Today's Message Index:
----------------------
1. 12:36 AM - Re: Canopy Glass (Yakjock)
2. 03:04 AM - CJ6 pneumatic system emergency operation (Greg and Michelle Choma)
3. 07:12 AM - Re: CJ6 pneumatic system emergency operation (A. Dennis Savarese)
4. 10:30 AM - Re: CJ6 pneumatic system emergency operation (Walter Lannon)
5. 12:36 PM - Looking for Ron Kalemba (Craig Payne)
6. 03:27 PM - Re: Helmet? (Keith Pickford)
7. 04:50 PM - New Incoming Message Size Limit Implemented... (Matt Dralle)
8. 06:27 PM - Oil leak (KingCJ6@aol.com)
9. 07:41 PM - Selma (Stephen Fox)
10. 07:52 PM - tachometer troubles (tamara_b@telus.net)
11. 08:14 PM - Re: Oil leak (cjpilot710@aol.com)
12. 08:48 PM - Re: Oil leak (n13472@aol.com)
Message 1
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| Subject: | Re: Canopy Glass |
Jerry,
That was Tom Elliott with the red "notayak". He, Gary Bunn and John
Crothers have been vacationing in the NW. Nice to have them up here as they
have participated in several events.
Hal
Message 2
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| Subject: | CJ6 pneumatic system emergency operation |
A couple of questions for all you CJ-6 gurus out there.
1. The text in the manual states that the gear selector must be in
neutral and the emergency cock opened to lower the undercarriage via the
emergency method. The actual procedure, however, has the emergency cock
opened before the landing gear lever is set to neutral (or checked in
neutral as would generally be the case). Can anyone shed any light on
the order of these actions and the subsequent implications of doing them
in reverse?
2. If the emergency air valve is opened with the main air valve still
open, will emergency pressure flow to the main reservoir regardless of
gear lever position? (ie will being in neutral stop this happenning?)
Please excuse my rudimentary knowledge of the system, trying to get a
better understanding.
Thanks in advance
Greg Choma
Message 3
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| Subject: | Re: CJ6 pneumatic system emergency operation |
Greg,
The purpose of putting the gear selector in neutral is to discharge all
pressure in the landing gear actuators. When the air is depleted from
the actuator there is no backpressure and therefore no shock absorption.
To explain further, when you move the gear handle from UP to DOWN or
DOWN to UP you hear air discharging through the gear handle while at the
same time air from the main air tank is pressurizing the opposite side
of the actuator. ie: if your moving the gear handle from DOWN to UP,
the DOWN side of the actuator is depressurizing while the UP side of the
actuator is pressurizing. The discharging air escapes through the gear
handle. This process allows the gear to move smoothly.
When you move the gear selector to neutral you discharge the pressure in
the actuators. Then when you open the emergency air valve, the pressure
applied to the DOWN side of the actuator causes the gear to literally
slam into the DOWN position. Believe me, it will definitely get your
attention.
By leaving the gear selector in the UP position and then opening the
emergency air valve followed by moving the gear selector to NEUTRAL, the
pressure on the UP side of the actuator is discharging while the
emergency system air is pressurizing the DOWN side of the actuator.
This action prevents the gear from slamming into the down position. Be
sure to turn of your main air supply before opening the emergency air
valve. By turning off the main air supply you no longer have air
pressure from the main tank being applied to the DOWN side shuttle valve
on each actuator.
Dennis
----- Original Message -----
From: Greg and Michelle Choma
To: yak-list@matronics.com
Sent: Sunday, August 06, 2006 5:03 AM
Subject: Yak-List: CJ6 pneumatic system emergency operation
A couple of questions for all you CJ-6 gurus out there.
1. The text in the manual states that the gear selector must be in
neutral and the emergency cock opened to lower the undercarriage via the
emergency method. The actual procedure, however, has the emergency cock
opened before the landing gear lever is set to neutral (or checked in
neutral as would generally be the case). Can anyone shed any light on
the order of these actions and the subsequent implications of doing them
in reverse?
2. If the emergency air valve is opened with the main air valve
still open, will emergency pressure flow to the main reservoir
regardless of gear lever position? (ie will being in neutral stop this
happenning?)
