Today's Message Index:
----------------------
1. 03:50 AM - Re: Re: Engine failure in a Yak-50 (A. Dennis Savarese)
2. 06:08 AM - M14TBO (Richard Goode)
3. 07:03 AM - Re: Re: Engine failure in a Yak-50 (George Coy)
4. 07:42 AM - leveling point for weight and balance (Joe Howse)
5. 08:35 AM - Re: How to set my accelerometer? (bill wade)
6. 08:50 AM - Engine failure in Yak-50 (Richard Goode)
7. 09:22 AM - Re: How to set my accelerometer? (ssssskippy)
8. 11:05 AM - Re: Re: Engine failure in a Yak-50 (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
9. 11:47 AM - Re: Re: Engine failure in a Yak-50 (Eric Wobschall)
10. 11:49 AM - Re: How to set my accelerometer? (Rob Rowe)
11. 11:49 AM - Re: Engine failure in Yak-50 (Eric Wobschall)
12. 11:59 AM - Radial engine failures (George Coy)
13. 12:04 PM - Re: How to set my accelerometer? (sammessani@yahoo.fr)
14. 12:22 PM - Re: Re: How to set my accelerometer? (Olivier Vigneron)
15. 12:23 PM - Re: How to set my accelerometer? (Olivier Vigneron)
16. 12:25 PM - Re: Re: Engine failure in a Yak-50 (T A LEWIS)
17. 01:15 PM - Re: Re: Engine failure in a Yak-50 (Roger Kemp M.D.)
18. 01:35 PM - Re: Engine failure in Yak-50 (Roger Kemp M.D.)
19. 03:35 PM - Re: Re: Engine failure in a Yak-50 (Eric Wobschall)
20. 03:35 PM - Re: Engine failure in Yak-50 (Eric Wobschall)
21. 03:47 PM - Re: How to set my accelerometer? (sammessani@yahoo.fr)
22. 07:23 PM - Re: Engine failure in Yak-50 (Roger Kemp M.D.)
Message 1
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| Subject: | Re: Engine failure in a Yak-50 |
Sounds right to me.
Dennis
----- Original Message -----
From: Roger Kemp M.D.
To: yak-list@matronics.com
Sent: Sunday, October 17, 2010 3:59 PM
Subject: RE: Yak-List: Re: Engine failure in a Yak-50
<viperdoc@mindspring.com>
I can answer on question. It ran out of oil because the oil pressure
adjustment plug was not safety wired and vibrated our. My question is
if you
are losing oil pressure as this bolt started to work its' way back out
would
there not have been an initial lower than normal pressure seen as this
thing
begins to work out?
Doc
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Bitterlich,
Mark G
CIV Det Cherry Point, MALS-14 64E
Sent: Sunday, October 17, 2010 1:36 PM
To: yak-list@matronics.com
Subject: RE: Yak-List: Re: Engine failure in a Yak-50
Point,
MALS-14 64E" <mark.bitterlich@navy.mil>
I think the question was addressed more to WHY it was wind-milling
Eric. I
think he meant "seized" instead of "ceased".
In any event, I believe the pilot said something like "the engine just
seized", etc. And honestly I am not sure if I heard that right either
and
am too lazy to go back and listen to it again. :-) But, I think the
issue
was since the engine ran out of oil, and seized, why was the prop
still wind
milling?
It's a good question really and one I hope I never find out the answer
to it
PERSONALLY. Maybe someone else can explain how the engine:
1. Ran out of oil.
2. Stopped producing power.
3. Still managed to keep spinning from the wind load induced to the
prop?
If the reduction gearbox came apart, one would think the prop would
have
spun a LOT faster. Which lends one to believe that the engine stopped
producing power from a lack of oil, which usually results in bearings
just
coming apart and the engine seizing. Yet the prop doesn't seem to
show any
signs of it suddenly stopping and then start spinning again etc.
Maybe something like the cam drive broke?
Anyway, interesting question. I have no idea. Maybe someone else
can
answer it.
Mark Bitterlich
________________________________
From: owner-yak-list-server@matronics.com on behalf of Eric Wobschall
Sent: Sun 10/17/2010 10:18 AM
To: yak-list@matronics.com
Subject: Re: Yak-List: Re: Engine failure in a Yak-50
<eric@buffaloskyline.com>
Any time a propeller can turn, it can potentially windmill, especially
if the resistance is low.
As the airplane moves, the air flow creates pressure differentials in
the propeller blades, which are airfoils. This forces the blades to
move in the direction of the leading edge, thereby converting this
kinetic energy to torque acting on the propeller shaft.
On Oct 17, 2010, at 12:19 AM, Elmar Hegenauer wrote:
>
> Why does the propeller windmill on
> a ceased engine, sheared gearbox?
>
> Elmar
>
>
>
>
>
>
Message 2
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. Official TBO is 750 hours for a new engine and then 500 hours for
an overhauled engine.
. Also, when used in a single seat aerobatic aircraft, initial TBO
is reduced to 500 hours.
. Some authorities (like Hungary) allow an additional 10%, but this
is at their discretion.
. Of course non of this is applicable to the USA but sadly we have
to follow it.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
Message 3
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| Subject: | Re: Engine failure in a Yak-50 |
I have flown a radial engine with no oil pressure for 40 minutes (over the
North Atlantic). It was in a Russian AN-2. The engine was an ASH 62 engine
(Russian Wright R-1820). We did not change the power setting and the engine
continued to run and make power. As soon as the power setting was reduced,
the engine wind milled for a bit then stopped. We made a successful landing
at an airport in Iceland.
Examination of the engine found the oil cooler packed with fine metal chips.
The front oil screen required a pry bar to be removed. It was packed with
metal fines and included many chunks the size of a thumbnail. The cause of
the oil loss was a faulty oil line. It was installed with a significant
twist that slowly unscrewed the rubber to metal joint until it developed a
leak. We noticed a loss of oil pressure about an hour before the oil
pressure finally went to zero. During that time, the oil temp never changed
until the we lost it all together. The cylinder head temp remained normal
until the descent.
One significant difference was the fact that the AN2 had a "normal"
propeller not an aerobatic prop. When the oil pressure was lost, it went to
fine (cruise pitch). Thus we were able to keep going. The Yaks and other
aerobatic aircraft propellers will go to coarse pitch upon loss of oil
pressure. This significantly affects the ability to keep going.
Another time, I lost an oil plug in a Zlin 50 during local
aerobatic practice. The oil pressure dropped and the prop went to full
coarse pitch. It became necessary to dive to keep the airspeed in an
acceptable range for a landing. Landed successfully with no further damage
at the airport.
I have seen a seized M14P where the engine seized and the
propeller shaft broke just inside the front bearing. The prop wind milled at
a very high speed according to the pilot. He made a successful landing as
well. The cause of the seizure was a connecting rod that was partially
damaged by a hydraulic lock. It failed and caused others to jam and fail. It
was a sudden seizure.
I was doing my final prep in a DC3 for my type rating and during
an instrument approach (under the hood), the left engine did not "feel
right". There were no indications of any problems on the instruments, no
abnormal vibrations, it just did not sound right. I broke off approach and
landed. Turned out that one connecting rod had broken and the piston went to
the top of the cylinder and stayed there. The remaining piece of connecting
rod was short enough that it did not flail around and cause much other
damage.
You can take what you want from my experiences, but I have learned
to TRUST radial engines.
George Coy
CAS Ltd.
