Today's Message Index:
----------------------
1. 03:39 AM - CJ-6 Fuel Feed (Jay McIntyre)
2. 05:23 AM - Re: CJ-6 Fuel Feed (lou)
3. 05:43 AM - Re: feul feed (A. Dennis Savarese)
4. 06:02 AM - Re: CJ-6 Fuel Feed (A. Dennis Savarese)
5. 06:50 AM - Fuel feed problem in a YAK-55 (William Halverson)
6. 06:54 AM - Re: Fuel feed problem in a YAK-55 (A. Dennis Savarese)
7. 08:22 AM - beautifull picture : no comments (Didier Blouzard)
8. 08:32 AM - Again : Oil miracle (Didier Blouzard)
9. 08:44 AM - Re: Again : Oil miracle (A. Dennis Savarese)
10. 09:08 AM - Re: Again : Oil miracle (Didier Blouzard)
11. 09:22 AM - Re: feul feed (cjpilot710@aol.com)
12. 09:29 AM - Re: Again : Oil miracle (Walter Lannon)
13. 09:41 AM - Re: CJ-6 Fuel Feed (Gill Gutierrez)
14. 09:41 AM - Re: Re: (doug sapp)
15. 09:43 AM - Oil miracle (Richard Goode)
16. 10:07 AM - Re: Again : Oil miracle (A. Dennis Savarese)
17. 11:14 AM - Its that time again! (cjpilot710@aol.com)
18. 12:01 PM - Fuel feed imbalance (Jerry Painter)
19. 12:47 PM - Fuel feed - but first (Cpayne)
20. 01:25 PM - Re: Oil miracle (Didier Blouzard)
21. 07:36 PM - Re: beautifull picture : no comments (Eric Wobschall)
22. 07:48 PM - Re: feul feed (Stephen Morrey)
23. 08:33 PM - Re: Again : Oil miracle (Roger Kemp M.D.)
24. 09:11 PM - Re: Again : Oil miracle (Walter Lannon)
Message 1
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Hi all. I have been meaning to post this for a few weeks now...
You may recall a posting approx a month ago about a Nanchang being flown out
of a 'bush strip' in New Zealand. Well, that was us.
Trying to cut a long story short...
The pilot took off believing he had @10 litres in the LH tank and @ 45
litres in the RH tank for a planned 15 minute flight. After climbing to @
4000 ft he carried out 2-3 basic aerobatic manoeuvres and then began a
prolonged descending RH turn. Approx 12 minutes into the flight the engine
surged and soon after quit. The wobble pump would not restore fuel pressure
and a FLWOP was commenced. He did a very good job and the only damage was
bent leading edges on the lower gear doors.
*Right from the get-go, lets forget about the wisdom of taking off in that
fuel state as the pilot believed he was OK to fly with the fuel he had.*
After being called to the scene I dipped the tanks and found @ 15 litres in
the LH tank and @ 20 litres in the RH tank. It had taken 2 hours to get to
the aircraft and the fuel had cross fed to a more even level than was most
probably landed with. I tried to start the aircraft as it was, but was
unable to. A further 20 litres of fuel was added to each tank and the engine
was started and ran perfectly.
After some more rudimentary checks the aircraft was pronounced fit for
flight back to the home field with the gear down.
On getting her home we drained the tanks and blew out all the vent lines and
removed the collector tank to check the flapper valves. The only hint of a
defect we could find was that the vent line outlet was not entirely alligned
with the airflow.
(One unrelated defect we inadvertantly found was corrosion in the bottom of
the collector tank. This was in the rear one of the two pressed channels
that the retaining strap sits between - I have now found this in two
machines)
We went on to drain the fuel system and calibrate our dipstick and the
gauges. The gauges and low level lights were incredibly accurate but we
found our dipstick to be over-reading by approx 5 litres.
As nothing could be found the aircraft was released to service for a check
flight over the field. I got airborne with 25 litres per side and climbed to
3500 ft where I initiated a figure 8 track. Initially fuel feed looked even
but after 5 minutes it was obvious that the LH tank was feeding faster (as
it has always done). After @20 minutes the LH low level light came on and I
hoped that the RH one would follow shortly. After another 10 minutes it had
not come on and the gauges were indicating 2 litres in the LH tank and 12 in
the RH tank. At this time I commenced LH orbit and after another 5 minutes
nothing seemed to have changed but the fuel pressure began fluctuating so I
levelled the wings, the pressure came back and I landed.
On draining the tanks I had 2 litres in the LH, 12 litres in the RH and 5
litres in the collector tank.
So all in all, nothing terribly conclusive. I believe that had I been in
straight and level flight I would have been able to get more out of the RH
tank. With regard to the first incident I believe that the ultimate cause
was the prolonged descending turn with the 'empty' tank on the high side.
Unless perfectly in balance the fuel in both tanks would tend to run forward
and away from the outlet point, particularly on the LH tank which was
probably down to 2 or 3 litres. Thus the collector tank would not be
replenished and after approx 4 mins fuel pressure would begin to fluctuate
(I say 4 mins because the tank has an 8 litre capacity and the pick
up for it's outlet is dead in the middle of the tank and fuel consumption is
60 litres per hour for the standard CJ-6
I was able to produce similar results on the second flight except for the
fact that I flew level orbits with the fuller tank on the high side.
Correct me if I am wrong, but I believe that fuel feed problems,
particularly in tight turns was why PA-18A Super Cubs have a header tank for
each wing tank???)
Like Walt said in his eariler post, I think the uneven lengths of the vent
lines from the tank to common T point contributes to the problem with the
shorter LH vent line giving perhaps a greater head of pressure to the LH
tank (or something like that). It would be interesting to seperate the two
vent lines and give the RH tank it's own anti siphon line... i.e create a
self contained mirror image for each tanks vent system
.
As an aside, prior to this incident we had already purchased extended range
bladders and will be looking to install these shortly using taps in the vent
lines to control the uneven fuel flow.
Regards, Jay
Message 2
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| Subject: | Re: CJ-6 Fuel Feed |
G'Day All
My Cj has 3 hacksaw cuts across the seat of flap valves it came from
china like that and most of the time it feeds ok I have never had a low
level warning as yet. This subject was well discussed some years ago
without any firm result if I remember correctly .
I think replumbing through a fuel valve so left or right only could be
selected would be a way to get rid of the problem.
Lou
On 17/05/2010 8:37 PM, Jay McIntyre wrote:
> Hi all. I have been meaning to post this for a few weeks now...
> You may recall a posting approx a month ago about a Nanchang being
> flown out of a 'bush strip' in New Zealand. Well, that was us.
> Trying to cut a long story short...
> The pilot took off believing he had @10 litres in the LH tank and @ 45
> litres in the RH tank for a planned 15 minute flight. After climbing
> to @ 4000 ft he carried out 2-3 basic aerobatic manoeuvres and then
> began a prolonged descending RH turn. Approx 12 minutes into the
> flight the engine surged and soon after quit. The wobble pump would
> not restore fuel pressure and a FLWOP was commenced. He did a very
> good job and the only damage was bent leading edges on the lower gear
> doors.
> *Right from the get-go, lets forget about the wisdom of taking off in
> that fuel state as the pilot believed he was OK to fly with the fuel
> he had.*
> After being called to the scene I dipped the tanks and found @ 15
> litres in the LH tank and @ 20 litres in the RH tank. It had taken 2
> hours to get to the aircraft and the fuel had cross fed to a more even
> level than was most probably landed with. I tried to start the
> aircraft as it was, but was unable to. A further 20 litres of fuel was
> added to each tank and the engine was started and ran perfectly.
