Today's Message Index:
----------------------
1. 04:11 AM - Re: Intercom (Craig Payne)
2. 06:41 AM - a CJ with 400hp (tamara_b@telus.net)
3. 07:58 AM - Re: a CJ with 400hp (cjpilot710@aol.com)
4. 08:54 AM - Re: a CJ with 400hp (Joe Howse)
5. 02:12 PM - Re: RPA Watch (ByronMFox@aol.com)
6. 03:03 PM - A possible suggestion (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
7. 03:33 PM - Adjusting rotor position on M9-35 mags (John Nafziger)
8. 04:23 PM - Re: Re: Intercom (Daniel Fortin)
9. 04:31 PM - Re: a CJ with 400hp (Daniel Fortin)
10. 04:41 PM - Re: A possible suggestion (David McGirt)
11. 04:53 PM - Re: A possible suggestion (A. Dennis Savarese)
12. 05:07 PM - Re: A possible suggestion (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
13. 05:15 PM - Re: Adjusting rotor position on M9-35 mags (A. Dennis Savarese)
14. 05:44 PM - Re: RPA FAST Cards (Ronald Kalemba)
15. 07:18 PM - Yak Bottles (Tim Gagnon)
16. 07:54 PM - Re: A possible suggestion (Herb Coussons)
17. 08:51 PM - Re: A possible suggestion (Roger Kemp)
18. 10:54 PM - Re: A possible suggestion (Jan Mevis)
Message 1
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The Sigtronics high-noise Warbird model didn't work for me either when I mixed
headset brands. The PMA-4000 works a whole lot better and offers limited audio
switching, all in a 2-1/2 " hole.
Craig Payne
cpayne@joimail.com
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Gentlemen,
my engine is approaching TBO and after
unsuccessfully trying to purchase a new
Housai-Engine, I am playing with the thought
to have a brand-new M14PF-XDK (from George
Coy) installed combined with a MT-Propeller on
my Nanchang.
Any thoughts, ideas, tips and experiences are
very much appreciated.
Thank you in advance.
Regards
Elmar (C-FTKL)
--
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Message 3
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| Subject: | Re: a CJ with 400hp |
In a message dated 3/14/2007 8:42:49 A.M. Eastern Standard Time,
tamara_b@telus.net writes:
I would whole heartedly say yes - do it. Now there nothing wrong with HS6A
engine except as you say, you can't find a new one. Very rare. The straight
M-14P will give you 75 more hp which will translate right into you rate of
climb big time. With the MT on that of course its only better. Better
performance is always a plus toward safety.
The whole project is very doable without major redesign or construction.
With all parts on hand, should take less than a week to make the change.
And finally you will recover a great deal ( not all ) of your cost in
resale. A M-14p powered CJ will sell quicker too.
I've just kicked over 1,300 hours on my (new from Aerostar) M-14 on my CJ-6.
It is by far the best mod I've done to this aircraft.
Jim "Pappy" Goolsby
--> Yak-List message posted by: tamara_b@telus.net
Gentlemen,
my engine is approaching TBO and after
unsuccessfully trying to purchase a new
Housai-Engine, I am playing with the thought
to have a brand-new M14PF-XDK (from George
Coy) installed combined with a MT-Propeller on
my Nanchang.
Any thoughts, ideas, tips and experiences are
very much appreciated.
Thank you in advance.
Regards
Elmar (C-FTKL)
--
Using Opera's revolutionary e-mail client: http://www.opera.com/mail/
<BR><BR><BR>**************************************<BR> AOL now offers free
email to everyone. Find out more about what's free from AOL at
http://www.aol.com.
Message 4
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| Subject: | Re: a CJ with 400hp |
Elmar
You may want to check with the Feds before doing anything, in Canada the CJ6
is in the "Special C of A Limited" class as opposed to "Experimental" in the
US
which does allow for modifications to the original configuration.
On the other hand,
Factory first overhaul Huosai engines are available
that have TT since new of 600 hours or less.
In my opinion every bit as good as new.
Joe Howse
>
>
>
>
>
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Show the the link, www.cf-cpa.ca, on the Yak List (yak-list@matronics.com)
with a brief description. Will quickly reach a lot of people. ...B
**************************************
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| Subject: | A possible suggestion |
Lately I have become pretty deeply involved in Yak electrical issues.