714 Airport Rd.
Swanton VT 05488
802-868-5633 off
802-363-5782 cell
george.coy@gmail.com
http://coyafct.com/
SKYPE george.coy
Message 4
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| Subject: | leveling point for weight and balance |
Weighing our 18T, anyone know the levelling point?
joe
Message 5
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| Subject: | Re: How to set my accelerometer? |
Yes if its worn so bad that it will not return to 1 g after a flight and gi
ves =0Aerroneous measurements in the air, the rear cockpit G-meter is not w
ired to the =0Aaircraft and doesn't need the switch. But keep in mind that
the Yak 52 G-meter =0Ahas a switch in it, it is-wired in front cockpit an
d-front and rear meters are =0Athe same. I had to something with mine bec
ause the buzzer kept going off.=0ADoes the GIB really need a G-meter?=0A=0A
=0A=0A=0A________________________________=0AFrom: Olivier Vigneron <ssssski
ppy@gmail.com>=0ATo: yak-list@matronics.com=0ASent: Sun, October 17, 2010 5
:44:05 PM=0ASubject: Re: Yak-List: How to set my accelerometer?=0A=0AThanks
for your answer.=0A=0ASo you mean that the best way is to replace it?=0A
=0A=0A=0A=0A2010/10/17 bill wade <bwade154@yahoo.com>=0A=0AOlivier I had a
problem with my G-meter a few years ago and took the back cover =0Aoff, min
e the interior was made of brass kind of like a clock and vibration over
=0Athe years just wore it out I took the back G-meter out-and put it up f
ront and I =0Ahad another meter to put in the back you do know that the fro
nt g-meter is also =0Aa switch and when you exceed the G limit a buzzing so
und goes to the headset =0Atelling you to knock it off your exceeding my G-
limits.=0A>=0A>Bill Wade=0A>=0A>=0A>=0A>=0A________________________________
=0AFrom: ssssskippy <ssssskippy@gmail.com>=0A>To: "yak-list@matronics.com"
<yak-list@matronics.com>=0A>Sent: Sun, October 17, 2010 12:20:47 PM=0A>Subj
ect: Yak-List: How to set my accelerometer?=0A>=0A>=0A>--> Yak-List message
posted by: ssssskippy <ssssskippy@gmail.com>=0A>=0A>Hi=0A>=0A>I have a pro
blem with my rear accelerometer on a yak52.=0A>It shows on the ground a sol
id 2G instead 1G.=0A>=0A>In the instruments back, there is 3 small screws a
nd a big one.=0A>=0A>Can somebody tells me how to set the instrument accura
tely?=0A>=0A>Thanks=0A>=0A>Olivier =0A>=0A>=0A>Le 17 oct. 2010 =E0 16:18, E
ric Wobschall <eric@buffaloskyline.com> a =E9crit :=0A>=0A>> --> Yak-List m
essage posted by: Eric Wobschall <eric@buffaloskyline.com>=0A>> =0A>> Any t
ime a propeller can turn, it can potentially windmill, especially if the
=0A>>resistance is low.=0A>> =0A>> As the airplane moves, the air flow crea
tes pressure differentials in the =0A>>propeller blades, which are airfoils
. This forces the blades to move in the =0A>>direction of the leading edge,
thereby converting this kinetic energy to torque =0A>>acting on the propel
ler shaft.=0A>> =0A>> =0A>> =0A>> On Oct 17, 2010, at 12:19 AM, Elmar Hegen
mar.h@shaw.ca>=0A>>> =0A>>> Why does the propeller windmill on=0A>>> a ceas
ed engine, sheared gearbox?=0A>>> =0A>>> Elmar=0A>>> =0A>>> =0A>>> =0A>>>
=0A>>> =0A>&=====================
====0A>=0A>=0A>=0A>=0A>=0A> et="_blank">http://www.matronics.com
/Navigator?Yak-List =0A>tp://forums.matronics.com _blank">http://www.matr
======================== _
===== =0A=0A=0A=0A
Message 6
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| Subject: | Engine failure in Yak-50 |
For those interested in more details:
. As had been suggested, I am sure the oil pressure would have
fallen as the pressure release valve became unscrewed.
. Andy says that he noticed the zero oil pressure pretty much at the
same time as the prop (as one would expect) went into coarse pitch.
. The engine then actually kept going for 9/10 minutes without oil,
which is quite impressive.
. Oil temperatures didn't go up simply because there was no oil and
so nothing to measure! This of course was the reason for the engine failure
- because the pressure release valve had not been wire-locked, it unscrewed
and fell out.
. However it then totally seized and this is what broke the gearbox
- hence the propeller continuing to windmill with a seized engine.
. The extent of the seizure was such that it is impossible to remove
most of the cylinders!
. I would expect the CHT to have risen a bit, but only because a
small part of it is oil-cooled, but the vast majority of cooling is through
air, and of course he was at very low power settings in order to preserve
the engine.
. In terms of gear-up of gear-down, I am sure gear-up is the safest
way, but also, will cause far less damage to the aircraft.
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 7
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| Subject: | How to set my accelerometer? |
Ok
Roger that.
In fact it=92s a good thing for me that the GIB have a Gmeter=85=85I=92m
still
learning aerobatics so my instructor can read the G=92s in the back
seat.
Now I understand why I see all in black when the GIB pull a loop :-))))
Thanks
Olivier
_____
De : owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] De la part de bill wade
Envoy=E9 : lundi 18 octobre 2010 17:31
=C0 : yak-list@matronics.com
Objet : Re: Yak-List: How to set my accelerometer?
Yes if its worn so bad that it will not return to 1 g after a flight and
gives erroneous measurements in the air, the rear cockpit G-meter is not
wired to the aircraft and doesn't need the switch. But keep in mind that
the
Yak 52 G-meter has a switch in it, it is wired in front cockpit and
front
and rear meters are the same. I had to something with mine because the
buzzer kept going off.
Does the GIB really need a G-meter?
_____
From: Olivier Vigneron <ssssskippy@gmail.com>
Sent: Sun, October 17, 2010 5:44:05 PM
Subject: Re: Yak-List: How to set my accelerometer?
Thanks for your answer.
So you mean that the best way is to replace it?
2010/10/17 bill wade <bwade154@yahoo.com>
Olivier I had a problem with my G-meter a few years ago and took the
back
cover off, mine the interior was made of brass kind of like a clock and
vibration over the years just wore it out I took the back G-meter out
and
put it up front and I had another meter to put in the back you do know
that
the front g-meter is also a switch and when you exceed the G limit a
buzzing
sound goes to the headset telling you to knock it off your exceeding my
G-limits.
Bill Wade
_____
From: ssssskippy <ssssskippy@gmail.com>
Sent: Sun, October 17, 2010 12:20:47 PM
Subject: Yak-List: How to set my accelerometer?
Hi
I have a problem with my rear accelerometer on a yak52.
It shows on the ground a solid 2G instead 1G.
In the instruments back, there is 3 small screws and a big one.
Can somebody tells me how to set the instrument accurately?
Thanks
Olivier
Le 17 oct. 2010 =E0 16:18, Eric Wobschall <eric@buffaloskyline.com> a
=E9crit :
<eric@buffaloskyline.com>
>
> Any time a propeller can turn, it can potentially windmill, especially
if
the resistance is low.
>
> As the airplane moves, the air flow creates pressure differentials in
the
propeller blades, which are airfoils. This forces the blades to move in
the
direction of the leading edge, thereby converting this kinetic energy to
torque acting on the propeller shaft.
