Today's Message Index:
----------------------
1. 12:15 AM - Electrical problem on a 18T (Didier Blouzard)
2. 12:29 AM - Chinese 3 blade prop hubs (Harv)
3. 12:39 AM - Re: Whirl Wind Prop (ssssskippy)
4. 01:39 AM - Re: Whirl Wind Prop (ssssskippy)
5. 06:38 AM - Re: Whirl Wind Prop (Warren Hill)
6. 07:25 AM - Re: Whirl Wind Prop (Dale)
7. 08:03 AM - Re: Whirl Wind Prop (Roger Kemp M.D.)
8. 08:56 AM - Re: Whirl Wind Prop (Warren Hill)
9. 09:16 AM - Re: Whirl Wind Prop (Roger Kemp M.D.)
10. 09:38 AM - Re: Whirl Wind Prop (George Coy)
11. 10:02 AM - Re: Whirl Wind Prop (Warren Hill)
12. 10:04 AM - Re: Whirl Wind Prop (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
13. 11:00 AM - Re: Chinese 3 blade prop hubs (doug sapp)
14. 12:04 PM - Steve Hanshew where are you?? (doug sapp)
15. 12:56 PM - Re: Whirl Wind Prop (Walter Lannon)
16. 01:36 PM - Cold weather oil woes (Cpayne)
17. 02:41 PM - Re: Cold weather oil woes (Larry Pine)
18. 03:06 PM - Re: Cold weather oil woes (Didier BLOUZARD)
19. 03:53 PM - Re: Cold weather oil woes (Larry Pine)
20. 04:41 PM - Hull in Motion Insurance in Canada (Elmar Hegenauer)
21. 05:02 PM - GT blades for V-530 (Eric Wobschall)
22. 05:35 PM - M-14P engine Heating (Roger Kemp M.D.)
23. 06:04 PM - Re: Hull in Motion Insurance in Canada (DAVID STROUD)
24. 07:38 PM - Re: Cold weather oil woes (William Halverson)
25. 07:58 PM - Re: Cold weather oil woes (Rick Basiliere)
26. 08:01 PM - Re: M-14P engine Heating (Larry Pine)
Message 1
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| Subject: | Electrical problem on a 18T |
Hy again never one without two.........waiting for the third to come!!!
last week a friend pilot on FALCON900 was in copilot in my 18T.
We landed and afetr shuting down I went out. He stayed and looked at the
panel. Then he saw a switch not in the good position so he switched it
down....bad luck it should have stayed in the middle position. It was the
landing light.
The light itself was not visible but I think there may be a relay somewhere
consuming some electricity.
When I came back battery was too low to activate the starting valve....
So I asked a frien owner of a Yak3 to help me with his park group. He came
with a strange very sophisticated group pluged on the sector. He chooses the
24 volts, and hold a small button.
When I turned on my battery on the park position it was like all was
vibrating.
He said that it was fine and he shoul press the button before I start.
So we did.
I heard two bangs.....
Motor started fine, I switched of the park and passed on the main battery.
Then now, the testing functions of my alarm panels does not work anymore.
I mean the alarm comes on and off (gear, flaps, generator, trim ..) all
working fine.
But when I press the testing button...no light is coming on.
Is there a fuse?? arelay???? anything else.
Please I need some help regarding this subject also.
Thanks a lot and good day
--
Didier BLOUZARD
didier.blouzard@gmail.com
0624243672
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| Subject: | Chinese 3 blade prop hubs |
Morning all
Does anyone know if the Chinese ever produced a prop hub that accepts 3 x J9-G1
prop blades. ( have a feeling I' seen a picture of it somewhere?)
If it exists did they produce enough that one could be obtained?
Cheers
Harv
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327389#327389
Message 3
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Thanks!!
Olivier
-----Message d'origine-----
De: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] De la part de Warren Hill
Envoy: mardi 18 janvier 2011 03:13
: yak-list@matronics.com
Objet: Re: Yak-List: Whirl Wind Prop
Oliver,
Flew my CJ-6A with the new Whirl Wind V530-WT composite blades for the first
time on Saturday. Some observations...
Performance is very good in the climb.
