Today's Message Index:
----------------------
1. 04:37 AM - Re: Fuel indicator probs (Rob Rowe)
2. 04:54 AM - Re: Re: Fuel indicator probs (Jerome Van der Schaar)
3. 05:34 AM - Hotel Info KGED (Daniel Fortin)
4. 05:45 AM - Re: ??? (Jim Bernier)
5. 05:53 AM - Re: Re: Fuel indicator probs (Rob Kent)
6. 07:44 AM - Re:??? (Barry Hancock)
7. 08:50 AM - Re: Hotel Info KGED (Bill Mills)
8. 09:58 AM - Flap (F16ftrplt@aol.com)
9. 01:15 PM - Re: Re: Fuel indicator probs (Roger Kemp)
10. 01:54 PM - Re: Flap (Jim Bernier)
11. 03:28 PM - Re: Flap (doug sapp)
12. 03:54 PM - High pressure grease ( was Re: Flap) (A. Dennis Savarese)
13. 04:04 PM - Re: High pressure grease ( was Re: Flap) (F16ftrplt@aol.com)
14. 04:36 PM - Re: High pressure grease ( was Re: Flap) (doug sapp)
15. 04:36 PM - Re: Flap (Roger Kemp)
16. 05:01 PM - Re: High pressure grease ( was Re: Flap) (Roger Kemp)
17. 05:10 PM - Re: Flap (Kelley Monroe)
Message 1
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| Subject: | Re: Fuel indicator probs |
--> Yak-List message posted by: "Rob Rowe" <yak-list@robrowe.plus.com>
Jerome,
FWIW I can only offer the following from theory ... I've not had hands on experience
of this problem.
The fuel level sensing is clever, but relatively complex ... each fuel sender has
a 10Khz square wave primary signal induced into four embedded secondary parallel
coils (each with a different winding).
On the outside of the fuel sender is a floating inductor that creates a unique
combination of "phases" in the four secondary coils depending on the fuel level.
The display unit then decodes the unique phase combinations into a specific fuel
bar light ... no electrical moving parts to wear out or spark, no calibration
required, accurate to +/- 5mm of fuel tank level under normal operating conditions.
Back to your problem ... presume the display units you've replaced have been positively
tested as being faulty i.e connections swapped over with the left tank
sender?
If they are all damaged then this is going to be a mare to fault find as any external
influence i.e. DC supply voltage spikes, is common to both left / right
tanks systems, that are identical but independent ... so would likely damage
both units not just one.
So possibly the wiring between the sender & display has been damaged and is intermittently
shorting ... but would not expect this to permanently damage the display
unit, just give a wrong reading.
Probably worth you checking the connections at both ends of the cable (not sure
how you access the fuel sender though) - there are 7 wires ... earth + 4 secondary
coil outputs + 2 primary coil inputs.
I'm not sure of the following as I can only infer the connections from the schematic
...
Sender - Pins 9 / 10 primary winding, Pins 1 - 5 (4 off) secondary winding & earth
Display - Pins 1 / 2 primary winding, Pins 3 - 7 (4 off) secondary winding & earth
There are also intermediate canon plugs located at "Station 4 outside" labelled
"1-20" for left tank & "1-21" for the right tank.
I've attached a high level schematic of the above ... note there is an error in
that the primary coils are shown as having a common earth, in fact they have
a dedicated return line to the 10Khz generator (as per the pin description).
Hope this helps!
Cheers, Rob
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=49707#49707
Attachments:
http://forums.matronics.com//files/yak_52_fuel_display_285.pdf
Message 2
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| Subject: | Re: Fuel indicator probs |
Hi Rob,
Thanks for your rapid response.
It must be external electrical like you figured, if we switch the plugs on
the indicator, still the right one stays on the 12 liters.
This indicator is the second NEW one, so it can't be any coincidence anymor
e.
I will start checking the connectors like you figured, thank you for the at
tachment, appreciate it.