>
>
>
> On Oct 17, 2010, at 12:19 AM, Elmar Hegenauer wrote:
>
>>
>> Why does the propeller windmill on
>> a ceased engine, sheared gearbox?
>>
>> Elmar
>>
>>
>>
>>
>>
&========================
et="_blank">http://www.matronics.com/Navigator?Yak-List
tp://forums.matronics.com _blank">http://www.matronics.com/contribution
http://www.matroni===================
Message 8
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| Subject: | Re: Engine failure in a Yak-50 |
When an engine runs out of oil, it will always seize. The only real issue is how
long it will take.
Mark Bitterlich
________________________________
From: owner-yak-list-server@matronics.com on behalf of Eric Wobschall
Sent: Sun 10/17/2010 6:11 PM
Subject: Re: Yak-List: Re: Engine failure in a Yak-50
Actually, I sort of doubt the engine was seized. However, when the oil
runs out and CHT skyrockets, combustion is screwed up and numerous
things are likely to happen to make the engine lose power.
On Oct 17, 2010, at 2:35 PM, Bitterlich, Mark G CIV Det Cherry Point,
MALS-14 64E wrote:
> Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>
> I think the question was addressed more to WHY it was wind-milling
> Eric. I think he meant "seized" instead of "ceased".
>
> In any event, I believe the pilot said something like "the engine
> just seized", etc. And honestly I am not sure if I heard that right
> either and am too lazy to go back and listen to it again. :-) But,
> I think the issue was since the engine ran out of oil, and seized,
> why was the prop still wind milling?
>
> It's a good question really and one I hope I never find out the
> answer to it PERSONALLY. Maybe someone else can explain how the
> engine:
>
> 1. Ran out of oil.
> 2. Stopped producing power.
> 3. Still managed to keep spinning from the wind load induced to the
> prop?
>
> If the reduction gearbox came apart, one would think the prop would
> have spun a LOT faster. Which lends one to believe that the engine
> stopped producing power from a lack of oil, which usually results in
> bearings just coming apart and the engine seizing. Yet the prop
> doesn't seem to show any signs of it suddenly stopping and then
> start spinning again etc.
>
> Maybe something like the cam drive broke?
>
> Anyway, interesting question. I have no idea. Maybe someone else
> can answer it.
>
> Mark Bitterlich
>
>
> ________________________________
>
> From: owner-yak-list-server@matronics.com on behalf of Eric Wobschall
> Sent: Sun 10/17/2010 10:18 AM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Re: Engine failure in a Yak-50
>
>
> >
>
> Any time a propeller can turn, it can potentially windmill, especially
> if the resistance is low.
>
> As the airplane moves, the air flow creates pressure differentials in
> the propeller blades, which are airfoils. This forces the blades to
> move in the direction of the leading edge, thereby converting this
> kinetic energy to torque acting on the propeller shaft.
>
>
> On Oct 17, 2010, at 12:19 AM, Elmar Hegenauer wrote:
>
>>
>> Why does the propeller windmill on
>> a ceased engine, sheared gearbox?
>>
>> Elmar
>>
>>
>>
>>
>>
>>
>
>
Message 9
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| Subject: | Re: Engine failure in a Yak-50 |
I'm saying that if it was turning, it didn't seize. Or rather, it
seems unlikely that something sheared in the gearbox allowing the prop
to turn after seizure.
On Oct 18, 2010, at 2:00 PM, Bitterlich, Mark G CIV Det Cherry Point,
MALS-14 64E wrote:
> Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>
> When an engine runs out of oil, it will always seize. The only real
> issue is how long it will take.
>
> Mark Bitterlich
>
>
> ________________________________
>
> From: owner-yak-list-server@matronics.com on behalf of Eric Wobschall
> Sent: Sun 10/17/2010 6:11 PM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Re: Engine failure in a Yak-50
>
>
> >
>
> Actually, I sort of doubt the engine was seized. However, when the oil
> runs out and CHT skyrockets, combustion is screwed up and numerous
> things are likely to happen to make the engine lose power.
>
>
> On Oct 17, 2010, at 2:35 PM, Bitterlich, Mark G CIV Det Cherry Point,
> MALS-14 64E wrote:
>
>> Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>>
>> I think the question was addressed more to WHY it was wind-milling
>> Eric. I think he meant "seized" instead of "ceased".
>>
>> In any event, I believe the pilot said something like "the engine
>> just seized", etc. And honestly I am not sure if I heard that right
>> either and am too lazy to go back and listen to it again. :-) But,
>> I think the issue was since the engine ran out of oil, and seized,
>> why was the prop still wind milling?
>>
>> It's a good question really and one I hope I never find out the
>> answer to it PERSONALLY. Maybe someone else can explain how the
>> engine:
>>
>> 1. Ran out of oil.
>> 2. Stopped producing power.
>> 3. Still managed to keep spinning from the wind load induced to the
>> prop?
>>
>> If the reduction gearbox came apart, one would think the prop would
>> have spun a LOT faster. Which lends one to believe that the engine
>> stopped producing power from a lack of oil, which usually results in
>> bearings just coming apart and the engine seizing. Yet the prop
>> doesn't seem to show any signs of it suddenly stopping and then
>> start spinning again etc.
>>
>> Maybe something like the cam drive broke?
>>
>> Anyway, interesting question. I have no idea. Maybe someone else
>> can answer it.
>>
>> Mark Bitterlich
>>
>>
>> ________________________________
>>
>> From: owner-yak-list-server@matronics.com on behalf of Eric Wobschall
>> Sent: Sun 10/17/2010 10:18 AM
>> To: yak-list@matronics.com
>> Subject: Re: Yak-List: Re: Engine failure in a Yak-50
>>
>>
>>
>>>
>>
>> Any time a propeller can turn, it can potentially windmill,
>> especially
>> if the resistance is low.
>>
>> As the airplane moves, the air flow creates pressure differentials in
>> the propeller blades, which are airfoils. This forces the blades to
>> move in the direction of the leading edge, thereby converting this
>> kinetic energy to torque acting on the propeller shaft.
>>
>>
>>
>> On Oct 17, 2010, at 12:19 AM, Elmar Hegenauer wrote:
>>
>>>
>>> Why does the propeller windmill on
>>> a ceased engine, sheared gearbox?
>>>
>>> Elmar
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 10
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| Subject: | Re: How to set my accelerometer? |
Olivier,
As a wild card you could check to see if the G meter's internal transport protection
screw has been fully wound OUT (counter-clockwise).
It's under the slotted cover ('B' in the attached PDF file) on the back of the
meter.
You need to make sure that it's snug up against the casing (and not free to rotate)
otherwise it might impinge on the mechanism.
Bon courage!
Rob R.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=316217#316217
Attachments:
http://forums.matronics.com//files/g_meter_adjustments_844.pdf
Message 11
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| Subject: | Re: Engine failure in Yak-50 |
Engine seized with broken gearbox, too. Well, OK... so that's how,
which surprises me. Having access to the failed engine certainly
trumps speculation.
On Oct 18, 2010, at 11:47 AM, Richard Goode wrote:
> For those interested in more details:
>
> =B7 As had been suggested, I am sure the oil pressure would
> have fallen as the pressure release valve became unscrewed.
> =B7 Andy says that he noticed the zero oil pressure pretty
> much at the same time as the prop (as one would expect) went into
> coarse pitch.