> After some more rudimentary checks the aircraft was pronounced fit for
> flight back to the home field with the gear down.
> On getting her home we drained the tanks and blew out all the vent
> lines and removed the collector tank to check the flapper valves. The
> only hint of a defect we could find was that the vent line outlet was
> not entirely alligned with the airflow.
> (One unrelated defect we inadvertantly found was corrosion in the
> bottom of the collector tank. This was in the rear one of the
> two pressed channels that the retaining strap sits between - I have
> now found this in two machines)
> We went on to drain the fuel system and calibrate our dipstick and the
> gauges. The gauges and low level lights were incredibly accurate but
> we found our dipstick to be over-reading by approx 5 litres.
> As nothing could be found the aircraft was released to service for a
> check flight over the field. I got airborne with 25 litres per side
> and climbed to 3500 ft where I initiated a figure 8 track. Initially
> fuel feed looked even but after 5 minutes it was obvious that the LH
> tank was feeding faster (as it has always done). After @20 minutes the
> LH low level light came on and I hoped that the RH one would follow
> shortly. After another 10 minutes it had not come on and the gauges
> were indicating 2 litres in the LH tank and 12 in the RH tank. At this
> time I commenced LH orbit and after another 5 minutes nothing seemed
> to have changed but the fuel pressure began fluctuating so I levelled
> the wings, the pressure came back and I landed.
> On draining the tanks I had 2 litres in the LH, 12 litres in the RH
> and 5 litres in the collector tank.
> So all in all, nothing terribly conclusive. I believe that had I been
> in straight and level flight I would have been able to get more out of
> the RH tank. With regard to the first incident I believe that the
> ultimate cause was the prolonged descending turn with the 'empty' tank
> on the high side. Unless perfectly in balance the fuel in both tanks
> would tend to run forward and away from the outlet point, particularly
> on the LH tank which was probably down to 2 or 3 litres. Thus the
> collector tank would not be replenished and after approx 4 mins fuel
> pressure would begin to fluctuate (I say 4 mins because the tank has
> an 8 litre capacity and the pick up for it's outlet is dead in the
> middle of the tank and fuel consumption is 60 litres per hour for the
> standard CJ-6
> I was able to produce similar results on the second flight except for
> the fact that I flew level orbits with the fuller tank on the high side.
> Correct me if I am wrong, but I believe that fuel feed problems,
> particularly in tight turns was why PA-18A Super Cubs have a header
> tank for each wing tank???)
> Like Walt said in his eariler post, I think the uneven lengths of the
> vent lines from the tank to common T point contributes to the problem
> with the shorter LH vent line giving perhaps a greater head of
> pressure to the LH tank (or something like that). It would be
> interesting to seperate the two vent lines and give the RH tank it's
> own anti siphon line... i.e create a self contained mirror image for
> each tanks vent system
> .
> As an aside, prior to this incident we had already purchased extended
> range bladders and will be looking to install these shortly using taps
> in the vent lines to control the uneven fuel flow.
> Regards, Jay
> *
>
>
> *
Message 3
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One of the key problems with the vent system, particularly on the Yak 52
with the single overboard vent tube (pre-1989), is the vent line from
the header tank to the fuel vent junction on the left side of the front
cockpit just below the seat. It looks like a cross. I'll explain.
First, when looking at the fuel junction, the tube on the top of the
junction is the vent line from the left tank. No problem here as the
left fuel tank seems to feed properly on most 52's. The line on the
right that goes forward from the vent (let's call it the "east" side) is
the overboard vent line which loops up and around the back side of the
instrument panel. The line on the left or "west" side of the junction
is the right tank vent. That leaves the only other vent line, the
header tank vent line which attaches at the bottom of the junction and
is sometimes BELOW the end that attaches to the header tank. And this
is where the problem starts because of fuel in the vent lines.
Many times the vent line from the header tank does not have a high
enough loop in it. This causes the fuel from the header tank to
overflow into the into the fuel junction. The loop in the header tank
vent line must be up above the height of the header tank or the header
tank vent line will feed fuel into the vent junction. The Yak 52 rests
on the ground at about a 1.5-2 degree angle of attack. The fuel from
the header tank line that overflows into the fuel junction flows into
the right tank vent line, which is the one at the rear or "west" side of
the fuel junction. Now the vent line is blocked off. Until the vent
line can clear, no air can displace the fuel in the right fuel tank and
thus the right fuel tank does not feed.
Lastly, to solve the problem, bring the loop from the header tank up
above the top of the vent junction. If you are unable to do this with
the existing tubing, remove the vent line from the header tank to the
vent junction and fabricate a new line with a loop in it that goes above
the top of the vent junction. This will prevent the fuel that is in the
header tank vent line from flowing into the right fuel tank vent line.
Dennis
----- Original Message -----
From: Chris Wise
To: yak-list@matronics.com
Sent: Monday, May 17, 2010 1:18 AM
Subject: Re: Yak-List: feul feed
G'Day Walt,
We carry a piece of plastic tubing that fits over the vent pipes and
we use this to check the vents by blowing into the pipe.
Every now and then we blow compressed air thru the vent.
At no time have we ever found a blocked air vent.
My mate also fitted new fuel cap seals. Did not solve the problem.
The check valves are a simple flapper valve that prevents any X flow
and I cannot see how they can be a problem.
I am not familiar with the check valves on a CJ6
Thanks and cheers,
Chris.
Chris Wise
GT Propellers Australia
__________________________________________________________
Tel. +61 415 195 095 Fax. +61 8 8326 7268
Email chris@gtpropellersaustralia.com.au
Website www.gtpropellersaustralia.com.au
The information transmitted in and with this email is intended only
for the person or entity to which it is addressed and may contain
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----- Original Message -----
From: Walter Lannon
To: yak-list@matronics.com
Sent: Monday, May 17, 2010 2:05 PM
Subject: Re: Yak-List: feul feed
Hi Chris;
The Nanchang exhibits the same fuel feed problem. Typically the RH
tank is late and I know of at least one forced landing with a full RH
and empty LH. Believe this was in South Africa about 6 or 7 years ago.
The CJ6 has a single point vent system which I don't believe is the
problem. However the effective length of the vent line and the fuel
feed line are both longer for the RH tank. Theoretically that could
induce a lag in the RH feed time but I don't belive it is signifigant.
Any blockage of the vent by insect nests etc. will definitaly cause a
big problem.
Other than the bugs that leaves the feed tank check valves as the
only remaining source. SPEAKING FOR THE CJ6 ONLY (since I have no
knowledge of the check valves in any of the Yak models) I believe I have
solved that problem with a modification to the check valve which, IMHO,
was very poorly designed.
If you have the opportunity to take photos of one of your check
valves and email to me I will try to determine if the mod is applicable.
Walt
----- Original Message -----
From: Chris Wise
To: yak-list@matronics.com
Sent: Sunday, May 16, 2010 7:18 PM
Subject: Yak-List: feul feed
G'Day All,
I and a friend each run a Yak18T.
We suffer the same problem with both aircraft, re even fuel feed.
Flying in turbulence seems to help the problem, but still air is
bad news.
The left tank will feed untill almost empty leaving plenty of fuel
in the right tank and on my mates 18, the low fuel warning light on the
left tank lit up and was fortunate enough to be close to a small country
strip where he landed in a hurry.
He has teed both vents into one. This has not helped.
I moved the left tank vent and re located the vent to about 3/4 of
a inch next to the right tank vent thinking that it may be the vortex
from the prop that is allowing the right tank to feed. Or rather
stopping the left tank to feed.
