Today's Message Index:
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1. 02:05 AM - Re: opinions: 360 hp vs. 400 hp (Jan Mevis)
2. 06:03 AM - Re: From an Australian whose son is in Iraq... (N395V)
3. 06:46 AM - M-14P Engine life (John Graham)
4. 03:36 PM - Re:M-14P Engine life (Cpayne)
5. 04:10 PM - M14P (Chris Wise)
Message 1
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| Subject: | opinions: 360 hp vs. 400 hp |
That depends upon who gives his opinion: the Russian inspectors that I know,
always say that the Romanian engines are not as reliable. The Romanians of
course say the opposite. I met a Romanian pilot in Germany, who ferried a
beautiful Romanian YAK 52 tail dragger, with Romanian engine, and he was
quite satisfied about it. I see no objective reason why the quality and
finishing of a Russian engine should be very different from the finishing of
a Romanian engine.
Jan
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Budd Davisson
Sent: vrijdag 18 april 2008 23:55
Subject: Re: Yak-List: opinions: 360 hp vs. 400 hp
Do the new Romanian engines have a better reputation or worse?
> MALS-14 64E" <mark.bitterlich@navy.mil>
>
> Russian engines are a question mark in a LOT of peoples eyes. :-)
> Sorry.....
>
> I'm posting too much here... I'll stop. I will say that the PF models
> used to make me nervous too, until I saw how Hubie Tolson treated his,
> and how long a few of them lasted.
>
> I am not nervous about them anymore. They're a kick ass reliable
> engine.
>
> Mark Bitterlich
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Budd Davisson
> Sent: Thursday, April 17, 2008 19:53
> To: Yak List
> Subject: Re: Yak-List: opinions: 360 hp vs. 400 hp
>
>
> The PF engine is a question mark in some people's eyes. The P is not.
> Factor that into the equation.
>
>
> On 4/17/08 4:44 PM, "Brian Lloyd" <brian-1927@lloyd.com> wrote:
>
>>
>>
>> On Apr 17, 2008, at 2:14 PM, Bitterlich, Mark G CIV Det Cherry Point,
>> MALS-14 64E wrote:
>>> Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>>>
>>> It's a matter of perspective. The difference in speed between a CJ
>>> with 360 HP and one with 400 HP is going to be more or less minimal.
>>> However, it's impact on climb rate, short field performance, and a
>>> host of other things will always be impacted by more horsepower.
>>>
>>> Regardless, adding horsepower is most ALWAYS a matter of digging deep
>
>>> into ones pockets. Remember, Brian did not ask what the feasability,
>>> cost, or common sense was of ADDING the horsepower. He asked if it
>>> would impact people when they looked at an airplane so equipped
>>> versus one not so equipped and that said... By how much?
>>>
>>> Pilots will always run to the airplane with the biggest motor. Some
>>> may not, but the ones that don't usually are not the owners of YAKS
>>> and CJ's.
>>
>> Thanks to everyone who has responded.
>>
>> Just so everyone understands, I am making the decision to equip The
>> Project with an engine. There is no difference in cost to install an
>> M14P and M14PF other than the difference in engine cost. Prop is the
>> same too. So there are two questions:
>>
>> 1. Will I be able to get my money out of the airplane if I equip it
>> with a Huosai?
>>
>> 2. Will I be able to get my money out of the airplane if I equip it
>> with an M14P?
>>
>> 3. Will I be able to get my money out of the airplane if I equip it
>> with an M14PF?
>>
>> 4. Which of the above configurations will be easier to sell?
>>
>> BTW, the rest is up for discussion too but the airframe is first-rate.
>> It is a 1967 airframe that has been totally disassembled and rebuilt
>> from the ground up. It has Doug's 36gal wing center section aux fuel
>> giving the aircraft 78 gal of fuel with stock wing tanks, more with
>> bladders.
>>
>> So all I am trying to decide now is how to finish it out so that it
>> will be most salable. If someone is looking for a like-new CJ6A
>> tailored to their tastes, contact me now and I will be happy to equip
>> the aircraft the way you want it. BTW, it will NOT have the old
>> instruments or electrical system. These were removed and discarded.
>> Electrical system and panels will be brand-new and modern.
>>
>> Likewise, since this CJ6A will be as light as it is possible to make
>> it, it will also climb like a bat-out-of-hell. The big engine will
>> also allow it to cruise effectively at the O2 altitudes when going
>> cross-country.
>>
>> So, the next big decision is the engine and that is why I am asking
>> you guys.
>>
>> Thanks.