> =B7 The engine then actually kept going for 9/10 minutes
> without oil, which is quite impressive.
> =B7 Oil temperatures didn=92t go up simply because there was
no
> oil and so nothing to measure! This of course was the reason for
> the engine failure ' because the pressure release valve had not been
> wire-locked, it unscrewed and fell out.
> =B7 However it then totally seized and this is what broke the
> gearbox ' hence the propeller continuing to windmill with a seized
> engine.
> =B7 The extent of the seizure was such that it is impossible
> to remove most of the cylinders!
> =B7 I would expect the CHT to have risen a bit, but only
> because a small part of it is oil-cooled, but the vast majority of
> cooling is through air, and of course he was at very low power
> settings in order to preserve the engine.
> =B7 In terms of gear-up of gear-down, I am sure gear-up is the
> safest way, but also, will cause far less damage to the aircraft.
>
>
> Richard Goode Aerobatics
> Rhodds Farm
> Lyonshall
> Herefordshire
> HR5 3LW
> United Kingdom
>
> Tel: +44 (0) 1544 340120
> Fax: +44 (0) 1544 340129
> www.russianaeros.com
>
>
Message 12
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| Subject: | Radial engine failures |
I have flown a radial engine with no oil pressure for 40 minutes (over the
North Atlantic). It was in a Russian AN-2. The engine was an ASH 62 engine
(Russian Wright R-1820). We did not change the power setting and the engine
continued to run and make power. As soon as the power setting was reduced,
the engine wind milled for a bit then stopped. We made a successful landing
at an airport in Iceland.
Examination of the engine found the oil cooler packed with fine metal chips.
The front oil screen required a pry bar to be removed. It was packed with
metal fines and included many chunks the size of a thumbnail. The cause of
the oil loss was a faulty oil line. It was installed with a significant
twist that slowly unscrewed the rubber to metal joint until it developed a
leak. We noticed a loss of oil pressure about an hour before the oil
pressure finally went to zero. During that time, the oil temp never changed
until the we lost it all together. The cylinder head temp remained normal
until the descent.
One significant difference was the fact that the AN2 had a "normal"
propeller not an aerobatic prop. When the oil pressure was lost, it went to
fine (cruise pitch). Thus we were able to keep going. The Yaks and other
aerobatic aircraft propellers will go to coarse pitch upon loss of oil
pressure. This significantly affects the ability to keep going.
Another time, I lost an oil plug in a Zlin 50 during local
aerobatic practice. The oil pressure dropped and the prop went to full
coarse pitch. It became necessary to dive to keep the airspeed in an
acceptable range for a landing. Landed successfully with no further damage
at the airport.
I have seen a seized M14P where the engine seized and the
propeller shaft broke just inside the front bearing. The prop wind milled at
a very high speed according to the pilot. He made a successful landing as
well. The cause of the seizure was a connecting rod that was partially
damaged by a hydraulic lock. It failed and caused others to jam and fail. It
was a sudden seizure.
I was doing my final prep in a DC3 for my type rating and during
an instrument approach (under the hood), the left engine did not "feel
right". There were no indications of any problems on the instruments, no
abnormal vibrations, it just did not sound right. I broke off approach and
landed. Turned out that one connecting rod had broken and the piston went to
the top of the cylinder and stayed there. The remaining piece of connecting
rod was short enough that it did not flail around and cause much other
damage.
You can take what you want from my experiences, but I have learned
to TRUST radial engines.
George Coy
CAS Ltd.
714 Airport Rd.
Swanton VT 05488
802-868-5633 off
802-363-5782 cell
<mailto:george.coy@gmail.com> george.coy@gmail.com
<http://coyafct.com/> http://coyafct.com/
SKYPE george.coy
Message 13
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| Subject: | Re: How to set my accelerometer? |
Hi,=0A=0AEasy to repair, the big screw rear the accelerometer=0Ais to stock
the gmeter, the 3 screws are for SET the alarm=0Alimit. Open completely th
e gmeter by the screws on the side=0Aand you Will understand the mechanism
it's easy=0AAfter the most difficult is to calibrate, I used for this my iP
hone=0A=0ASam=0A=0AEnvoy=C3=A9 de mon iPhone=0A=0ALe 18 oct. 2010 =C3- 18
:16, "ssssskippy" <ssssskippy@gmail.com> a =C3=A9crit :=0A=0AOk=0ARoger tha
t.=0A =0AIn fact it=99s a good thing for me that the GIB have a Gmete
rI=99m still learning aerobatics so my instructor c
an read the G=99s in the back seat.=0ANow I understand why I see all
in black when the GIB pull a loop J)))=0A =0AThanks=0A =0AOlivier=0A =0ADe
: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matron
ics.com] De la part de bill wade=0AEnvoy=C3=A9 : lundi 18 octobre 2010 17:3
1=0A=C3 : yak-list@matronics.com=0AObjet : Re: Yak-List: How to set my a
ccelerometer?=0A =0AYes if its worn so bad that it will not return to 1 g a
fter a flight and gives erroneous measurements in the air, the rear cockpit
G-meter is not wired to the aircraft and doesn't need the switch. But keep
in mind that the Yak 52 G-meter has a switch in it, it is wired in front c
ockpit and front and rear meters are the same. I had to something with mine
because the buzzer kept going off.=0ADoes the GIB really need a G-meter?
=0A =0AFrom: Olivier Vigneron <ssssskippy@gmail.com>=0ATo: yak-list@matroni
cs.com=0ASent: Sun, October 17, 2010 5:44:05 PM=0ASubject: Re: Yak-List: Ho
w to set my accelerometer?=0A=0AThanks for your answer.=0A=0ASo you mean th
at the best way is to replace it?=0A=0A=0A=0A2010/10/17 bill wade <bwade154
@yahoo.com>=0AOlivier I had a problem with my G-meter a few years ago and t
ook the back cover off, mine the interior was made of brass kind of like a
clock and vibration over the years just wore it out I took the back G-meter
out and put it up front and I had another meter to put in the back you do
know that the front g-meter is also a switch and when you exceed the G limi
t a buzzing sound goes to the headset telling you to knock it off your exce
eding my G-limits.=0A =0ABill Wade=0A =0AFrom: ssssskippy <ssssskippy@gmail
.com>=0ATo: "yak-list@matronics.com" <yak-list@matronics.com>=0ASent: Sun,
October 17, 2010 12:20:47 PM=0ASubject: Yak-List: How to set my acceleromet
=0A=0AHi=0A=0AI have a problem with my rear accelerometer on a yak52.=0AIt
shows on the ground a solid 2G instead 1G.=0A=0AIn the instruments back, th
ere is 3 small screws and a big one.=0A=0ACan somebody tells me how to set
the instrument accurately?=0A=0AThanks=0A=0AOlivier =0A=0A=0ALe 17 oct. 201
0 =C3- 16:18, Eric Wobschall <eric@buffaloskyline.com> a =C3=A9crit :=0A
m>=0A> =0A> Any time a propeller can turn, it can potentially windmill, esp
ecially if the resistance is low.=0A> =0A> As the airplane moves, the air f
low creates pressure differentials in the propeller blades, which are airfo
ils. This forces the blades to move in the direction of the leading edge, t
hereby converting this kinetic energy to torque acting on the propeller sha
ft.=0A> =0A> =0A> =0A> On Oct 17, 2010, at 12:19 AM, Elmar Hegenauer wrote:
>=0A>> =0A>> Why does the propeller windmill on=0A>> a ceased engine, shear
ed gearbox?=0A>> =0A>> Elmar=0A>> =0A>> =0A>> =0A>> =0A>> =0A&====
=====================0A=0A=0A =0A
et="_blank">http://www.matronics.com/Navigator?Yak-List tp://forums.ma
tronics.com _blank">http://www.matronics.com/contribution =0A =0Ahttp:/
/www.matroni===================
=0A =0A =0A =0Ahttp://www.matronics.com/Navigator?Yak-List=0Ahttp://forums.