Not a surprise, there is drag at reduced power / RPM. Landing required
some power to maintain airspeed. No problem, just different.
May require some hub changes. When Bill Blackwell did the first test
flight last week, RPMs jumped up past 160 KIAS. I noticed the same. Jill and
Carl will chase this for me.
Initial experience is very positive. Here is a picture with the airplane now
back in my hanger at FFZ.
Warren Hill
N464TW
Message 4
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Just an other question:
Did you notice a real improvement of the cruising speed? any numbers?
Thanks
Olivier
-----Message d'origine-----
De: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] De la part de Warren Hill
Envoy: mardi 18 janvier 2011 03:13
: yak-list@matronics.com
Objet: Re: Yak-List: Whirl Wind Prop
Oliver,
Flew my CJ-6A with the new Whirl Wind V530-WT composite blades for the first
time on Saturday. Some observations...
Performance is very good in the climb.
Not a surprise, there is drag at reduced power / RPM. Landing required
some power to maintain airspeed. No problem, just different.
May require some hub changes. When Bill Blackwell did the first test
flight last week, RPMs jumped up past 160 KIAS. I noticed the same. Jill and
Carl will chase this for me.
Initial experience is very positive. Here is a picture with the airplane now
back in my hanger at FFZ.
Warren Hill
N464TW
Message 5
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| Subject: | Re: Whirl Wind Prop |
Theoretically, this should perform well as a cruise prop. So far, have done only
one short airport-to-airport flight. Seemed to need about 600 mm manifold pressure
with RPM at 82% for 120 to 140 KIAS. Will let you know the stable settings
and airspeed after a cross country flight towards the end of the month.
On Jan 18, 2011, at 2:37 AM, ssssskippy wrote:
>
> Just an other question:
>
> Did you notice a real improvement of the cruising speed? any numbers?
>
> Thanks
>
> Olivier
>
> -----Message d'origine-----
> De : owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] De la part de Warren Hill
> Envoy : mardi 18 janvier 2011 03:13
> : yak-list@matronics.com
> Objet : Re: Yak-List: Whirl Wind Prop
>
> Oliver,
>
> Flew my CJ-6A with the new Whirl Wind V530-WT composite blades for the first
> time on Saturday. Some observations...
>
> Performance is very good in the climb.
>
> Not a surprise, there is drag at reduced power / RPM. Landing required
> some power to maintain airspeed. No problem, just different.
>
> May require some hub changes. When Bill Blackwell did the first test
> flight last week, RPMs jumped up past 160 KIAS. I noticed the same. Jill and
> Carl will chase this for me.
>
> Initial experience is very positive. Here is a picture with the airplane now
> back in my hanger at FFZ.
>
> Warren Hill
> N464TW
>
>
>
>
>
>
>
>
Message 6
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| Subject: | Re: Whirl Wind Prop |
As propeller disk size increases the static thrust increases.
As the disk size increases so does drag.
Static thrust does not directly relate to higher cruise speed.
Static thrust does increase climb performance at the cost of higher cruise speed
with large dia props. Go faster add more blades and reduce dia.
No free ride. MT says that the blade shape has little to do with performance between
their straight blade or curved blade.
It just depends on what you like to look at. Sikorsky developed a
variable dia rotor system for the tilt rotor that demonstrates this
in a way over the top example. It increases the cruise speed as the
rotors are retracted and disk drag decreases.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327424#327424
Message 7
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| Subject: | Re: Whirl Wind Prop |
Just an observation since I'm not a CJ kinda guy but flying under square vs over
square is costing you in performance. If you are setting pitch at 82% you should
have your manifold pressure at 82 to 85% depending on altitude for the single
stage super charger. What are the nominal prop and manifold settings for
the CJ from the handbook? I thought CJs reported prop revolutions as RPM not %RPM?
