: Yak-List: starting problem
> --> Yak-List message posted by: David Marsh <swampy@videotron.ca>
>
> folks,
>
> firstly, thanks to those that helped with my sticking brakes problem.
> Lubing
> all of the mechanical conections around the brake reducing valve (and the
> cables) has reduced the problem, but the real answer is to take the unit
> out
> and refurbish it. I'm going to pay a triple jointed A and P to do that
> ....... BTW, in investigating this I rediscovered a function which we all
> ignore; the instructor's brake override. If you ever have a dragging
> brake,
> enable the override and vent the brake lines using the button on the rear
> control column. If the brakes let go; it's a pneumatic system problem. If
> the brake(s) continue to bind, it's probably the brake itself.
>
> Secondly; new problem. Every once in a while during a start, especially at
> low(3 ish) air pressure, my engine stops cranking and there is a loud
> noise
> of air venting through the exhaust. I've rechecked the compression and
> cannot find a leaky/sticky exhaust valve, so what is this? I've heard talk
> of the starter having a venting function for the bottom cylinders, but
> haven't seen a good description of how this works.
>
>
>
Message 23
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| Subject: | Re: Question of the Week... |
--> Yak-List message posted by: Roger Kemp <viperdoc@mindspring.com>
-----Original Message-----
From: Barry Hancock <barry@flyredstar.org>
Good stuff, Jeff. Do the respondents get fortune cookies, or something?
Cheers,
Barry
Yeh, a break on their next flight physical. The rectal will be with a little finger
and I'll remind your ME to use lubiderm this time!
Doc
Message 24
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| Subject: | Re: starting problem |
--> Yak-List message posted by: "Bill Walker" <bwalker11@charter.net>
Would this (rotation stopping during purging) occur more frequently in some
engines and not in others and if so, why? After a moderate amount of
experience in several different Yak 52s, I've only seen this happen in one
and It was very aggravating - had to unbuckle, get out and rotate the prop a
half turn to get it started.
BW
----- Original Message -----
From: "JOE HOWSE" <joeh@shaw.ca>
Subject: Re: Yak-List: starting problem
> --> Yak-List message posted by: JOE HOWSE <joeh@shaw.ca>
>
> If you have an M14P, the starter air distributor purges the bottom 3
> cylinders through the exhaust valves during the start sequence.
> If your air pres. is low the engine may stop rotating at one of these
> cylinders allowing the purging to rob pressure.
>
> Joe
>
>
> ----- Original Message -----
> From: "David Marsh" <swampy@videotron.ca>
> To: <yak-list@matronics.com>
> Sent: Thursday, November 17, 2005 9:33 AM
> Subject: Yak-List: starting problem
>
>
>> --> Yak-List message posted by: David Marsh <swampy@videotron.ca>
>>
>> folks,
>>
>> firstly, thanks to those that helped with my sticking brakes problem.
>> Lubing
>> all of the mechanical conections around the brake reducing valve (and the
>> cables) has reduced the problem, but the real answer is to take the unit
>> out
>> and refurbish it. I'm going to pay a triple jointed A and P to do that
>> ....... BTW, in investigating this I rediscovered a function which we all
>> ignore; the instructor's brake override. If you ever have a dragging
>> brake,
>> enable the override and vent the brake lines using the button on the rear
>> control column. If the brakes let go; it's a pneumatic system problem. If
>> the brake(s) continue to bind, it's probably the brake itself.
>>
>> Secondly; new problem. Every once in a while during a start, especially
>> at
>> low(3 ish) air pressure, my engine stops cranking and there is a loud
>> noise
>> of air venting through the exhaust. I've rechecked the compression and
>> cannot find a leaky/sticky exhaust valve, so what is this? I've heard
>> talk
>> of the starter having a venting function for the bottom cylinders, but
>> haven't seen a good description of how this works.
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 25
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| Subject: | Re: starting problem |
<437CB6F9.9090708@lloyd.com> <007601c5eb9d$105dc220$6502a8c0@desktop>
<011d01c5ebbc$29009450$0dc74346@joe43feeae962>
<000401c5ebc1$8801c500$6401a8c0@LAPTOP2>
--> Yak-List message posted by: David Marsh <swampy@videotron.ca>
My engine never used to do this unless the pressure was REALLY low (2 ish).
