Today's Message Index:
----------------------
1. 01:14 AM - Re: opinions: 360 hp vs. 400 hp (Richard Goode)
2. 04:16 AM - Oshkosh Yak List (Craig Payne)
3. 04:43 AM - The Cj, the Isotopes and US costum... (fougapilot)
4. 05:08 AM - Re: The Cj, the Isotopes and US costum... (cjpilot710@aol.com)
5. 08:05 AM - Re: Re: Yak52 Cowling Shutter axle/pivot Screws (Kregg Victory)
6. 08:47 AM - M14P & M14PF engines (Richard Goode)
7. 09:22 AM - Re: Re: Yak52 Cowling Shutter axle/pivot Screws (Mark Schrick)
8. 09:34 AM - Re: M14P & M14PF engines (Jay Land)
9. 09:40 AM - Re: wheel bearing No (Rich Langer)
10. 09:42 AM - Re: wheel bearing No (Rich Langer)
11. 09:59 AM - Re: M14P & M14PF engines (Richard Goode)
12. 10:10 AM - Re: Oshkosh Yak List (John Cox)
13. 10:31 AM - Narco ELT (Tom Johnson)
14. 10:47 AM - Mods updates (Barry Hancock)
15. 11:04 AM - CJ For Sale (Ernest Martinez)
16. 11:54 AM - Re: M14P & M14PF engines (Peter K. Van Staagen)
17. 11:54 AM - Re: M14P & M14PF engines (cjpilot710@aol.com)
18. 12:07 PM - Hangar Floors (Ira Saligman)
19. 12:35 PM - Re: Hangar Floors (ByronMFox@aol.com)
20. 12:57 PM - Re: Hangar Floors (Genzlinger, Reade)
21. 01:10 PM - Re: Hangar Floors (Peter K. Van Staagen)
22. 01:40 PM - Home For Sale (Ernest Martinez)
23. 01:41 PM - Re: Hangar Floors (Don Milbourn)
24. 02:05 PM - Re: Hangar Floors (Dennis Von Ruden)
25. 02:15 PM - Re: M14P & M14PF engines (Andrews)
26. 02:16 PM - Re: Home For Sale (FamilyGage@aol.com)
27. 04:02 PM - Re: Oshkosh Yak List (Herb Coussons)
28. 05:09 PM - Combined Device (DMP-200D) Needed ()
29. 07:29 PM - Re: M14P & M14PF engines (Walter Lannon)
30. 07:57 PM - Re: Yak52 Cowling Shutter axle/pivot Screws (Dale)
31. 10:33 PM - RPA e-communications (Jon Boede)
32. 10:33 PM - OSH (Jay Land)
Message 1
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| Subject: | Re: opinions: 360 hp vs. 400 hp |
Hi Brian-I would be interested to hear any technical/practical views of
pilot's experience of P v. PF Regards
Richard
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
----- Original Message -----
From: Brian Lloyd
To: yak-list@matronics.com
Sent: Thursday, April 17, 2008 7:13 PM
Subject: Yak-List: opinions: 360 hp vs. 400 hp
I am getting ready to buy an engine for The Project. I am interested
in opinions about desirability of an M14P vs. M14PF in a CJ6A. Here
are my questions:
1. Would you pay more for a CJ6A with an M14PF instead of an M14P?
2. If so, how much more would it be worth to you?
3. If you were looking at several different CJ6As, would 400hp attract
you more than 360hp?
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: | Oshkosh Yak List |
AirVenture Attendees:
I have heard some chatter from Oshkosh about the FAA conducting ramp checks on
Experimentals during Oshkosh. While they have restrained themselves from doing
this during the event in the past , times have changed. Just look how they have
been "protecting" the flying public lately by measuring the cable clamp and
bundle stitches on airliners.
Your paperwork should be ready pass inspection: aircraft/pilot/parachute.
Craig Payne
cpayne@joimail.com
Message 3
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| Subject: | The Cj, the Isotopes and US costum... |
As many of you may know, US custom began scanning all arriving aircrafts for radiation
in January of this year.
In an effort to protect the US public against those Canadian CJ/Yak owners, every
aircraft arriving in the US has a date with a new "toy" that makes all sorts
of weird noises.
You should have seen the expression on the Officer's face when he approached my
CJ last Friday... His magical toy was having a field trip...
After taking isotope readings (the machine not only detect radiation, but it also
identify the actual source of the radiation) in 3 different locations (ground
power connector, LH and RH side of the front cockpit) he held me there while
he went to check his bible for guidance.
5 minutes later, he call me on my cell phone and told me I was clear to go.
Good to know that even if I might eventually glow in the dark, my airplane is still
cleared to enter in the US [Wink]
Cheers,
Dan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=178109#178109
Message 4
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| Subject: | Re: The Cj, the Isotopes and US costum... |
In a message dated 4/21/2008 7:46:53 A.M. Eastern Daylight Time,
fougapilot@hotmail.com writes:
Nothing personal understand, but Canada is the easiest place for terrorist
to get into the US.
1. You have a very large Moslem population they can easily hid in and your
immigration policies easy.
2. Because of PC your welfare system will take care them. (It is actually in
their manual to use the welfare system)
3. Also because of PC you security forces are hamstrung.
4. Our (yours and ours) bounder is the most porous of any in the world,
simply because of the trust we've had with one another.
I guess we're still a little gun shy after 911.