I do not have my YAK 52 pilots handbook at hand currently to quote verbatim
from but... I use nominal 1 settings for best economy as 60-62% pitch and 60
-65% manifold pressure. Square would be 60-62% and 60-62mmHg. Nominal 2 is 64%
and 65 mmHg in the RU manual as I memorized. Over square would be 64% RPM and
70%. at higher manifold pressures you have the engine pushing the prop not
the prop pulling the engine AT high Rpm but low manifold pressure. You are akin
to putting the car in second gear to climb a hill but giving it little gas by
not mashing the accelerator so the engine loads up and stalls. If you increase
mmHg (manifold pressure) to square 8o% and 800 mmHg I think your cruise speeds
at the higher performance power setting will improve to around 160-170 it's
range.
Now maybe I've just committed mental masturbation here if the initial post was
a typo. 600 mm manifold was really 800 mm.???
Doc
Sent from my iPad
On Jan 18, 2011, at 8:35 AM, Warren Hill <k7wx@earthlink.net> wrote:
>
> Theoretically, this should perform well as a cruise prop. So far, have done only
one short airport-to-airport flight. Seemed to need about 600 mm manifold
pressure with RPM at 82% for 120 to 140 KIAS. Will let you know the stable settings
and airspeed after a cross country flight towards the end of the month.
>
> On Jan 18, 2011, at 2:37 AM, ssssskippy wrote:
>
>>
>> Just an other question:
>>
>> Did you notice a real improvement of the cruising speed? any numbers?
>>
>> Thanks
>>
>> Olivier
>>
>> -----Message d'origine-----
>> De : owner-yak-list-server@matronics.com
>> [mailto:owner-yak-list-server@matronics.com] De la part de Warren Hill
>> Envoy : mardi 18 janvier 2011 03:13
>> : yak-list@matronics.com
>> Objet : Re: Yak-List: Whirl Wind Prop
>>
>> Oliver,
>>
>> Flew my CJ-6A with the new Whirl Wind V530-WT composite blades for the first
>> time on Saturday. Some observations...
>>
>> Performance is very good in the climb.
>>
>> Not a surprise, there is drag at reduced power / RPM. Landing required
>> some power to maintain airspeed. No problem, just different.
>>
>> May require some hub changes. When Bill Blackwell did the first test
>> flight last week, RPMs jumped up past 160 KIAS. I noticed the same. Jill and
>> Carl will chase this for me.
>>
>> Initial experience is very positive. Here is a picture with the airplane now
>> back in my hanger at FFZ.
>>
>> Warren Hill
>> N464TW
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
Message 8
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| Subject: | Re: Whirl Wind Prop |
Doc,
This flight was not a good test. Just from DVT to FFZ and in formation with another
CJ and a T6... with purposely slower indicated airspeeds. As such the MP
was all over the place for station keeping. Need to take a bone fide cross flight
to better appreciate the performance. Will do this on the 29th up to Kingman
to visit Jill and Carl.
Also, was flying with a zero time M-14P which now has only about 1.5 hours. Still
need to do a break in.
Lots going on.
Warren
On Jan 18, 2011, at 8:56 AM, Roger Kemp M.D. wrote:
>
> Just an observation since I'm not a CJ kinda guy but flying under square vs over
square is costing you in performance. If you are setting pitch at 82% you
should have your manifold pressure at 82 to 85% depending on altitude for the
single stage super charger. What are the nominal prop and manifold settings for
the CJ from the handbook? I thought CJs reported prop revolutions as RPM not
%RPM? I do not have my YAK 52 pilots handbook at hand currently to quote verbatim
from but... I use nominal 1 settings for best economy as 60-62% pitch and
60 -65% manifold pressure. Square would be 60-62% and 60-62mmHg. Nominal 2 is
64% and 65 mmHg in the RU manual as I memorized. Over square would be 64% RPM
and 70%. at higher manifold pressures you have the engine pushing the prop not
the prop pulling the engine AT high Rpm but low manifold pressure. You are akin
to putting the car in second gear to climb a hill but giving it little gas
by not mashing the accelerator so the engine loads up!
> and stalls. If you increase mmHg (manifold pressure) to square 8o% and 800
mmHg I think your cruise speeds at the higher performance power setting will
improve to around 160-170 it's range.
> Now maybe I've just committed mental masturbation here if the initial post was
a typo. 600 mm manifold was really 800 mm.???