It has slowly been developing the habit over the last year. I cannot find an
air leak so my suspicion is the dreaded gloop. I have had these
characteristics with a gummed up starter solenoid valve, but this time it
looks clean. Has anyone seen gloop buid up inside the starter distributor? I
was hoping this part would be too hot to allow such a build up. Needless to
say I am not going in "for a look". The timing on that thing seems to be
tricky to set up......
> Would this (rotation stopping during purging) occur more frequently in
some
> engines and not in others and if so, why? >
Can the starter timing affect this? Can the starter timing go out with
extended use?
> >
> > If you have an M14P, the starter air distributor purges the bottom 3
> > cylinders through the exhaust valves during the start sequence.
> > If your air pres. is low the engine may stop rotating at one of these
> > cylinders allowing the purging to rob pressure.
But how does this work? I assume it vents one cylinder on the exhaust cycle
while continuing to drive another cylinder on the ignition cycle. Is that
correct?
Message 26
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| Subject: | Re: Oil pressure, oil temperature (was: Question of the Week...) |
In a message dated 11/17/2005 12:13:31 P.M. Eastern Standard Time,
brian-yak@lloyd.com writes:
Hmmmm. Let me see.
Yep.
The chip light came on.
Oil bypass light came on.
Oil pressure dropped.
Oil temp went up.
Now I hit the feather button.
Yep I'm certain of that. Twice now on the P&W 1830 and once - no, twice on
the W-1820 I've seen this.
If we see a drop in oil pressure and than get a oil temp rise, we're
shutting down, which is what the old timers did before the advent of the chip
light
and by-pass filters. That why they had to memorize all those damn limit
numbers.
If the engine gets hot, the oil gets hot. You can change your oil temp by
changing your cylinder temps. No oil pressure- the oil still gets hot cause
the whole damn engine is getting hot. Because not only is the engine air
cooled but a goodly portion of the heat is soaked off by the oil. If the oil
pump drop its pressure output, the engine will start to heat up.
Don't confuse me Brain. I'm to old for this!
Jim "Pappy" Goolsby
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
More thinking on this and I think I got it wrong.
I said if the oil pressure went to zero the oil temperature went up. I
confused the relationship between oil-temp to oil-pressure with the
relationship between oil-pressure to oil-temp. (Are you confused yet?)
I was remembering that, if oil temp goes up, oil pressure goes down. This is
because as the temp goes up, the viscosity of the oil is reduced and the oil
flows more freely resulting in a drop in pressure. Temp up, pressure down.
But is the converse true? If pressure goes down, does temp go up? I suspect
that the answer is no, and almost certainly no with the catastrophic loss of
oil pressure. If oil pressure goes to zero there is no oil flow. Therefore
hot
oil cannot get from the engine to the oil temp sender. In that case the oil
temp will DROP not RISE as the stagnant oil around the oil temp sender cools.
So, constant oil pressure gives lie to a high oil temperature indication but
a
sudden loss of oil pressure will probably NOT be accompanied by an increase
in
oil temp, either inlet or outlet.
OTOH, if the oil temp remains normal and continues to respond to things like
opening and closing the oil cooler door, oil is flowing and therefore there
is
oil pressure.
--
Brian Lloyd 2243 Cattle Dr.
brian-yak@lloyd.com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
Message 27
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--> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
Brian,
Last year we had several long conversations about a gear warning system for
the CJ6, did you ever finish it? if yes, what is the cost. You other guys
might give some indication of rather you could get behind this kind of mod.
The cost of R&D required and time spent to develop something like this and
then put it into production is not small, so a show of hands of those who
are in the market for such a mod might help to make it happen.
TJ, any chance of getting a reduction in hull insurance if such a unit is
installed?
Always Yakin,
Doug Sapp
Message 28
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| Subject: | Re: starting problem |
In a message dated 11/17/2005 5:28:05 P.M. Eastern Standard Time,
swampy@videotron.ca writes:
The last time I had this problem, I had a burnt exhaust valve. Have you
done a compression check lately?
Jim "Pappy" Goolsby
--> Yak-List message posted by: David Marsh <swampy@videotron.ca>
My engine never used to do this unless the pressure was REALLY low (2 ish).