Best regards
Jerome
> To: yak-list@matronics.com> From: yak-list@robrowe.plus.com> Date: Tue, 2
5 Jul 2006 04:36:01 -0700> Subject: Yak-List: Re: Fuel indicator probs> > -
-> Yak-List message posted by: "Rob Rowe" <yak-list@robrowe.plus.com>> > Je
rome,> > FWIW I can only offer the following from theory ... I've not had h
ands on experience of this problem.> > The fuel level sensing is clever, bu
t relatively complex ... each fuel sender has a 10Khz square wave primary s
ignal induced into four embedded secondary parallel coils (each with a diff
erent winding).> > On the outside of the fuel sender is a floating inductor
that creates a unique combination of "phases" in the four secondary coils
depending on the fuel level.> > The display unit then decodes the unique ph
ase combinations into a specific fuel bar light ... no electrical moving pa
rts to wear out or spark, no calibration required, accurate to +/- 5mm of f
uel tank level under normal operating conditions. > > Back to your problem
... presume the display units you've replaced have been positively tested
as being faulty i.e connections swapped over with the left tank sender? > >
If they are all damaged then this is going to be a mare to fault find as a
ny external influence i.e. DC supply voltage spikes, is common to both left
/ right tanks systems, that are identical but independent ... so would lik
ely damage both units not just one.> > So possibly the wiring between the s
ender & display has been damaged and is intermittently shorting ... but wou
ld not expect this to permanently damage the display unit, just give a wron
g reading. > > Probably worth you checking the connections at both ends of
the cable (not sure how you access the fuel sender though) - there are 7 wi
res ... earth + 4 secondary coil outputs + 2 primary coil inputs.> > I'm no
t sure of the following as I can only infer the connections from the schema
tic ...> > Sender - Pins 9 / 10 primary winding, Pins 1 - 5 (4 off) second
ary winding & earth> > Display - Pins 1 / 2 primary winding, Pins 3 - 7 (4
off) secondary winding & earth> > There are also intermediate canon plugs
located at "Station 4 outside" labelled "1-20" for left tank & "1-21" for t
he right tank.> > I've attached a high level schematic of the above ... not
e there is an error in that the primary coils are shown as having a common
earth, in fact they have a dedicated return line to the 10Khz generator (as
per the pin description).> > Hope this helps!> > Cheers, Rob> > > > > Read
this topic online here:> > http://forums.matronics.com/viewtopic.php?p=4
9707#49707> > > > > Attachments: > > http://forums.matronics.com//files/yak
=========================
========================> _
=========================
=========================
=========================
=========================
=================> > > > > > > > >
Message 3
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--> Yak-List message posted by: "Daniel Fortin" <fougapilot@hotmail.com>
Fellow Yak drivers,
Here is the info for our stay in Georgetown De this October. 30 rooms have
been blocked at the:
SLEEP INN & SUITES LEWES
1595 HIGHWAY ONE
LEWES, DE 19958 USA
Phone: 3026456464
Fax: 3026448897
10 rooms with double beds, 10 with King beds and 10 mini suites with a King
bed and a hide-a-bed couch. Our rate for each night is $69USD for either
single or double occupancy.
Each of you need to make his/hers own booking confirmed with your credit
card information. The rooms come with a 48hrs cancellation policy, so I
suggest if you think you may be able to join us, make your reservation right
away with the option to cancel it if life gets in the way.
This deal is valid until Aug 25th after which the hotel will release the
rooms. Any reservations made after this date will be a regular rates.
Hurry, there is only 28 rooms left...
Cheers,
Dan
Message 4
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--> Yak-List message posted by: "Jim Bernier" <JBernier@dart.org>
Larry
I also purchased the decals from Steve Peterson. They worked great. I believe that
I paid $100 for them in 2002. I have a hard copy of the decals with the explanation
of the Chinese script that could be used to cut new decals. I could
send these to you but they really belong to Steve. If he does not respond to your
email, I'll be glad to send a copy to you by regular mail. The quality may
be better that way. But check with Steve first.
If Steve relinquishes the rights to this information by not responding, then maybe
someone would be interested in having this information available on their
web sight.
Jim B
>>> rvfltd@televar.com 07/24/06 4:48 PM >>>
Larry,
If you dig back thru the archives of the Yak list I am sure you will find
an Aussie that has them for sale. Maybe this posting will kick someone's
brain cells loose. I bought a set myself but used them many moons ago and
cannot recall what his name was. If you have the photos I know of several
shops that can reproduce them for you.
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Larry Pine
Sent: Monday, July 24, 2006 1:36 PM
To: yak-list@matronics.com
Subject: Yak-List: ???
Barry,
Do you know where I can get a shipset of the original chinese, CJ,
exterior panel markings??? The vinyl type.