> Doc
>
> Sent from my iPad
>
> On Jan 18, 2011, at 8:35 AM, Warren Hill <k7wx@earthlink.net> wrote:
>
>>
>> Theoretically, this should perform well as a cruise prop. So far, have done
only one short airport-to-airport flight. Seemed to need about 600 mm manifold
pressure with RPM at 82% for 120 to 140 KIAS. Will let you know the stable settings
and airspeed after a cross country flight towards the end of the month.
>>
>> On Jan 18, 2011, at 2:37 AM, ssssskippy wrote:
>>
>>>
>>> Just an other question:
>>>
>>> Did you notice a real improvement of the cruising speed? any numbers?
>>>
>>> Thanks
>>>
>>> Olivier
>>>
>>> -----Message d'origine-----
>>> De : owner-yak-list-server@matronics.com
>>> [mailto:owner-yak-list-server@matronics.com] De la part de Warren Hill
>>> Envoy : mardi 18 janvier 2011 03:13
>>> : yak-list@matronics.com
>>> Objet : Re: Yak-List: Whirl Wind Prop
>>>
>>> Oliver,
>>>
>>> Flew my CJ-6A with the new Whirl Wind V530-WT composite blades for the first
>>> time on Saturday. Some observations...
>>>
>>> Performance is very good in the climb.
>>>
>>> Not a surprise, there is drag at reduced power / RPM. Landing required
>>> some power to maintain airspeed. No problem, just different.
>>>
>>> May require some hub changes. When Bill Blackwell did the first test
>>> flight last week, RPMs jumped up past 160 KIAS. I noticed the same. Jill and
>>> Carl will chase this for me.
>>>
>>> Initial experience is very positive. Here is a picture with the airplane now
>>> back in my hanger at FFZ.
>>>
>>> Warren Hill
>>> N464TW
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
Message 9
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|
| Subject: | Re: Whirl Wind Prop |
Copy. Sounds like you are gonna have longterm fun.
Fly safe!
Doc
Sent from my iPad
On Jan 18, 2011, at 10:54 AM, Warren Hill <k7wx@earthlink.net> wrote:
>
> Doc,
>
> This flight was not a good test. Just from DVT to FFZ and in formation with another
CJ and a T6... with purposely slower indicated airspeeds. As such the MP
was all over the place for station keeping. Need to take a bone fide cross flight
to better appreciate the performance. Will do this on the 29th up to Kingman
to visit Jill and Carl.
>
> Also, was flying with a zero time M-14P which now has only about 1.5 hours. Still
need to do a break in.
>
> Lots going on.
>
> Warren
>
>
>
> On Jan 18, 2011, at 8:56 AM, Roger Kemp M.D. wrote:
>
>>
>> Just an observation since I'm not a CJ kinda guy but flying under square vs
over square is costing you in performance. If you are setting pitch at 82% you
should have your manifold pressure at 82 to 85% depending on altitude for the
single stage super charger. What are the nominal prop and manifold settings for
the CJ from the handbook? I thought CJs reported prop revolutions as RPM not
%RPM? I do not have my YAK 52 pilots handbook at hand currently to quote verbatim
from but... I use nominal 1 settings for best economy as 60-62% pitch and
60 -65% manifold pressure. Square would be 60-62% and 60-62mmHg. Nominal 2 is
64% and 65 mmHg in the RU manual as I memorized. Over square would be 64% RPM
and 70%. at higher manifold pressures you have the engine pushing the prop not
the prop pulling the engine AT high Rpm but low manifold pressure. You are
akin to putting the car in second gear to climb a hill but giving it little gas
by not mashing the accelerator so the engine loads !
> up!
>> and stalls. If you increase mmHg (manifold pressure) to square 8o% and 800
mmHg I think your cruise speeds at the higher performance power setting will
improve to around 160-170 it's range.
>> Now maybe I've just committed mental masturbation here if the initial post was
a typo. 600 mm manifold was really 800 mm.???
>> Doc
>>
>> Sent from my iPad
>>
>> On Jan 18, 2011, at 8:35 AM, Warren Hill <k7wx@earthlink.net> wrote:
>>
>>>
>>> Theoretically, this should perform well as a cruise prop. So far, have done
only one short airport-to-airport flight. Seemed to need about 600 mm manifold
pressure with RPM at 82% for 120 to 140 KIAS. Will let you know the stable settings
and airspeed after a cross country flight towards the end of the month.