Please excuse my rudimentary knowledge of the system, trying to get a
better understanding.
Thanks in advance
Greg Choma
Message 4
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| Subject: | Re: CJ6 pneumatic system emergency operation |
A few points to supplement Dennis's excellent description of system
operation.
You should have an emergency gear down placard listing the following
action:
1. Close main air valve
2. Gear selector neutral
3. Open emergency air valve
4. Gear selector down.
5. Engage safety latch
Dennis has explained the reasons for actions 1 & 2 and the attention
getting result of action 3.
Actions 4 & 5 are not essential to the actual process since the gear is
down and locked before you can even think of step 4 - emergency air goes
directly to the down side of the actuators bypassing the selector valve.
Steps 4 & 5 are for obvious good housekeeping reasons.
Under no circumstances should you attempt to retract the gear after an
emergency down selection. An attempt to do that may, if air pressure is
available, leave you with one or more unlocked gear.
Once back in the hangar, preferably on jacks, you need to depressurize
the down side prior to further gear operation.
Walt
----- Original Message -----
From: A. Dennis Savarese
To: yak-list@matronics.com
Sent: Sunday, August 06, 2006 7:10 AM
Subject: Re: Yak-List: CJ6 pneumatic system emergency operation
Greg,
The purpose of putting the gear selector in neutral is to discharge
all pressure in the landing gear actuators. When the air is depleted
from the actuator there is no backpressure and therefore no shock
absorption. To explain further, when you move the gear handle from UP
to DOWN or DOWN to UP you hear air discharging through the gear handle
while at the same time air from the main air tank is pressurizing the
opposite side of the actuator. ie: if your moving the gear handle from
DOWN to UP, the DOWN side of the actuator is depressurizing while the UP
side of the actuator is pressurizing. The discharging air escapes
through the gear handle. This process allows the gear to move smoothly.
When you move the gear selector to neutral you discharge the pressure
in the actuators. Then when you open the emergency air valve, the
pressure applied to the DOWN side of the actuator causes the gear to
literally slam into the DOWN position. Believe me, it will definitely
get your attention.
By leaving the gear selector in the UP position and then opening the
emergency air valve followed by moving the gear selector to NEUTRAL, the
pressure on the UP side of the actuator is discharging while the
emergency system air is pressurizing the DOWN side of the actuator.
This action prevents the gear from slamming into the down position. Be
sure to turn of your main air supply before opening the emergency air
valve. By turning off the main air supply you no longer have air
pressure from the main tank being applied to the DOWN side shuttle valve
on each actuator.
Dennis
----- Original Message -----
From: Greg and Michelle Choma
To: yak-list@matronics.com
Sent: Sunday, August 06, 2006 5:03 AM
Subject: Yak-List: CJ6 pneumatic system emergency operation
A couple of questions for all you CJ-6 gurus out there.
1. The text in the manual states that the gear selector must be
in neutral and the emergency cock opened to lower the undercarriage via
the emergency method. The actual procedure, however, has the emergency
cock opened before the landing gear lever is set to neutral (or checked
in neutral as would generally be the case). Can anyone shed any light on
the order of these actions and the subsequent implications of doing them
in reverse?
2. If the emergency air valve is opened with the main air valve
still open, will emergency pressure flow to the main reservoir
regardless of gear lever position? (ie will being in neutral stop this
happenning?)
Please excuse my rudimentary knowledge of the system, trying to get
a better understanding.
Thanks in advance
Greg Choma
Message 5
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| Subject: | Looking for Ron Kalemba |
Ron,
Contact me off-list, I have a Formation Proficiency form for your signature.
Craig Payne
cpayne@joimail.com
Message 6
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--> Yak-List message posted by: "Keith Pickford" <kpickford@xtra.co.nz>
Have a look at this http://www.campbellaeroclassics.com/default.asp
Have no personal experience - but believe they are very good - Individually
made (in case you have a different shape head)
No connection etc
Regards
Keith
Yakking in New Zealand
----- Original Message -----
From: "Roger Kemp" <viperdoc@mindspring.com>
Sent: Saturday, August 05, 2006 1:26 PM
Subject: Re: Yak-List: Helmet?
> --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
>
> Huis,
> I would like to have seen a picture of the HGU-55P in the last listing.