It has slowly been developing the habit over the last year. I cannot find an
air leak so my suspicion is the dreaded gloop. I have had these
characteristics with a gummed up starter solenoid valve, but this time it
looks clean. Has anyone seen gloop buid up inside the starter distributor? I
was hoping this part would be too hot to allow such a build up. Needless to
say I am not going in "for a look". The timing on that thing seems to be
tricky to set up......
> Would this (rotation stopping during purging) occur more frequently in
some
> engines and not in others and if so, why? >
Can the starter timing affect this? Can the starter timing go out with
extended use?
> >
> > If you have an M14P, the starter air distributor purges the bottom 3
> > cylinders through the exhaust valves during the start sequence.
> > If your air pres. is low the engine may stop rotating at one of these
> > cylinders allowing the purging to rob pressure.
But how does this work? I assume it vents one cylinder on the exhaust cycle
while continuing to drive another cylinder on the ignition cycle. Is that
correct?
Message 29
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Week...)
| Subject: | Re: Oil pressure, oil temperature (was: Question of the |
Week...)
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
cjpilot710@aol.com wrote:
> In a message dated 11/17/2005 12:13:31 P.M. Eastern Standard Time,
> brian-yak@lloyd.com writes:
>
> Hmmmm. Let me see.
>
> Yep.
> The chip light came on.
> Oil bypass light came on.
> Oil pressure dropped.
> Oil temp went up.
> Now I hit the feather button.
>
> Yep I'm certain of that. Twice now on the P&W 1830 and once - no, twice
> on the W-1820 I've seen this.
>
> If we see a drop in oil pressure and than get a oil temp rise, we're
> shutting down, which is what the old timers did before the advent of the
> chip light and by-pass filters. That why they had to memorize all those
> damn limit numbers.
>
> If the engine gets hot, the oil gets hot. You can change your oil
> temp by changing your cylinder temps. No oil pressure- the oil still
> gets hot cause the whole damn engine is getting hot. Because not only
> is the engine air cooled but a goodly portion of the heat is soaked off
> by the oil. If the oil pump drop its pressure output, the engine will
> start to heat up.
>
> Don't confuse me Brain. I'm to old for this!
It depends on the failure. If you dump metal into the engine (the chip light
came on) the engine is going to get hot from all that extra friction. In that
case the oil is still there and still flowing and carries that heat to the oil
temp sender. This is the classical *engine* failure scenario. In that case you
will see exactly what you describe.
Now imagine a hose breaks, say the return line from the engine to the cooler
or the line from the cooler to the reservoir. You dump all the oil leaving the
engine overboard within a minute. While that is happening the oil in the
reservoir is dropping but still feeding the engine. Now the reservoir is
empty. In one moment the oil is there and lubricating/cooling. No temp rise.
The next moment *there* *is* *no* *oil*. The oil that was being pumped to the
engine is suddenly gone so the oil pressure instantly drops to zero. The inlet
oil temp sender which was bathed in oil from the reservoir going to the oil
pump on the engine is now bathed in air. What is your gauge going to say? I
can tell you what it isn't going to do -- it isn't going to show a rise in oil
temp because there is no oil to sense.
At this point the only working temp gauge you have on your engine is the CHT.
Barry's comment was right on the money. It is the only gauge that is going to
start showing a rise in temp.
BTW, this is applicable to the way oil temp is sensed in the Huosai and M14P
engines, i.e. with the temp senders in the oil lines to and from the engine.
In a Lycoming or Continental flat engine where the oil temp sender is screwed
into the engine case it will probably sense the temp rise as the cases start
to get hotter.
You have to know your systems.
--
Brian Lloyd 2243 Cattle Dr.
brian-yak@lloyd.com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
Message 30
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|
--> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Doug Sapp wrote:
> --> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
>
> Brian,
> Last year we had several long conversations about a gear warning system for
> the CJ6, did you ever finish it?
No. We got as far as the circuit design and layout. We priced all the parts.
But the interest seemed to disappear so we stopped short of actually producing
the first one. We were pretty close tho'.
> if yes, what is the cost.
Frankly, I don't recall what our cost was going to be. We never set a price
but were shooting for something in the $300-$400 range.
> You other guys
> might give some indication of rather you could get behind this kind of mod.
> The cost of R&D required and time spent to develop something like this and
> then put it into production is not small, so a show of hands of those who
> are in the market for such a mod might help to make it happen.
I would like to hear if others would buy one. We only had one or two, "yeah, I
would buy this," emails.