Thanks
Larry Pine
Message 5
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| Subject: | Re: Fuel indicator probs |
--> Yak-List message posted by: "Rob Kent" <rkent@wlacrussianeng.co.uk>
Jerome, Rob,
The only way to access the fuel sender itself is to drop the tank as there
is no access hole in the top surface of the wing. The sender is approx 1ft
inboard from the filler.
Regards
Rob Kent
Stores Manager
WLAC - Russian Engineering
www.wlacrussianeng.co.uk
Tel: +44 1628 829 165
Mob: +44 7866 438 293
Fax: +44 1628 828 961
----- Original Message -----
Sent: Tuesday, July 25, 2006 12:36 PM
> --> Yak-List message posted by: "Rob Rowe" <yak-list@robrowe.plus.com>
>
> Jerome,
>
> FWIW I can only offer the following from theory ... I've not had hands on
> experience of this problem.
>
> The fuel level sensing is clever, but relatively complex ... each fuel
> sender has a 10Khz square wave primary signal induced into four embedded
> secondary parallel coils (each with a different winding).
>
> On the outside of the fuel sender is a floating inductor that creates a
> unique combination of "phases" in the four secondary coils depending on
> the fuel level.
>
> The display unit then decodes the unique phase combinations into a
> specific fuel bar light ... no electrical moving parts to wear out or
> spark, no calibration required, accurate to +/- 5mm of fuel tank level
> under normal operating conditions.
>
> Back to your problem ... presume the display units you've replaced have
> been positively tested as being faulty i.e connections swapped over with
> the left tank sender?
>
> If they are all damaged then this is going to be a mare to fault find as
> any external influence i.e. DC supply voltage spikes, is common to both
> left / right tanks systems, that are identical but independent ... so
> would likely damage both units not just one.
>
> So possibly the wiring between the sender & display has been damaged and
> is intermittently shorting ... but would not expect this to permanently
> damage the display unit, just give a wrong reading.
>
> Probably worth you checking the connections at both ends of the cable (not
> sure how you access the fuel sender though) - there are 7 wires ... earth
> + 4 secondary coil outputs + 2 primary coil inputs.
>
> I'm not sure of the following as I can only infer the connections from the
> schematic ...
>
> Sender - Pins 9 / 10 primary winding, Pins 1 - 5 (4 off) secondary
> winding & earth
>
> Display - Pins 1 / 2 primary winding, Pins 3 - 7 (4 off) secondary
> winding & earth
>
> There are also intermediate canon plugs located at "Station 4 outside"
> labelled "1-20" for left tank & "1-21" for the right tank.
>
> I've attached a high level schematic of the above ... note there is an
> error in that the primary coils are shown as having a common earth, in
> fact they have a dedicated return line to the 10Khz generator (as per the
> pin description).
>
> Hope this helps!
>
> Cheers, Rob
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=49707#49707
>
>
> Attachments:
>
> http://forums.matronics.com//files/yak_52_fuel_display_285.pdf
>
>
>
Message 6
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Contact Jeff Linebaugh, he had a set made up....
jefflinebaugh@earthlink.net
Cheers,
Barry
On Jul 24, 2006, at 11:58 PM, Yak-List Digest Server wrote:
>
> Time: 01:36:10 PM PST US
> From: Larry Pine <threein60@yahoo.com>
> Subject: Yak-List: ???
>
> Barry,
> Do you know where I can get a shipset of the original chinese,
> CJ, exterior panel
> markings??? The vinyl type.
> Thanks
>
>
> Larry Pine
Message 7
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--> Yak-List message posted by: Bill Mills <bill.mills@totaltec.com>
Hey Dan,
What are the dates for this? Hopefully NOT the weekend of the 13th......
NAVY homecoming is in Annapolis, and Sean and group is there with me?
Let me know, I want to attend.........
Bill Mills
Regional Sales Manager
Total Tec Systems
South East US
386 447 1118
bill.mills@totaltec.com
" Because I fly.... I envy no man "
-----Original Message-----
Sent: Tuesday, July 25, 2006 8:33 AM
--> Yak-List message posted by: "Daniel Fortin" <fougapilot@hotmail.com>
Fellow Yak drivers,
Here is the info for our stay in Georgetown De this October. 30 rooms have
been blocked at the:
SLEEP INN & SUITES LEWES
1595 HIGHWAY ONE
LEWES, DE 19958 USA
Phone: 3026456464
Fax: 3026448897
10 rooms with double beds, 10 with King beds and 10 mini suites with a King
bed and a hide-a-bed couch. Our rate for each night is $69USD for either
single or double occupancy.