===========0A=0A=0A=0A=0A
Message 14
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| Subject: | Re: How to set my accelerometer? |
marvellous!!
Thank you very much
2010/10/18 Rob Rowe <yak-list@robrowe.plus.com>
>
> Olivier,
>
> As a wild card you could check to see if the G meter's internal transport
> protection screw has been fully wound OUT (counter-clockwise).
>
> It's under the slotted cover ('B' in the attached PDF file) on the back of
> the meter.
>
> You need to make sure that it's snug up against the casing (and not free to
> rotate) otherwise it might impinge on the mechanism.
>
> Bon courage!
>
> Rob R.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=316217#316217
>
>
> Attachments:
>
> http://forums.matronics.com//files/g_meter_adjustments_844.pdf
>
>
Message 15
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|
| Subject: | Re: How to set my accelerometer? |
thank you for your answer.
How do you use the iphone to calibrate it? I know that the iphone contains
some accelerometer but I didn't know that you could access to the G values?
2010/10/18 sammessani@yahoo.fr <sammessani@yahoo.fr>
> Hi,
>
> Easy to repair, the big screw rear the accelerometer
> is to stock the gmeter, the 3 screws are for SET the alarm
> limit. Open completely the gmeter by the screws on the side
> and you Will understand the mechanism it's easy
> After the most difficult is to calibrate, I used for this my iPhone
>
> Sam
>
> Envoy=E9 de mon iPhone
>
> Le 18 oct. 2010 =E0 18:16, "ssssskippy" <ssssskippy@gmail.com> a =E9crit
:
>
> Ok
>
> Roger that.
>
>
> In fact it=92s a good thing for me that the GIB have a Gmeter=85=85I=92m
still
> learning aerobatics so my instructor can read the G=92s in the back seat.
>
> Now I understand why I see all in black when the GIB pull a loop J)))
>
>
> Thanks
>
>
> Olivier
>
>
> ------------------------------
>
> *De :* owner-yak-list-server@matronics.com [mailto:
> owner-yak-list-server@matronics.com] *De la part de* bill wade
> *Envoy=E9 :* lundi 18 octobre 2010 17:31
> *=C0 :* <yak-list@matronics.com>yak-list@matronics.com
> *Objet :* Re: Yak-List: How to set my accelerometer?
>
>
> Yes if its worn so bad that it will not return to 1 g after a flight and
> gives erroneous measurements in the air, the rear cockpit G-meter is not
> wired to the aircraft and doesn't need the switch. But keep in mind that
the
> Yak 52 G-meter has a switch in it, it is wired in front cockpit and front
> and rear meters are the same. I had to something with mine because the
> buzzer kept going off.
>
> Does the GIB really need a G-meter?
>
>
> ------------------------------
>
> *From:* Olivier Vigneron <ssssskippy@gmail.com>
> *To:* <yak-list@matronics.com>yak-list@matronics.com
> *Sent:* Sun, October 17, 2010 5:44:05 PM
> *Subject:* Re: Yak-List: How to set my accelerometer?
>
> Thanks for your answer.
>
> So you mean that the best way is to replace it?
>
>
> 2010/10/17 bill wade < <bwade154@yahoo.com>bwade154@yahoo.com>
>
> Olivier I had a problem with my G-meter a few years ago and took the back
> cover off, mine the interior was made of brass kind of like a clock and
> vibration over the years just wore it out I took the back G-meter out and
> put it up front and I had another meter to put in the back you do know th
at
> the front g-meter is also a switch and when you exceed the G limit a buzz
ing
> sound goes to the headset telling you to knock it off your exceeding my
> G-limits.
>
>
> Bill Wade
>
>
> ------------------------------
>
> *From:* ssssskippy < <ssssskippy@gmail.com>ssssskippy@gmail.com>
> *To:* " <yak-list@matronics.com>yak-list@matronics.com" <<yak-list@matron
ics.com>
> yak-list@matronics.com>
> *Sent:* Sun, October 17, 2010 12:20:47 PM
> *Subject:* Yak-List: How to set my accelerometer?
>
>
> ssssskippy@gmail.com>
>
> Hi
>
> I have a problem with my rear accelerometer on a yak52.
> It shows on the ground a solid 2G instead 1G.
>
> In the instruments back, there is 3 small screws and a big one.
>
> Can somebody tells me how to set the instrument accurately?
>
> Thanks
>
> Olivier
>
>
> Le 17 oct. 2010 =E0 16:18, Eric Wobschall < <eric@buffaloskyline.com>
> eric@buffaloskyline.com> a =E9crit :
>
m>
> eric@buffaloskyline.com>
> >
> > Any time a propeller can turn, it can potentially windmill, especially
if
> the resistance is low.
> >
> > As the airplane moves, the air flow creates pressure differentials in t
he
> propeller blades, which are airfoils. This forces the blades to move in t
he
> direction of the leading edge, thereby converting this kinetic energy to
> torque acting on the propeller shaft.
> >
> >
> >
> > On Oct 17, 2010, at 12:19 AM, Elmar Hegenauer wrote:
> >
> elmar.h@shaw.ca>
> >>
> >> Why does the propeller windmill on
> >> a ceased engine, sheared gearbox?
> >>
> >> Elmar
> >>
> >>
> >>
> >>
> >>
> &=======================
>
>
> * et="_blank">http://www.matronics.com/Navigator?Yak-List tp://foru
ms.matronics.com _blank">http://www.matronics.com/contribution *
>
>
> *http://www.matroni==================
= *
>
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/Navigator?Yak-List*
>
> **
>
> **
>
> *http://forums.matronics.com*
>
> **
>
> **
>
> *http://www.matronics.com/contribution*
>
> * *
>
> * <http://www.matronics.com/Naviga/www.matronics.com/contribution> <http:
//www.matronics.com/contri=====%3C/font%3E%3C/b%3E%3Cfont+size=
>*
>
>
> *
>
===========
>
===========
===========
===========
>
> *
>
>
Message 16
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| Subject: | Re: Engine failure in a Yak-50 |
I believe there is a stress relief point in the engine to allow the prop
to break free of a seized engine . If not , the prop sudden stop could easily
cause the
engine to depart the aircraft .
I could be wrong !
Terry Lewis
----- Original Message ----
From: Eric Wobschall <eric@buffaloskyline.com>
Sent: Mon, October 18, 2010 2:43:31 PM
Subject: Re: Yak-List: Re: Engine failure in a Yak-50
I'm saying that if it was turning, it didn't seize. Or rather, it
seems unlikely that something sheared in the gearbox allowing the prop
to turn after seizure.
On Oct 18, 2010, at 2:00 PM, Bitterlich, Mark G CIV Det Cherry Point,
MALS-14 64E wrote:
> Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>
> When an engine runs out of oil, it will always seize. The only real
> issue is how long it will take.