BTW, this does not include radio-altimeter ground proximity detection. It was
just a standard, "if you close the throttle and the gear is up, you get an
alert," system. BTW, we were planning to make it a female vocal alert. I was
thinking of my ex-wife's voice saying something like, "Put the gear down you
duma--." That should keep people from wanting to hear it all the time. I was
afraid if I got some sexy, breathy-voiced woman to give the warning there
would be all these gear up incidents from guys trying to make her talk.
:-)
> TJ, any chance of getting a reduction in hull insurance if such a unit is
> installed?
Good question!
--
Brian Lloyd 2243 Cattle Dr.
brian-yak@lloyd.com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
Message 31
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| Subject: | Re: starting problem |
Yep. Compression check was OK. I did have the same thought though ....
The last time I had this problem, I had a burnt exhaust valve. Have you done
a compression check lately?
Jim "Pappy" Goolsby
Message 32
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| Subject: | Re: starting problem |
<437CB6F9.9090708@lloyd.com> <007601c5eb9d$105dc220$6502a8c0@desktop>
<011d01c5ebbc$29009450$0dc74346@joe43feeae962>
<000401c5ebc1$8801c500$6401a8c0@LAPTOP2>
<00d601c5ebc5$7f5097c0$6502a8c0@desktop>
--> Yak-List message posted by: JOE HOWSE <joeh@shaw.ca>
----- Original Message -----
From: "David Marsh" <swampy@videotron.ca>
Subject: Re: Yak-List: starting problem
> --> Yak-List message posted by: David Marsh <swampy@videotron.ca>
>
> My engine never used to do this unless the pressure was REALLY low (2
> ish).
> It has slowly been developing the habit over the last year. I cannot find
> an
> air leak so my suspicion is the dreaded gloop. I have had these
> characteristics with a gummed up starter solenoid valve, but this time it
> looks clean. Has anyone seen gloop buid up inside the starter distributor?
> I
> was hoping this part would be too hot to allow such a build up. Needless
> to
> say I am not going in "for a look". The timing on that thing seems to be
> tricky to set up......
>
>> Would this (rotation stopping during purging) occur more frequently in
> some
>> engines and not in others and if so, why? >
>
> Can the starter timing affect this? Can the starter timing go out with
> extended use?
>> >
>> > If you have an M14P, the starter air distributor purges the bottom 3
>> > cylinders through the exhaust valves during the start sequence.
>> > If your air pres. is low the engine may stop rotating at one of these
>> > cylinders allowing the purging to rob pressure.
>
> But how does this work? I assume it vents one cylinder on the exhaust
> cycle
> while continuing to drive another cylinder on the ignition cycle. Is that
> correct?
>
> That is correct, however if the pressure is low and engine cold and
> turning slowly you can lose enough pressure so that the
cylinder in line for power stroke pressure may not get enough to continue.
The start valve plate in the M14 has a seperate port for this purging
sequence unlike the chinese start valve ( no purge port )
so the problem is unique to the M14.
The timing of this valve is difficult without the fixture to hold the
rotating plate in position while assembling to the valve body.
I doubt tht the valve would go out of time because of wear.
Joe
>
>
>
Message 33
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|
| Subject: | Re: starting problem |
<437CB6F9.9090708@lloyd.com> <007601c5eb9d$105dc220$6502a8c0@desktop>
<011d01c5ebbc$29009450$0dc74346@joe43feeae962>
<000401c5ebc1$8801c500$6401a8c0@LAPTOP2>
<00d601c5ebc5$7f5097c0$6502a8c0@desktop>
<016801c5ebcf$1787caa0$0dc74346@joe43feeae962>
--> Yak-List message posted by: David Marsh <swampy@videotron.ca>
Joe,
thanks for the input. I don't think it's a burnt exhaust valve because I've
found this problem with the engine in more than one position, but I don't
understand why the performance is deteriorating. I suspect gloop in the
system, but haven't found it yet.
BTW, I see you have a Canadian e-mail address; me too. I'm in Montreal with
a Yak 52. Where/what are you?
Dave.