One part of the Yak (and other Russian aircraft)in the overall design
seems to have a pretty significant failure rate, and also is difficult
to impossible to replace, with the current "if you can find one" price
being around $650 each. This is the DNP-200A "Combined Device" detailed
in my White Paper posted several weeks ago.
I may indeed have become "overly sensitive" to this issue and my
up-coming suggestion may indeed be over-kill. I will leave that up to
each persons individual judgment or even open debate for that matter.
That said, I personally am going to modify my operating habits a little
bit. Namely, I am going to start my engine from now on with the
generator switch in the OFF position. I am going to LEAVE if off for
all taxi operations. I am ONLY going to turn it on when performing the
pre-take-off run up, and of course I will then leave it on for the rest
of the flight.
After landing, I will turn the generator switch off immediately and
leave it off even past engine shut-down.
Why am I doing this?
Because every single time you increase engine RPM to about 40% or so,
the generator comes on right? No... Not really. The generator is on as
soon as you start the engine. The generator VOLTAGE only gets high
enough around 40% or so and then the DNP-200A contactor relay closes and
generator power is fed to the bus. Reduce engine speed back to idle,
and what happens? REVERSE current flows TO the generator and the
DNP-200A contactor OPENS (at least we hope it will) and generator power
is REMOVED from the aircraft bus and the generator LIGHT comes on.
Consider if you will how many times this happens from when you first
start until you are ready to take off.
Reducing the amount of times this happens will extend the life of the
DNP-200A Combined Assy.
Is it worth taking such a step in order to extend the life of this part?
You be the judge.
Mark Bitterlich
N50YK
Message 7
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| Subject: | Adjusting rotor position on M9-35 mags |
I've been experiencing difficult starting. I checked the timing on the
mags and the points open correctly set at -5 deg ATDC (these are M9-35
mags with 36 deg built in timing).
I noted that the left cap had arcing and a lot of carbon. A problem
that I see is that when the mag is timed to fire the #4 plug, the rotor
is still 10 degs BEFORE the #4 wire position in the cap (I'm guessing
this explains the arcing). The right mag is correctly positioned so
the points open AND the rotor points to the #4 plug.
Assuming the above is not correct, how do you adjust the rotor postion
on these mags? It seems that I need to KEEP the cam that the points
ride on in the same spot, but shift the rotor. I noted an adjustment
on the lower "bar" that inserts into the rubber drive block, but I
think that will adjust both the cam and the rotor position.
Please email me directly as I only get the digest.
Thanks in advance,
John
Be a PS3 game guru.
Get your game face on with the latest PS3 news and previews at Yahoo! Games.
http://videogames.yahoo.com/platform?platform=120121
Message 8
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In my CJ, we use a "push-to-talk" intercom that comes with the radio. It is
not voice activated, but takes care of all the possible squelsh problems.
Dan
>From: "Craig Payne" <cpayne@joimail.com>
>To: "yak-list" <yak-list@matronics.com>
>Subject: Yak-List: Re: Intercom
>Date: Wed, 14 Mar 2007 07:10:59 -0400
>
>The Sigtronics high-noise Warbird model didn't work for me either when I
>mixed headset brands. The PMA-4000 works a whole lot better and offers
>limited audio switching, all in a 2-1/2 " hole.
>
>
>Craig Payne
>cpayne@joimail.com
Message 9
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| Subject: | Re: a CJ with 400hp |
Elmar,
Joe is correct. Canada can be very difficult when it comes to unusual
airplanes. I did get my M14 approved on the CJ, but it was quite a long
process. Most of the time TC will require your modification be done with the
help of a DAR that will basically write a Limited Specific Type Approval
(LSTA) fr your airplane along with an AFM amendment. I strongly suggest you
find a TC inspector that truly understand the Regs before starting to invest
some major $$ into this project.
When I did my modification, I wrote my own AFM amendment. Had it approved by
TC . If you want a copy, I could send you one.
Hope this helps,
Dan
>From: Joe Howse <joeh@shaw.ca>
>To: yak-list@matronics.com
>Subject: Re: Yak-List: a CJ with 400hp
>Date: Wed, 14 Mar 2007 08:52:00 -0700
>
>
>Elmar
>
>You may want to check with the Feds before doing anything, in Canada the
>CJ6 is in the "Special C of A Limited" class as opposed to "Experimental"
>in the US
>which does allow for modifications to the original configuration.
>On the other hand,
>Factory first overhaul Huosai engines are available
>that have TT since new of 600 hours or less.