>>>
>>> On Jan 18, 2011, at 2:37 AM, ssssskippy wrote:
>>>
>>>>
>>>> Just an other question:
>>>>
>>>> Did you notice a real improvement of the cruising speed? any numbers?
>>>>
>>>> Thanks
>>>>
>>>> Olivier
>>>>
>>>> -----Message d'origine-----
>>>> De : owner-yak-list-server@matronics.com
>>>> [mailto:owner-yak-list-server@matronics.com] De la part de Warren Hill
>>>> Envoy : mardi 18 janvier 2011 03:13
>>>> : yak-list@matronics.com
>>>> Objet : Re: Yak-List: Whirl Wind Prop
>>>>
>>>> Oliver,
>>>>
>>>> Flew my CJ-6A with the new Whirl Wind V530-WT composite blades for the first
>>>> time on Saturday. Some observations...
>>>>
>>>> Performance is very good in the climb.
>>>>
>>>> Not a surprise, there is drag at reduced power / RPM. Landing required
>>>> some power to maintain airspeed. No problem, just different.
>>>>
>>>> May require some hub changes. When Bill Blackwell did the first test
>>>> flight last week, RPMs jumped up past 160 KIAS. I noticed the same. Jill and
>>>> Carl will chase this for me.
>>>>
>>>> Initial experience is very positive. Here is a picture with the airplane now
>>>> back in my hanger at FFZ.
>>>>
>>>> Warren Hill
>>>> N464TW
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
Message 10
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Hey, I agree on the M14P settings, just be a little cautious with the word "square"
. 620 mm is about 24 inches and 62% is about 1830 RPM. That would be considered
as "Over Square" by most "flat engine" pilots.
George Coy
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp M.D.
Sent: Tuesday, January 18, 2011 10:57 AM
Subject: Re: Yak-List: Whirl Wind Prop
Just an observation since I'm not a CJ kinda guy but flying under square vs over
square is costing you in performance. If you are setting pitch at 82% you should
have your manifold pressure at 82 to 85% depending on altitude for the single
stage super charger. What are the nominal prop and manifold settings for
the CJ from the handbook? I thought CJs reported prop revolutions as RPM not %RPM?
I do not have my YAK 52 pilots handbook at hand currently to quote verbatim
from but... I use nominal 1 settings for best economy as 60-62% pitch and 60
-65% manifold pressure. Square would be 60-62% and 60-62mmHg. Nominal 2 is 64%
and 65 mmHg in the RU manual as I memorized. Over square would be 64% RPM and
70%. at higher manifold pressures you have the engine pushing the prop not
the prop pulling the engine AT high Rpm but low manifold pressure. You are akin
to putting the car in second gear to climb a hill but giving it little gas by
not mashing the accelerator so the engine loads up!
and stalls. If you increase mmHg (manifold pressure) to square 8o% and 800 mmHg
I think your cruise speeds at the higher performance power setting will improve
to around 160-170 it's range.
Now maybe I've just committed mental masturbation here if the initial post was
a typo. 600 mm manifold was really 800 mm.???
Doc
Sent from my iPad
On Jan 18, 2011, at 8:35 AM, Warren Hill <k7wx@earthlink.net> wrote:
>
> Theoretically, this should perform well as a cruise prop. So far, have done only
one short airport-to-airport flight. Seemed to need about 600 mm manifold
pressure with RPM at 82% for 120 to 140 KIAS. Will let you know the stable settings
and airspeed after a cross country flight towards the end of the month.
>
> On Jan 18, 2011, at 2:37 AM, ssssskippy wrote:
>
>>
>> Just an other question:
>>
>> Did you notice a real improvement of the cruising speed? any numbers?
>>
>> Thanks
>>
>> Olivier
>>
>> -----Message d'origine-----
>> De : owner-yak-list-server@matronics.com
>> [mailto:owner-yak-list-server@matronics.com] De la part de Warren Hill
>> Envoy : mardi 18 janvier 2011 03:13
>> : yak-list@matronics.com
>> Objet : Re: Yak-List: Whirl Wind Prop
>>
>> Oliver,
>>
>> Flew my CJ-6A with the new Whirl Wind V530-WT composite blades for the first
>> time on Saturday. Some observations...