----- Original Message -----
From: "JOE HOWSE" <joeh@shaw.ca>
Subject: Re: Yak-List: starting problem
> --> Yak-List message posted by: JOE HOWSE <joeh@shaw.ca>
>
>
> ----- Original Message -----
> From: "David Marsh" <swampy@videotron.ca>
> To: <yak-list@matronics.com>
> Sent: Thursday, November 17, 2005 2:23 PM
> Subject: Re: Yak-List: starting problem
>
>
> > --> Yak-List message posted by: David Marsh <swampy@videotron.ca>
> >
> > My engine never used to do this unless the pressure was REALLY low (2
> > ish).
> > It has slowly been developing the habit over the last year. I cannot
find
> > an
> > air leak so my suspicion is the dreaded gloop. I have had these
> > characteristics with a gummed up starter solenoid valve, but this time
it
> > looks clean. Has anyone seen gloop buid up inside the starter
distributor?
> > I
> > was hoping this part would be too hot to allow such a build up. Needless
> > to
> > say I am not going in "for a look". The timing on that thing seems to be
> > tricky to set up......
> >
> >> Would this (rotation stopping during purging) occur more frequently in
> > some
> >> engines and not in others and if so, why? >
> >
> > Can the starter timing affect this? Can the starter timing go out with
> > extended use?
> >> >
> >> > If you have an M14P, the starter air distributor purges the bottom 3
> >> > cylinders through the exhaust valves during the start sequence.
> >> > If your air pres. is low the engine may stop rotating at one of these
> >> > cylinders allowing the purging to rob pressure.
> >
> > But how does this work? I assume it vents one cylinder on the exhaust
> > cycle
> > while continuing to drive another cylinder on the ignition cycle. Is
that
> > correct?
> >
> > That is correct, however if the pressure is low and engine cold and
> > turning slowly you can lose enough pressure so that the
> cylinder in line for power stroke pressure may not get enough to continue.
> The start valve plate in the M14 has a seperate port for this purging
> sequence unlike the chinese start valve ( no purge port )
> so the problem is unique to the M14.
> The timing of this valve is difficult without the fixture to hold the
> rotating plate in position while assembling to the valve body.
> I doubt tht the valve would go out of time because of wear.
>
> Joe
>
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
> --
> Checked by AVG Free Edition.
>
>
Message 34
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| Subject: | Malfunction flow chart |
Gentelmen: The language in here may be a bit crude, but 'am sending this in
hopes it will help clear up a number of issues that have been talked about in
the last couple of days. Make sure and paste a copy of it to your Knee Board
Clip Pads... Happy Flying.... Gary
Subject: Fw: Malfunction flow chart
Where was this when I needed it??
<!-- BEGIN WEBMAIL STATIONERY -->
<!-- WEBMAIL STATIONERY noneset -->
Gentelmen: The language in here may be a bit crude, but 'am sending this in hopes
it will help clear up a number of issues that have been talked about in the
last couple of days. Make sure and paste a copy of it to your Knee Board Clip
Pads... Happy Flying.... Gary
Subject: Fw: Malfunction flow chart
<META content="MSHTML 6.00.2900.2769" name=GENERATOR>
<STYLE></STYLE>
<FONT id=role_document face=Arial color=#000000 size=2>
Where was this when I needed it??
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nw/d6HBrDW9jpGpRXEt3o93ZoryzWJjUNPGgYkRSHAycKaAK2m+GdC03X7vXdO06Ozv72PZdvAWj
S4O4tvkjB2NJlm+cgthiM4JFa/8AnpQORkdKKAD/AD0o/wA9KKKAD/PSj/PSiigA/wA9KKKKAFJz
SUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFB54PP+f0oooAKKKKACiiigAooooAKKKKAC
iiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAo+vPaii
gBaSiigAooooAKKKKACiiigAooooA//Z
Message 35
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| Subject: | Yak52 Power and Prop Cables |
Does anyone have a resource for Yak 52 M-14 prop, power, and gill cables from
the power levers forward?
I am in need of two sets of each.
John E. Lansden
johnlans@intergate.com
Message 36
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--> Yak-List message posted by: "Walter Lannon" <wlannon@cablerocket.com>
Doug;
I have made (and had nicely black anodized) new wheel/tire shaped gear
handles for my project CJ. I contacted two companies to check the cost of
re-production by casting, The tooling and set up costs given were out of
sight. Might work if every CJ and Yak owner pre-committed to purchase but
not otherwise.