Pappy
--> Yak-List message posted by: "fougapilot" <fougapilot@hotmail.com>
As many of you may know, US custom began scanning all arriving aircrafts for
radiation in January of this year.
In an effort to protect the US public against those Canadian CJ/Yak owners,
every aircraft arriving in the US has a date with a new "toy" that makes all
sorts of weird noises.
You should have seen the expression on the Officer's face when he approached
my CJ last Friday... His magical toy was having a field trip...
After taking isotope readings (the machine not only detect radiation, but it
also identify the actual source of the radiation) in 3 different locations
(ground power connector, LH and RH side of the front cockpit) he held me there
while he went to check his bible for guidance.
5 minutes later, he call me on my cell phone and told me I was clear to go.
Good to know that even if I might eventually glow in the dark, my airplane
is still cleared to enter in the US [Wink]
Cheers,
Dan
**************Need a new ride? Check out the largest site for U.S. used car
listings at AOL Autos.
(http://autos.aol.com/used?NCID=aolcmp00300000002851)
Message 5
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| Subject: | Re: Yak52 Cowling Shutter axle/pivot Screws |
Dale,
I would like to buy 500 from you at 50 cents each. They need to be made
from treated stainless steel. Please send a sample for me to approve to:
Victory Aero
2502 John Montgomery Drive
San Jose, CA 95148
Thanks,
Kregg Victory
408-729-7635
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Dale
Sent: Sunday, April 20, 2008 6:35 PM
Subject: Yak-List: Re: Yak52 Cowling Shutter axle/pivot Screws
All of those screws can be made out of metric cap screws by adding thread
and cross drilling the head. About 50 cents each.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=178068#178068
Message 6
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| Subject: | M14P & M14PF engines |
* Since we have sold a lot more of these engines than anyone else I
suppose we should have a view on the relative issues between them.
* Our experience, drawn from over 250 engines, is that the PF is
statistically somewhat more reliable than the P.
* Remember also that many PFs are worked extremely hard in Unlimited
Level competition Sukhois etc.
* However to present an accurate picture, a much higher proportion of
the PFs that we have sold have been 'new' rather than overhauled and I am
sure this must affect the statistics.
* The PF is not a recent engine - the first ones were being flown in
1984 and then sold from 1990 - I would guess that there are something like
200 in service so we have a large 'database' already.
* I use a PF in my own Yak-18T, where apart from the obvious
advantages of take-off distance; rate of climb, the aircraft is very
significantly faster in cruise if you go up to 8/10,000 feet, and, I
suspect, for many pilots this is where the real advantage might lie in long
trips.
* To get the performance advantage from a PF you must use the MTV
3-blade propeller. The V-530 2-blade can only transmit about 350hp, beyond
that it becomes inefficient.
* To clarify the official overhaul times, the first overhaul for a new
engine is 750 hours and then a further three overhauls at 500 hours each to
give a life of 2250 hours. These are the limits that we in Europe have to
follow, although we recognise they are absurdly conservative.
* I would be interested to hear of M14P or M14PF engines being
operated in the US with over 1,000 hours since new/overhaul - I am led to
believe that there are engines with well over 2,000 hours - is this true?
* In terms of engine longevity the following are critical:
* Careful warming up, and more importantly, careful cooling down.
* Total avoidance of oil in the lower cylinders on start up.
* The use of good quality - ie detergent, but not multigrade Western
oil.
* Pre-heating if starting below +5 degrees centigrade.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
Message 7
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| Subject: | Re: Yak52 Cowling Shutter axle/pivot Screws |
Dale,
You have got to be kidding!!!!!!! Jill charges $19 each for steel ones and the
time and labor to produce is higher than that. She has these in stock and Craig
has taken the time to improve the Russian desgn. If you can truly pruduce these
for $0.50 each. I need 27 of them to replace my russian steel ones with your
stainless steel 50 cent part.
Where do I send the check?
I am ready to purchase today. Can you have them ready by this Friday? Saturday?
Looking forward to receiving my 50 cent each cowling shutter axle/ pivot screws
and rods you promised.
SHREK
PLEASE..................
----- Original Message ----
From: Dale <hdinamic@qwest.net>
Sent: Sunday, April 20, 2008 6:35:05 PM
Subject: Yak-List: Re: Yak52 Cowling Shutter axle/pivot Screws
All of those screws can be made out of metric cap screws by adding thread and cross
drilling the head. About 50 cents each.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=178068#178068
Message 8
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| Subject: | Re: M14P & M14PF engines |
Richard
What problem have you found with multigrade oil in M14s?
Thanks, Jay
From: Richard Goode <richard.goode@russianaeros.com>
Subject: Yak-List: M14P & M14PF engines
* Since we have sold a lot more of these engines than anyone else I suppose
we should have a view on the relative issues between them.
* Our experience, drawn from over 250 engines, is that the PF is
statistically somewhat more reliable than the P.
* Remember also that many PFs are worked extremely hard in Unlimited Level
competition Sukhois etc.
* However to present an accurate picture, a much higher proportion of the
PFs that we have sold have been 'new' rather than overhauled and I am sure
this must affect the statistics.
* The PF is not a recent engine - the first ones were being flown in 1984
and then sold from 1990 - I would guess that there are something like 200 i
n
service so we have a large 'database' already.
* I use a PF in my own Yak-18T, where apart from the obvious advantages of
take-off distance; rate of climb, the aircraft is very significantly faster
in cruise if you go up to 8/10,000 feet, and, I suspect, for many pilots
this is where the real advantage might lie in long trips.