I have changed the angle of the vent pipe facing the airflow to
try and perhaps get more air into the vent to assist the left tank to
feed more.
This has only marginally helped.
I landed on Saturday with the left tank low fuel warning light
coming on on finals.
The right tank had 65 - 70 litres fuel remaining and about 12 in
the left when dipped.
We have removed and carefully checked the check valves. No problem
there.
Any suggestions would be greatly appreciated.
Thanks and cheers,
Chris.
Chris Wise
GT Propellers Australia
__________________________________________________________
Tel. +61 415 195 095 Fax. +61 8 8326 7268
Email chris@gtpropellersaustralia.com.au
Website www.gtpropellersaustralia.com.au
The information transmitted in and with this email is intended
only for the person or entity to which it is addressed and may contain
confidential and/or privileged material. Any review, retransmission,
dissemination or other use of, or taking of any action in reliance upon
this information, by persons or entities other than the intended
recipients is prohibited. If you received this transmission in error,
please contact the sender and delete this e-mail and associated material
from all computers and/or systems. The intended recipient of this e-mail
may only use, reproduce, disclose or distribute the information
contained in this e-mail and any attached files, with the permission of
the sender.
Message 4
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| Subject: | Re: CJ-6 Fuel Feed |
A suggestion is to also think vent lines first as contributing to the
problem versus fuel flow obstruction out of the tanks. If the tanks
don't vent properly, then all the fuel output from the tanks will stop.
My experience has been if I fixed the venting problem, the fuel feeding
problem went away. If you find fuel in the vent lines, it will stop the
tank from feeding.
Dennis
----- Original Message -----
From: lou
To: yak-list@matronics.com
Sent: Monday, May 17, 2010 7:21 AM
Subject: Re: Yak-List: CJ-6 Fuel Feed
G'Day All
My Cj has 3 hacksaw cuts across the seat of flap valves it came from
china like that and most of the time it feeds ok I have never had a low
level warning as yet. This subject was well discussed some years ago
without any firm result if I remember correctly .
I think replumbing through a fuel valve so left or right only could be
selected would be a way to get rid of the problem.
Lou
On 17/05/2010 8:37 PM, Jay McIntyre wrote:
Hi all. I have been meaning to post this for a few weeks now...
You may recall a posting approx a month ago about a Nanchang being
flown out of a 'bush strip' in New Zealand. Well, that was us.
Trying to cut a long story short...
The pilot took off believing he had @10 litres in the LH tank and @
45 litres in the RH tank for a planned 15 minute flight. After climbing
to @ 4000 ft he carried out 2-3 basic aerobatic manoeuvres and then
began a prolonged descending RH turn. Approx 12 minutes into the flight
the engine surged and soon after quit. The wobble pump would not restore
fuel pressure and a FLWOP was commenced. He did a very good job and the
only damage was bent leading edges on the lower gear doors.
Right from the get-go, lets forget about the wisdom of taking off in
that fuel state as the pilot believed he was OK to fly with the fuel he
had.
After being called to the scene I dipped the tanks and found @ 15
litres in the LH tank and @ 20 litres in the RH tank. It had taken 2
hours to get to the aircraft and the fuel had cross fed to a more even
level than was most probably landed with. I tried to start the aircraft
as it was, but was unable to. A further 20 litres of fuel was added to
each tank and the engine was started and ran perfectly.
After some more rudimentary checks the aircraft was pronounced fit
for flight back to the home field with the gear down.
On getting her home we drained the tanks and blew out all the vent
lines and removed the collector tank to check the flapper valves. The
only hint of a defect we could find was that the vent line outlet was
not entirely alligned with the airflow.
(One unrelated defect we inadvertantly found was corrosion in the
bottom of the collector tank. This was in the rear one of the two
pressed channels that the retaining strap sits between - I have now
found this in two machines)
We went on to drain the fuel system and calibrate our dipstick and
the gauges. The gauges and low level lights were incredibly accurate but
we found our dipstick to be over-reading by approx 5 litres.
As nothing could be found the aircraft was released to service for a
check flight over the field. I got airborne with 25 litres per side and
climbed to 3500 ft where I initiated a figure 8 track. Initially fuel
feed looked even but after 5 minutes it was obvious that the LH tank was
feeding faster (as it has always done). After @20 minutes the LH low
level light came on and I hoped that the RH one would follow shortly.
After another 10 minutes it had not come on and the gauges were
indicating 2 litres in the LH tank and 12 in the RH tank. At this time I
commenced LH orbit and after another 5 minutes nothing seemed to have
changed but the fuel pressure began fluctuating so I levelled the wings,
the pressure came back and I landed.
On draining the tanks I had 2 litres in the LH, 12 litres in the RH
and 5 litres in the collector tank.
So all in all, nothing terribly conclusive. I believe that had I
been in straight and level flight I would have been able to get more out
of the RH tank. With regard to the first incident I believe that the
ultimate cause was the prolonged descending turn with the 'empty' tank
on the high side. Unless perfectly in balance the fuel in both tanks
would tend to run forward and away from the outlet point, particularly
on the LH tank which was probably down to 2 or 3 litres. Thus the
collector tank would not be replenished and after approx 4 mins fuel
pressure would begin to fluctuate (I say 4 mins because the tank has an
8 litre capacity and the pick up for it's outlet is dead in the middle
of the tank and fuel consumption is 60 litres per hour for the standard
CJ-6
I was able to produce similar results on the second flight except
for the fact that I flew level orbits with the fuller tank on the high
side.
Correct me if I am wrong, but I believe that fuel feed problems,
particularly in tight turns was why PA-18A Super Cubs have a header tank
for each wing tank???)
Like Walt said in his eariler post, I think the uneven lengths of
the vent lines from the tank to common T point contributes to the
problem with the shorter LH vent line giving perhaps a greater head of
pressure to the LH tank (or something like that). It would be
interesting to seperate the two vent lines and give the RH tank it's own
anti siphon line... i.e create a self contained mirror image for each
tanks vent system
.
As an aside, prior to this incident we had already purchased
extended range bladders and will be looking to install these shortly
using taps in the vent lines to control the uneven fuel flow.
Regards, Jay
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/c
ontribution
Message 5
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| Subject: | Fuel feed problem in a YAK-55 |
The thread on CJ-6 feed problems reminded me ....
The indicator (exteral wing mounted rotating gauge) on my left wing 'drains' much
more quickly than the right one. After I land, and come back a couple of days
later, the two indicators are balanced.
Ideas on the cause/remedy greatly appreciated!
Best to all!
William Halverson
Vallejo CA
YAK-55
N355YK
Message 6
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| Subject: | Re: Fuel feed problem in a YAK-55 |
The fuel junction flapper valves are probably stuck open and allowing
the tanks to cross feed.
Dennis
----- Original Message -----
From: William Halverson
To: yak-list@matronics.com
Sent: Monday, May 17, 2010 8:49 AM
Subject: Yak-List: Fuel feed problem in a YAK-55
<william@netpros.net>
The thread on CJ-6 feed problems reminded me ....
The indicator (exteral wing mounted rotating gauge) on my left wing
'drains' much more quickly than the right one. After I land, and come
back a couple of days later, the two indicators are balanced.
Ideas on the cause/remedy greatly appreciated!
Best to all!
William Halverson
Vallejo CA
YAK-55
N355YK
Message 7
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| Subject: | beautifull picture : no comments |
Australian Royal Air Yak
http://www.airliners.net/photo/Yakovlev-Yak-52TW/1704601/M/</photo/Yakovlev-Yak-52TW/1704601/M/>
--
Didier BLOUZARD
didier.blouzard@gmail.com
0624243672
Message 8
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| Subject: | Again : Oil miracle |
Good day to all,
I have a question regarding a strange behavior on a YAK52.
