Today's Message Index:
----------------------
1. 04:18 AM - Russian horizon for Yak 52. (Etienne Verhellen)
2. 04:18 AM - Dumping "stuff" in the oil (Cpayne)
3. 05:47 AM - Re: MMO vs. Camguard (subject change) (RICHARD VOLKER)
4. 06:42 AM - Re: MMO vs. Camguard (subject change) (Mark Davis)
5. 06:53 AM - Cowl design and CHT (RICHARD VOLKER)
6. 07:26 AM - Re: Cowl design and CHT (Richard Goode)
7. 07:29 AM - Re: MMO vs. Camguard (subject change) (Eric Wobschall)
8. 07:34 AM - Re: Cowl design and CHT (Eric Wobschall)
9. 03:09 PM - Re: Cowl design and CHT (Chris Wise)
10. 08:08 PM - Re: Dumping "stuff" in the oil (Roger Kemp M.D.)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Russian horizon for Yak 52. |
380 degrees !!?!!!! Did you mean 180 degrees CHT ?
Ohhhhhh I see 380 F = 193.33 Celsius ! Much better
and indeed very good if you are running at 100% ! ;-)
BEFORE :
http://fanairplane.free.fr/affichage2.php?img=7323
http://users.skynet.be/B747/photogallery/Etienne%20G-CBSS/Copie%20de%20G-CBSS%20panel.JPG
AFTER :
http://www.myalbums.be/displayimage.php?pid=85874&fullsize=1
Yak UK installed Dynon EFIS-D10A = very very nice.
So we have a Russian Artificial Horizon (the one with the
sky at the bottom !) sitting on the shelf.
Anyone interested, contact : janie@yak52.fr
Cheers, Etienne.
http://www.hangarflying.be/fr/node/708
On Sat, 9 Oct 2010 02:58:39 +0000
rick@rvairshows.com wrote:
>
> I have been running CamGuard during daily flights at
>100 % power for half of each flight. Max cruise for the
>other half. Will let you know how it turns out compared
>to past M14P engines with same service history. CHT's
>never get over 380 degrees F. And oil temperatures in the
>green. I am looking for wear protection, obviously.
> Rick Volker.
> Sent from my Verizon Wireless BlackBerry
=======================================================================================
--
This message is private and confidential and may also be legally privileged. If
you have received this message in error, please email it back to the sender
and immediately permanently delete it from your computer system. Please do not
read, print, re-transmit, store or act in reliance on it or any attachments.
British Airways may monitor email traffic data and also the content of emails,
where permitted by law, for the purposes of security and staff training and in
order to prevent or detect unauthorised use of the British Airways email system.
Virus checking of emails (including attachments) is the responsibility of the recipient.
British Airways Plc is a public limited company registered in England and Wales.
Registered number: 1777777. Registered office: Waterside, PO Box 365, Harmondsworth,
West Drayton, Middlesex, England, UB7 0GB.
Additional terms and conditions are available on our website: www.ba.com
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Dumping "stuff" in the oil |
I do not claim any Chemical Engineering knowledge but facts are facts. Radial engines
like the M-14 and large displacement US types have certain critical differences
from "flat" engines. The master rod and main bearing are plated with
pure Silver and the plated with Lead to protect the Silver.
Oil Additives designed to scavenge lead from the engine are used in "flat" engines
because they run on 100LL. These same additives can erode the lead plating
on the main bearing and expose the Silver plating. Silver is highly reactive
to additives in the oil and contaminants like acids that are byproducts of combustion.
When plating protection is reduced, the huge loads generate heat which then may
result in sudden seizure. You know when that happens when pistons start flying
out through the cowl or the spinning thing up front stops moving. At that point
your day doesn't go as well as you wanted it to!
Many automotive oils contain wear additives that can harm radials, don't use them.
Be careful what gets dumped into the oil. MMO has been around before WW-II
and has been used in radial gas and oil ever since. Many engine builders use
MMO to coat moving parts during installation. Even "flat" engine builders. MMO
gets many of it's properties from the small molecular size that result from selective
refining of base stocks rather than blending of exotic chemicals.
Just my opinion.
Craig Payne
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: MMO vs. Camguard (subject change) |
I do not believe that CamGuard impacts cylinder head and oil temps. The engines
used for the testing were run at full power at temps close to redline for both
CHT and oil temp in the air show environment. That means 15 minutes running
time and abrupt cool down every flight for 500 hours. Comparing engines with
and without CamGuard following this same use pattern showed shocking differences
in cylinder head and piston wall wear. The tests suggested that there is great
wear protection for engines flown at their temperature limits while using
CamGuard.
Rick Volker
On Oct 8, 2010, at 11:18 PM, Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E
wrote:
>
> Are you saying that you feel that CamGuard impacts cylinder head temperatures
and oil temperatures?
>
>
>
> ________________________________
>
> From: owner-yak-list-server@matronics.com on behalf of rick@rvairshows.com
> Sent: Fri 10/8/2010 10:58 PM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: MMO vs. Camguard (subject change)
>
>
>
>
> I have been running CamGuard during daily flights at 100 % power for half of
each flight. Max cruise for the other half. Will let you know how it turns out
compared to past M14P engines with same service history. CHT's never get over
380 degrees F. And oil temperatures in the green. I am looking for wear protection,
obviously.
> Rick Volker.
> Sent from my Verizon Wireless BlackBerry
>
> -----Original Message-----
> From: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E" <mark.bitterlich@navy.mil>
> Sender: owner-yak-list-server@matronics.com
> Date: Fri, 8 Oct 2010 21:58:29
> To: <yak-list@matronics.com>
>
>
> Short answer: Yes I would.
>
> Long answer: I have not used CamGuard personally, but am considering it. From
what I can read it is a good product. In the past, I have run my engine every
weekend or more. I have changed the oil every 50 hours or less. I had not
really considered CamGuard necessary. However.... my YAK-50 does not fly as
much as it used to and CamGuard might be a wise investment.
>
> To be perfectly candid, I was kind of hoping someone else would run it for awhile
first and let me gain from their experience.