* To get the performance advantage from a PF you must use the MTV 3-blade
propeller. The V-530 2-blade can only transmit about 350hp, beyond that it
becomes inefficient.
* To clarify the official overhaul times, the first overhaul for a new
engine is 750 hours and then a further three overhauls at 500 hours each to
give a life of 2250 hours. These are the limits that we in Europe have to
follow, although we recognise they are absurdly conservative.
* I would be interested to hear of M14P or M14PF engines being operated in
the US with over 1,000 hours since new/overhaul - I am led to believe that
there are engines with well over 2,000 hours - is this true?
* In terms of engine longevity the following are critical:
>>> * Careful warming up, and more importantly, careful cooling down.
>>> * Total avoidance of oil in the lower cylinders on start up.
>>> * The use of good quality - ie detergent, but not multigrade Western oi
l.
>>> * Pre-heating if starting below +5 degrees centigrade.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
-
Tel:- -+44 (0) 1544 340120
Fax:- +44 (0) 1544 340129
www.russianaeros.com <http://www.russianaeros.com>
Message 9
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| Subject: | Re: wheel bearing No |
I just changed mine during the last conditional inspection: Timken 32208M and Timken
32209M.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=178170#178170
Message 10
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| Subject: | Re: wheel bearing No |
OOps. These are the main wheels. I do not know the nose bearing numbers.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=178171#178171
Message 11
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| Subject: | Re: M14P & M14PF engines |
Re: Yak-List: M14P & M14PF enginesVedenyeev have tried Western
multigrade oils and say that they are too thin.
However,they do accept that a good Western oil with detergent is
significantly better than their oil.
Richard
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
----- Original Message -----
From: Jay Land
To: yak-list@matronics.com
Sent: Monday, April 21, 2008 5:28 PM
Subject: Re: Yak-List: M14P & M14PF engines
Richard
What problem have you found with multigrade oil in M14s?
Thanks, Jay
-------------------------------------------------------------------------
-----
From: Richard Goode <richard.goode@russianaeros.com>
Date: Mon, 21 Apr 2008 16:44:51 +0100
To: <yak-list@matronics.com>
Subject: Yak-List: M14P & M14PF engines
a.. Since we have sold a lot more of these engines than anyone else
I suppose we should have a view on the relative issues between them.
b.. Our experience, drawn from over 250 engines, is that the PF is
statistically somewhat more reliable than the P.
c.. Remember also that many PFs are worked extremely hard in
Unlimited Level competition Sukhois etc.
d.. However to present an accurate picture, a much higher proportion
of the PFs that we have sold have been 'new' rather than overhauled and
I am sure this must affect the statistics.
e.. The PF is not a recent engine - the first ones were being flown
in 1984 and then sold from 1990 - I would guess that there are something
like 200 in service so we have a large 'database' already.
f.. I use a PF in my own Yak-18T, where apart from the obvious
advantages of take-off distance; rate of climb, the aircraft is very
significantly faster in cruise if you go up to 8/10,000 feet, and, I
suspect, for many pilots this is where the real advantage might lie in
long trips.
g.. To get the performance advantage from a PF you must use the MTV
3-blade propeller. The V-530 2-blade can only transmit about 350hp,
beyond that it becomes inefficient.
h.. To clarify the official overhaul times, the first overhaul for a
new engine is 750 hours and then a further three overhauls at 500 hours
each to give a life of 2250 hours. These are the limits that we in
Europe have to follow, although we recognise they are absurdly
conservative.
i.. I would be interested to hear of M14P or M14PF engines being
operated in the US with over 1,000 hours since new/overhaul - I am led
to believe that there are engines with well over 2,000 hours - is this
true?
j.. In terms of engine longevity the following are critical:
a.. Careful warming up, and more importantly, careful cooling
down.
b.. Total avoidance of oil in the lower cylinders on start up.
c.. The use of good quality - ie detergent, but not multigrade
Western oil.
d.. Pre-heating if starting below +5 degrees centigrade.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com <http://www.russianaeros.com>
ail Forum -
">http://www.matronics.com/Navigator?Yak-List
; - MATRONICS WEB FORUMS -
matronics.com
;- List Contribution Web Site -
; -Matt Dralle, List Admin.
://www.matronics.com/contribution
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Message 12
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| Subject: | Oshkosh Yak List |
Airventure Attendees -
For anyone wanting a CDROM copy of "Aging Aircraft", the FAAs focus on
electrical wiring and potential onboard fires from same, I will bring
copies to OSH. Just contact me offline.
The FAA has been clear on the hard date to comply with Conformity
Inspections. Adel clamps were changed, wiring practices required
removal and replacement of some wire runs and some electrical controlled
devices were removed and then replaced with "improved" devices. Our
entire fleet was done within the time alloted. The consequence by
delaying compliance was a financial one by each carrier. Cannot comment
on American's decision but the behind the scenes efforts to outsource as
much maintenance to non company mechanics is understandable in an effort
to protect bonuses during such times of high fuel costs.
I can't help those of you who believe that missing Navy missile brought
down TWA #800. The FBI and FAA found it would be easier to blame it on
"Aging Wiring". A lot of the ideas in the CDROM will some day trickle
down to Experimental Built aircraft. The newer certificated, production
units are already meeting the newest standards. I am just waiting for
the EAA to join the fray.