A gear warning system is also in the works. This will be very a traditional
horn / gear position / throttle position and will include a "kill" switch
with auto re-set. All virtually identical to the Harvard/T6G system. The
horn could be replaced with your mother-in-laws voice or whatever.
I will keep track of the cost and consider putting a kit together if there
is enough interest expressed. There is a GPWS soon to be installed in
another CJ in this area. Should work well but is expensive.
Now, I expect to hear some noise about what year I expect to do this but
remember Ol' buddy that door swings two ways ---------
Cheers;
Walt
----- Original Message -----
From: "Doug Sapp" <rvfltd@televar.com>
Subject: Yak-List: Gear up's
> --> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
>
> Brian,
> Last year we had several long conversations about a gear warning system
> for
> the CJ6, did you ever finish it? if yes, what is the cost. You other
> guys
> might give some indication of rather you could get behind this kind of
> mod.
> The cost of R&D required and time spent to develop something like this and
> then put it into production is not small, so a show of hands of those who
> are in the market for such a mod might help to make it happen.
>
> TJ, any chance of getting a reduction in hull insurance if such a unit is
> installed?
>
> Always Yakin,
> Doug Sapp
>
>
>
Message 37
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<007101c5ebde$628d1f50$ec1666cf@computer>
--> Yak-List message posted by: "Mark Williamson" <yakk52@verizon.net>
the following is from the archive. it's a very creative and dirt-cheap
gear-up warning circuit:
"I mounted the horn on the bulkhead right behind the pilot's seat in the
front cockpit. One terminal of the horn was connected to the positive lead
of the flaps down light in the after cockpit, the other terminal was
connected to the positive lead of the nose gear gear down light. A Zener
diode was connected between the leads to prevent inappropriate cross flow
between the two light circuits. When both lights are illuminated, no
potential exists across the horn terminals and nothing happens (a null
condition). When the flaps light is on but the nose gear light is off, there
is a path to ground (through the diode to the nose gear light) and hence
there is a 28 volt potential across the horn terminals. The horn goes off.
I had a fairly elaborate switching circuit in mind to power the horn, using
all 3 gear light circuits. I credit my A&P (Shay Everett at Central
Air in Litchfield IL) with this elegant solution. It's not perfect, but it
cuts the odds of a gear up landing appreciably. He has embraced the Yak with
conviction and admiration. He's taken the maintenance manuals and absorbed
a huge amount (he is already a radial engine mechanic). This is another
example of his creativity and ability to find elegant solutions.
John Alber"
Message 38
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--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
Oh just freeking goodie...Now I get to hear "Bitch'n Betty" in my YAK
too!!?? Warrnning...Warrnning.. LOC...LOC....Chaff...Chaff...Flare!
Doc
> [Original Message]
> From: Brian Lloyd <brian-yak@lloyd.com>
> To: <yak-list@matronics.com>
> Date: 11/17/2005 5:10:42 PM
> Subject: Re: Yak-List: Gear up's
>
> --> Yak-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
>
> Doug Sapp wrote:
> > --> Yak-List message posted by: "Doug Sapp" <rvfltd@televar.com>
> >
> > Brian,
> > Last year we had several long conversations about a gear warning system
for
> > the CJ6, did you ever finish it?
>
> No. We got as far as the circuit design and layout. We priced all the
parts.
> But the interest seemed to disappear so we stopped short of actually
producing
> the first one. We were pretty close tho'.
>
> > if yes, what is the cost.
>
> Frankly, I don't recall what our cost was going to be. We never set a
price
> but were shooting for something in the $300-$400 range.
>
> > You other guys
> > might give some indication of rather you could get behind this kind of
mod.
> > The cost of R&D required and time spent to develop something like this
and
> > then put it into production is not small, so a show of hands of those
who
> > are in the market for such a mod might help to make it happen.
>
> I would like to hear if others would buy one. We only had one or two,
"yeah, I
> would buy this," emails.
>
> BTW, this does not include radio-altimeter ground proximity detection. It
was
> just a standard, "if you close the throttle and the gear is up, you get
an
> alert," system. BTW, we were planning to make it a female vocal alert. I
was
> thinking of my ex-wife's voice saying something like, "Put the gear down
you
> duma--." That should keep people from wanting to hear it all the time. I
was
> afraid if I got some sexy, breathy-voiced woman to give the warning there
> would be all these gear up incidents from guys trying to make her talk.