>
> Mark Bitterlich
>
>
> ________________________________
>
> From: owner-yak-list-server@matronics.com on behalf of Eric Wobschall
> Sent: Sun 10/17/2010 6:11 PM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Re: Engine failure in a Yak-50
>
>
> >
>
> Actually, I sort of doubt the engine was seized. However, when the oil
> runs out and CHT skyrockets, combustion is screwed up and numerous
> things are likely to happen to make the engine lose power.
>
>
> On Oct 17, 2010, at 2:35 PM, Bitterlich, Mark G CIV Det Cherry Point,
> MALS-14 64E wrote:
>
>> Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>>
>> I think the question was addressed more to WHY it was wind-milling
>> Eric. I think he meant "seized" instead of "ceased".
>>
>> In any event, I believe the pilot said something like "the engine
>> just seized", etc. And honestly I am not sure if I heard that right
>> either and am too lazy to go back and listen to it again. :-) But,
>> I think the issue was since the engine ran out of oil, and seized,
>> why was the prop still wind milling?
>>
>> It's a good question really and one I hope I never find out the
>> answer to it PERSONALLY. Maybe someone else can explain how the
>> engine:
>>
>> 1. Ran out of oil.
>> 2. Stopped producing power.
>> 3. Still managed to keep spinning from the wind load induced to the
>> prop?
>>
>> If the reduction gearbox came apart, one would think the prop would
>> have spun a LOT faster. Which lends one to believe that the engine
>> stopped producing power from a lack of oil, which usually results in
>> bearings just coming apart and the engine seizing. Yet the prop
>> doesn't seem to show any signs of it suddenly stopping and then
>> start spinning again etc.
>>
>> Maybe something like the cam drive broke?
>>
>> Anyway, interesting question. I have no idea. Maybe someone else
>> can answer it.
>>
>> Mark Bitterlich
>>
>>
>> ________________________________
>>
>> From: owner-yak-list-server@matronics.com on behalf of Eric Wobschall
>> Sent: Sun 10/17/2010 10:18 AM
>> To: yak-list@matronics.com
>> Subject: Re: Yak-List: Re: Engine failure in a Yak-50
>>
>>
>>
>>>
>>
>> Any time a propeller can turn, it can potentially windmill,
>> especially
>> if the resistance is low.
>>
>> As the airplane moves, the air flow creates pressure differentials in
>> the propeller blades, which are airfoils. This forces the blades to
>> move in the direction of the leading edge, thereby converting this
>> kinetic energy to torque acting on the propeller shaft.
>>
>>
>>
>> On Oct 17, 2010, at 12:19 AM, Elmar Hegenauer wrote:
>>
>>>
>>> Why does the propeller windmill on
>>> a ceased engine, sheared gearbox?
>>>
>>> Elmar
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 17
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| Subject: | Re: Engine failure in a Yak-50 |
Did you read Rob Rowe's post. He has that engine. The Prop shaft sheared at
the gear box when the pistons froze in the sleeves. Air flow over the
airfoils (the prop blades) provided the torque for the blades to continue to
turn when the engine seized. Therefore, you get a wind milling prop.
Doc
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Eric Wobschall
Sent: Monday, October 18, 2010 1:44 PM
Subject: Re: Yak-List: Re: Engine failure in a Yak-50
I'm saying that if it was turning, it didn't seize. Or rather, it
seems unlikely that something sheared in the gearbox allowing the prop
to turn after seizure.
On Oct 18, 2010, at 2:00 PM, Bitterlich, Mark G CIV Det Cherry Point,
MALS-14 64E wrote:
> Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>
> When an engine runs out of oil, it will always seize. The only real
> issue is how long it will take.
>
> Mark Bitterlich
>
>
> ________________________________
>
> From: owner-yak-list-server@matronics.com on behalf of Eric Wobschall
> Sent: Sun 10/17/2010 6:11 PM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Re: Engine failure in a Yak-50
>
>
> >
>
> Actually, I sort of doubt the engine was seized. However, when the oil
> runs out and CHT skyrockets, combustion is screwed up and numerous
> things are likely to happen to make the engine lose power.
>
>
> On Oct 17, 2010, at 2:35 PM, Bitterlich, Mark G CIV Det Cherry Point,
> MALS-14 64E wrote:
>
>> Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>>
>> I think the question was addressed more to WHY it was wind-milling
>> Eric. I think he meant "seized" instead of "ceased".
>>
>> In any event, I believe the pilot said something like "the engine
>> just seized", etc. And honestly I am not sure if I heard that right
>> either and am too lazy to go back and listen to it again. :-) But,
>> I think the issue was since the engine ran out of oil, and seized,
>> why was the prop still wind milling?
>>
>> It's a good question really and one I hope I never find out the
>> answer to it PERSONALLY. Maybe someone else can explain how the
>> engine:
>>
>> 1. Ran out of oil.
>> 2. Stopped producing power.
>> 3. Still managed to keep spinning from the wind load induced to the
>> prop?
>>
>> If the reduction gearbox came apart, one would think the prop would
>> have spun a LOT faster. Which lends one to believe that the engine
>> stopped producing power from a lack of oil, which usually results in
>> bearings just coming apart and the engine seizing. Yet the prop
>> doesn't seem to show any signs of it suddenly stopping and then
>> start spinning again etc.
>>
>> Maybe something like the cam drive broke?
>>
>> Anyway, interesting question. I have no idea. Maybe someone else
>> can answer it.
>>
>> Mark Bitterlich
>>
>>
>> ________________________________
>>
>> From: owner-yak-list-server@matronics.com on behalf of Eric Wobschall
>> Sent: Sun 10/17/2010 10:18 AM
>> To: yak-list@matronics.com
>> Subject: Re: Yak-List: Re: Engine failure in a Yak-50
>>
>>
>>
>>>
>>
>> Any time a propeller can turn, it can potentially windmill,
>> especially
>> if the resistance is low.
>>
>> As the airplane moves, the air flow creates pressure differentials in
>> the propeller blades, which are airfoils. This forces the blades to
>> move in the direction of the leading edge, thereby converting this
>> kinetic energy to torque acting on the propeller shaft.
>>
>>
>>
>> On Oct 17, 2010, at 12:19 AM, Elmar Hegenauer wrote:
>>
>>>
>>> Why does the propeller windmill on
>>> a ceased engine, sheared gearbox?
>>>
>>> Elmar
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 18
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| Subject: | Engine failure in Yak-50 |
Sorry Eric, I wrote my response before seeing that you had already seen Robs
post.
Doc
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Eric Wobschall
Sent: Monday, October 18, 2010 1:47 PM
Subject: Re: Yak-List: Engine failure in Yak-50
Engine seized with broken gearbox, too. Well, OK... so that's how, which
surprises me. Having access to the failed engine certainly trumps
speculation.
On Oct 18, 2010, at 11:47 AM, Richard Goode wrote:
For those interested in more details:
. As had been suggested, I am sure the oil pressure would have
fallen as the pressure release valve became unscrewed.
. Andy says that he noticed the zero oil pressure pretty much at the
same time as the prop (as one would expect) went into coarse pitch.
. The engine then actually kept going for 9/10 minutes without oil,
which is quite impressive.
. Oil temperatures didn't go up simply because there was no oil and
so nothing to measure! This of course was the reason for the engine failure
- because the pressure release valve had not been wire-locked, it unscrewed
and fell out.
. However it then totally seized and this is what broke the gearbox
- hence the propeller continuing to windmill with a seized engine.