If
> I were buying one off a list, I would prefer the "new" one. A picture of
> the orginal is worth a 1000 words coming from someone listing it on a list
> like ebay.
> Go to Google and do a Gentex search. They are the makers of the HGU series
> of helmets. Tomorrow when I am out at the unit, I will ask my life support
> guys if there are any gotcha's in looking for these helmets. I am lucky
> since I still have access to my life support guys to help me out when I
> have a problem with my helmets.
> Doc
>
>
> > [Original Message]
> > From: Huis <huis@anfin.co.za>
> > To: <yak-list@matronics.com>
> > Date: 8/4/2006 9:58:02 AM
> > Subject: Re: Yak-List: Helmet?
> >
> > --> Yak-List message posted by: "Huis" <huis@anfin.co.za>
> >
> > Look at these and tell me what do think
> >
> >
>
http://search.ebay.co.uk/flight-helmet_W0QQbsZSearchQQcatrefZC6QQcoactionZco
>
mpareQQcoentrypageZsearchQQcopagenumZ1QQfposZPostcodeQQfromZR10QQfsooZ1QQfso
>
pZ1QQftrtZ1QQftrvZ1QQga10244Z10425QQsacatZQ2d1QQsadisZ200QQsargnZQ2d1QQsaslc
> Z3QQsbrftogZ1QQsofocusZbs
> > ----- Original Message -----
> > Sent: Friday, August 04, 2006 2:46 PM
> >
> >
> > > --> Yak-List message posted by: "Roger Kemp" <viperdoc@mindspring.com>
> > >
> > > Scott,
> > > I have a HGU-55 and have had no porblems with it. I have the
Sigtronics
> > > helicopter boom mike, and there warbirds earphones. I use the noise
> > > attenuating earmuffs along with helmet liner from Oregan Aero. Have
had
> > not
> > > real issues with this helmet.
> > > Doc
> > >
> > >
> > > > [Original Message]
> > > > From: Shinden33 <shinden33@earthlink.net>
> > > > To: <yak-list@matronics.com>
> > > > Date: 8/4/2006 12:08:10 AM
> > > > Subject: Yak-List: Helmet?
> > > >
> > > > --> Yak-List message posted by: "Shinden33"
<shinden33@earthlink.net>
> > > >
> > > > All,
> > > >
> > > > I'm considering buying an HGU-55 through flightsuits.com and have
> heard
> > > many
> > > > pro's and con's. One main one I have heard is that folks have had
> comm
> > > > issues with this set up. Anyone have any comments or suggestions on
> the
> > > > comm issue or helmets in general?
> > > >
> > > > Scott
> > > > Yak-52
> > > > N8252
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 7
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| Subject: | New Incoming Message Size Limit Implemented... |
--> Yak-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Listers,
Due to a number of requests to limit the size of incoming posts to the Lists because
of the recently added enclosure feature, I have add a new filter that will
limit the total size of any given message posted to the List. I have initially
set the limit to 2MB
and we'll see how everyone likes that.
If a member attempts to post a message that is greater than the set limit, they
will receive an email back indicating that their message wasn't posted to the
List and why. Also included in the message will be the current size limit and
how large their message
was.
Some might say that 2MB is still too large, but its a place to start...
Best regards,
Matt Dralle
Matronics Email List Administrator
Message 8
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We have had an increasing, sizable oil leak somewhere forward of the
cylinders and were not able to locate the source. While enroute to the shop, #4
cylinder finally blew the paper gasket and produced an immediate, very sizable
oil
loss in flight down the right side of the a/c; landed 3 minutes later at the
repair facility. Cylinder was resealed and secured, others checked,
heat/run-up tested, then all re-torqued. No present oil leaks.
Thinking the cylinder was the original culprit, flew back only to discover
that the original oil leak was still present. Observations by the A&E and other
seems to point to blow-by out of the upper nose vase vent. Phone consensus
by the talented Sapp/Selby duo is that the case is being internally pressurized
by either a bad blower seal or bad ring(s) causing the oil to port out of the
vent. We plan to bag the vent to test, but it only seems to occur in flight.
So...any knowledge on the list as to other possible causes, trouble shooting
tips, suggested fixes etc.