>In my opinion every bit as good as new.
>
>Joe Howse
>>
>>
>>
>
>>
>>
>>
>>
>
>
Message 10
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| Subject: | A possible suggestion |
Mark,
Very good points, I just finished REPLACING my regulator and alternator in
my TW - purely due to a DOS error... ( Dumbass Owner Syndrome )
My batteries we low, and instead of pulling and charging, I started up, and
let them charge off the alternator at low RPM.. thus burning up a 50 AMP
Alternator and regulator... That would have worked ( although, still not
the right was to go about it.. ) if I would have waited to after takeoff,
at high RPM, thus getting the full capability of the Alternator..
After owning up to my error to the Manufacturer, they also asked if I was
starting and shutting down with the Alternator on, and HIGHLY recommended
turn it off during these low RPM areas.. as you suggested..
I know Gen's and Alternator are not the same, but the practice should help
all..
Just my $750 worth of experience.. that is a lot of gas money wasted..
David
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Bitterlich, Mark G
CIV Det Cherry Point, MALS-14 64E
Sent: Wednesday, March 14, 2007 6:03 PM
Subject: Yak-List: A possible suggestion
MALS-14 64E" <mark.bitterlich@navy.mil>
Lately I have become pretty deeply involved in Yak electrical issues.
One part of the Yak (and other Russian aircraft)in the overall design
seems to have a pretty significant failure rate, and also is difficult
to impossible to replace, with the current "if you can find one" price
being around $650 each. This is the DNP-200A "Combined Device" detailed
in my White Paper posted several weeks ago.
I may indeed have become "overly sensitive" to this issue and my
up-coming suggestion may indeed be over-kill. I will leave that up to
each persons individual judgment or even open debate for that matter.
That said, I personally am going to modify my operating habits a little
bit. Namely, I am going to start my engine from now on with the
generator switch in the OFF position. I am going to LEAVE if off for
all taxi operations. I am ONLY going to turn it on when performing the
pre-take-off run up, and of course I will then leave it on for the rest
of the flight.
After landing, I will turn the generator switch off immediately and
leave it off even past engine shut-down.
Why am I doing this?
Because every single time you increase engine RPM to about 40% or so,
the generator comes on right? No... Not really. The generator is on as
soon as you start the engine. The generator VOLTAGE only gets high
enough around 40% or so and then the DNP-200A contactor relay closes and
generator power is fed to the bus. Reduce engine speed back to idle,
and what happens? REVERSE current flows TO the generator and the
DNP-200A contactor OPENS (at least we hope it will) and generator power
is REMOVED from the aircraft bus and the generator LIGHT comes on.
Consider if you will how many times this happens from when you first
start until you are ready to take off.
Reducing the amount of times this happens will extend the life of the
DNP-200A Combined Assy.
Is it worth taking such a step in order to extend the life of this part?
You be the judge.
Mark Bitterlich
N50YK
Message 11
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| Subject: | Re: A possible suggestion |
Mark,
I like your suggestion and plan on implementing that procedure beginning
with the next time I fly. Thanks for taking the time to "educate" our
group.
Dennis
----- Original Message -----
From: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E"
<mark.bitterlich@navy.mil>
Sent: Wednesday, March 14, 2007 5:02 PM
Subject: Yak-List: A possible suggestion
> MALS-14 64E" <mark.bitterlich@navy.mil>
>
> Lately I have become pretty deeply involved in Yak electrical issues.
> One part of the Yak (and other Russian aircraft)in the overall design
> seems to have a pretty significant failure rate, and also is difficult
> to impossible to replace, with the current "if you can find one" price
> being around $650 each. This is the DNP-200A "Combined Device" detailed
> in my White Paper posted several weeks ago.
>
> I may indeed have become "overly sensitive" to this issue and my
> up-coming suggestion may indeed be over-kill. I will leave that up to
> each persons individual judgment or even open debate for that matter.
>
> That said, I personally am going to modify my operating habits a little
> bit. Namely, I am going to start my engine from now on with the
> generator switch in the OFF position. I am going to LEAVE if off for
> all taxi operations. I am ONLY going to turn it on when performing the
> pre-take-off run up, and of course I will then leave it on for the rest
> of the flight.
>
> After landing, I will turn the generator switch off immediately and
> leave it off even past engine shut-down.
>
> Why am I doing this?