. The extent of the seizure was such that it is impossible to remove
most of the cylinders!
. I would expect the CHT to have risen a bit, but only because a
small part of it is oil-cooled, but the vast majority of cooling is through
air, and of course he was at very low power settings in order to preserve
the engine.
. In terms of gear-up of gear-down, I am sure gear-up is the safest
way, but also, will cause far less damage to the aircraft.
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
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Message 19
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| Subject: | Re: Engine failure in a Yak-50 |
I've got to shop reading these emails in reverse order. Would prevent
a lot of stupid (er, I mean already answered) questions.
On Oct 18, 2010, at 3:23 PM, T A LEWIS wrote:
>
> I believe there is a stress relief point in the engine to allow the
> prop
> to break free of a seized engine . If not , the prop sudden stop
> could easily
> cause the
> engine to depart the aircraft .
> I could be wrong !
> Terry Lewis
>
>
> ----- Original Message ----
> From: Eric Wobschall <eric@buffaloskyline.com>
> To: yak-list@matronics.com
> Sent: Mon, October 18, 2010 2:43:31 PM
> Subject: Re: Yak-List: Re: Engine failure in a Yak-50
>
> >
>
> I'm saying that if it was turning, it didn't seize. Or rather, it
> seems unlikely that something sheared in the gearbox allowing the prop
> to turn after seizure.
>
>
> On Oct 18, 2010, at 2:00 PM, Bitterlich, Mark G CIV Det Cherry Point,
> MALS-14 64E wrote:
>
>> Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>>
>> When an engine runs out of oil, it will always seize. The only real
>> issue is how long it will take.
>>
>> Mark Bitterlich
>>
>>
>> ________________________________
>>
>> From: owner-yak-list-server@matronics.com on behalf of Eric Wobschall
>> Sent: Sun 10/17/2010 6:11 PM
>> To: yak-list@matronics.com
>> Subject: Re: Yak-List: Re: Engine failure in a Yak-50
>>
>>
>>
>>>
>>
>> Actually, I sort of doubt the engine was seized. However, when the
>> oil
>> runs out and CHT skyrockets, combustion is screwed up and numerous
>> things are likely to happen to make the engine lose power.
>>
>>
>> On Oct 17, 2010, at 2:35 PM, Bitterlich, Mark G CIV Det Cherry Point,
>> MALS-14 64E wrote:
>>
>>> Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>>>
>>> I think the question was addressed more to WHY it was wind-milling
>>> Eric. I think he meant "seized" instead of "ceased".
>>>
>>> In any event, I believe the pilot said something like "the engine
>>> just seized", etc. And honestly I am not sure if I heard that right
>>> either and am too lazy to go back and listen to it again. :-) But,
>>> I think the issue was since the engine ran out of oil, and seized,
>>> why was the prop still wind milling?
>>>
>>> It's a good question really and one I hope I never find out the
>>> answer to it PERSONALLY. Maybe someone else can explain how the
>>> engine:
>>>
>>> 1. Ran out of oil.
>>> 2. Stopped producing power.
>>> 3. Still managed to keep spinning from the wind load induced to the
>>> prop?
>>>
>>> If the reduction gearbox came apart, one would think the prop would
>>> have spun a LOT faster. Which lends one to believe that the engine
>>> stopped producing power from a lack of oil, which usually results in
>>> bearings just coming apart and the engine seizing. Yet the prop
>>> doesn't seem to show any signs of it suddenly stopping and then
>>> start spinning again etc.
>>>
>>> Maybe something like the cam drive broke?
>>>
>>> Anyway, interesting question. I have no idea. Maybe someone else
>>> can answer it.
>>>
>>> Mark Bitterlich
>>>
>>>
>>> ________________________________
>>>
>>> From: owner-yak-list-server@matronics.com on behalf of Eric
>>> Wobschall
>>> Sent: Sun 10/17/2010 10:18 AM
>>> To: yak-list@matronics.com
>>> Subject: Re: Yak-List: Re: Engine failure in a Yak-50
>>>
>>>
>>>
>>>>
>>>
>>> Any time a propeller can turn, it can potentially windmill,
>>> especially
>>> if the resistance is low.
>>>
>>> As the airplane moves, the air flow creates pressure differentials
>>> in
>>> the propeller blades, which are airfoils. This forces the blades to
>>> move in the direction of the leading edge, thereby converting this
>>> kinetic energy to torque acting on the propeller shaft.
>>>
>>>
>>>
>>> On Oct 17, 2010, at 12:19 AM, Elmar Hegenauer wrote:
>>>
>>>>
>>>> Why does the propeller windmill on
>>>> a ceased engine, sheared gearbox?
>>>>
>>>> Elmar
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 20
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| Subject: | Re: Engine failure in Yak-50 |
No problem, Doc.
So what is it that caused it to shear? Is that a deliberate design to
prevent the engine from twisting off it's mounts from prop momentum?
Otherwise, you'd think there wouldn't be enough inertia to just break
free like that.
On Oct 18, 2010, at 4:17 PM, Roger Kemp M.D. wrote:
> Sorry Eric, I wrote my response before seeing that you had already
> seen Robs post.
> Doc
>
> From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com
> ] On Behalf Of Eric Wobschall
> Sent: Monday, October 18, 2010 1:47 PM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Engine failure in Yak-50
>
> Engine seized with broken gearbox, too. Well, OK... so that's how,
> which surprises me. Having access to the failed engine certainly
> trumps speculation.
>
> On Oct 18, 2010, at 11:47 AM, Richard Goode wrote:
>
>
> For those interested in more details:
>
> =B7 As had been suggested, I am sure the oil pressure would
> have fallen as the pressure release valve became unscrewed.
> =B7 Andy says that he noticed the zero oil pressure pretty
> much at the same time as the prop (as one would expect) went into
> coarse pitch.
> =B7 The engine then actually kept going for 9/10 minutes
> without oil, which is quite impressive.
> =B7 Oil temperatures didn=92t go up simply because there was
no
> oil and so nothing to measure! This of course was the reason for
> the engine failure ' because the pressure release valve had not been
> wire-locked, it unscrewed and fell out.
> =B7 However it then totally seized and this is what broke the
> gearbox ' hence the propeller continuing to windmill with a seized
> engine.
> =B7 The extent of the seizure was such that it is impossible
> to remove most of the cylinders!
> =B7 I would expect the CHT to have risen a bit, but only
> because a small part of it is oil-cooled, but the vast majority of
> cooling is through air, and of course he was at very low power
> settings in order to preserve the engine.
> =B7 In terms of gear-up of gear-down, I am sure gear-up is the
> safest way, but also, will cause far less damage to the aircraft.