>>
>>>
>>
>> Brian Lloyd 3191 Western Drive
>> brianl AT lloyd DOT com Cameron Park, CA 95682
>> +1.916.367.2131 (voice) +1.270.912.0788 (fax)
>>
>> PGP key ID: 12095C52A32A1B6C
>> PGP key fingerprint: 3B1D BA11 4913 3254 B6E0 CC09 1209 5C52 A32A
>> 1B6C
>>
>>
>>
>>
>>
>>
>>
>>
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Message 2
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| Subject: | Re: From an Australian whose son is in Iraq... |
> as far as we are concerned there is not place on God's earth better than Australia,
and there are no people better than Australians.
>
>
My father and I heartily agree with you.
My father spent time in Australia after Guadalcanal and I came there on R&R in
1969.
You are certainly the finest warmest most hospitable people I have ever met. I
have also had the honor of observing your military go after the bad guys and
indeed I pitied the guys they were after.
Assure your son that we are just in much of awe of your forces, your nation and
your citizens.
Semper Fi from and old Leatherneck.
--------
Milt
2003 F1 Rocket
2006 Radial Rocket
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=177829#177829
Message 3
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| Subject: | M-14P Engine life |
If one wanted to maximize the engine life of a 360 hp M-14P, what else would one
do other than:
1. Fly it regularly
2. Fly it slightly over-squared (i.e., MP 70%, RPM 65%)
3. Change the oil every 25 hours
4. Use MMO in the 100LL fuel
5. Pre-heat the engine below 50 degrees F
6. Obviously pull the prop through before each start
7. Install a quick-drain kit for the intakes
8. Perform the recommended preventative maintenance religiously
Please set me straight if the above is wrong - I mainly just cruise around in
my Yak-52 with little aerobatics and no real need for speed. I know, I know...I
am not utilizing the plane to its potential!! But I have more fun than I
ever imagined. So....how can I ensure a long engine life. Please share your
wisdom!!!!
And, who has heard of the most hours on an M-14P (in an airplane, not a generator)
between TBOs?
John "Mr. TBO" Graham
John P. Graham
CubFlyer1940@Yahoo.com
Cell phone (847) 641-1330
---------------------------------
Be a better friend, newshound, and know-it-all with Yahoo! Mobile. Try it now.
Message 4
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| Subject: | Re:M-14P Engine life |
Engine life?
Not More Power? What a novel idea! Don't forget to add an oil filter and an air
intake filter. The oil filter stops the really little particles from chewing
up the engine and the air filter prevents some of those particles (dirt) from
getting in. Pre-oilers and pre-heaters are great items in cool climates as most
wear occurs during start-up.
Keep temps within operating ranges also, there is good reason why air show engines
need frequent overhauls.
CJ owners can install the Bracket BE-197 filter and have ample room to install
an oil filter. I have a oil filter design that might fit the -TW, but need to
investigate further.
Craig Payne
Message 5
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G"Day All,
I have had the fun and pleasure of owning and flying one of the best
prepared and rigged Yak 52 here in Australia.
VH-XSU was imported and completely rebuilt by Lindsay Sinclair from
Redstars Aviation as his personal aircraft.
Time has now moved on and I am about to take delivery of a Yak 18T.
I am going to install a smoke system. The problems are the same (if any
) as any M14P.
If the smoke injector clamps are not perfectly sealed, smoke in the
cockpit etc, exhaust extensions.
That is easy to overcome, welded fittings on the exhaust pipe with screw
in nozzles.
But, can anybody tell me what injectors are best, one in each exhaust to
produce a huge smoke system?
And where to buy? smoking airplanes perhaps?
Any info on good smoke for a M14P would be appriciated.
Next, engine life to overhaul.
As in any round engine, correct settings, slightly oversqaure, pull thru
before starting being aware of hydralic lock and so on will extend the
life of the engine.
And please dont forget regular oil changes.
I have been led to believe from many sources the the oil that the
Russians used was nowhere as good as ours.
So one would expect that a better quality oil would extend the engine
life, Would you not?
Now. Here in Australia the Australian Warbirds are the admin mob that
set the rules for Limited and Experimental Aircraft rather than our CASA
being directly involved.
So these guys say that they base the engine life etc to what the
manufacturer states.
To me a little bit unfair as we dont fly them balls to the wall by ex
numbers of training pilots or military blokes.
We even run a better oil at more stable temperatures than the Russians.
No freezing cold conditions.
But in Australia we have to comply to first life. 750 hrs. Second life
500 hrs and then a final 3rd life of 500 hrs.
So theoritically we can only go to 1750 hrs on a M14P??????
As I also understand, in any other country, at the designated time, it
is more of a simple inspection, carry out compression leakage test and
if OK, randomly pull 3 pots and check.
In South Africa they run the 1st life to 1250 hrs before a simple IRAN.
Can I please have some feed back on these issues.
Thanks all,
Chris.
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