>
> Mark Bitterlich
>
>
>
>
> ________________________________
>
> From: owner-yak-list-server@matronics.com on behalf of rick@rvairshows.com
> Sent: Fri 10/8/2010 5:02 PM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: MMO vs. Camguard (subject change)
>
>
>
>
> Would you use CamGuard?
> Sent from my Verizon Wireless BlackBerry
>
> -----Original Message-----
> From: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E" <mark.bitterlich@navy.mil>
> Sender: owner-yak-list-server@matronics.com
> Date: Fri, 8 Oct 2010 16:33:04
> To: <yak-list@matronics.com>
>
>
> Well, since you were replying to a message that I wrote when you posted this
Richard, I will assume that you were directing your reply and tongue in cheek
comments to what I wrote.
>
> Let me say again for the record. I do not recommend MMO to anyone for any purpose
in any engine. Many others actually do, and there are numerous articles
supporting it's use for lead reduction, but since this topic has been discussed
"Ad Nauseum" on this list, and since many readers are sick and tired of hearing
the same old song and verse, I am not about to start up that whole tired
argument yet again.
>
> That said, I have seen numerous engines with lead fouling on the valves, and
it has happened to my engine twice. Since I have run MMO, I have not had any
problems with leading on the valves. That is far from a good analysis, nor is
it scientific, and it is not something I am going stand up on a soap box and
argue about.
>
> If you need information about MMO, this is not the forum to get it from (IMHO).
However, to address your question about how CamGuard compares to MMO, the
answer is that they are two totally different products intended for two totally
different purposes at least for the use I was discussing. CamGuard is an additive
supplement formulated to address the complex and interrelated problems
of corrosion, wear, deposits and seal degradation in piston engines. Quote Unquote.
>
> It goes in the oil. I am putting MMO into the FUEL. Kind of different applications,
don't you think?
>
> If you want a sample size of more than "one", maybe you ought to look around on the Internet for more comments on the matter. You can start with this one: http://www.pipercubforum.com/marvel.htm
>
> In the end, regardless of what you feel like kissing Richard, I fully intend
to continue using this product in the engines I operate.
>
> Mark Bitterlich
>
>
>
>
>
>
>
>
> ________________________________
>
> From: owner-yak-list-server@matronics.com on behalf of RICHARD VOLKER
> Sent: Fri 10/8/2010 9:15 AM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: TITUS at Titusville, FL TICO Airshow
>
>
> I need information about MMO. Is there any aviation engine testing available
with this additive? Are aircraft owners that are using this oil actually trusting
anecdotal evidence or it's performance in non-aviation engines? How does
this additive compare to CamGuard? The engine teardown testing by Monte Barrett
and others completely reinforces CamGuard claims, as has many independent, scientifically
performed studies. A sample size of one is statistically useless
in proving anything. Wait a minute, I kiss my Sukhoi after every flight and
it is running better than ever. Anybody else care to try that?
> Rick Volker
>
> On Oct 7, 2010, at 1:55 PM, Bitterlich, Mark G CIV Det Cherry Point, MALS-14
64E wrote:
>
>
> Hello Javier,
>
> Glad to hear you are happy with the ignition upgrade kit from Dennis.
I have been involved with that mod on several aircraft and in each case, the
improvement has been very noticable, especially at idle.
>
> Yes, I do use MMO... but clearly I am no expert in it's use. I am one
of these stupid people that think: "if a little bit is good, then a lot is even
better!". That is not an especially "informed or wise" point of view, but
you asked, so I am admitting it! :-)
>
> My YAK-50 holds about 32 gallons. I put about 1/2 quart or more in for
a full tank. In some cases, I've put as much as a full quart in, but that is
not common and I usually have done that just because I did not want to carry
an open container around in the aircraft so I just poured it all in. Probably
not too smart. CLEARLY this is over the recommended amount... but I really
don't think it has hurt anything since I have been doing it for almost 10 years
now. So, I suppose the answer to your question is to simply run the recommended
amount but if you go a little over ... it doesn't seem to hurt anything.
This is subject to change by someone who knows more than me about the issue!
>
> As for oil.... I use MMO as a kind of "cleaner". When I get ready to
change the oil in my engine, I pour in TWO QUARTS of MMO and then go for a short
flight and run the engine hard. I then come back and immediately drain it
all out. Again, this might not be a great recommendation, but it is what I do.
>
> In short, the subject of MMO, how much to use, when to use it, and whether
it is even any good in the first place.... is something that has been a
hot topic on this list server for quite a number of years. In no way would I
dare to recommend a certain amount, or even claim that the stuff really works!
I use it because it does not seem to hurt anything, and APPEARS to have helped
me regarding valve leading issues.
>
> Mark
>
>
>
> ________________________________
>
> From: Javier Carrasco
> Sent: Wed 10/6/2010 8:57 PM
> To: Mark Sorenson; yak-list@matronics.com
> Subject: Re: Yak-List: TITUS at Titusville, FL TICO Airshow
>
>
> Hi Mark!
>
> Hope you are doing great!
>
> Hey I got the Spakplug kit from Dennis Savarece and the difference is just unbelievable!
>
> Hey are you using the Marvel Mystery Oil?
>
> If so in what proportion?
>
> And do you add it everytime you put gas? or how often?
>
> Regards, Javier
> --- On Sun, 3/14/10, Mark Sorenson <captainsorenson@hotmail.com> wrote:
>
>
>
> From: Mark Sorenson <captainsorenson@hotmail.com>
> Subject: Yak-List: TITUS at Titusville, FL TICO Airshow
> To: "Mark Sorenson" <captainsorenson@hotmail.com>
> Date: Sunday, March 14, 2010, 7:43 AM
>
>
> Sorry about the previous misfire with no photo attached.
>
> This was captured yesterday at the TICO Airshow, in Titusville, FL. Other
than having to deal with winds up to 30 mph it was a grrrrrrrrrreat day among
grrrrrrrrrrreat people.
>
>
> Best regards,
> Mark Sorenson
> 678-GO-FLY-HI
> www.tigerairshows.com
>
>
>
> ________________________________
>
> Hotmail: Trusted email with powerful SPAM protGBL/go/210850553/direct/01/">Sign
up now.