During my preflight check, I had a look on the oil stick. It shows about 5
liters left.....danger zone. How could this happen.
So I filled the oil with 5 more liters up to ten.
Then I started the motor and had a look after 15mn run. The stick shows 16
liters. This time too much.
So I purge 6 liters.
The time after I had the same phenomenon again. When the motor has not run
the oil is very low but after a few mn it comes back to normal.
This is sort of a problem because I can't check the oil anymore. When will I
know if the oil is low for real.
Does this have happen to one of you???? Is this a known issue and is there
there any solution?
Now another question regarding the Heading Indicator on a Yak18T. Last week
I was flying and I looked at my HI. It shows about 150 to 180 degres
opposite of the real heading. (GPS heading!!!)
I touched some buttons on the control panel (left hand side) I don't know
which one was the good one but after a moment, it comes back to normal.
Is there anyone out there having the modus operandi (sorry....the manual!!!)
of this HI please.
Sorry about the noise on the list and thanks to all
have a good flying day
kind regards
--
Didier BLOUZARD
didier.blouzard@gmail.com
0624243672
Message 9
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| Subject: | Re: Again : Oil miracle |
The problem is internal to the oil pump. There is a valve inside the
oil pump that is remaining open which permits the oil in the tank to
drain in through the oil pump into the engine. Jill Gernetzke did an
excellent article on this problem in the RPA magazine a few months back.
Most of the oil will be in the engine sump. When you start the engine,
the scavenge pump side of the oil pump (the output side) pushes the oil
back through the oil cooler and then into the oil tank. The oil in the
tank does not have enough time to drain back down when you shut the
engine down and immediately check the oil. That's why you see the
higher oil level on the dip stick after you run the engine.
Dennis
----- Original Message -----
From: Didier Blouzard
To: yak-list@matronics.com
Sent: Monday, May 17, 2010 10:32 AM
Subject: Yak-List: Again : Oil miracle
Good day to all,
I have a question regarding a strange behavior on a YAK52.
During my preflight check, I had a look on the oil stick. It shows
about 5 liters left.....danger zone. How could this happen.
So I filled the oil with 5 more liters up to ten.
Then I started the motor and had a look after 15mn run. The stick
shows 16 liters. This time too much.
So I purge 6 liters.
The time after I had the same phenomenon again. When the motor has not
run the oil is very low but after a few mn it comes back to normal.
This is sort of a problem because I can't check the oil anymore. When
will I know if the oil is low for real.
Does this have happen to one of you???? Is this a known issue and is
there there any solution?
Now another question regarding the Heading Indicator on a Yak18T. Last
week I was flying and I looked at my HI. It shows about 150 to 180
degres opposite of the real heading. (GPS heading!!!)
I touched some buttons on the control panel (left hand side) I don't
know which one was the good one but after a moment, it comes back to
normal.
Is there anyone out there having the modus operandi (sorry....the
manual!!!) of this HI please.
Sorry about the noise on the list and thanks to all
have a good flying day
kind regards
--
Didier BLOUZARD
didier.blouzard@gmail.com
0624243672
Message 10
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| Subject: | Re: Again : Oil miracle |
Thanks Denniss,
do you think it is possible to have an electronic copy of this article..???
Thanks very much
Didier
2010/5/17 A. Dennis Savarese <dsavarese0812@bellsouth.net>
> The problem is internal to the oil pump. There is a valve inside the oil
> pump that is remaining open which permits the oil in the tank to drain in
> through the oil pump into the engine. Jill Gernetzke did an excellent
> article on this problem in the RPA magazine a few months back. Most of the
> oil will be in the engine sump. When you start the engine, the scavenge
> pump side of the oil pump (the output side) pushes the oil back through the
> oil cooler and then into the oil tank. The oil in the tank does not have
> enough time to drain back down when you shut the engine down and immediately
> check the oil. That's why you see the higher oil level on the dip stick
> after you run the engine.
> Dennis
>
>
> ----- Original Message -----
> *From:* Didier Blouzard <didier.blouzard@gmail.com>
> *To:* yak-list@matronics.com
> *Sent:* Monday, May 17, 2010 10:32 AM
> *Subject:* Yak-List: Again : Oil miracle
>
> Good day to all,
>
> I have a question regarding a strange behavior on a YAK52.
> During my preflight check, I had a look on the oil stick. It shows about 5
> liters left.....danger zone. How could this happen.
> So I filled the oil with 5 more liters up to ten.
> Then I started the motor and had a look after 15mn run. The stick shows 16
> liters. This time too much.
> So I purge 6 liters.
> The time after I had the same phenomenon again. When the motor has not run
> the oil is very low but after a few mn it comes back to normal.
>
> This is sort of a problem because I can't check the oil anymore. When will
> I know if the oil is low for real.
> Does this have happen to one of you???? Is this a known issue and is there
> there any solution?
>
>
> Now another question regarding the Heading Indicator on a Yak18T. Last week
> I was flying and I looked at my HI. It shows about 150 to 180 degres
> opposite of the real heading. (GPS heading!!!)
> I touched some buttons on the control panel (left hand side) I don't know
> which one was the good one but after a moment, it comes back to normal.
> Is there anyone out there having the modus operandi (sorry....the
> manual!!!) of this HI please.
> Sorry about the noise on the list and thanks to all
>
> have a good flying day
>
>
> kind regards
>
>
> --
> Didier BLOUZARD
> didier.blouzard@gmail.com
> 0624243672
>
> *
>
> 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/c*
>
> *
>
> *
>
>
--
Didier BLOUZARD
didier.blouzard@gmail.com
0624243672
Message 11
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Guys,
The problem has always been aircraft yaw. The T-34 which has the same fue
l setup (on one model anyway) has had the same problem. If you do not app
ly enough rudder on climb out, engine seem to pull out of the left tank mo
re. I have separate tank vent lines that go to the wing tips. I was told
that this would cure the uneven flow, when I put in the long range tanks.
It didn't. Yaw is the most likely cause of fuel imbalance.
Jim "Pappy" Goolsby
-----Original Message-----
From: Chris Wise <wise@txc.net.au>
Sent: Mon, May 17, 2010 2:18 am
Subject: Re: Yak-List: feul feed
G'Day Walt,
We carry a piece of plastic tubing that fits over the vent pipes and we us
e this to check the vents by blowing into the pipe.
Every now and then we blow compressed air thru the vent.
At no time have we ever found a blocked air vent.
My mate also fitted new fuel cap seals. Did not solve the problem.
The check valves are a simple flapper valve that prevents any X flow and
I cannot see how they can be a problem.
I am not familiar with the check valves on a CJ6
Thanks and cheers,
Chris.
Chris Wise
GT Propellers Australia
__________________________________________________________
Tel. +61 415 195 095 Fax. +61 8 8326 7268
Email chris@gtpropellersaustralia.com.au
Website www.gtpropellersaustralia.com.au
The information transmitted in and with this email is intended only for th
e person or entity to which it is addressed and may contain confidential
and/or privileged material. Any review, retransmission, dissemination or
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by persons or entities other than the intended recipients is prohibited.
If you received this transmission in error, please contact the sender and
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ems. The intended recipient of this e-mail may only use, reproduce, disclo
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files, with the permission of the sender.