>
> Because every single time you increase engine RPM to about 40% or so,
> the generator comes on right? No... Not really. The generator is on as
> soon as you start the engine. The generator VOLTAGE only gets high
> enough around 40% or so and then the DNP-200A contactor relay closes and
> generator power is fed to the bus. Reduce engine speed back to idle,
> and what happens? REVERSE current flows TO the generator and the
> DNP-200A contactor OPENS (at least we hope it will) and generator power
> is REMOVED from the aircraft bus and the generator LIGHT comes on.
>
> Consider if you will how many times this happens from when you first
> start until you are ready to take off.
>
> Reducing the amount of times this happens will extend the life of the
> DNP-200A Combined Assy.
>
> Is it worth taking such a step in order to extend the life of this part?
>
>
> You be the judge.
>
> Mark Bitterlich
> N50YK
>
>
>
Message 12
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| Subject: | A possible suggestion |
Thanks David for sharing your experience. When I went through my own
electrical nightmare, I came close to just bagging the whole mess and
going the "American way", namely by converting to the exact same system
you have in your TW. There is no question that it is the 'cat's meow'.
Then I started to think about it and wondered if there was any
circumstance where you could blow that really beautiful but very
expensive Alternator! Hmmm, thanks for THAT education! I then decided
to sweat some more and see if I could figure out what really was wrong
with my Russian system. At least with it, the parts are cheap....
EXCEPT for that dang DNP-200A thing. So, bottom line is that any way
you look at it, you're damned if you do, and damned if you don't.
By the way, sooner or later all of our readers here are going to
experience the "DNP-200 syndrome". I am thinking about going into
business repairing them... :-)
Dennis.... Thanks for your comments as well. The way I look at it, it
can't hurt anything, and if your batteries go dead that fast, it's
better to know that sooner than later as well!
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of David McGirt
Sent: Wednesday, March 14, 2007 19:40
Subject: RE: Yak-List: A possible suggestion
Mark,
Very good points, I just finished REPLACING my regulator and alternator
in my TW - purely due to a DOS error... ( Dumbass Owner Syndrome )
My batteries we low, and instead of pulling and charging, I started up,
and let them charge off the alternator at low RPM.. thus burning up a 50
AMP Alternator and regulator... That would have worked ( although,
still not the right was to go about it.. ) if I would have waited to
after takeoff, at high RPM, thus getting the full capability of the
Alternator..
After owning up to my error to the Manufacturer, they also asked if I
was starting and shutting down with the Alternator on, and HIGHLY
recommended turn it off during these low RPM areas.. as you suggested..
I know Gen's and Alternator are not the same, but the practice should
help all..
Just my $750 worth of experience.. that is a lot of gas money wasted..
David
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Bitterlich,
Mark G CIV Det Cherry Point, MALS-14 64E
Sent: Wednesday, March 14, 2007 6:03 PM
Subject: Yak-List: A possible suggestion
--> Point,
MALS-14 64E" <mark.bitterlich@navy.mil>
Lately I have become pretty deeply involved in Yak electrical issues.
One part of the Yak (and other Russian aircraft)in the overall design
seems to have a pretty significant failure rate, and also is difficult
to impossible to replace, with the current "if you can find one" price
being around $650 each. This is the DNP-200A "Combined Device" detailed
in my White Paper posted several weeks ago.
I may indeed have become "overly sensitive" to this issue and my
up-coming suggestion may indeed be over-kill. I will leave that up to
each persons individual judgment or even open debate for that matter.
That said, I personally am going to modify my operating habits a little
bit. Namely, I am going to start my engine from now on with the
generator switch in the OFF position. I am going to LEAVE if off for
all taxi operations. I am ONLY going to turn it on when performing the
pre-take-off run up, and of course I will then leave it on for the rest
of the flight.
After landing, I will turn the generator switch off immediately and
leave it off even past engine shut-down.
Why am I doing this?
Because every single time you increase engine RPM to about 40% or so,
the generator comes on right? No... Not really. The generator is on as
soon as you start the engine. The generator VOLTAGE only gets high
enough around 40% or so and then the DNP-200A contactor relay closes and
generator power is fed to the bus. Reduce engine speed back to idle,
and what happens? REVERSE current flows TO the generator and the
DNP-200A contactor OPENS (at least we hope it will) and generator power
is REMOVED from the aircraft bus and the generator LIGHT comes on.
Consider if you will how many times this happens from when you first
start until you are ready to take off.