Each of you need to make his/hers own booking confirmed with your credit
card information. The rooms come with a 48hrs cancellation policy, so I
suggest if you think you may be able to join us, make your reservation right
away with the option to cancel it if life gets in the way.
This deal is valid until Aug 25th after which the hotel will release the
rooms. Any reservations made after this date will be a regular rates.
Hurry, there is only 28 rooms left...
Cheers,
Dan
______________________________________________________________________
This email has been scanned by the MessageLabs Email Security System.
For more information please visit http://www.messagelabs.com/email
______________________________________________________________________
This e-mail message and any documents accompanying this e-mail transmission contain
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the contents of which may be legal
Message 8
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Need some pneumatic system troubleshooting help for CJ-6.
With the Rear cockpit Flap handle in the neutral position, the front cockpit
flap valve gets the flap down to only 10 degrees.
I tried operating the rear valve with the front in neutral and had the same
results. When I position the rear cockpit Flap handle in the UP position, I
was able to operate the flap from the front cockpit to the FULL DOWN
position.
I have a CD with a very poor schematic of the pneumatic system. Any ideas
or help would be greatly appreciated
Thanks
Med Ragheb
Message 9
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| Subject: | Re: Fuel indicator probs |
--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
Rob,
Question concerning the fuel indicator on the 50. The fuel totalizer on my
50 went TU and was replaced with a 52 indicator. It only reads accurate
when it gets down to 40 liters. When you drain the tank (s) (Aux and main),
it has approx 65 liters (between the two). Is there a way to fit a second
sending unit in the Aux tank to couple to the unused right side of the fuel
gauge. The main tank is connected to the left side of the fuel gauge and
the right side is blank.
Doc Kemp
> [Original Message]
> From: Rob Kent <rkent@wlacrussianeng.co.uk>
> To: <yak-list@matronics.com>
> Date: 7/25/2006 8:30:16 AM
> Subject: Re: Yak-List: Re: Fuel indicator probs
>
> --> Yak-List message posted by: "Rob Kent" <rkent@wlacrussianeng.co.uk>
>
> Jerome, Rob,
>
> The only way to access the fuel sender itself is to drop the tank as
there
> is no access hole in the top surface of the wing. The sender is approx
1ft
> inboard from the filler.
>
> Regards
>
> Rob Kent
> Stores Manager
> WLAC - Russian Engineering
> www.wlacrussianeng.co.uk
>
> Tel: +44 1628 829 165
> Mob: +44 7866 438 293
> Fax: +44 1628 828 961
>
> ----- Original Message -----
> Sent: Tuesday, July 25, 2006 12:36 PM
>
>
> > --> Yak-List message posted by: "Rob Rowe" <yak-list@robrowe.plus.com>
> >
> > Jerome,
> >
> > FWIW I can only offer the following from theory ... I've not had hands
on
> > experience of this problem.
> >
> > The fuel level sensing is clever, but relatively complex ... each fuel
> > sender has a 10Khz square wave primary signal induced into four
embedded
> > secondary parallel coils (each with a different winding).
> >
> > On the outside of the fuel sender is a floating inductor that creates a
> > unique combination of "phases" in the four secondary coils depending on
> > the fuel level.
> >
> > The display unit then decodes the unique phase combinations into a
> > specific fuel bar light ... no electrical moving parts to wear out or
> > spark, no calibration required, accurate to +/- 5mm of fuel tank level
> > under normal operating conditions.
> >
> > Back to your problem ... presume the display units you've replaced have
> > been positively tested as being faulty i.e connections swapped over
with
> > the left tank sender?
> >
> > If they are all damaged then this is going to be a mare to fault find
as
> > any external influence i.e. DC supply voltage spikes, is common to both
> > left / right tanks systems, that are identical but independent ... so
> > would likely damage both units not just one.
> >
> > So possibly the wiring between the sender & display has been damaged
and
> > is intermittently shorting ... but would not expect this to permanently
> > damage the display unit, just give a wrong reading.
> >
> > Probably worth you checking the connections at both ends of the cable
(not
> > sure how you access the fuel sender though) - there are 7 wires ...
earth
> > + 4 secondary coil outputs + 2 primary coil inputs.
> >
> > I'm not sure of the following as I can only infer the connections from
the
> > schematic ...