>
>
>
>
> et=_blank>http://www.matronics.com/Navigator?Yak-List
> p://forums.matronics.com/
> blank>http://www.matronics.com/contribution
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: MMO vs. Camguard (subject change) |
Mark,
I had a Ford field engineer tell me several years ago that the new
ultra low sulphur diesel fuels lack lubricity which will result in wear on
component that weren't common with the former blends of diesel. He
recommended adding two stroke oil to diesel to restore the lubricity (a
small bottle which will make one gallon of premix gas to each fill up).
This was in regard to the 7.3L Powerstroke. I'm not sure how the oil will
go with the new generation diesels with EGR and DPF systems. It is an oil
designed to lubricate recipricating components and bearings then burn
without excessive residue in the combustion cycle. Who knows what residual
remains to protect the exhaust valve seats. Anyway, the point being, if TEL
goes away, we may need to look at other ways to replace the lubricity in our
fuels. MMO does that, but a purpose designed oil like two stroke oil may be
better when TEL eventually goes away entirely.
Mark Davis
N44YK
----- Original Message -----
From: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E"
<mark.bitterlich@navy.mil>
Sent: Friday, October 08, 2010 9:30 PM
Subject: RE: Yak-List: MMO vs. Camguard (subject change)
> MALS-14 64E" <mark.bitterlich@navy.mil>
>
> I fully concur with Monty Barrett that cylinder head temp. is a SERIOUSLY
> important factor in the life of these engines.
>
> I have no idea how MMO will react with Swift fuel. Swift fuel does not
> contain TEL.
>
> One of the reasons you have avoided valve leading is because you run your
> engine so hard, and I have pointed out that fact in the past. Running the
> engine at low RPM impacts exhaust gas temperature. It increases your
> chances of valve leading issues. The lower the temperature of your
> cylinder head, the more chance you have of the TEL coming out of a gaseous
> state back into a precipitate.
>
> Swift fuel may have the octane, but it will likely not have the
> lubrication properties of fuel containing TEL. The Russians have said
> that their hardened valve seats combined with their sodium filled valve
> bodies will be able to handle this.
>
> I hope they are correct.
>
> If not, it's only money.
>
> Mark Bitterlich
>
>
> ________________________________
>
> From: owner-yak-list-server@matronics.com on behalf of RICHARD VOLKER
> Sent: Fri 10/8/2010 6:28 PM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: MMO vs. Camguard (subject change)
>
>
>
> OK,
> seriously then....
>
> It looks as though there are countless testimonials supporting the helpful
> properties of MMO. I respect your opinion regarding its use. It is
> difficult to find scientifically supportive documentation of this product
> on line, piper site and all. I would be interested in MMO, particularly
> after reading how Swift fuel may be coming our way. After the FAA test run
> of an IO540 engine for 150 hours, some mention was made of slight fuel
> pump wear or leaking as the only problem. MMO might be a way to counter
> this effect. A product like MMO might be the best thing since sliced
> bread, but no one stands to make extra money from the product
> certification for the tiny aviation market. I realize that CamGuard is
> different, but the testing related to its certified use is what I was
> referring to.
> I have not heard anything bad about its use. I will review the Yak
> List archives to read more. Up until now, I have treated my M14P's as
> though they were certified engines, thinking resale might be better from
> the buyer's increased confidence level in my care. Now, maybe thats not
> the best course. I have never had lead deposits in the engines I've used.
> Piston scuffing and cracked rings were seen in a past engine. I am
> counting on rigorous control of CHT's and CamGuard to improve this
> behavior in my new engine. Monty Barrett has claimed that these two things
> were the bane of the original design.
>
> Thanks for the info
>
> Rick Volker
> On Oct 8, 2010, at 4:33 PM, Bitterlich, Mark G CIV Det Cherry Point,
> MALS-14 64E wrote:
>
>> MALS-14 64E" <mark.bitterlich@navy.mil>
>>
>> Well, since you were replying to a message that I wrote when you posted
>> this Richard, I will assume that you were directing your reply and tongue
>> in cheek comments to what I wrote.
>>
>> Let me say again for the record. I do not recommend MMO to anyone for
>> any purpose in any engine. Many others actually do, and there are
>> numerous articles supporting it's use for lead reduction, but since this
>> topic has been discussed "Ad Nauseum" on this list, and since many
>> readers are sick and tired of hearing the same old song and verse, I am
>> not about to start up that whole tired argument yet again.
>>
>> That said, I have seen numerous engines with lead fouling on the valves,
>> and it has happened to my engine twice. Since I have run MMO, I have not
>> had any problems with leading on the valves. That is far from a good
>> analysis, nor is it scientific, and it is not something I am going stand
>> up on a soap box and argue about.
>>
>> If you need information about MMO, this is not the forum to get it from
>> (IMHO). However, to address your question about how CamGuard compares to
>> MMO, the answer is that they are two totally different products intended
>> for two totally different purposes at least for the use I was discussing.
>> CamGuard is an additive supplement formulated to address the complex and
>> interrelated problems of corrosion, wear, deposits and seal degradation
>> in piston engines. Quote Unquote.
>>
>> It goes in the oil. I am putting MMO into the FUEL. Kind of different
>> applications, don't you think?
>>
>> If you want a sample size of more than "one", maybe you ought to look
>> around on the Internet for more comments on the matter. You can start
>> with this one: http://www.pipercubforum.com/marvel.htm
>>
>> In the end, regardless of what you feel like kissing Richard, I fully
>> intend to continue using this product in the engines I operate.