>
>
> Richard Goode Aerobatics
> Rhodds Farm
> Lyonshall
> Herefordshire
> HR5 3LW
> United Kingdom
>
> Tel: +44 (0) 1544 340120
> Fax: +44 (0) 1544 340129
> www.russianaeros.com
>
>
> style="color: blue; text-decoration: underline;
">http://www.matronics.com/Navigator?Yak-List
> blue; text-decoration: underline; ">http://forums.matronics.com
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Message 21
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| Subject: | Re: How to set my accelerometer? |
You can find it in AppStore, anyway attache=0AYour gmeter with you mobile,u
se for this adhesive=0Atape and move them with your hand and check=0Aboth v
alue. A friend of me repaired my 2 gmeter=0Aon my yak52 & now they work fin
e.=0A=0ASam.=0A=0AEnvoy=C3=A9 de mon iPhone=0A=0ALe 18 oct. 2010 =C3- 21:
18, Olivier Vigneron <ssssskippy@gmail.com> a =C3=A9crit :=0A=0Athank you f
or your answer.=0A=0AHow do you use the iphone to calibrate it? I know that
the iphone contains some accelerometer but I didn't know that you could ac
cess to the G values?=0A=0A2010/10/18 sammessani@yahoo.fr <sammessani@yahoo
.fr>=0AHi,=0A=0AEasy to repair, the big screw rear the accelerometer=0Ais t
o stock the gmeter, the 3 screws are for SET the alarm=0Alimit. Open comple
tely the gmeter by the screws on the side=0Aand you Will understand the mec
hanism it's easy=0AAfter the most difficult is to calibrate, I used for thi
s my iPhone=0A=0ASam=0A=0AEnvoy=C3=A9 de mon iPhone=0A=0ALe 18 oct. 2010
=C3- 18:16, "ssssskippy" <ssssskippy@gmail.com> a =C3=A9crit :=0A=0AOk=0A
=0ARoger that.=0A=0A =0A=0AIn fact it=99s a good thing for me that th
e GIB have a GmeterI=99m still learning aerobatics
so my instructor can read the G=99s in the back seat.=0A=0ANow I unde
rstand why I see all in black when the GIB pull a loop J)))=0A=0A =0A=0ATh
anks=0A=0A =0A=0AOlivier=0A=0A =0A=0ADe : owner-yak-list-server@matronics.c
om [mailto:owner-yak-list-server@matronics.com] De la part de bill wade=0AE
nvoy=C3=A9 : lundi 18 octobre 2010 17:31=0A=C3 : yak-list@matronics.com
=0AObjet : Re: Yak-List: How to set my accelerometer?=0A=0A =0A=0AYes if it
s worn so bad that it will not return to 1 g after a flight and gives erron
eous measurements in the air, the rear cockpit G-meter is not wired to the
aircraft and doesn't need the switch. But keep in mind that the Yak 52 G-me
ter has a switch in it, it is wired in front cockpit and front and rear met
ers are the same. I had to something with mine because the buzzer kept goin
g off.=0A=0ADoes the GIB really need a G-meter?=0A=0A =0A=0AFrom: Olivier V
igneron <ssssskippy@gmail.com>=0ATo: yak-list@matronics.com=0ASent: Sun, Oc
tober 17, 2010 5:44:05 PM=0ASubject: Re: Yak-List: How to set my accelerome
ter?=0A=0AThanks for your answer.=0A=0ASo you mean that the best way is to
replace it?=0A=0A=0A2010/10/17 bill wade <bwade154@yahoo.com>=0A=0AOlivier
I had a problem with my G-meter a few years ago and took the back cover off
, mine the interior was made of brass kind of like a clock and vibration ov
er the years just wore it out I took the back G-meter out and put it up fro
nt and I had another meter to put in the back you do know that the front g-
meter is also a switch and when you exceed the G limit a buzzing sound goes
to the headset telling you to knock it off your exceeding my G-limits.=0A
=0A =0A=0ABill Wade=0A=0A =0A=0AFrom: ssssskippy <ssssskippy@gmail.com>=0AT
o: "yak-list@matronics.com" <yak-list@matronics.com>=0ASent: Sun, October 1
7, 2010 12:20:47 PM=0ASubject: Yak-List: How to set my accelerometer?=0A=0A
i=0A=0AI have a problem with my rear accelerometer on a yak52.=0AIt shows o
n the ground a solid 2G instead 1G.=0A=0AIn the instruments back, there is
3 small screws and a big one.=0A=0ACan somebody tells me how to set the ins
trument accurately?=0A=0AThanks=0A=0AOlivier =0A=0A=0ALe 17 oct. 2010 =C3
- 16:18, Eric Wobschall <eric@buffaloskyline.com> a =C3=A9crit :=0A=0A> -
=0A> Any time a propeller can turn, it can potentially windmill, especiall
y if the resistance is low.=0A> =0A> As the airplane moves, the air flow cr
eates pressure differentials in the propeller blades, which are airfoils. T
his forces the blades to move in the direction of the leading edge, thereby
converting this kinetic energy to torque acting on the propeller shaft.=0A
> =0A> =0A> =0A> On Oct 17, 2010, at 12:19 AM, Elmar Hegenauer wrote:=0A>
> =0A>> Why does the propeller windmill on=0A>> a ceased engine, sheared ge
arbox?=0A>> =0A>> Elmar=0A>> =0A>> =0A>> =0A>> =0A>> =0A&======
===================0A=0A=0A =0A=0A e
t="_blank">http://www.matronics.com/Navigator?Yak-List tp://forums.matro
nics.com _blank">http://www.matronics.com/contribution =0A =0A=0Ahttp:/
/www.matroni===================
=0A =0A=0A =0A =0Ahttp://www.matronics.com/Navigator?Yak-List=0Ahttp://foru
ms.matronics.com=0Ahttp://www.matronics.com/contribution=0A =0A=0A=0A=0Aet
="_blank">http://www.matronics.com/Navigator?Yak-List=0A=0Atp://forums.ma
tronics.com=0A_blank">http://www.matronics.com/contribution=0A=0A=0A=0A=0A_
-========================
==============0A=0A=0A=0A=0A
Message 22
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| Subject: | Engine failure in Yak-50 |
Not sure but I think I heard that there is a design shear point in shaft.
But, if that were so why would a prop strike not do the same.
So the answer is I do not know.
Doc
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Eric Wobschall
Sent: Monday, October 18, 2010 5:27 PM
Subject: Re: Yak-List: Engine failure in Yak-50
No problem, Doc.
So what is it that caused it to shear? Is that a deliberate design to
prevent the engine from twisting off it's mounts from prop momentum?
Otherwise, you'd think there wouldn't be enough inertia to just break free
like that.
On Oct 18, 2010, at 4:17 PM, Roger Kemp M.D. wrote:
Sorry Eric, I wrote my response before seeing that you had already seen Robs
post.
Doc
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Eric Wobschall
Sent: Monday, October 18, 2010 1:47 PM
Subject: Re: Yak-List: Engine failure in Yak-50
Engine seized with broken gearbox, too. Well, OK... so that's how, which
surprises me. Having access to the failed engine certainly trumps
speculation.
On Oct 18, 2010, at 11:47 AM, Richard Goode wrote:
For those interested in more details:
. As had been suggested, I am sure the oil pressure would have
fallen as the pressure release valve became unscrewed.
. Andy says that he noticed the zero oil pressure pretty much at the
same time as the prop (as one would expect) went into coarse pitch.
. The engine then actually kept going for 9/10 minutes without oil,
which is quite impressive.
. Oil temperatures didn't go up simply because there was no oil and
so nothing to measure! This of course was the reason for the engine failure
- because the pressure release valve had not been wire-locked, it unscrewed
and fell out.
. However it then totally seized and this is what broke the gearbox
- hence the propeller continuing to windmill with a seized engine.
. The extent of the seizure was such that it is impossible to remove
most of the cylinders!
. I would expect the CHT to have risen a bit, but only because a
small part of it is oil-cooled, but the vast majority of cooling is through
air, and of course he was at very low power settings in order to preserve
the engine.
. In terms of gear-up of gear-down, I am sure gear-up is the safest
way, but also, will cause far less damage to the aircraft.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
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