Allan McArter (FAA administrator) told me in 1987 that the two things
the FAA tries to protect is their retirement pension and the protective
rights of unsuspecting citizens on the ground. Those who chose to fly
have already made a decision on their safety. His was an interesting
perspective since Congress got into the focus of what is being done in
aviation.
John Cox
airline mechanic
________________________________
From: owner-yak-list-server@matronics.com on behalf of Craig Payne
Sent: Mon 4/21/2008 4:13 AM
Subject: Yak-List: Oshkosh Yak List
AirVenture Attendees:
I have heard some chatter from Oshkosh about the FAA conducting ramp
checks on Experimentals during Oshkosh. While they have restrained
themselves from doing this during the event in the past , times have
changed. Just look how they have been "protecting" the flying public
lately by measuring the cable clamp and bundle stitches on airliners.
Your paperwork should be ready pass inspection:
aircraft/pilot/parachute.
Craig Payne
cpayne@joimail.com
Message 13
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Anybody have a NARCO ELT 10 sitting around they can sell?
---------------------------
Thomas Johnson, Airpower Insurance, LLC
36 West Ocotillo Road, Phoenix, AZ 85013-1235
Tel: 602-628-2701 or Toll Free: 866-475-9199
E: tomjohnson@cox.net or Fax: 623-321-5843
Free Quote: <http://www.airpowerinsurance.com/> www.airpowerinsurance.com
* Privacy <http://www.airpowerinsurance.com/apower_privacy.pdf>
Information
** NO insurance can be started or changed by email until confirmed in
writing.
Message 14
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Gang,
I wanted to update everyone on a few of our "user friendly" mods for
the CJ and Yak.
1) CJ Rudder Pedals. 30 hours of test flying by Craig Eckberg are
in the books. "Very nice! Makes a big difference....", said Craig
on the phone this morning. We'll be running our first production set
this week.
2) Yak-52 Bubble Canopy. Done. Just got our first production
canopy. Shape is fantastic and optics are good. We can deliver
individual pieces or complete sets in clear or medium tint.
3) Yak-52 Rudder Pedals. Still looking for a -52 to test fit. The
Yak-50 has a significantly deeper throw than the CJ, so we know we
need to make adjustments. The bars are the same, but the travel is
different.
4) CJ Fuel tank modification. Prototype tank is being welded this
week. We'll then know exactly how much fuel it can carry, but we're
estimating 29.61 gallons. Wing modification is underway and not
complex. We're shooting to have the first set complete in a month.
5) Idiot proof your back seat with switch blockers for mags and rear
cockpit switches. Simple installation goes right under the switch
guard and prevents inadvertent flipping of switches.
6) Complete metal placard kits in English for CJ. Designed to match
Chinese look with highlighted colors on key components. Comes with a
quick reference guide (Op Limits, etc.) that mounts on your old ADF
control head mount on the right side of the cockpit.
In the works:
-"Barca Lounger" mod for CJ to move front seat back and give another
inch of room and also a slight recline.
-Complete wiring harnesses for CJ. This will be especially useful
for those looking to upgrade their avionics and/or installing an
engine monitor.
-170 knot cruise....this one could take us awhile... ;)
Please call me or email direct for further information, pricing, and
pictures.
Cheers,
Barry Hancock
Worldwide Warbirds, Inc.
office (909) 606-4444
cell (949) 300-5510
www.worldwidewarbirds.com
www.cj6.com
Express Mailing address:
7000 Merrill Ave, B-110, Unit J
Chino, CA 91710
Regular Mailing address:
7000 Merrill Ave., Box 91
Chino, CA 91710
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Message 15
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Just an update. My CJ is still for sale at a great price for the
serious buyer. You can see her @
http://picasaweb.google.com/erniel29/cj
Ernie
Message 16
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| Subject: | M14P & M14PF engines |
Hmmm, We have 4 yaks running Philips X/C 25W60 for Radial Engines for at
least the last three years with no apparent problems yet.
How do they quantify what too thin is?
Squatch
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Richard Goode
Sent: Monday, April 21, 2008 11:56 AM
Subject: Re: Yak-List: M14P & M14PF engines
Vedenyeev have tried Western multigrade oils and say that they are too thin.
However,they do accept that a good Western oil with detergent is
significantly better than their oil.
Richard
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
----- Original Message -----
From: Jay Land <mailto:jland@popeandland.com>
Sent: Monday, April 21, 2008 5:28 PM
Subject: Re: Yak-List: M14P & M14PF engines
Richard
What problem have you found with multigrade oil in M14s?
Thanks, Jay
_____
From: Richard Goode <richard.goode@russianaeros.com>
Subject: Yak-List: M14P & M14PF engines
* Since we have sold a lot more of these engines than anyone else I
suppose we should have a view on the relative issues between them.
* Our experience, drawn from over 250 engines, is that the PF is
statistically somewhat more reliable than the P.
* Remember also that many PFs are worked extremely hard in Unlimited
Level competition Sukhois etc.
* However to present an accurate picture, a much higher proportion of
the PFs that we have sold have been 'new' rather than overhauled and I am
sure this must affect the statistics.
* The PF is not a recent engine - the first ones were being flown in
1984 and then sold from 1990 - I would guess that there are something like
200 in service so we have a large 'database' already.
* I use a PF in my own Yak-18T, where apart from the obvious
advantages of take-off distance; rate of climb, the aircraft is very
significantly faster in cruise if you go up to 8/10,000 feet, and, I
suspect, for many pilots this is where the real advantage might lie in long
trips.