>>
>> Mark Bitterlich
>>
>>
>>
>>
>>
>>
>>
>>
>> ________________________________
>>
>> From: owner-yak-list-server@matronics.com on behalf of RICHARD VOLKER
>> Sent: Fri 10/8/2010 9:15 AM
>> To: yak-list@matronics.com
>> Subject: Re: Yak-List: TITUS at Titusville, FL TICO Airshow
>>
>>
>> I need information about MMO. Is there any aviation engine testing
>> available with this additive? Are aircraft owners that are using this oil
>> actually trusting anecdotal evidence or it's performance in non-aviation
>> engines? How does this additive compare to CamGuard? The engine teardown
>> testing by Monte Barrett and others completely reinforces CamGuard
>> claims, as has many independent, scientifically performed studies. A
>> sample size of one is statistically useless in proving anything. Wait a
>> minute, I kiss my Sukhoi after every flight and it is running better
>> than ever. Anybody else care to try that?
>> Rick Volker
>>
>> On Oct 7, 2010, at 1:55 PM, Bitterlich, Mark G CIV Det Cherry Point,
>> MALS-14 64E wrote:
>>
>>
>> Hello Javier,
>>
>> Glad to hear you are happy with the ignition upgrade kit from
>> Dennis. I have been involved with that mod on several aircraft and in
>> each case, the improvement has been very noticable, especially at idle.
>>
>> Yes, I do use MMO... but clearly I am no expert in it's use. I am
>> one of these stupid people that think: "if a little bit is good, then a
>> lot is even better!". That is not an especially "informed or wise" point
>> of view, but you asked, so I am admitting it! :-)
>>
>> My YAK-50 holds about 32 gallons. I put about 1/2 quart or more in
>> for a full tank. In some cases, I've put as much as a full quart in, but
>> that is not common and I usually have done that just because I did not
>> want to carry an open container around in the aircraft so I just poured
>> it all in. Probably not too smart. CLEARLY this is over the
>> recommended amount... but I really don't think it has hurt anything since
>> I have been doing it for almost 10 years now. So, I suppose the answer
>> to your question is to simply run the recommended amount but if you go a
>> little over ... it doesn't seem to hurt anything. This is subject to
>> change by someone who knows more than me about the issue!
>>
>> As for oil.... I use MMO as a kind of "cleaner". When I get ready
>> to change the oil in my engine, I pour in TWO QUARTS of MMO and then go
>> for a short flight and run the engine hard. I then come back and
>> immediately drain it all out. Again, this might not be a great
>> recommendation, but it is what I do.
>>
>> In short, the subject of MMO, how much to use, when to use it, and
>> whether it is even any good in the first place.... is something that has
>> been a hot topic on this list server for quite a number of years. In no
>> way would I dare to recommend a certain amount, or even claim that the
>> stuff really works! I use it because it does not seem to hurt anything,
>> and APPEARS to have helped me regarding valve leading issues.
>>
>> Mark
>>
>>
>>
>> ________________________________
>>
>> From: Javier Carrasco
>> Sent: Wed 10/6/2010 8:57 PM
>> To: Mark Sorenson; yak-list@matronics.com
>> Subject: Re: Yak-List: TITUS at Titusville, FL TICO Airshow
>>
>>
>> Hi Mark!
>>
>> Hope you are doing great!
>>
>> Hey I got the Spakplug kit from Dennis Savarece and the difference is
>> just unbelievable!
>>
>> Hey are you using the Marvel Mystery Oil?
>>
>> If so in what proportion?
>>
>> And do you add it everytime you put gas? or how often?
>>
>> Regards, Javier
>> --- On Sun, 3/14/10, Mark Sorenson <captainsorenson@hotmail.com> wrote:
>>
>>
>>
>> From: Mark Sorenson <captainsorenson@hotmail.com>
>> Subject: Yak-List: TITUS at Titusville, FL TICO Airshow
>> To: "Mark Sorenson" <captainsorenson@hotmail.com>
>> Date: Sunday, March 14, 2010, 7:43 AM
>>
>>
>> Sorry about the previous misfire with no photo attached.
>>
>> This was captured yesterday at the TICO Airshow, in Titusville, FL.
>> Other than having to deal with winds up to 30 mph it was a grrrrrrrrrreat
>> day among grrrrrrrrrrreat people.
>>
>>
>> Best regards,
>> Mark Sorenson
>> 678-GO-FLY-HI
>> www.tigerairshows.com
>>
>>
>>
>> ________________________________
>>
>> Hotmail: Trusted email with powerful SPAM
>> protGBL/go/210850553/direct/01/">Sign up now.
>>
>>
>>
>>
>> et=_blank>http://www.matronics.com/Navigator?Yak-List
>> p://forums.matronics.com/
>> blank>http://www.matronics.com/contribution
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Cowl design and CHT |
I have noticed large differences in the CHT temps of two Sukhois and three Yak
52's running similar power levels. Sukhois seem to be able to maintain cool
CHT's through any operating condition and duration, with hovering at full power
on a 95 degree day giving green CHT's. The cowl design on the Sukhoi has a
leading edge that is an airfoil, with an inner cowl shape to speed airflow. The
Yak 52 uses a cowl design that is a shell with the same external shape and no
"flying" surface internally to speed airflow. All three of the Yak 52's I have
flown seem to be limited to climbing Vy at max cruise. At any rate, they seem
significantly hotter at much less extreme conditions. Cowl vents on the Sukhoi
are a louver design. On the Yak, the cowl venting is a large opening behind
the cowl. When the Sukhoi Design Bureau added horsepower with the M9R engine,
they added a larger oil cooler and louvers on the side of the cowl that looked
more like rear facing opening of a Yak 52. These Russians must talk to each
other!
Has anyone seen the BEAR 360 that has been marketed by Skip Holm? Skip has
incorporated many of his Reno race speed tricks on this M14P powered aircraft.
The actual airframe design was penned by Sergei Yakovlev. Skip Holm has put
a giant spinner on his Bear 360. He has also devised an added aerodynamic device
placed behind the spinner to further reduce drag (unknown effect on CHT).
Exhausts are flush and aim back into the airflow. The decreased back pressure
has increased power. The exhaust pressure in the backwards direction contribute
to airspeed. I am told that six inches of protruding exhausts give several
knots of speed penalty. Much has been said about CO buildup and exhaust design.
I hope they have done their homework in that respect.