>
> :-)
>
> > TJ, any chance of getting a reduction in hull insurance if such a unit
is
> > installed?
>
> Good question!
>
> --
> Brian Lloyd 2243 Cattle Dr.
> brian-yak@lloyd.com Folsom, CA 95630
> +1.916.367.2131 (voice) +1.270.912.0788 (fax)
>
> I fly because it releases my mind from the tyranny of petty things . . .
> - Antoine de Saint-Exupery
>
>
>
>
>
>
>
Message 39
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--> Yak-List message posted by: "D. E. Robertson" <dougr@yak-18t.com>
Mentioning a device for warning...
The European Yak Club had a couple of articles in their newsletters
and someone developed a warning system that tied into the static and
ram lines were the flight recorder originally was located.
http://www.yakclub.com/Newsletters.html
Issue 6 has an article about gear-ups
Issue 9 has an article about the warning device.
Tom, would there be a way to get a percentage reduction on insurance
if this or maybe some other "approved" device was installed?
Message 40
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Doug, I for one would be interested in the gear warning system..... Gary
-------------- Original message from "Walter Lannon" <wlannon@cablerocket.com>:
--------------
> --> Yak-List message posted by: "Walter Lannon"
>
> Doug;
>
> I have made (and had nicely black anodized) new wheel/tire shaped gear
> handles for my project CJ. I contacted two companies to check the cost of
> re-production by casting, The tooling and set up costs given were out of
> sight. Might work if every CJ and Yak owner pre-committed to purchase but
> not otherwise.
> A gear warning system is also in the works. This will be very a traditional
> horn / gear position / throttle position and will include a "kill" switch
> with auto re-set. All virtually identical to the Harvard/T6G system. The
> horn could be replaced with your mother-in-laws voice or whatever.
> I will keep track of the cost and consider putting a kit together if there
> is enough interest expressed. There is a GPWS soon to be installed in
> another CJ in this area. Should work well but is expensive.
> Now, I expect to hear some noise about what year I expect to do this but
> remember Ol' buddy that door swings two ways ---------
>
> Cheers;
> Walt
>
> ----- Original Message -----
> From: "Doug Sapp"
> To:
> Sent: Thursday, November 17, 2005 2:54 PM
> Subject: Yak-List: Gear up's
>
>
> > --> Yak-List message posted by: "Doug Sapp"
> >
> > Brian,
> > Last year we had several long conversations about a gear warning system
> > for
> > the CJ6, did you ever finish it? if yes, what is the cost. You other
> > guys
> > might give some indication of rather you could get behind this kind of
> > mod.
> > The cost of R&D required and time spent to develop something like this and
> > then put it into production is not small, so a show of hands of those who
> > are in the market for such a mod might help to make it happen.
> >
> > TJ, any chance of getting a reduction in hull insurance if such a unit is
> > installed?
> >
> > Always Yakin,
> > Doug Sapp
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
>
>
>
>
>
>
>
<!-- BEGIN WEBMAIL STATIONERY -->
<!-- WEBMAIL STATIONERY noneset -->
Doug, I for one would be interested in the gear warning system..... Gary
-------------- Original message from "Walter Lannon" wlannon@cablerocket.com: --------------
-- Yak-List message posted by: "Walter Lannon" <WLANNON@CABLEROCKET.COM>
Doug;
I have made (and had nicely black anodized) new wheel/tire shaped gear
handles for my project CJ. I contacted two companies to check the cost of
re-production by casting, The tooling and set up costs given were out of
sight. Might work if every CJ and Yak owner pre-committed to purchase but
not otherwise.
A gear warning system is also in the works. This will be very a traditional
horn / gear position / throttle position and will include a "kill" switch
with auto re-set. All virtually identical to the Harvard/T6G system. The
horn could be replaced with your mother-in-laws voice or whateve
r.
I will keep track of the cost and consider putting a kit together if there
is enough interest expressed. There is a GPWS soon to be installed in
another CJ in this area. Should work well but is expensive.