----- Original Message -----
From: Walter Lannon
Sent: Monday, May 17, 2010 2:05 PM
Subject: Re: Yak-List: feul feed
Hi Chris;
The Nanchang exhibits the same fuel feed problem. Typically the RH tank
is late and I know of at least one forced landing with a full RH and empt
y LH. Believe this was in South Africa about 6 or 7 years ago.
The CJ6 has a single point vent system which I don't believe is the proble
m. However the effective length of the vent line and the fuel feed line
are both longer for the RH tank. Theoretically that could induce a lag in
the RH feed time but I don't belive it is signifigant. Any blockage of
the vent by insect nests etc. will definitaly cause a big problem.
Other than the bugs that leaves the feed tank check valves as the only rem
aining source. SPEAKING FOR THE CJ6 ONLY (since I have no knowledge of th
e check valves in any of the Yak models) I believe I have solved that prob
lem with a modification to the check valve which, IMHO, was very poorly de
signed.
If you have the opportunity to take photos of one of your check valves and
email to me I will try to determine if the mod is applicable.
Walt
----- Original Message -----
From: Chris Wise
Sent: Sunday, May 16, 2010 7:18 PM
Subject: Yak-List: feul feed
G'Day All,
I and a friend each run a Yak18T.
We suffer the same problem with both aircraft, re even fuel feed.
Flying in turbulence seems to help the problem, but still air is bad news.
The left tank will feed untill almost empty leaving plenty of fuel in the
right tank and on my mates 18, the low fuel warning light on the left tan
k lit up and was fortunate enough to be close to a small country strip whe
re he landed in a hurry.
He has teed both vents into one. This has not helped.
I moved the left tank vent and re located the vent to about 3/4 of a inch
next to the right tank vent thinking that it may be the vortex from the
prop that is allowing the right tank to feed. Or rather stopping the left
tank to feed.
I have changed the angle of the vent pipe facing the airflow to try and pe
rhaps get more air into the vent to assist the left tank to feed more.
This has only marginally helped.
I landed on Saturday with the left tank low fuel warning light coming on
on finals.
The right tank had 65 - 70 litres fuel remaining and about 12 in the left
when dipped.
We have removed and carefully checked the check valves. No problem there.
Any suggestions would be greatly appreciated.
Thanks and cheers,
Chris.
Chris Wise
GT Propellers Australia
__________________________________________________________
Tel. +61 415 195 095 Fax. +61 8 8326 7268
Email chris@gtpropellersaustralia.com.au
Website www.gtpropellersaustralia.com.au
The information transmitted in and with this email is intended only for th
e person or entity to which it is addressed and may contain confidential
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Message 12
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| Subject: | Re: Again : Oil miracle |
All dry sump aircraft engines utilize a scavange pump to return oil to the tank.
After landing and taxi in at idle RPM the scavange pump output is low and oil accumulates
in the sump.
There is a standard operating procedure for these engines that requires a ground
run prior to shut-down for a specific length of time at a specific RPM.
For a typical small radial I would suggest 1500 RPM for 1 minute.
Do this the same every time and you will get a reliable oil level reading in the
tank.
Walt
----- Original Message -----
From: Didier Blouzard
To: yak-list@matronics.com
Sent: Monday, May 17, 2010 8:32 AM
Subject: Yak-List: Again : Oil miracle
Good day to all,
I have a question regarding a strange behavior on a YAK52.
During my preflight check, I had a look on the oil stick. It shows about 5 liters
left.....danger zone. How could this happen.
So I filled the oil with 5 more liters up to ten.
Then I started the motor and had a look after 15mn run. The stick shows 16 liters.
This time too much.
So I purge 6 liters.
The time after I had the same phenomenon again. When the motor has not run the
oil is very low but after a few mn it comes back to normal.
This is sort of a problem because I can't check the oil anymore. When will I
know if the oil is low for real.
Does this have happen to one of you???? Is this a known issue and is there there
any solution?
Now another question regarding the Heading Indicator on a Yak18T. Last week I
was flying and I looked at my HI. It shows about 150 to 180 degres opposite of
the real heading. (GPS heading!!!)
I touched some buttons on the control panel (left hand side) I don't know which
one was the good one but after a moment, it comes back to normal.
Is there anyone out there having the modus operandi (sorry....the manual!!!)
of this HI please.
Sorry about the noise on the list and thanks to all
have a good flying day
kind regards
--
Didier BLOUZARD
didier.blouzard@gmail.com
0624243672
Message 13
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Jay,
Make sure you look at the vent mods required for the bladders, as the
concept is different than the standard CJ venting system.
Gill
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Jay McIntyre
Sent: Monday, May 17, 2010 3:38 AM
Subject: Yak-List: CJ-6 Fuel Feed
Hi all. I have been meaning to post this for a few weeks now...
You may recall a posting approx a month ago about a Nanchang being flown out
of a 'bush strip' in New Zealand. Well, that was us.
Trying to cut a long story short...
The pilot took off believing he had @10 litres in the LH tank and @ 45
litres in the RH tank for a planned 15 minute flight. After climbing to @
4000 ft he carried out 2-3 basic aerobatic manoeuvres and then began a
prolonged descending RH turn. Approx 12 minutes into the flight the engine
surged and soon after quit. The wobble pump would not restore fuel pressure
and a FLWOP was commenced. He did a very good job and the only damage was
bent leading edges on the lower gear doors.
Right from the get-go, lets forget about the wisdom of taking off in that
fuel state as the pilot believed he was OK to fly with the fuel he had.
After being called to the scene I dipped the tanks and found @ 15 litres in
the LH tank and @ 20 litres in the RH tank. It had taken 2 hours to get to
the aircraft and the fuel had cross fed to a more even level than was most
probably landed with. I tried to start the aircraft as it was, but was
unable to. A further 20 litres of fuel was added to each tank and the engine
was started and ran perfectly.
After some more rudimentary checks the aircraft was pronounced fit for
flight back to the home field with the gear down.
On getting her home we drained the tanks and blew out all the vent lines and
removed the collector tank to check the flapper valves. The only hint of a
defect we could find was that the vent line outlet was not entirely alligned
with the airflow.
(One unrelated defect we inadvertantly found was corrosion in the bottom of
the collector tank. This was in the rear one of the two pressed channels
that the retaining strap sits between - I have now found this in two
machines)
We went on to drain the fuel system and calibrate our dipstick and the
gauges. The gauges and low level lights were incredibly accurate but we
found our dipstick to be over-reading by approx 5 litres.
As nothing could be found the aircraft was released to service for a check
flight over the field. I got airborne with 25 litres per side and climbed to
3500 ft where I initiated a figure 8 track. Initially fuel feed looked even
but after 5 minutes it was obvious that the LH tank was feeding faster (as
it has always done). After @20 minutes the LH low level light came on and I
hoped that the RH one would follow shortly. After another 10 minutes it had
not come on and the gauges were indicating 2 litres in the LH tank and 12 in
the RH tank. At this time I commenced LH orbit and after another 5 minutes
nothing seemed to have changed but the fuel pressure began fluctuating so I
levelled the wings, the pressure came back and I landed.
On draining the tanks I had 2 litres in the LH, 12 litres in the RH and 5
litres in the collector tank.
So all in all, nothing terribly conclusive. I believe that had I been in
straight and level flight I would have been able to get more out of the RH
tank. With regard to the first incident I believe that the ultimate cause
was the prolonged descending turn with the 'empty' tank on the high side.