My question is this: Since more Yak 52 owners are playing in extreme corners
of the operating envelope with a perceived need to maintain lower cylinder
head temps, should owners develop cowl mods to improve cooling? Has anyone attempted
to build airfoil shapes internal to the existing cowl? Behind the spinner
? I noticed a CHT reduction of an average of 20 degrees going from the Russian
V530 two blade prop without spinner to the three blade MT with large spinner.
Surely there are other mods that could help manage CHT further. Am I alone
in this thought? My contention is that it would be beneficial to be able
to climb at any airspeed above the stall at full power as long as you wish, ala
Sukhoi, without getting into yellow CHT's.
Rick Volker
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Cowl design and CHT |
The main reason that different M14P engines work at different
temperatures for the same sort of flying is that few owners ever bother
to change the compensating jets,and running with smaller jets [which
means more fuel] will greatly reduce CHT.
The M14P runs very rich most of the time with some of the fuel going to
cool the cylinders.
The jets are easy to change [5 minutes with the cowling off];come in a
range 1.1to 2.1mm.
In fact it is a good idea to change the jet between summer and winter,to
avoid over-cooling in winter.
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: RICHARD VOLKER
To: yak-list@matronics.com
Sent: Saturday, October 09, 2010 2:50 PM
Subject: Yak-List: Cowl design and CHT
I have noticed large differences in the CHT temps of two Sukhois
and three Yak 52's running similar power levels. Sukhois seem to be able
to maintain cool CHT's through any operating condition and duration,
with hovering at full power on a 95 degree day giving green CHT's. The
cowl design on the Sukhoi has a leading edge that is an airfoil, with an
inner cowl shape to speed airflow. The Yak 52 uses a cowl design that is
a shell with the same external shape and no "flying" surface internally
to speed airflow. All three of the Yak 52's I have flown seem to be
limited to climbing Vy at max cruise. At any rate, they seem
significantly hotter at much less extreme conditions. Cowl vents on the
Sukhoi are a louver design. On the Yak, the cowl venting is a large
opening behind the cowl. When the Sukhoi Design Bureau added horsepower
with the M9R engine, they added a larger oil cooler and louvers on the
side of the cowl that looked more like rear facing opening of a Yak 52.
The!
se Russians must talk to each other!
Has anyone seen the BEAR 360 that has been marketed by Skip Holm?
Skip has incorporated many of his Reno race speed tricks on this M14P
powered aircraft. The actual airframe design was penned by Sergei
Yakovlev. Skip Holm has put a giant spinner on his Bear 360. He has also
devised an added aerodynamic device placed behind the spinner to further
reduce drag (unknown effect on CHT). Exhausts are flush and aim back
into the airflow. The decreased back pressure has increased power. The
exhaust pressure in the backwards direction contribute to airspeed. I
am told that six inches of protruding exhausts give several knots of
speed penalty. Much has been said about CO buildup and exhaust design.
I hope they have done their homework in that respect.
My question is this: Since more Yak 52 owners are playing in
extreme corners of the operating envelope with a perceived need to
maintain lower cylinder head temps, should owners develop cowl mods to
improve cooling? Has anyone attempted to build airfoil shapes internal
to the existing cowl? Behind the spinner ? I noticed a CHT reduction of
an average of 20 degrees going from the Russian V530 two blade prop
without spinner to the three blade MT with large spinner. Surely there
are other mods that could help manage CHT further. Am I alone in this
thought? My contention is that it would be beneficial to be able to
climb at any airspeed above the stall at full power as long as you wish,
ala Sukhoi, without getting into yellow CHT's.
Rick Volker
-----------------------------------------------
This message has been scanned for viruses and
dangerous content by the Invictawiz MailScanner
and is believed to be clean.
http://www.invictawiz.com
-----------------------------------------------
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: MMO vs. Camguard (subject change) |
Man, I feel like we're just guessing at this stuff.
On Oct 9, 2010, at 9:39 AM, Mark Davis wrote:
>
> Mark,
> I had a Ford field engineer tell me several years ago that the
> new ultra low sulphur diesel fuels lack lubricity which will result
> in wear on component that weren't common with the former blends of
> diesel. He recommended adding two stroke oil to diesel to restore
> the lubricity (a small bottle which will make one gallon of premix
> gas to each fill up). This was in regard to the 7.3L Powerstroke.
> I'm not sure how the oil will go with the new generation diesels
> with EGR and DPF systems. It is an oil designed to lubricate
> recipricating components and bearings then burn without excessive
> residue in the combustion cycle. Who knows what residual remains to
> protect the exhaust valve seats. Anyway, the point being, if TEL
> goes away, we may need to look at other ways to replace the
> lubricity in our fuels. MMO does that, but a purpose designed oil
> like two stroke oil may be better when TEL eventually goes away
> entirely.
>
> Mark Davis
> N44YK
>
>
> ----- Original Message ----- From: "Bitterlich, Mark G CIV Det
> Cherry Point, MALS-14 64E" <mark.bitterlich@navy.mil>
> To: <yak-list@matronics.com>
> Sent: Friday, October 08, 2010 9:30 PM
> Subject: RE: Yak-List: MMO vs. Camguard (subject change)
>
>
>> Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>>
>> I fully concur with Monty Barrett that cylinder head temp. is a
>> SERIOUSLY important factor in the life of these engines.
>>
>> I have no idea how MMO will react with Swift fuel. Swift fuel does
>> not contain TEL.
>>
>> One of the reasons you have avoided valve leading is because you
>> run your engine so hard, and I have pointed out that fact in the
>> past. Running the engine at low RPM impacts exhaust gas
>> temperature. It increases your chances of valve leading issues.
>> The lower the temperature of your cylinder head, the more chance
>> you have of the TEL coming out of a gaseous state back into a
>> precipitate.
>>
>> Swift fuel may have the octane, but it will likely not have the
>> lubrication properties of fuel containing TEL. The Russians have
>> said that their hardened valve seats combined with their sodium
>> filled valve bodies will be able to handle this.
>>
>> I hope they are correct.
>>
>> If not, it's only money.