Now, I expect to hear some noise about what year I expect to do this but
remember Ol' buddy that door swings two ways ---------
Cheers;
Walt
----- Original Message -----
From: "Doug Sapp" <RVFLTD@TELEVAR.COM>
To: <YAK-LIST@MATRONICS.COM>
Sent: Thursday, November 17, 2005 2:54 PM
Subject: Yak-List: Gear up's
-- Yak-List message posted by: "Doug Sapp" <RVFLTD@TELEVAR.COM>
Brian,
Last year we had several long conversations about a gear warning system
for
the CJ6, did you ever finish it? if yes, what is the cost. You other
guys
<!-- END WEBMAIL STATIONERY -->
Message 41
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--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
I believe Dennis Savarese has also done a circuit similar to this also. He
has a quit impressive blaring horn when the puts the flaps down and not the
gear....when he does a gear swing on the jack stand, that is. If I am not
wrong, he did it all with off the shelf items from Radio Shack.
So far I have relied on looking at my checklist on my right knee (could be
the left one has a preference) on down wind or 3 mile intial. With
eyeballs out at the perch, I use the identify it (see or feel it), touch
it, say it, and then move it method to verify I have set the pitch and
power, lowered the gear, lowered the flaps and checked the pressures. I
even use this to check and verbalize my airspeeds on base and final. All at
the sametime making the radio call "YAK 2 SH base, gear, fullstop 09
(assuming fullstop) or 27" or whatever other runway I'm landing on. Sorry
but it is an old ingrained habit from the AF. Keep it simple stupid.
I know everyone has to work out their routine and not everyone wants to
hear about mine. GUMPF works. Mine is more like GPMUFP (whatever that
spells). Gas, Pitch, Manifold, Gear, Flaps, Pressure.
My point in all this is to say simply identify it before you move it. If
you have checklist in view, use it particularly when something breaks your
routine. When something interrupts your routine, a red flag should go up. A
quick glance at the check list will keep you thinking about the task at
hand ...landing the airplane on its extended feet. Above all else if it
does not feel right, break out and go around. We get in trouble when we try
to make a bad situation worse (better).
Doc
> [Original Message]
> From: Mark Williamson <yakk52@verizon.net>
> To: <yak-list@matronics.com>
> Date: 11/17/2005 9:13:11 PM
> Subject: Re: Yak-List: Gear up's
>
> --> Yak-List message posted by: "Mark Williamson" <yakk52@verizon.net>
>
> the following is from the archive. it's a very creative and dirt-cheap
> gear-up warning circuit:
>
> "I mounted the horn on the bulkhead right behind the pilot's seat in the
> front cockpit. One terminal of the horn was connected to the positive
lead
> of the flaps down light in the after cockpit, the other terminal was
> connected to the positive lead of the nose gear gear down light. A Zener
> diode was connected between the leads to prevent inappropriate cross
flow
> between the two light circuits. When both lights are illuminated, no
> potential exists across the horn terminals and nothing happens (a null
> condition). When the flaps light is on but the nose gear light is off,
there
> is a path to ground (through the diode to the nose gear light) and hence
> there is a 28 volt potential across the horn terminals. The horn goes
off.
>
> I had a fairly elaborate switching circuit in mind to power the horn,
using
> all 3 gear light circuits. I credit my A&P (Shay Everett at Central
> Air in Litchfield IL) with this elegant solution. It's not perfect, but
it
> cuts the odds of a gear up landing appreciably. He has embraced the Yak
with
> conviction and admiration. He's taken the maintenance manuals and
absorbed
> a huge amount (he is already a radial engine mechanic). This is another
> example of his creativity and ability to find elegant solutions.
>
> John Alber"
>
>
>
>
>
>
>
Message 42
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| Subject: | Getting off the List |
Does anyone know how I can get off the list?
Sean
Message 43
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| Subject: | Malfunction flow chart |
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
DuuuHHuuu! The last sound that Darrell's other brother Darrell said as he
ran the malfunction flow chart!
Doc
> [Original Message]
> From: <ggg6@att.net>
> To: <viperdoc@mindspring.com>
> Date: 11/17/2005 9:42:15 PM
> Subject: FW: Yak-List: Malfunction flow chart
>
> Doc: here is the flow chart... Chuckle.... Gary
>
> Subject: Yak-List: Malfunction flow chart
>
>
> Gentelmen: The language in here may be a bit crude, but 'am sending
this in hopes it will help clear up a number of issues that have been
talked about in the last couple of days. Make sure and paste a copy of it
to your Knee Board Clip Pads... Happy Flying.... Gary
>
>
> Subject: Fw: Malfunction flow chart
>
>
> Where was this when I needed it??
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