Unless perfectly in balance the fuel in both tanks would tend to run forward
and away from the outlet point, particularly on the LH tank which was
probably down to 2 or 3 litres. Thus the collector tank would not be
replenished and after approx 4 mins fuel pressure would begin to fluctuate
(I say 4 mins because the tank has an 8 litre capacity and the pick up for
it's outlet is dead in the middle of the tank and fuel consumption is 60
litres per hour for the standard CJ-6
I was able to produce similar results on the second flight except for the
fact that I flew level orbits with the fuller tank on the high side.
Correct me if I am wrong, but I believe that fuel feed problems,
particularly in tight turns was why PA-18A Super Cubs have a header tank for
each wing tank???)
Like Walt said in his eariler post, I think the uneven lengths of the vent
lines from the tank to common T point contributes to the problem with the
shorter LH vent line giving perhaps a greater head of pressure to the LH
tank (or something like that). It would be interesting to seperate the two
vent lines and give the RH tank it's own anti siphon line... i.e create a
self contained mirror image for each tanks vent system
.
As an aside, prior to this incident we had already purchased extended range
bladders and will be looking to install these shortly using taps in the vent
lines to control the uneven fuel flow.
Regards, Jay
Message 14
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I have found a few "shop service kits" for this QDF-1start valve, the kit
consists of the rubber parts in the valve. In the kit are 5 rubber parts: 1
each QDF-1-10, 1-14, 1-18, 1-22, 1-16. See page 23-2, fig 3.3 in the
Airframe Accessory Overhaul manual for a cross section view of this valve.
The best exploded view of the valve is found in Vol 5, page 64, fig 1-16 of
the CJ6 illustrated parts book. With this in hand you should have no
problems (well less problems) with the repair/service of the *pneumatic side
* of this valve.
Doug
On Sun, May 16, 2010 at 5:25 PM, Yak Pilot <yakplt@yahoo.com> wrote:
> Doug's advice is right on the money. On the YAK-50, I just take off the
> top line (output) and do the same thing. Flushing it out with WD-40 will do
> the trick.
>
> Fact of the matter is... I dorked around with this valve for a long time
> and then finally ordered a replacement from Doug. It took about 30 minutes
> to replace it, and I am slow.
>
> It took a lot longer to clean it every time.
>
> A SMART person keeps spares on hand of items that are known to fail and
> cause you grief! This part is one of the above. Order TWO from Doug, while
> he has them!
>
> Mark
>
>
> --- On *Fri, 5/14/10, doug sapp <dougsappllc@gmail.com>* wrote:
>
>
> From: doug sapp <dougsappllc@gmail.com>
> Subject: Re: Yak-List: RE:
>
> To: yak-list@matronics.com
> Date: Friday, May 14, 2010, 2:31 PM
>
> Guys,
> Remove the hose FROM the start spider on the engine, Tie wrap a
> shop towel around this end of the hose and let it hang down, next fill the
> line going TO the solenoid with WD40, then hit the button or depress the
> lever. This will flush out the solenoid. This will help if your problem is
> junk in the system, but will not help if your problem is in the electrical
> portion of the valve (which it normally is).
>
> I have them new in stock if needed.
>
> Doug
>
> On Fri, May 14, 2010 at 10:49 AM, Bitterlich, Mark G CIV Det Cherry Point,
> MALS-14 64E <mark.bitterlich@navy.mil<http://us.mc507.mail.yahoo.com/mc/compose?to=mark.bitterlich@navy.mil>
> > wrote:
>
>> MALS-14 64E" <mark.bitterlich@navy.mil<http://us.mc507.mail.yahoo.com/mc/compose?to=mark.bitterlich@navy.mil>
>> >
>>
>> Terry,
>>
>> I believe the starter solenoid on the CJ-6 is the same as the YAK-50.
>> There are two types, one without the external actuator lever and one
>> with. The guts inside are the same on both. They are not adjustable.
>>
>> However, you can take them apart and clean them and usually get a little
>> more life from the things. I did that and managed to get another two
>> years out of one, but eventually had to replace it.
>>
>> You can take the guts out of one without the external lever and put them
>> into one WITH the external lever if you want to.
>>
>> Mark Bitterlich
>>
>>
>> -----Original Message-----
>> From: owner-yak-list-server@matronics.com<http://us.mc507.mail.yahoo.com/mc/compose?to=owner-yak-list-server@matronics.com>
>> [mailto:owner-yak-list-server@matronics.com<http://us.mc507.mail.yahoo.com/mc/compose?to=owner-yak-list-server@matronics.com>]
>> On Behalf Of T A LEWIS
>> Sent: Thursday, May 13, 2010 9:24 PM
>> To: yak list
>> Subject:
>>
>> >
>>
>> Hi,
>> Can some one tell me the proper way to adjust the coil on the cj-6a
>> starter .
>> Thanks,
>> Terry
>>
>>
>>
>>
>>
>>
>>
>> ==========
>> rget="_blank">http://www.matronics.com/Navigator?Yak-List
>> ==========
>> http://forums.matronics.com
>> ==========
>> le, List Admin.
>> ="_blank">http://www.matronics.com/contribution
>> ==========
>>
>>
>>
>>
> *
>
> =nofollow target=_blank>http://www.matronics.com/Navigator?Yak-List
> et=_blank>http://forums.matronics.com
> llow target=_blank>http://www.matronics.com/contribution
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>
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Message 15
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Didier's oil level problem is common to any aircraft with a "dry sump"
system and a separate oil tank.
The only ACCURATE measurement for a Yaks oil level is when the engine is
warm, and has run for at least 20 seconds at a speed above 60% to scavenge
oil out of the engine into the tank, just before shutting down.
The other issue is that a low oil level in the tank means that the oil has
gone into the engine through a slightly worn check valve in the oil pump.
There are various places that can go, but clearly it will try to go to the
lowest place - i.e. into the bottom cylinders or the bottom intake tubes -
in either case potential hydraulic lock.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
<http://www.russianaeros.com> www.russianaeros.com
Message 16
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| Subject: | Re: Again : Oil miracle |
Yes, it's the fall 2009 issue, page 15 available on-line.
http://www.flyredstar.org/docs/red-alert-back-issues/Fall_2009.pdf
Dennis
----- Original Message -----
From: Didier Blouzard
To: yak-list@matronics.com
Sent: Monday, May 17, 2010 11:07 AM
Subject: Re: Yak-List: Again : Oil miracle
Thanks Denniss,
do you think it is possible to have an electronic copy of this
article..???
Thanks very much
Didier
2010/5/17 A. Dennis Savarese <dsavarese0812@bellsouth.net>
The problem is internal to the oil pump. There is a valve inside
the oil pump that is remaining open which permits the oil in the tank to
drain in through the oil pump into the engine. Jill Gernetzke did an
excellent article on this problem in the RPA magazine a few months back.
Most of the oil will be in the engine sump. When you start the engine,
the scavenge pump side of the oil pump (the output side) pushes the oil
back through the oil cooler and then into the oil tank. The oil in the
tank does not have enough time to drain back down when you shut the
engine down and immediately check the oil. That's why you see the
higher oil level on the dip stick after you run the engine.
Dennis
----- Original Message -----
From: Didier Blouzard
To: yak-list@matronics.com
Sent: Monday, May 17, 2010 10:32 AM
Subject: Yak-List: Again : Oil miracle
Good day to all,
I have a question regarding a strange behavior on a YAK52.
During my preflight check, I had a look on the oil stick. It shows
about 5 liters left.....danger zone. How could this happen.
So I filled the oil with 5 more liters up to ten.
Then I started the motor and had a look after 15mn run. The stick
shows 16 liters. This time too much.
So I purge 6 liters.
The time after I had the same phenomenon again. When the motor has
not run the oil is very low but after a few mn it comes back to normal.