>>
>> Mark Bitterlich
>>
>>
>> ________________________________
>>
>> From: owner-yak-list-server@matronics.com on behalf of RICHARD VOLKER
>> Sent: Fri 10/8/2010 6:28 PM
>> To: yak-list@matronics.com
>> Subject: Re: Yak-List: MMO vs. Camguard (subject change)
>>
>>
>>
>>
>> OK,
>> seriously then....
>>
>> It looks as though there are countless testimonials supporting the
>> helpful properties of MMO. I respect your opinion regarding its
>> use. It is difficult to find scientifically supportive
>> documentation of this product on line, piper site and all. I would
>> be interested in MMO, particularly after reading how Swift fuel may
>> be coming our way. After the FAA test run of an IO540 engine for
>> 150 hours, some mention was made of slight fuel pump wear or
>> leaking as the only problem. MMO might be a way to counter this
>> effect. A product like MMO might be the best thing since sliced
>> bread, but no one stands to make extra money from the product
>> certification for the tiny aviation market. I realize that CamGuard
>> is different, but the testing related to its certified use is what
>> I was referring to.
>> I have not heard anything bad about its use. I will review the
>> Yak List archives to read more. Up until now, I have treated my
>> M14P's as though they were certified engines, thinking resale might
>> be better from the buyer's increased confidence level in my care.
>> Now, maybe thats not the best course. I have never had lead
>> deposits in the engines I've used. Piston scuffing and cracked
>> rings were seen in a past engine. I am counting on rigorous
>> control of CHT's and CamGuard to improve this behavior in my new
>> engine. Monty Barrett has claimed that these two things were the
>> bane of the original design.
>>
>> Thanks for the info
>>
>> Rick Volker
>> On Oct 8, 2010, at 4:33 PM, Bitterlich, Mark G CIV Det Cherry
>> Point, MALS-14 64E wrote:
>>
>>> Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>>>
>>> Well, since you were replying to a message that I wrote when you
>>> posted this Richard, I will assume that you were directing your
>>> reply and tongue in cheek comments to what I wrote.
>>>
>>> Let me say again for the record. I do not recommend MMO to anyone
>>> for any purpose in any engine. Many others actually do, and there
>>> are numerous articles supporting it's use for lead reduction, but
>>> since this topic has been discussed "Ad Nauseum" on this list, and
>>> since many readers are sick and tired of hearing the same old song
>>> and verse, I am not about to start up that whole tired argument
>>> yet again.
>>>
>>> That said, I have seen numerous engines with lead fouling on the
>>> valves, and it has happened to my engine twice. Since I have run
>>> MMO, I have not had any problems with leading on the valves. That
>>> is far from a good analysis, nor is it scientific, and it is not
>>> something I am going stand up on a soap box and argue about.
>>>
>>> If you need information about MMO, this is not the forum to get it
>>> from (IMHO). However, to address your question about how CamGuard
>>> compares to MMO, the answer is that they are two totally different
>>> products intended for two totally different purposes at least for
>>> the use I was discussing. CamGuard is an additive supplement
>>> formulated to address the complex and interrelated problems of
>>> corrosion, wear, deposits and seal degradation in piston engines.
>>> Quote Unquote.
>>>
>>> It goes in the oil. I am putting MMO into the FUEL. Kind of
>>> different applications, don't you think?
>>>
>>> If you want a sample size of more than "one", maybe you ought to
>>> look around on the Internet for more comments on the matter. You
>>> can start with this one: http://www.pipercubforum.com/marvel.htm
>>>
>>> In the end, regardless of what you feel like kissing Richard, I
>>> fully intend to continue using this product in the engines I
>>> operate.
>>>
>>> Mark Bitterlich
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>> ________________________________
>>>
>>> From: owner-yak-list-server@matronics.com on behalf of RICHARD
>>> VOLKER
>>> Sent: Fri 10/8/2010 9:15 AM
>>> To: yak-list@matronics.com
>>> Subject: Re: Yak-List: TITUS at Titusville, FL TICO Airshow
>>>
>>>
>>> I need information about MMO. Is there any aviation engine testing
>>> available with this additive? Are aircraft owners that are using
>>> this oil actually trusting anecdotal evidence or it's performance
>>> in non-aviation engines? How does this additive compare to
>>> CamGuard? The engine teardown testing by Monte Barrett and others
>>> completely reinforces CamGuard claims, as has many independent,
>>> scientifically performed studies. A sample size of one is
>>> statistically useless in proving anything. Wait a minute, I kiss
>>> my Sukhoi after every flight and it is running better than ever.
>>> Anybody else care to try that?
>>> Rick Volker
>>>
>>> On Oct 7, 2010, at 1:55 PM, Bitterlich, Mark G CIV Det Cherry
>>> Point, MALS-14 64E wrote:
>>>
>>>
>>> Hello Javier,
>>>
>>> Glad to hear you are happy with the ignition upgrade kit from
>>> Dennis. I have been involved with that mod on several aircraft
>>> and in each case, the improvement has been very noticable,
>>> especially at idle.
>>>
>>> Yes, I do use MMO... but clearly I am no expert in it's use.
>>> I am one of these stupid people that think: "if a little bit is
>>> good, then a lot is even better!". That is not an especially
>>> "informed or wise" point of view, but you asked, so I am admitting
>>> it! :-)
>>>
>>> My YAK-50 holds about 32 gallons. I put about 1/2 quart or
>>> more in for a full tank. In some cases, I've put as much as a
>>> full quart in, but that is not common and I usually have done that
>>> just because I did not want to carry an open container around in
>>> the aircraft so I just poured it all in. Probably not too
>>> smart. CLEARLY this is over the recommended amount... but I
>>> really don't think it has hurt anything since I have been doing it
>>> for almost 10 years now. So, I suppose the answer to your
>>> question is to simply run the recommended amount but if you go a
>>> little over ... it doesn't seem to hurt anything. This is
>>> subject to change by someone who knows more than me about the issue!
>>>
>>> As for oil.... I use MMO as a kind of "cleaner". When I get
>>> ready to change the oil in my engine, I pour in TWO QUARTS of MMO
>>> and then go for a short flight and run the engine hard. I then
>>> come back and immediately drain it all out. Again, this might not
>>> be a great recommendation, but it is what I do.