Reducing the amount of times this happens will extend the life of the
DNP-200A Combined Assy.
Is it worth taking such a step in order to extend the life of this part?
You be the judge.
Mark Bitterlich
N50YK
Message 13
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| Subject: | Re: Adjusting rotor position on M9-35 mags |
The rotor itself has 3 slotted holes in the top with three screws in the
holes. Assuming your mags are timed correctly as you say, at the timing
point the rotor is suppose to point directly at the scribe mark on the boss
of the mag. Using the other magneto as a reference point (ie: at the timing
point the rotor should be pointing at the scribe mark), loosen the three
screws holding the rotor and rotate the rotor until it points directly at
the scribe mark.
There are 3 separate timing procedures-
1 - Raw timing which is set using the coupling at the base of the magneto
where the magneto mates with the accessory drive.
2 - Course adjustment which is accomplished by loosening the 3-14mm hold
down nuts and rotating the magneto.
3 - Fine adjustment which is accomplished by loosening the large hex head
screws on the plate by the cam that moves the points and then rotating the
concentric screw left or right to fine tune the timing. The small hex head
screws are loosened when adjusting the point gap using the concentric screw
closest to the points. The small concentric screw is on the other side of
the cam from the points and is right next to the large round object.
Procedure #2 and #3 must be done with a mag timing box. Procedure #1 in
done using the task card in the M14 maintenance manual covering the magneto.
Dennis
----- Original Message -----
From: "John Nafziger" <jsnafziger@yahoo.com>
Sent: Wednesday, March 14, 2007 5:32 PM
Subject: Yak-List: Adjusting rotor position on M9-35 mags
>
> I've been experiencing difficult starting. I checked the timing on the
> mags and the points open correctly set at -5 deg ATDC (these are M9-35
> mags with 36 deg built in timing).
>
> I noted that the left cap had arcing and a lot of carbon. A problem
> that I see is that when the mag is timed to fire the #4 plug, the rotor
> is still 10 degs BEFORE the #4 wire position in the cap (I'm guessing
> this explains the arcing). The right mag is correctly positioned so
> the points open AND the rotor points to the #4 plug.
>
> Assuming the above is not correct, how do you adjust the rotor postion
> on these mags? It seems that I need to KEEP the cam that the points
> ride on in the same spot, but shift the rotor. I noted an adjustment
> on the lower "bar" that inserts into the rubber drive block, but I
> think that will adjust both the cam and the rotor position.
>
> Please email me directly as I only get the digest.
>
> Thanks in advance,
> John
>
>
> Be a PS3 game guru.
> Get your game face on with the latest PS3 news and previews at Yahoo!
> Games.
> http://videogames.yahoo.com/platform?platform=120121
>
>
>
Message 14
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| Subject: | Re: RPA FAST Cards |
Shane,
Did you ever receive the Prof. Report from Craig Payne regarding my currency
for my Fast Card? Haven't heard anything since sending the report back to Craig.
Thanks,
Ron Kalemba
Message 15
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Does anyone know the size of the air bottles that are in the various Yaks in the
US?
-50
-52
-54
-55
Tim
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=100613#100613
Message 16
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| Subject: | Re: A possible suggestion |
Exact same experience in mine with the same advice from the
manufacturer. We have been starting on air (or battery electric
start) then not turning on alternator until run up. Shutting down
the alternator when turning off the runway.. so far so good.
Herb
On Mar 14, 2007, at 6:40 PM, David McGirt wrote:
>
> Mark,
>
> Very good points, I just finished REPLACING my regulator and
> alternator in
> my TW - purely due to a DOS error... ( Dumbass Owner Syndrome )
>
> My batteries we low, and instead of pulling and charging, I started
> up, and
> let them charge off the alternator at low RPM.. thus burning up a
> 50 AMP
> Alternator and regulator... That would have worked ( although,
> still not
> the right was to go about it.. ) if I would have waited to after
> takeoff,
> at high RPM, thus getting the full capability of the Alternator..
>
> After owning up to my error to the Manufacturer, they also asked
> if I was
> starting and shutting down with the Alternator on, and HIGHLY
> recommended
> turn it off during these low RPM areas.. as you suggested..
>
> I know Gen's and Alternator are not the same, but the practice
> should help
> all..
>
> Just my $750 worth of experience.. that is a lot of gas money wasted..