> >
> > Sender - Pins 9 / 10 primary winding, Pins 1 - 5 (4 off) secondary
> > winding & earth
> >
> > Display - Pins 1 / 2 primary winding, Pins 3 - 7 (4 off) secondary
> > winding & earth
> >
> > There are also intermediate canon plugs located at "Station 4 outside"
> > labelled "1-20" for left tank & "1-21" for the right tank.
> >
> > I've attached a high level schematic of the above ... note there is an
> > error in that the primary coils are shown as having a common earth, in
> > fact they have a dedicated return line to the 10Khz generator (as per
the
> > pin description).
> >
> > Hope this helps!
> >
> > Cheers, Rob
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=49707#49707
> >
> >
> >
> >
> > Attachments:
> >
> > http://forums.matronics.com//files/yak_52_fuel_display_285.pdf
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
>
Message 10
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--> Yak-List message posted by: "Jim Bernier" <JBernier@dart.org>
One of the two flap actuation valves are leaking across from the pressure side
to the up side. That would explain the first situation. A stuck diverter valve
would explain the second. Both happening at once is unlikely. If this were my
problem I would start by taking the two output lines off each flap valve. Place
the handles in neutral and turn on the air supply. Check for leakage in any
of the output fittings. If air is leaking that valve needs to be machined or
purchased new. New from Doug is my choice. If no air is leaking them take the
diverter valves apart and clean. If these valve are dirty you may want to clean
the flap valves as well. Be very careful not to scratch the faces of the flap
valves. I have used high pressure vacuum grease to mate the two faces. Dow Corning
makes vacuum grease. I don't know were to get it. A friend at a college
chem lab got my jar.
With the lines off, check the operation of the flap handle.
Be very careful applying pressure when taking them apart. The flap valves are a
very simple unit, but the machining is very close tolerance.
Jim B
>>> F16ftrplt@aol.com 07/25/06 11:57 AM >>>
Need some pneumatic system troubleshooting help for CJ-6.
With the Rear cockpit Flap handle in the neutral position, the front cockpit
flap valve gets the flap down to only 10 degrees.
I tried operating the rear valve with the front in neutral and had the same
results. When I position the rear cockpit Flap handle in the UP position, I
was able to operate the flap from the front cockpit to the FULL DOWN
position.
I have a CD with a very poor schematic of the pneumatic system. Any ideas
or help would be greatly appreciated
Thanks
Med Ragheb
Message 11
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--> Yak-List message posted by: "doug sapp" <rvfltd@televar.com>
Great Post Jim! This is why the list is a great resource. I did not know
about "high pressure vacuum grease". I'll do some searching and see what I
can find. The flap/gear valves can be a problem if your air filter system
is not kept in good condition. So one thing to add to your list of gear and
flap valve solutions is to check and maintain the desiccant filter, it's the
"lungs" of your air system, keep it clean and your flap valves will give you
good service. We are all used to "annual" servicing of the majority of our
aircraft, but the desiccant filter requires much more attention than what
you might think, especially if you are operating in hot and humid
conditions.
Always Yakin,
Doug Sapp
-----Original Message-----
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Jim Bernier
Sent: Tuesday, July 25, 2006 1:53 PM
--> Yak-List message posted by: "Jim Bernier" <JBernier@dart.org>
One of the two flap actuation valves are leaking across from the pressure
side to the up side. That would explain the first situation. A stuck
diverter valve would explain the second. Both happening at once is unlikely.
If this were my problem I would start by taking the two output lines off
each flap valve. Place the handles in neutral and turn on the air supply.
Check for leakage in any of the output fittings. If air is leaking that
valve needs to be machined or purchased new. New from Doug is my choice. If
no air is leaking them take the diverter valves apart and clean. If these
valve are dirty you may want to clean the flap valves as well. Be very
careful not to scratch the faces of the flap valves. I have used high
pressure vacuum grease to mate the two faces. Dow Corning makes vacuum
grease. I don't know were to get it. A friend at a college chem lab got my
jar.
With the lines off, check the operation of the flap handle.
Be very careful applying pressure when taking them apart. The flap valves
are a very simple unit, but the machining is very close tolerance.
Jim B
>>> F16ftrplt@aol.com 07/25/06 11:57 AM >>>
Need some pneumatic system troubleshooting help for CJ-6.
With the Rear cockpit Flap handle in the neutral position, the front
cockpit
flap valve gets the flap down to only 10 degrees.
I tried operating the rear valve with the front in neutral and had the same
results. When I position the rear cockpit Flap handle in the UP position,
I
was able to operate the flap from the front cockpit to the FULL DOWN
position.