* To get the performance advantage from a PF you must use the MTV
3-blade propeller. The V-530 2-blade can only transmit about 350hp, beyond
that it becomes inefficient.
* To clarify the official overhaul times, the first overhaul for a new
engine is 750 hours and then a further three overhauls at 500 hours each to
give a life of 2250 hours. These are the limits that we in Europe have to
follow, although we recognise they are absurdly conservative.
* I would be interested to hear of M14P or M14PF engines being
operated in the US with over 1,000 hours since new/overhaul - I am led to
believe that there are engines with well over 2,000 hours - is this true?
* In terms of engine longevity the following are critical:
* Careful warming up, and more importantly, careful cooling down.
* Total avoidance of oil in the lower cylinders on start up.
* The use of good quality - ie detergent, but not multigrade Western
oil.
* Pre-heating if starting below +5 degrees centigrade.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com <http://www.russianaeros.com>
<http://www.russianaeros.com>
ail Forum -
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Message 17
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| Subject: | Re: M14P & M14PF engines |
In a message dated 4/21/2008 11:48:32 A.M. Eastern Daylight Time,
richard.goode@russianaeros.com writes:
I have 1,384 hours on my M-14P that I purchased from Aerostar new.
At 438 hours, it started making metal and I found that the factory had
installed a scraper ring where the oil ring should have been on #3 piston. At
that point I scuffed the bores of all 9 cylinders, put in all new rings and
gaskets.
At this annual I found #9 cylinder 46/80. Found the top compression ring
busted. Replaced all the rings on it from the original parts that came with
the engine from the factory. (I measured the end clearance of the new rings and
the old rings in the bore. NO DIFFERANCE)
I've had the mags rebuilt once (bearings and coil at 600 or 700hrs).
Replaced the ignition harness and used the auto plugs (some 300 hours now).
I have ALWAYS used (from day one) a 10 micron oil filter.
I have a pre-oiler and have always used 100w detergent oil (never multi
grade except in a pinch)
I try to change the oil every 35 to 40 hours. At this point she uses about
1.75 qts/hr.
On compression checks all air seem to be coming out the breather only.
Average is 72/80.
I normally cruise at 28imp and 2050 rpm. During acro I set 2400rpm and push
and hold 32-34 imp.
Plus I follow the items that Richard listed below.
BTW keeping engines "Over Square" is not a pipe dream. The M-14P may not be
as susceptible to same forces as the big engines (PW1830 or Wright 1820) but
those same forces are there to some degree. Believe if you had were able to
see ( I have ) the effects by not doing so (and paid for it) you would never
let the prop drive the engine.
Jim "Pappy" Goolsby
* I would be interested to hear of M14P or M14PF engines being
operated in the US with over 1,000 hours since new/overhaul - I am led to believe
that there are engines with well over 2,000 hours - is this true?
* In terms of engine longevity the following are critical:
* Careful warming up, and more importantly, careful cooling down.
* Total avoidance of oil in the lower cylinders on start up.
* The use of good quality - ie detergent, but not multigrade Western
oil.
* Pre-heating if starting below +5 degrees centigrade.
Richard Goode Aerobatics
Rhodds Farm
**************Need a new ride? Check out the largest site for U.S. used car
listings at AOL Autos.
(http://autos.aol.com/used?NCID=aolcmp00300000002851)
Message 18
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Does anyone have any suggestions for a new construction hangar floor finish.
I have heard sealing was good but others say that it still lets oil in.
Other people swear by various paint products.
All suggestions on and off line are welcome.
Ira Saligman
o 610 940 0420
c 610 324 5500
f 215 243 7699
<mailto:isaligman@Saligman.com> isaligman@Saligman.com
Message 19
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| Subject: | Re: Hangar Floors |
In a message dated 4/21/08 12:08:54 PM, isaligman@saligman.com writes:
> Does anyone have any suggestions for a new construction hangar floor
> finish.-
>
I wanted to epoxy coat the new hangar I moved into two years ago, Ira, but
discovered there was no moister seal below the concrete so that was out.
Instead I bought a 17' x 8' roll of garage rubber floor mat. It's fits und
er the
CJ nicely, and is easy to keep clean. While it doesn't react to oil, av gas
will cause it to alter shape should you overfill your fuel tanks on a hot da
y.
Nevertheless, it's worked well, and is ton cheaper than epoxy. ...Blitz
**************
Need a new ride? Check out the largest site for U.S. used car listings
at AOL Autos.
(http://autos.aol.com/used?NCID=aolcmp00300000002851)
Message 20
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You have an advantage with it being new concrete. Basically there are
two types of sealers/curing agents - water based and distillate based.
Either will give you good results if applied properly. Some of the
distillate products can be tinted. We used 2 coats on a new surface and
it has worked great.
A third avenue is to use two part urethane type coatings. These are
more difficult to use and if not applied properly will peel. They
require acid etching and neutralizing for proper adhesion. The trade
off is that they can provide the best protection, come in many colors
and are very durable.
There are many trade names for these products but frankly, inside each
category, they are very similar.
Reade Genzlinger
Cairnwood Cooperative Corporation
mailto:readeg@cairnwood.com <mailto:readeg@cairnwood.com>
215.914.0370
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Ira Saligman
Sent: Monday, April 21, 2008 3:05 PM
Subject: Yak-List: Hangar Floors
Does anyone have any suggestions for a new construction hangar floor
finish. I have heard sealing was good but others say that it still lets
oil in. Other people swear by various paint products.
All suggestions on and off line are welcome.