>
> David
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of
> Bitterlich, Mark G
> CIV Det Cherry Point, MALS-14 64E
> Sent: Wednesday, March 14, 2007 6:03 PM
> To: yak-list@matronics.com
> Subject: Yak-List: A possible suggestion
>
> Point,
> MALS-14 64E" <mark.bitterlich@navy.mil>
>
> Lately I have become pretty deeply involved in Yak electrical issues.
> One part of the Yak (and other Russian aircraft)in the overall design
> seems to have a pretty significant failure rate, and also is difficult
> to impossible to replace, with the current "if you can find one" price
> being around $650 each. This is the DNP-200A "Combined Device"
> detailed
> in my White Paper posted several weeks ago.
>
> I may indeed have become "overly sensitive" to this issue and my
> up-coming suggestion may indeed be over-kill. I will leave that up to
> each persons individual judgment or even open debate for that matter.
>
> That said, I personally am going to modify my operating habits a
> little
> bit. Namely, I am going to start my engine from now on with the
> generator switch in the OFF position. I am going to LEAVE if off for
> all taxi operations. I am ONLY going to turn it on when performing
> the
> pre-take-off run up, and of course I will then leave it on for the
> rest
> of the flight.
>
> After landing, I will turn the generator switch off immediately and
> leave it off even past engine shut-down.
>
> Why am I doing this?
>
> Because every single time you increase engine RPM to about 40% or so,
> the generator comes on right? No... Not really. The generator is
> on as
> soon as you start the engine. The generator VOLTAGE only gets high
> enough around 40% or so and then the DNP-200A contactor relay
> closes and
> generator power is fed to the bus. Reduce engine speed back to idle,
> and what happens? REVERSE current flows TO the generator and the
> DNP-200A contactor OPENS (at least we hope it will) and generator
> power
> is REMOVED from the aircraft bus and the generator LIGHT comes on.
>
> Consider if you will how many times this happens from when you first
> start until you are ready to take off.
>
> Reducing the amount of times this happens will extend the life of the
> DNP-200A Combined Assy.
>
> Is it worth taking such a step in order to extend the life of this
> part?
>
>
> You be the judge.
>
> Mark Bitterlich
> N50YK
>
>
Message 17
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| Subject: | Re: A possible suggestion |
Hey, I'm having the BMP 200 issue as this thread unravels. I agree with the
idea whole heartedly. That reverse current thing is real. To high a voltage
and the 50 fuse to the battery fries too. Will be doing a voltage check on
the generator side of the DNP 200 tomorrow to see what else is or is not
working after that failure. Hopefully it is just the DNP 200A. That cost
just about as much as Dave's B&C Alternator/ regulator by itself. And to
think it all started with flickering indicator lights and volt meter only
to fully crap out within 24 hours.
Doc
> [Original Message]
> From: Herb Coussons <drc@wscare.com>
> To: <yak-list@matronics.com>
> Date: 3/14/2007 10:00:03 PM
> Subject: Re: Yak-List: A possible suggestion
>
>
> Exact same experience in mine with the same advice from the
> manufacturer. We have been starting on air (or battery electric
> start) then not turning on alternator until run up. Shutting down
> the alternator when turning off the runway.. so far so good.
>
> Herb
> On Mar 14, 2007, at 6:40 PM, David McGirt wrote:
>
> >
> > Mark,
> >
> > Very good points, I just finished REPLACING my regulator and
> > alternator in
> > my TW - purely due to a DOS error... ( Dumbass Owner Syndrome )
> >
> > My batteries we low, and instead of pulling and charging, I started
> > up, and
> > let them charge off the alternator at low RPM.. thus burning up a
> > 50 AMP
> > Alternator and regulator... That would have worked ( although,
> > still not
> > the right was to go about it.. ) if I would have waited to after
> > takeoff,
> > at high RPM, thus getting the full capability of the Alternator..
> >
> > After owning up to my error to the Manufacturer, they also asked
> > if I was
> > starting and shutting down with the Alternator on, and HIGHLY
> > recommended
> > turn it off during these low RPM areas.. as you suggested..
> >
> > I know Gen's and Alternator are not the same, but the practice
> > should help
> > all..
> >
> > Just my $750 worth of experience.. that is a lot of gas money wasted..