Thanks, Dave
P.S. - John Z. was flying on my right wing to ferry me back. Were it not for
his noticing the visible signs of the failure, probably would have motored
for some time, likely loosing the cylinder or more - another significant benefit
of form!
Message 9
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--> Yak-List message posted by: Stephen Fox <jsfox@adelphia.net>
Roger -
Could you contact me off list. I have a question about your event.
Thanks,
Steve Fox
Message 10
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| Subject: | tachometer troubles |
--> Yak-List message posted by: tamara_b@telus.net
Gentlemen,
I replaced last week on my CJ
the 2 needle tach with a brandnew
single needle tach. Now the single
needle tach shows more than the
actual RPMs, e.g. it shows 1000 RPM
instead of 700 RPM, or 3000 RPM
instead of the actual 2000 RPM.
Do I need an inline resistor kit, or
are those single needle tachs not
compatible with the 2 needle tachs?
Any ideas?
Thank you in advance.
Regards
Elmar (C-FTKL)
Message 11
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Try checking the studs that the exhaust collars are safety wired to. These
studs go all the way into the rocker galleys and will sometimes leak. Evidence
is corking on the exhaust collars.
You can thank Dennis for that one.
Jim "Pappy" Goolsby
> We have had an increasing, sizable oil leak somewhere forward of the
> cylinders and were not able to locate the source. While enroute to the shop,
#4
> cylinder finally blew the paper gasket and produced an immediate, very sizable
> oil loss in flight down the right side of the a/c; landed 3 minutes later at
> the repair facility. Cylinder was resealed and secured, others checked,
> heat/run-up tested, then all re-torqued. No present oil leaks.
>
> Thinking the cylinder was the original culprit, flew back only to discover
> that the original oil leak was still present. Observations by the A&E and
> other seems to point to blow-by out of the upper nose vase vent. Phone
> consensus by the talented Sapp/Selby duo is that the case is being internally
> pressurized by either a bad blower seal or bad ring(s) causing the oil to port
out
> of the vent. We plan to bag the vent to test, but it only seems to occur in
> flight.
>
> So...any knowledge on the list as to other possible causes, trouble shooting
> tips, suggested fixes etc.
>
> Thanks, Dave
>
> P.S. - John Z. was flying on my right wing to ferry me back. Were it not
> for his noticing the visible signs of the failure, probably would have motored
> for some time, likely loosing the cylinder or more - another significant
> benefit of form!
>
>
>
Message 12
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Also the stud / pin that the rocker cover cable hold down loops over on the rear
of the rocker box.
That also goes into the rocker galleys.
Tom Elliott
CJ-6A
NX63727
SANDY VALLEY NV
-----Original Message-----
From: cjpilot710@aol.com
Sent: Sun, 6 Aug 2006 8:14 PM
Subject: Re: Yak-List: Oil leak
Try checking the studs that the exhaust collars are safety wired to. These studs
go all the way into the rocker galleys and will sometimes leak. Evidence is
corking on the exhaust collars.
You can thank Dennis for that one.
Jim "Pappy" Goolsby
We have had an increasing, sizable oil leak somewhere forward of the cylinders
and were not able to locate the source. While enroute to the shop, #4 cylinder
finally blew the paper gasket and produced an immediate, very sizable oil loss
in flight down the right side of the a/c; landed 3 minutes later at the repair
facility. Cylinder was resealed and secured, others checked, heat/run-up
tested, then all re-torqued. No present oil leaks.
Thinking the cylinder was the original culprit, flew back only to discover that
the original oil leak was still present. Observations by the A&E and other seems
to point to blow-by out of the upper nose vase vent. Phone consensus by
the talented Sapp/Selby duo is that the case is being internally pressurized by
either a bad blower seal or bad ring(s) causing the oil to port out of the vent.
We plan to bag the vent to test, but it only seems to occur in flight.
So...any knowledge on the list as to other possible causes, trouble shooting tips,
suggested fixes etc.
Thanks, Dave
P.S. - John Z. was flying on my right wing to ferry me back. Were it not for his
noticing the visible signs of the failure, probably would have motored for
some time, likely loosing the cylinder or more - another significant benefit of
form!
________________________________________________________________________
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