Ira Saligman
o 610 940 0420
c 610 324 5500
f 215 243 7699
isaligman@Saligman.com <mailto:isaligman@Saligman.com>
Message 21
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Nicest floor I have seen was a large black and white checkerboard pattern
done with linoleum tile. Bet it was expensive though.
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Ira Saligman
Sent: Monday, April 21, 2008 2:05 PM
Subject: Yak-List: Hangar Floors
Does anyone have any suggestions for a new construction hangar floor finish.
I have heard sealing was good but others say that it still lets oil in.
Other people swear by various paint products.
All suggestions on and off line are welcome.
Ira Saligman
o 610 940 0420
c 610 324 5500
f 215 243 7699
<mailto:isaligman@Saligman.com> isaligman@Saligman.com
Message 22
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Also for anyone out there interested in a home @ Leeward Air Ranch,
mine is for sale. See pics @ http://picasaweb.google.com/Erniel29/Home
Ernie
Message 23
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| Subject: | Re: Hangar Floors |
MessageI used 2 part epoxy about 3 years ago, looks good oil wipes off
nice
Don
----- Original Message -----
From: Ira Saligman
To: yak-list@matronics.com
Sent: Monday, April 21, 2008 1:05 PM
Subject: Yak-List: Hangar Floors
Does anyone have any suggestions for a new construction hangar floor
finish. I have heard sealing was good but others say that it still lets
oil in. Other people swear by various paint products.
All suggestions on and off line are welcome.
Ira Saligman
o 610 940 0420
c 610 324 5500
f 215 243 7699
isaligman@Saligman.com
Message 24
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>From my experience, the most important thing for the application surface
coatings is properly preparing the concrete surface. There are a number
of methods that can be utilized...probably the most popular is utilizing
some type of acid. However, this procedure has the drawback of properly
disposing of the materials. Our company manufactures surface preparation
equipment. A lot of our products and, unfortunately, our competition,
can be found in almost every equipment rental store.
I favor a high solids, high gloss urethane to help reflect light. White,
off white or even a light gray are popular. Color is more personal
preference. Depending upon the condition of the surface (ages, cracks,
etc) choose either a thin film and apply it by conventional methods
(roller, pad, etc) or a thick film material that is self leveling (if
the floor is in serious trouble). The down side is that any coating or
finish will show the dirt faster.
A good approach is to utilize a low speed concrete grinder (ie:250 RPM)
along with 10 grit silicon carbide impregnated stones. The stones are
cheap. They will clean the surface and help remove the impurities that
can lead to top coat failure. This is not a difficult job and it can be
done with little experience because the low speed grinder will not allow
you to get into trouble...like grinding too much concrete too fast. On
the job site, I always keep a jug of water handy as I am grinding. Pour
some water on the floor where you have been grinding. If the water beads
up...the floor is still contaminated and the coating will fail. If the
water permeates the floor and dries up...the floor is ready for top
coating. Not high tech, but it works.
For new floor construction, just wait until the floor has properly cured
(28 days). A quick grind job will clean and remove just a few thousands
of an inch from the floor and prep the floor for a new coating. The idea
is not to grind a lot of concrete. You just want to "open" up the pores
in the concrete. There are a number of good floor contractors in your
area that can do the job. Use a name brand coating that has a good
guarantee and tech support. Use a good contractor that will guarantee
his work. He will if he understands proper surface prep.
Dennis Von Ruden
General Equipment Company
507.451.5510 (P)
507.451.5511 (F)
dvonruden@generalequip.com
_____
From: Ira Saligman [mailto:isaligman@saligman.com]
Sent: Monday, April 21, 2008 2:05 PM
Subject: Yak-List: Hangar Floors
Does anyone have any suggestions for a new construction hangar floor
finish. I have heard sealing was good but others say that it still lets
oil in. Other people swear by various paint products.
All suggestions on and off line are welcome.
Ira Saligman
o 610 940 0420
c 610 324 5500
f 215 243 7699
isaligman@Saligman.com <mailto:isaligman@Saligman.com>
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Message 25
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| Subject: | Re: M14P & M14PF engines |
I have 890 hours on my CJ-6 Mp-14P that I purchased from Carl Hays new
in 1997.
Have replaced the right mag coil,
Like Jim same power in cruise and acro.
Last annual lowest cylinder compression 77/80.
Have had a Champion (Ch48109) oil filter since new.
Used Aero Shell ( 100) and (120) for the first 300 hours then switched
to Phillips X-C 25/60, here in Arizona (KDVT) temperatures can run up to
50 celsius in the summer.
Changed oil and filter every 35 to 45 hours, burns 1/2 quart cruise and
1/2 to one quart during acro, oil tank level 15 1/2 liters.
Replaced the Ignition harness and spark plugs with auto at 767 hours.
Have heat pad on oil tank for low temperature in winter.
Plus I follow the items that Jim and Richard listed.
Don Andrews, N23YK
----- Original Message -----
From: cjpilot710@aol.com
To: yak-list@matronics.com
Sent: Monday, April 21, 2008 11:51 AM
Subject: Re: Yak-List: M14P & M14PF engines
In a message dated 4/21/2008 11:48:32 A.M. Eastern Daylight Time,
richard.goode@russianaeros.com writes:
I have 1,384 hours on my M-14P that I purchased from Aerostar new.
At 438 hours, it started making metal and I found that the factory had
installed a scraper ring where the oil ring should have been on #3
piston. At that point I scuffed the bores of all 9 cylinders, put in
all new rings and gaskets.