> >
> > David
> >
> >
> > -----Original Message-----
> > From: owner-yak-list-server@matronics.com
> > [mailto:owner-yak-list-server@matronics.com] On Behalf Of
> > Bitterlich, Mark G
> > CIV Det Cherry Point, MALS-14 64E
> > Sent: Wednesday, March 14, 2007 6:03 PM
> > To: yak-list@matronics.com
> > Subject: Yak-List: A possible suggestion
> >
> > Point,
> > MALS-14 64E" <mark.bitterlich@navy.mil>
> >
> > Lately I have become pretty deeply involved in Yak electrical issues.
> > One part of the Yak (and other Russian aircraft)in the overall design
> > seems to have a pretty significant failure rate, and also is difficult
> > to impossible to replace, with the current "if you can find one" price
> > being around $650 each. This is the DNP-200A "Combined Device"
> > detailed
> > in my White Paper posted several weeks ago.
> >
> > I may indeed have become "overly sensitive" to this issue and my
> > up-coming suggestion may indeed be over-kill. I will leave that up to
> > each persons individual judgment or even open debate for that matter.
> >
> > That said, I personally am going to modify my operating habits a
> > little
> > bit. Namely, I am going to start my engine from now on with the
> > generator switch in the OFF position. I am going to LEAVE if off for
> > all taxi operations. I am ONLY going to turn it on when performing
> > the
> > pre-take-off run up, and of course I will then leave it on for the
> > rest
> > of the flight.
> >
> > After landing, I will turn the generator switch off immediately and
> > leave it off even past engine shut-down.
> >
> > Why am I doing this?
> >
> > Because every single time you increase engine RPM to about 40% or so,
> > the generator comes on right? No... Not really. The generator is
> > on as
> > soon as you start the engine. The generator VOLTAGE only gets high
> > enough around 40% or so and then the DNP-200A contactor relay
> > closes and
> > generator power is fed to the bus. Reduce engine speed back to idle,
> > and what happens? REVERSE current flows TO the generator and the
> > DNP-200A contactor OPENS (at least we hope it will) and generator
> > power
> > is REMOVED from the aircraft bus and the generator LIGHT comes on.
> >
> > Consider if you will how many times this happens from when you first
> > start until you are ready to take off.
> >
> > Reducing the amount of times this happens will extend the life of the
> > DNP-200A Combined Assy.
> >
> > Is it worth taking such a step in order to extend the life of this
> > part?
> >
> >
> > You be the judge.
> >
> > Mark Bitterlich
> > N50YK
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 18
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| Subject: | A possible suggestion |
This seems to be a very good suggestion. I always switched on the generator
AFTER the start, but it certainly is not too bad an idea to wait with the
generator until applying full power. Thanks, Mark!
Jan Mevis
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Bitterlich, Mark G
CIV Det Cherry Point, MALS-14 64E
Sent: woensdag 14 maart 2007 23:03
Subject: Yak-List: A possible suggestion
MALS-14 64E" <mark.bitterlich@navy.mil>
Lately I have become pretty deeply involved in Yak electrical issues.
One part of the Yak (and other Russian aircraft)in the overall design
seems to have a pretty significant failure rate, and also is difficult
to impossible to replace, with the current "if you can find one" price
being around $650 each. This is the DNP-200A "Combined Device" detailed
in my White Paper posted several weeks ago.
I may indeed have become "overly sensitive" to this issue and my
up-coming suggestion may indeed be over-kill. I will leave that up to
each persons individual judgment or even open debate for that matter.
That said, I personally am going to modify my operating habits a little
bit. Namely, I am going to start my engine from now on with the
generator switch in the OFF position. I am going to LEAVE if off for
all taxi operations. I am ONLY going to turn it on when performing the
pre-take-off run up, and of course I will then leave it on for the rest
of the flight.
After landing, I will turn the generator switch off immediately and
leave it off even past engine shut-down.
Why am I doing this?
Because every single time you increase engine RPM to about 40% or so,
the generator comes on right? No... Not really. The generator is on as
soon as you start the engine. The generator VOLTAGE only gets high
enough around 40% or so and then the DNP-200A contactor relay closes and
generator power is fed to the bus. Reduce engine speed back to idle,
and what happens? REVERSE current flows TO the generator and the
DNP-200A contactor OPENS (at least we hope it will) and generator power
is REMOVED from the aircraft bus and the generator LIGHT comes on.
Consider if you will how many times this happens from when you first
start until you are ready to take off.
Reducing the amount of times this happens will extend the life of the
DNP-200A Combined Assy.
Is it worth taking such a step in order to extend the life of this part?
You be the judge.
Mark Bitterlich
N50YK
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