This is sort of a problem because I can't check the oil anymore.
When will I know if the oil is low for real.
Does this have happen to one of you???? Is this a known issue and
is there there any solution?
Now another question regarding the Heading Indicator on a Yak18T.
Last week I was flying and I looked at my HI. It shows about 150 to 180
degres opposite of the real heading. (GPS heading!!!)
I touched some buttons on the control panel (left hand side) I
don't know which one was the good one but after a moment, it comes back
to normal.
Is there anyone out there having the modus operandi (sorry....the
manual!!!) of this HI please.
Sorry about the noise on the list and thanks to all
have a good flying day
kind regards
--
Didier BLOUZARD
didier.blouzard@gmail.com
0624243672
href="http://www.matronics.com/Navigator?Yak-List">http://www.matronics
.com/Navigator?Yak-List
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Didier BLOUZARD
didier.blouzard@gmail.com
0624243672
Message 17
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| Subject: | Its that time again! |
Well troops once again its planning time for OSH and EAA AirVenture. Once
again RPA is planning a presents and participation. As we all know all th
e latest and greatest stuff is there and of course this year is no differe
nt. We have it on good account that some 30 to 40 DC-3/C-47 are planning
on making an appearance this year. This just maybe the last time this man
y Gooney Birds have been in the air at the same time since WW2. A number
of your very own RPA formation check pilots and leads have been asked to
help in planning the arrival. They certainly will take up a lot of room
and will be a momentous chore for us "advisors".
RPA is planning having another Pig Roast at our tent again this year. I'm
trying to keep the costs under $50. a head. This will include the roast,
tent, tables, chairs, and supplies (water, and other mics. stuff). Since
I'll need to know the numbers, PLEASE go to the RPA site to list up. And
guys it's very hard to take into account each others different schedules.
Those of you who plan to fly in the different show days, it would be nice
to know that you will show up. Of course the more of you who show up the
cheaper it is - except for the Pig Roast- that is on a per person cost an
d "last minute" reservations are very hard on the caterer. Plus I need to
know when most folks will be there so as to schedule the caterer.
We usually have 25 plus aircraft at OSH. This is a great time to put faces
on names you see on the Yaklist or see in RedAlert. Plus you see and lear
n an awful lot more about particular modes and doodads' from the very folk
s who think them up. Because of time constrains there isn't a RPA pre-OSH
get-together point although that does not stop you guys for making plans
to that amongst your selves. Part of the fun is in getting there with oth
er folks. Plus some rust can be knocked off formation skills in route.
Jim "Pappy" Goolsby
Message 18
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| Subject: | Fuel feed imbalance |
Message 19
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| Subject: | Fuel feed - but first |
But first check some really simple stuff before getting out the hacksaw or starting
to lay tube.
Level the airplane across the cockpit with a bubble or digital tool, so that wings
are level. Adjust the slip-skid balls to indicate center ...or coordinated
flight.
Next, fly the airplane trim out and check the slip-skid ball. You just might find
that some trim tabs may need "tweeking" so that the airplane flys level in
coordinated flight.
Then, check for fuel burn balance. Might help and it's a cheap fix. And (big secret)
your airplane will fly faster for the same power setting.
Craig Payne
Message 20
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Thanks a lot Richard.
That's what I do on my 18t and I have no problem of oil...at the moment !!!
I'll try the same on the 52
kind regards
Diider
2010/5/17 Richard Goode <richard.goode@russianaeros.com>
> Didier=92s oil level problem is common to any aircraft with a =94dry sum
p=94
> system and a separate oil tank.
>
>
> The only ACCURATE measurement for a Yaks oil level is when the engine is
> warm, and has run for at least 20 seconds at a speed above 60% to scaveng
e
> oil out of the engine into the tank, just before shutting down.
>
>
> The other issue is that a low oil level in the tank means that the oil ha
s
> gone into the engine through a slightly worn check valve in the oil pump.
>
>
> There are various places that can go, but clearly it will try to go to th
e
> lowest place ' i.e. into the bottom cylinders or the bottom intake tube
s '
> in either case potential hydraulic lock.
>
>
> Richard Goode Aerobatics
>
> Rhodds Farm
>
> Lyonshall
>
> Herefordshire
>
> HR5 3LW
>
> United Kingdom
>
>
> Tel: +44 (0) 1544 340120
>
> Fax: +44 (0) 1544 340129
>
> www.russianaeros.com
>
>
> *
>
===========
===========
===========
===========
> *
>
>
--
Didier BLOUZARD
didier.blouzard@gmail.com
0624243672
Message 21
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| Subject: | Re: beautifull picture : no comments |
Whoa. Shiny.
On May 17, 2010, at 11:19 AM, Didier Blouzard wrote:
> Australian Royal Air Yak
>
>
> http://www.airliners.net/photo/Yakovlev-Yak-52TW/1704601/M/ </photo/
> Yakovlev-Yak-52TW/1704601/M/>
>
>
> --
> Didier BLOUZARD
> didier.blouzard@gmail.com
> 0624243672
>
>
Message 22
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So just to be sure, am I correct in saying an in flight remidy is to
step on the side showing the lowest fuel level. If this is the case
is it best to simply step on the low side or is it needed to step and
"hold" for an extended period of time on the low side ? Do I have
this backwards? steve "old school"
On Mon, May 17, 2010 at 12:19 PM, <cjpilot710@aol.com> wrote:
> Guys,
>
> The problem has always been aircraft yaw. The T-34 which has the same fuel
> setup (on one model anyway) has had the same problem. If you do not apply
> enough rudder on climb out, engine seem to pull out of the left tank more.
> I have separate tank vent lines that go to the wing tips. I was told that
> this would cure the uneven flow, when I put in the long range tanks. It
> didn't. Yaw is the most likely cause of fuel imbalance.
>
> Jim "Pappy" Goolsby
>
> -----Original Message-----
> From: Chris Wise <wise@txc.net.au>
> To: yak-list@matronics.com
> Sent: Mon, May 17, 2010 2:18 am
> Subject: Re: Yak-List: feul feed
>
> G'Day Walt,
>
> We carry a piece of plastic tubing that fits over the vent pipes and we use
> this to check the vents by blowing into the pipe.
> Every now and then we blow compressed air thru the vent.
> At no time have we ever found a blocked air vent.
> My mate also fitted new fuel cap seals. Did not solve the problem.
>
> The check valves are a simple flapper valve that prevents any X flow and I
> cannot see how they can be a problem.
> I am not familiar with the check valves on a CJ6
>
> Thanks and cheers,
> Chris.
>
>
> Chris Wise
> GT Propellers Australia
> __________________________________________________________
> Tel. +61 415 195 095 Fax. +61 8 8326 7268
>
> Email chris@gtpropellersaustralia.com.au
> Website www.gtpropellersaustralia.com.au
>
> The information transmitted in and with this email is intended only for the
> person or entity to which it is addressed and may contain confidential
> and/or privileged material. Any review, retransmission, dissemination or
> other use of, or taking of any action in reliance upon this information, by
> persons or entities other than the intended recipients is prohibited. If you
> received this transmission in error, please contact the sender and delete
> this e-mail and associated material from all computers and/or systems. The
> intended recipient of this e-mail may only use, reproduce, disclose or
> distribute the information contained in this e-mail and any attached files,
> with the permission of the sender.
>
> ----- Original Message -----
> From: Walter Lannon
> To: yak-list@matronics.com
> Sent: Monday, May 17, 2010 2:05 PM
> Subject: Re: Yak-List: feul feed
> Hi Chris;
>
> The Nanchang exhibits the same fuel feed problem. Typically the RH tank is
> late and I know of at least one forced landing with a full RH and empty LH.