At this annual I found #9 cylinder 46/80. Found the top compression
ring busted. Replaced all the rings on it from the original parts that
came with the engine from the factory. (I measured the end clearance of
the new rings and the old rings in the bore. NO DIFFERANCE)
I've had the mags rebuilt once (bearings and coil at 600 or 700hrs).
Replaced the ignition harness and used the auto plugs (some 300 hours
now).
I have ALWAYS used (from day one) a 10 micron oil filter.
I have a pre-oiler and have always used 100w detergent oil (never
multi grade except in a pinch)
I try to change the oil every 35 to 40 hours. At this point she uses
about 1.75 qts/hr.
On compression checks all air seem to be coming out the breather only.
Average is 72/80.
I normally cruise at 28imp and 2050 rpm. During acro I set 2400rpm
and push and hold 32-34 imp.
Plus I follow the items that Richard listed below.
BTW keeping engines "Over Square" is not a pipe dream. The M-14P may
not be as susceptible to same forces as the big engines (PW1830 or
Wright 1820) but those same forces are there to some degree. Believe if
you had were able to see ( I have ) the effects by not doing so (and
paid for it) you would never let the prop drive the engine.
Jim "Pappy" Goolsby
a.. I would be interested to hear of M14P or M14PF engines being
operated in the US with over 1,000 hours since new/overhaul - I am led
to believe that there are engines with well over 2,000 hours - is this
true?
b.. In terms of engine longevity the following are critical:
a.. Careful warming up, and more importantly, careful
cooling down.
b.. Total avoidance of oil in the lower cylinders on start
up.
c.. The use of good quality - ie detergent, but not
multigrade Western oil.
d.. Pre-heating if starting below +5 degrees centigrade.
Richard Goode Aerobatics
Rhodds Farm
-------------------------------------------------------------------------
-----
Need a new ride? Check out the largest site for U.S. used car listings
at AOL Autos.
Message 26
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| Subject: | Re: Home For Sale |
Hi Ernie:
Well, when we are both gone, who will Goolsby pick on. I could never find
out what his problem was, except that we did not always take his word as
Godly. We were good friends for so many years, and he Embarrassed himself after
several formation flights, and that point on I could never do anything correct.
I made every attempt to smooth things out, even getting Drew involved.
Found out that Drew is out of the same egg as Jim.
I had a heart attack last year which effected the coronary rhythm, so had to
have a pacemaker. My AME said that the FAA may or may not give me a medical.
Sold my 52 to Jack Snodgrass from N.C.
You had told me several years ago that you planned to sell you home and CJ.
Have you had any action on either?
Should I hear of anyone looking at Leeward, I will have them contact you.
Have purchased a neat LSA (Lightning) with an six cylinder, 120 h.p.,
Australian engine. It is neat, but will never be a Yak or CJ. I do miss formation
flying, as most of the LSA pilots here have never flown any formation.
However, I can still fly and she burns 4.5 gallons be hour and 1/10 quart of oil.
Please stay in touch, and I wish you a wonderful future.
My Best,
Ray
**************Need a new ride? Check out the largest site for U.S. used car
listings at AOL Autos.
(http://autos.aol.com/used?NCID=aolcmp00300000002851)
Message 27
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| Subject: | Re: Oshkosh Yak List |
FAA agent says - "I'm not happy, until you're not happy."
Besides the maint issues, it took me 4 months to transfer the
paprework (OL's, airworthiness etc) when I bought the 55,
Herb
On Apr 21, 2008, at 12:07 PM, John Cox wrote:
> Airventure Attendees -
> For anyone wanting a CDROM copy of "Aging Aircraft", the FAAs focus
> on electrical wiring and potential onboard fires from same, I will
> bring copies to OSH. Just contact me offline.
>
> The FAA has been clear on the hard date to comply with Conformity
> Inspections. Adel clamps were changed, wiring practices required
> removal and replacement of some wire runs and some electrical
> controlled devices were removed and then replaced with "improved"
> devices. Our entire fleet was done within the time alloted. The
> consequence by delaying compliance was a financial one by each
> carrier. Cannot comment on American's decision but the behind the
> scenes efforts to outsource as much maintenance to non company
> mechanics is understandable in an effort to protect bonuses during
> such times of high fuel costs.
>
> I can't help those of you who believe that missing Navy missile
> brought down TWA #800. The FBI and FAA found it would be easier to
> blame it on "Aging Wiring". A lot of the ideas in the CDROM will
> some day trickle down to Experimental Built aircraft. The newer
> certificated, production units are already meeting the newest
> standards. I am just waiting for the EAA to join the fray.
>
> Allan McArter (FAA administrator) told me in 1987 that the two
> things the FAA tries to protect is their retirement pension and the
> protective rights of unsuspecting citizens on the ground. Those who
> chose to fly have already made a decision on their safety. His was
> an interesting perspective since Congress got into the focus of what
> is being done in aviation.
>
> John Cox
> airline mechanic
>
>
> From: owner-yak-list-server@matronics.com on behalf of Craig Payne
> Sent: Mon 4/21/2008 4:13 AM
> To: yak-list
> Subject: Yak-List: Oshkosh Yak List
>
>
> AirVenture Attendees:
>
> I have heard some chatter from Oshkosh about the FAA conducting ramp
> checks on Experimentals during Oshkosh. While they have restrained
> themselves from doing this during the event in the past , times have
> changed. Just look how they have been "protecting" the flying public
> lately by measuring the cable clamp and bundle stitches on airliners.