>>>
>>> In short, the subject of MMO, how much to use, when to use
>>> it, and whether it is even any good in the first place.... is
>>> something that has been a hot topic on this list server for quite
>>> a number of years. In no way would I dare to recommend a certain
>>> amount, or even claim that the stuff really works! I use it
>>> because it does not seem to hurt anything, and APPEARS to have
>>> helped me regarding valve leading issues.
>>>
>>> Mark
>>>
>>>
>>>
>>> ________________________________
>>>
>>> From: Javier Carrasco
>>> Sent: Wed 10/6/2010 8:57 PM
>>> To: Mark Sorenson; yak-list@matronics.com
>>> Subject: Re: Yak-List: TITUS at Titusville, FL TICO Airshow
>>>
>>>
>>> Hi Mark!
>>>
>>> Hope you are doing great!
>>>
>>> Hey I got the Spakplug kit from Dennis Savarece and the difference
>>> is just unbelievable!
>>>
>>> Hey are you using the Marvel Mystery Oil?
>>>
>>> If so in what proportion?
>>>
>>> And do you add it everytime you put gas? or how often?
>>>
>>> Regards, Javier
>>> --- On Sun, 3/14/10, Mark Sorenson <captainsorenson@hotmail.com>
>>> wrote:
>>>
>>>
>>>
>>> From: Mark Sorenson <captainsorenson@hotmail.com>
>>> Subject: Yak-List: TITUS at Titusville, FL TICO Airshow
>>> To: "Mark Sorenson" <captainsorenson@hotmail.com>
>>> Date: Sunday, March 14, 2010, 7:43 AM
>>>
>>>
>>> Sorry about the previous misfire with no photo attached.
>>>
>>> This was captured yesterday at the TICO Airshow, in
>>> Titusville, FL. Other than having to deal with winds up to 30 mph
>>> it was a grrrrrrrrrreat day among grrrrrrrrrrreat people.
>>>
>>>
>>> Best regards,
>>> Mark Sorenson
>>> 678-GO-FLY-HI
>>> www.tigerairshows.com
>>>
>>>
>>>
>>> ________________________________
>>>
>>> Hotmail: Trusted email with powerful SPAM protGBL/go/
>>> 210850553/direct/01/">Sign up now.
>>>
>>>
>>>
>>>
>>> et=_blank>http://www.matronics.com/Navigator?Yak-List
>>> p://forums.matronics.com/
>>> blank>http://www.matronics.com/contribution
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Cowl design and CHT |
Richard, I thought these compensating jets affected things primarily
during throttle changes, and hesitation is the bi-product of lower
CHT. Remarks?
What about the cruise mixture thingy on the back of the carb?
On Oct 9, 2010, at 10:23 AM, Richard Goode wrote:
> The main reason that different M14P engines work at different
> temperatures for the same sort of flying is that few owners ever
> bother to change the compensating jets,and running with smaller jets
> [which means more fuel] will greatly reduce CHT.
> The M14P runs very rich most of the time with some of the fuel going
> to cool the cylinders.
> The jets are easy to change [5 minutes with the cowling off];come in
> a range 1.1to 2.1mm.
> In fact it is a good idea to change the jet between summer and
> winter,to avoid over-cooling in winter.
> 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: RICHARD VOLKER
> To: yak-list@matronics.com
> Sent: Saturday, October 09, 2010 2:50 PM
> Subject: Yak-List: Cowl design and CHT
>
>
>
> I have noticed large differences in the CHT temps of two Sukhois
> and three Yak 52's running similar power levels. Sukhois seem to be
> able to maintain cool CHT's through any operating condition and
> duration, with hovering at full power on a 95 degree day giving
> green CHT's. The cowl design on the Sukhoi has a leading edge that
> is an airfoil, with an inner cowl shape to speed airflow. The Yak 52
> uses a cowl design that is a shell with the same external shape and
> no "flying" surface internally to speed airflow. All three of the
> Yak 52's I have flown seem to be limited to climbing Vy at max
> cruise. At any rate, they seem significantly hotter at much less
> extreme conditions. Cowl vents on the Sukhoi are a louver design.
> On the Yak, the cowl venting is a large opening behind the cowl.
> When the Sukhoi Design Bureau added horsepower with the M9R engine,
> they added a larger oil cooler and louvers on the side of the cowl
> that looked more like rear facing opening of a Yak 52. The!
> se Russians must talk to each other!
>
> Has anyone seen the BEAR 360 that has been marketed by Skip
> Holm? Skip has incorporated many of his Reno race speed tricks on
> this M14P powered aircraft. The actual airframe design was penned
> by Sergei Yakovlev. Skip Holm has put a giant spinner on his Bear
> 360. He has also devised an added aerodynamic device placed behind
> the spinner to further reduce drag (unknown effect on CHT). Exhausts
> are flush and aim back into the airflow. The decreased back
> pressure has increased power. The exhaust pressure in the backwards
> direction contribute to airspeed. I am told that six inches of
> protruding exhausts give several knots of speed penalty. Much has
> been said about CO buildup and exhaust design. I hope they have done
> their homework in that respect.
>
> My question is this: Since more Yak 52 owners are playing in
> extreme corners of the operating envelope with a perceived need to
> maintain lower cylinder head temps, should owners develop cowl mods
> to improve cooling? Has anyone attempted to build airfoil shapes
> internal to the existing cowl? Behind the spinner ? I noticed a CHT
> reduction of an average of 20 degrees going from the Russian V530
> two blade prop without spinner to the three blade MT with large
> spinner. Surely there are other mods that could help manage CHT
> further. Am I alone in this thought? My contention is that it would
> be beneficial to be able to climb at any airspeed above the stall at
> full power as long as you wish, ala Sukhoi, without getting into
> yellow CHT's.