I have a CD with a very poor schematic of the pneumatic system. Any ideas
or help would be greatly appreciated
Thanks
Med Ragheb
Message 12
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--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese@elmore.rr.com>
High pressure grease can be found at McMaster-Carr; www.mcmaster.com, page
2021. They also carry Dow Corning grease, but did not see any Dow Corning
high pressure grease. Anyway, check them out.
Dennis
----- Original Message -----
Sent: Tuesday, July 25, 2006 5:07 PM
> --> Yak-List message posted by: "doug sapp" <rvfltd@televar.com>
>
> Great Post Jim! This is why the list is a great resource. I did not know
> about "high pressure vacuum grease". I'll do some searching and see what
> I
> can find. The flap/gear valves can be a problem if your air filter system
> is not kept in good condition. So one thing to add to your list of gear
> and
> flap valve solutions is to check and maintain the desiccant filter, it's
> the
> "lungs" of your air system, keep it clean and your flap valves will give
> you
> good service. We are all used to "annual" servicing of the majority of
> our
> aircraft, but the desiccant filter requires much more attention than what
> you might think, especially if you are operating in hot and humid
> conditions.
>
>
> Always Yakin,
> Doug Sapp
>
> -----Original Message-----
> [mailto:owner-yak-list-server@matronics.com]On Behalf Of Jim Bernier
> Sent: Tuesday, July 25, 2006 1:53 PM
>
>
> --> Yak-List message posted by: "Jim Bernier" <JBernier@dart.org>
>
> One of the two flap actuation valves are leaking across from the pressure
> side to the up side. That would explain the first situation. A stuck
> diverter valve would explain the second. Both happening at once is
> unlikely.
> If this were my problem I would start by taking the two output lines off
> each flap valve. Place the handles in neutral and turn on the air supply.
> Check for leakage in any of the output fittings. If air is leaking that
> valve needs to be machined or purchased new. New from Doug is my choice.
> If
> no air is leaking them take the diverter valves apart and clean. If these
> valve are dirty you may want to clean the flap valves as well. Be very
> careful not to scratch the faces of the flap valves. I have used high
> pressure vacuum grease to mate the two faces. Dow Corning makes vacuum
> grease. I don't know were to get it. A friend at a college chem lab got my
> jar.
> With the lines off, check the operation of the flap handle.
> Be very careful applying pressure when taking them apart. The flap valves
> are a very simple unit, but the machining is very close tolerance.
> Jim B
>
>>>> F16ftrplt@aol.com 07/25/06 11:57 AM >>>
> Need some pneumatic system troubleshooting help for CJ-6.
>
> With the Rear cockpit Flap handle in the neutral position, the front
> cockpit
> flap valve gets the flap down to only 10 degrees.
>
> I tried operating the rear valve with the front in neutral and had the
> same
> results. When I position the rear cockpit Flap handle in the UP
> position,
> I
> was able to operate the flap from the front cockpit to the FULL DOWN
> position.
>
> I have a CD with a very poor schematic of the pneumatic system. Any
> ideas
> or help would be greatly appreciated
>
> Thanks
>
> Med Ragheb
>
>
>
Message 13
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Thanks guys for all the info. Doug is right, the list is a great resource
and as newbie I certainly appreciate the help.
I am heading out to Oshkosh (airline) tomorrow and will get working as soon
as I get back Saturday.
Does anyone have a "good" scanned diagram of the CJ-6 flap pneumatic system
Med Ragheb
Message 14
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Don't have any scanned but do have them in the manuals. Contact me off list
when you get back. Wish I could be there also, but the apple tree gods
willed it otherwise.
Always Yakin,
Doug Sapp
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of F16ftrplt@aol.com
Sent: Tuesday, July 25, 2006 4:04 PM
To: yak-list@matronics.com
Subject: Re: High pressure grease ( was Re: Yak-List: Flap)
Thanks guys for all the info. Doug is right, the list is a great resource
and as newbie I certainly appreciate the help.
I am heading out to Oshkosh (airline) tomorrow and will get working as
soon as I get back Saturday.
Does anyone have a "good" scanned diagram of the CJ-6 flap pneumatic
system
Med Ragheb
Message 15
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--> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
Thanks for the advice Doug. I live in one of those hot humid environs and
have only been checking my air system at annuals.