> Believe this was in South Africa about 6 or 7 years ago.
>
> The CJ6 has a single point vent system which I don't believe is the
> problem. However the effective length of the vent line and the fuel feed
> line are both longer for the RH tank. Theoretically that could induce a lag
> in the RH feed time but I don't belive it is signifigant. Any blockage of
> the vent by insect nests etc. will definitaly cause a big problem.
>
> Other than the bugs that leaves the feed tank check valves as the only
> remaining source. SPEAKINGFOR THE CJ6 ONLY (since I have no knowledge of
> the check valves in any of the Yak models) I believeI have solved that
> problem with a modification to the check valve which,IMHO,was very poorly
> designed.
>
> If you have theopportunityto take photos ofone of your check valves and
> email to me I will try to determine if the mod is applicable.
>
> Walt
>
>
> ----- Original Message -----
> From: Chris Wise
> To: yak-list@matronics.com
> Sent: Sunday, May 16, 2010 7:18 PM
> Subject: Yak-List: feul feed
> G'Day All,
>
> I and a friend each run a Yak18T.
> We suffer the same problem with both aircraft, re evenfuel feed.
> Flying in turbulence seems to help the problem, but still air is bad news.
>
> The left tank will feed untill almost empty leaving plenty of fuel in the
> right tank and on my mates 18, the low fuel warning light on the left tank
> lit up and was fortunate enough to be close to a small country strip where
> he landed in a hurry.
>
> He has teed both vents into one. This has not helped.
>
> I moved the left tank vent and re located the vent to about 3/4 of a inch
> next to the right tank vent thinking that it may be the vortex from the prop
> that is allowing the right tank to feed. Or rather stopping the left tank to
> feed.
> I have changed the angle of the vent pipe facing the airflow to try and
> perhaps get more air into the vent to assist the left tank to feed more.
> This has only marginally helped.
>
> I landed on Saturday with the left tank low fuel warning light coming on on
> finals.
> The right tank had 65 - 70 litres fuel remaining and about 12 in the left
> when dipped.
>
> We have removed and carefully checked the check valves. No problem there.
>
> Any suggestions would be greatly appreciated.
>
> Thanks and cheers,
> Chris.
>
>
> Chris Wise
> GT Propellers Australia
> __________________________________________________________
> Tel. +61 415 195 095 Fax. +61 8 8326 7268
>
> Email chris@gtpropellersaustralia.com.au
> Website www.gtpropellersaustralia.com.au
>
> The information transmitted in and with this email is intended only for the
> person or entity to which it is addressed and may contain confidential
> and/or privileged material. Any review, retransmission, dissemination or
> other use of, or taking of any action in reliance upon this information, by
> persons or entities other than the intended recipients is prohibited. If you
> received this transmission in error, please contact the sender and delete
> this e-mail and associated material from all computers and/or systems. The
> intended recipient of this e-mail may only use, reproduce, disclose or
> distribute the information contained in this e-mail and any attached files,
> with the permission of the sender.
>
>
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>
Message 23
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| Subject: | Again : Oil miracle |
Walt according to the original translated YAK-52 pilot's manual, the
procedure is to sump the engine at 70% (~1600 RPM) for 30 sec. Pretty close.
Doc
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Walter Lannon
Sent: Monday, May 17, 2010 11:26 AM
Subject: Re: Yak-List: Again : Oil miracle
All dry sump aircraft engines utilize a scavange pump to return oil to the
tank.
After landing and taxi in at idle RPM the scavange pump output is low and
oil accumulates in the sump.
There is a standard operating procedure for these engines that requires a
ground run prior to shut-down for a specific length of time at a specific
RPM.
For a typical small radial I would suggest 1500 RPM for 1 minute.
Do this the same every time and you will get a reliable oil level reading in
the tank.
Walt
----- Original Message -----
From: Didier Blouzard <mailto:didier.blouzard@gmail.com>
Sent: Monday, May 17, 2010 8:32 AM
Subject: Yak-List: Again : Oil miracle
Good day to all,
I have a question regarding a strange behavior on a YAK52.
During my preflight check, I had a look on the oil stick. It shows about 5
liters left.....danger zone. How could this happen.
So I filled the oil with 5 more liters up to ten.
Then I started the motor and had a look after 15mn run. The stick shows 16
liters. This time too much.
So I purge 6 liters.
The time after I had the same phenomenon again. When the motor has not run
the oil is very low but after a few mn it comes back to normal.
This is sort of a problem because I can't check the oil anymore. When will I
know if the oil is low for real.
Does this have happen to one of you???? Is this a known issue and is there
there any solution?
Now another question regarding the Heading Indicator on a Yak18T. Last week
I was flying and I looked at my HI. It shows about 150 to 180 degres
opposite of the real heading. (GPS heading!!!)
I touched some buttons on the control panel (left hand side) I don't know
which one was the good one but after a moment, it comes back to normal.
Is there anyone out there having the modus operandi (sorry....the manual!!!)
of this HI please.
Sorry about the noise on the list and thanks to all
have a good flying day
kind regards
--
Didier BLOUZARD
didier.blouzard@gmail.com
0624243672
Message 24
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| Subject: | Re: Again : Oil miracle |
OK. Just do exactly the same every time.
Walt
----- Original Message -----
From: Roger Kemp M.D.
To: yak-list@matronics.com
Sent: Monday, May 17, 2010 8:33 PM
Subject: RE: Yak-List: Again : Oil miracle
Walt according to the original translated YAK-52 pilot's manual, the procedure
is to sump the engine at 70% (~1600 RPM) for 30 sec. Pretty close.
Doc
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Walter Lannon
Sent: Monday, May 17, 2010 11:26 AM
To: yak-list@matronics.com
Subject: Re: Yak-List: Again : Oil miracle
All dry sump aircraft engines utilize a scavange pump to return oil to the tank.
After landing and taxi in at idle RPM the scavange pump output is low and oil
accumulates in the sump.
There is a standard operating procedure for these engines that requires a ground
run prior to shut-down for a specific length of time at a specific RPM.
For a typical small radial I would suggest 1500 RPM for 1 minute.
Do this the same every time and you will get a reliable oil level reading in
the tank.
Walt
----- Original Message -----
From: Didier Blouzard
To: yak-list@matronics.com
Sent: Monday, May 17, 2010 8:32 AM
Subject: Yak-List: Again : Oil miracle
Good day to all,
I have a question regarding a strange behavior on a YAK52.
During my preflight check, I had a look on the oil stick. It shows about 5
liters left.....danger zone. How could this happen.
So I filled the oil with 5 more liters up to ten.
Then I started the motor and had a look after 15mn run. The stick shows 16
liters. This time too much.
So I purge 6 liters.
The time after I had the same phenomenon again. When the motor has not run
the oil is very low but after a few mn it comes back to normal.
This is sort of a problem because I can't check the oil anymore. When will
I know if the oil is low for real.
Does this have happen to one of you???? Is this a known issue and is there
there any solution?
Now another question regarding the Heading Indicator on a Yak18T. Last week
I was flying and I looked at my HI. It shows about 150 to 180 degres opposite
of the real heading. (GPS heading!!!)
I touched some buttons on the control panel (left hand side) I don't know which
one was the good one but after a moment, it comes back to normal.
Is there anyone out there having the modus operandi (sorry....the manual!!!)
of this HI please.
Sorry about the noise on the list and thanks to all
have a good flying day
kind regards
--
Didier BLOUZARD
didier.blouzard@gmail.com
0624243672
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