>
> Rick Volker
> p; Navigator Photoshare, and href="http://www.matronics.com/Navigator?Yak-List
> ">http://www.matronics========================<; via the Web
> href="http://forums.matronics.com">http://forums.matronics.com
> _p; generous bsp; href="http://www.matronics.com/contribution
> ">http://www.matronics.com/c================
>
>
> -----------------------------------------------
> This message has been scanned for viruses and
> dangerous content by the Invictawiz MailScanner
> and is believed to be clean.
> http://www.invictawiz.com
> -----------------------------------------------
>
>
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Cowl design and CHT |
G'Day Richard,
Years ago I belonged to the Waikerie Gliding Club and used to fly the
Piper Pawnee 260HP tug.
As I never competed in any big gliding comps I undertook the role as
tugmaster.
Now Waikerie can have temps over 40C on some days as the cyl temps would
get pretty hot if not careful.
We found that running a bigger spinner in the summer would significantly
reduce the cyl head temps as the air was possibly directed over the cyl
heads more so than a smaller spinner.
I would imagine that the USA has similar climated conditions as we have
here in Australia.
When flying the 52 or 18T on these hot summer days, one is always aware
of the cyl temps.
The same applies as did the cyl temps on the Pawnee in the summer.
The Yaks with the big spinners run cooler.
Cheers,
Chris
----- Original Message -----
From: Richard Goode
To: yak-list@matronics.com
Sent: Saturday, October 09, 2010 11:53 PM
Subject: Re: Yak-List: Cowl design and CHT
The main reason that different M14P engines work at different
temperatures for the same sort of flying is that few owners ever bother
to change the compensating jets,and running with smaller jets [which
means more fuel] will greatly reduce CHT.
The M14P runs very rich most of the time with some of the fuel going
to cool the cylinders.
The jets are easy to change [5 minutes with the cowling off];come in a
range 1.1to 2.1mm.
In fact it is a good idea to change the jet between summer and
winter,to avoid over-cooling in winter.
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: RICHARD VOLKER
To: yak-list@matronics.com
Sent: Saturday, October 09, 2010 2:50 PM
Subject: Yak-List: Cowl design and CHT
I have noticed large differences in the CHT temps of two Sukhois
and three Yak 52's running similar power levels. Sukhois seem to be able
to maintain cool CHT's through any operating condition and duration,
with hovering at full power on a 95 degree day giving green CHT's. The
cowl design on the Sukhoi has a leading edge that is an airfoil, with an
inner cowl shape to speed airflow. The Yak 52 uses a cowl design that is
a shell with the same external shape and no "flying" surface internally
to speed airflow. All three of the Yak 52's I have flown seem to be
limited to climbing Vy at max cruise. At any rate, they seem
significantly hotter at much less extreme conditions. Cowl vents on the
Sukhoi are a louver design. On the Yak, the cowl venting is a large
opening behind the cowl. When the Sukhoi Design Bureau added horsepower
with the M9R engine, they added a larger oil cooler and louvers on the
side of the cowl that looked more like rear facing opening of a Yak 52.
The!
se Russians must talk to each other!
Has anyone seen the BEAR 360 that has been marketed by Skip
Holm? Skip has incorporated many of his Reno race speed tricks on this
M14P powered aircraft. The actual airframe design was penned by Sergei
Yakovlev. Skip Holm has put a giant spinner on his Bear 360. He has also
devised an added aerodynamic device placed behind the spinner to further
reduce drag (unknown effect on CHT). Exhausts are flush and aim back
into the airflow. The decreased back pressure has increased power. The
exhaust pressure in the backwards direction contribute to airspeed. I
am told that six inches of protruding exhausts give several knots of
speed penalty. Much has been said about CO buildup and exhaust design.
I hope they have done their homework in that respect.
My question is this: Since more Yak 52 owners are playing in
extreme corners of the operating envelope with a perceived need to
maintain lower cylinder head temps, should owners develop cowl mods to
improve cooling? Has anyone attempted to build airfoil shapes internal
to the existing cowl? Behind the spinner ? I noticed a CHT reduction of
an average of 20 degrees going from the Russian V530 two blade prop
without spinner to the three blade MT with large spinner. Surely there
are other mods that could help manage CHT further. Am I alone in this
thought? My contention is that it would be beneficial to be able to
climb at any airspeed above the stall at full power as long as you wish,
ala Sukhoi, without getting into yellow CHT's.
Rick Volker
p; Navigator Photoshare, and
href="http://www.matronics.com/Navigator?Yak-List">http://www.matronics
========================<
; via the Web
href="http://forums.matronics.com">http://forums.matronics.com
_p; generous bsp;
href="http://www.matronics.com/contribution">http://www.matronics.com/c
================
-----------------------------------------------
This message has been scanned for viruses and
dangerous content by the Invictawiz MailScanner
and is believed to be clean.
http://www.invictawiz.com
-----------------------------------------------
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Dumping "stuff" in the oil |
I never would have believed that 2 chloro benzene could be so effective but it
apparently is.
Doc
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Cpayne
Sent: Saturday, October 09, 2010 6:14 AM
Subject: Yak-List: Dumping "stuff" in the oil
I do not claim any Chemical Engineering knowledge but facts are facts. Radial engines
like the M-14 and large displacement US types have certain critical differences
from "flat" engines. The master rod and main bearing are plated with
pure Silver and the plated with Lead to protect the Silver.
Oil Additives designed to scavenge lead from the engine are used in "flat" engines
because they run on 100LL. These same additives can erode the lead plating
on the main bearing and expose the Silver plating. Silver is highly reactive
to additives in the oil and contaminants like acids that are byproducts of combustion.
When plating protection is reduced, the huge loads generate heat which then may
result in sudden seizure. You know when that happens when pistons start flying
out through the cowl or the spinning thing up front stops moving. At that point
your day doesn't go as well as you wanted it to!
Many automotive oils contain wear additives that can harm radials, don't use them.
Be careful what gets dumped into the oil. MMO has been around before WW-II
and has been used in radial gas and oil ever since. Many engine builders use
MMO to coat moving parts during installation. Even "flat" engine builders. MMO
gets many of it's properties from the small molecular size that result from selective
refining of base stocks rather than blending of exotic chemicals.
Just my opinion.
Craig Payne
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|