>
> Your paperwork should be ready pass inspection: aircraft/pilot/
> parachute.
>
>
> Craig Payne
> cpayne@joimail.com
>
>
> ==========
> href="http://www.matronics.com/Navigator?Yak-List">http://www.matronics.com/Navigator?Yak-List
> ==========
> href="http://forums.matronics.com/">http://forums.matronics.com
> ==========
> href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
> ==========
>
>
Message 28
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| Subject: | Combined Device (DMP-200D) Needed |
Anyone have a Combined Device (DMP-200D) that they're willing to part
with???
Scott
N8252
Message 29
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| Subject: | Re: M14P & M14PF engines |
Re: Yak-List: M14P & M14PF enginesHi Richard;
There are no "detergent" oils certified for aircraft engines. What you are referring
to is an "ashless dispersant" additive - quite different from automotive
oils.
The Russians probably tried Aeroshell W15W50 and found it too thin. I agree with
that. IMHO the only acceptable multigrade is Phillips X/C 25W60 (20W50 is also
too thin). I have used 25W60 in the R985, R1340 for about 25 years and in
the Huosai and M14 for at least ten years.
Walt
----- Original Message -----
From: Richard Goode
To: yak-list@matronics.com
Sent: Monday, April 21, 2008 9:56 AM
Subject: Re: Yak-List: M14P & M14PF engines
Vedenyeev have tried Western multigrade oils and say that they are too thin.
However,they do accept that a good Western oil with detergent is significantly
better than their oil.
Richard
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
----- Original Message -----
From: Jay Land
To: yak-list@matronics.com
Sent: Monday, April 21, 2008 5:28 PM
Subject: Re: Yak-List: M14P & M14PF engines
Richard
What problem have you found with multigrade oil in M14s?
Thanks, Jay
----------------------------------------------------------------------------
From: Richard Goode <richard.goode@russianaeros.com>
Date: Mon, 21 Apr 2008 16:44:51 +0100
To: <yak-list@matronics.com>
Subject: Yak-List: M14P & M14PF engines
a.. Since we have sold a lot more of these engines than anyone else I suppose
we should have a view on the relative issues between them.
b.. Our experience, drawn from over 250 engines, is that the PF is statistically
somewhat more reliable than the P.
c.. Remember also that many PFs are worked extremely hard in Unlimited Level
competition Sukhois etc.
d.. However to present an accurate picture, a much higher proportion of the
PFs that we have sold have been 'new' rather than overhauled and I am sure
this must affect the statistics.
e.. The PF is not a recent engine - the first ones were being flown in 1984
and then sold from 1990 - I would guess that there are something like 200 in
service so we have a large 'database' already.
f.. I use a PF in my own Yak-18T, where apart from the obvious advantages
of take-off distance; rate of climb, the aircraft is very significantly faster
in cruise if you go up to 8/10,000 feet, and, I suspect, for many pilots this
is where the real advantage might lie in long trips.
g.. To get the performance advantage from a PF you must use the MTV 3-blade
propeller. The V-530 2-blade can only transmit about 350hp, beyond that it
becomes inefficient.
h.. To clarify the official overhaul times, the first overhaul for a new
engine is 750 hours and then a further three overhauls at 500 hours each to give
a life of 2250 hours. These are the limits that we in Europe have to follow,
although we recognise they are absurdly conservative.
i.. I would be interested to hear of M14P or M14PF engines being operated
in the US with over 1,000 hours since new/overhaul - I am led to believe that
there are engines with well over 2,000 hours - is this true?
j.. In terms of engine longevity the following are critical:
a.. Careful warming up, and more importantly, careful cooling down.
b.. Total avoidance of oil in the lower cylinders on start up.
c.. The use of good quality - ie detergent, but not multigrade Western
oil.
d.. Pre-heating if starting below +5 degrees centigrade.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com <http://www.russianaeros.com>
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Message 30
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| Subject: | Re: Yak52 Cowling Shutter axle/pivot Screws |
The short screws on the shutter bottom can be made out of cap screws. I did not
mention the long pivot screws so don't get excited. I am talking about the
screws that are about 6 and 8mm long. I did not say I would do it for you. I made
them for myself at a cost of 50 cents. Jill does not have any in stock so
I made my own. I am only pointing out what alternatives can be used for some of
the parts. I am sorry I fueled the sarcasm.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=178354#178354
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| Subject: | RPA e-communications |
Who's running the RPA e-communications these days?
They lost the list of everybody who's registered for an event when they con
verted to the "new" system.
You don't need to be an RPA member to register for an event, which is bad i
n and of itself, but since it accepts ANYTHING when someone goes to registe
r, you don't get a validated user name, so it's hard to tell who registered
.
It doesn't seem to keep a list of who's registered, so event organizers can
't see who's coming and people who go to register can't see who else is goi
ng.
When they sent out my eCOM for the Lone Star Red Star the link to the regis
tration was broken and the link to the web site we'd set up was broken. It
was broken both in the email and back on the "having trouble viewing this
email" site that maildog does as a back end.
Doesn't anybody test anything anymore before they release it? The RPA web
site used to run pretty smoothly... now it's a complete mess... what happen
ed????
Jon
Message 32
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Alex better watch out. There=B9s a new kid on the block:
http://www.eaa.org/news/2008/2008-04-13_toddler.asp
At least his folks have got the right kind of plane too!
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