Doc
> [Original Message]
> From: doug sapp <rvfltd@televar.com>
> To: <yak-list@matronics.com>
> Date: 7/25/2006 5:38:18 PM
> Subject: RE: Yak-List: Flap
>
> --> Yak-List message posted by: "doug sapp" <rvfltd@televar.com>
>
> Great Post Jim! This is why the list is a great resource. I did not know
> about "high pressure vacuum grease". I'll do some searching and see what
I
> can find. The flap/gear valves can be a problem if your air filter system
> is not kept in good condition. So one thing to add to your list of gear
and
> flap valve solutions is to check and maintain the desiccant filter, it's
the
> "lungs" of your air system, keep it clean and your flap valves will give
you
> good service. We are all used to "annual" servicing of the majority of
our
> aircraft, but the desiccant filter requires much more attention than what
> you might think, especially if you are operating in hot and humid
> conditions.
>
>
> Always Yakin,
> Doug Sapp
>
> -----Original Message-----
> [mailto:owner-yak-list-server@matronics.com]On Behalf Of Jim Bernier
> Sent: Tuesday, July 25, 2006 1:53 PM
>
>
> --> Yak-List message posted by: "Jim Bernier" <JBernier@dart.org>
>
> One of the two flap actuation valves are leaking across from the pressure
> side to the up side. That would explain the first situation. A stuck
> diverter valve would explain the second. Both happening at once is
unlikely.
> If this were my problem I would start by taking the two output lines off
> each flap valve. Place the handles in neutral and turn on the air supply.
> Check for leakage in any of the output fittings. If air is leaking that
> valve needs to be machined or purchased new. New from Doug is my choice.
If
> no air is leaking them take the diverter valves apart and clean. If these
> valve are dirty you may want to clean the flap valves as well. Be very
> careful not to scratch the faces of the flap valves. I have used high
> pressure vacuum grease to mate the two faces. Dow Corning makes vacuum
> grease. I don't know were to get it. A friend at a college chem lab got my
> jar.
> With the lines off, check the operation of the flap handle.
> Be very careful applying pressure when taking them apart. The flap valves
> are a very simple unit, but the machining is very close tolerance.
> Jim B
>
> >>> F16ftrplt@aol.com 07/25/06 11:57 AM >>>
> Need some pneumatic system troubleshooting help for CJ-6.
>
> With the Rear cockpit Flap handle in the neutral position, the front
> cockpit
> flap valve gets the flap down to only 10 degrees.
>
> I tried operating the rear valve with the front in neutral and had the
same
> results. When I position the rear cockpit Flap handle in the UP
position,
> I
> was able to operate the flap from the front cockpit to the FULL DOWN
> position.
>
> I have a CD with a very poor schematic of the pneumatic system. Any
ideas
> or help would be greatly appreciated
>
> Thanks
>
> Med Ragheb
>
>
>
>
>
>
>
Message 16
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Yes, but at least they gave you a soft landing so your old crumagen posterior did
not get bent!
Doc
----- Original Message -----
Sent: 7/25/2006 6:44:35 PM
Don't have any scanned but do have them in the manuals. Contact me off list when
you get back. Wish I could be there also, but the apple tree gods willed it
otherwise.
Always Yakin,
Doug Sapp
-----Original Message-----
Sent: Tuesday, July 25, 2006 4:04 PM
Thanks guys for all the info. Doug is right, the list is a great resource and
as newbie I certainly appreciate the help.
I am heading out to Oshkosh (airline) tomorrow and will get working as soon as
I get back Saturday.
Does anyone have a "good" scanned diagram of the CJ-6 flap pneumatic system
Med Ragheb
Message 17
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Med I saw your post and your pneumatic system filter had 11 hours on it
when you and Ed test flew your CJ. Thanks Kelley
----- Original Message -----
From: F16ftrplt@aol.com
To: yak-list@matronics.com
Sent: Tuesday, July 25, 2006 11:57 AM
Subject: Yak-List: Flap
Need some pneumatic system troubleshooting help for CJ-6.
With the Rear cockpit Flap handle in the neutral position, the front
cockpit flap valve gets the flap down to only 10 degrees.
I tried operating the rear valve with the front in neutral and had the
same results. When I position the rear cockpit Flap handle in the UP
position, I was able to operate the flap from the front cockpit to the
FULL DOWN position.
I have a CD with a very poor schematic of the pneumatic system. Any
ideas or help would be greatly appreciated
Thanks
Med Ragheb
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