>>
>> Performance is very good in the climb.
>>
>> Not a surprise, there is drag at reduced power / RPM. Landing required
>> some power to maintain airspeed. No problem, just different.
>>
>> May require some hub changes. When Bill Blackwell did the first test
>> flight last week, RPMs jumped up past 160 KIAS. I noticed the same. Jill and
>> Carl will chase this for me.
>>
>> Initial experience is very positive. Here is a picture with the airplane now
>> back in my hanger at FFZ.
>>
>> Warren Hill
>> N464TW
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
Message 11
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| Subject: | Re: Whirl Wind Prop |
Doc,
That's the hope. Once I do a proper break-in on the engine and fly this prop for
a while, I'll have a better appreciation for the actual performance. Before
this, I was flying the same airplane with the Housai-6 engine and Chinese metal
blade. It will be fun to now be able to play with the grown-ups!
Warren
On Jan 18, 2011, at 10:13 AM, Roger Kemp M.D. wrote:
>
> Copy. Sounds like you are gonna have longterm fun.
> Fly safe!
> Doc
>
> Sent from my iPad
>
> On Jan 18, 2011, at 10:54 AM, Warren Hill <k7wx@earthlink.net> wrote:
>
>>
>> Doc,
>>
>> This flight was not a good test. Just from DVT to FFZ and in formation with
another CJ and a T6... with purposely slower indicated airspeeds. As such the
MP was all over the place for station keeping. Need to take a bone fide cross
flight to better appreciate the performance. Will do this on the 29th up to Kingman
to visit Jill and Carl.
>>
>> Also, was flying with a zero time M-14P which now has only about 1.5 hours.
Still need to do a break in.
>>
>> Lots going on.
>>
>> Warren
>>
>>
>>
>> On Jan 18, 2011, at 8:56 AM, Roger Kemp M.D. wrote:
>>
>>>
>>> Just an observation since I'm not a CJ kinda guy but flying under square vs
over square is costing you in performance. If you are setting pitch at 82% you
should have your manifold pressure at 82 to 85% depending on altitude for the
single stage super charger. What are the nominal prop and manifold settings
for the CJ from the handbook? I thought CJs reported prop revolutions as RPM not
%RPM? I do not have my YAK 52 pilots handbook at hand currently to quote verbatim
from but... I use nominal 1 settings for best economy as 60-62% pitch and
60 -65% manifold pressure. Square would be 60-62% and 60-62mmHg. Nominal 2
is 64% and 65 mmHg in the RU manual as I memorized. Over square would be 64% RPM
and 70%. at higher manifold pressures you have the engine pushing the prop
not the prop pulling the engine AT high Rpm but low manifold pressure. You are
akin to putting the car in second gear to climb a hill but giving it little gas
by not mashing the accelerator so the engine loads!
> !
>> up!
>>> and stalls. If you increase mmHg (manifold pressure) to square 8o% and 800
mmHg I think your cruise speeds at the higher performance power setting will
improve to around 160-170 it's range.
>>> Now maybe I've just committed mental masturbation here if the initial post
was a typo. 600 mm manifold was really 800 mm.???
>>> Doc
>>>
>>> Sent from my iPad
>>>
>>> On Jan 18, 2011, at 8:35 AM, Warren Hill <k7wx@earthlink.net> wrote:
>>>
>>>>
>>>> Theoretically, this should perform well as a cruise prop. So far, have done
only one short airport-to-airport flight. Seemed to need about 600 mm manifold
pressure with RPM at 82% for 120 to 140 KIAS. Will let you know the stable
settings and airspeed after a cross country flight towards the end of the month.
>>>>
>>>> On Jan 18, 2011, at 2:37 AM, ssssskippy wrote:
>>>>
>>>>>
>>>>> Just an other question:
>>>>>
>>>>> Did you notice a real improvement of the cruising speed? any numbers?
>>>>>
>>>>> Thanks
>>>>>
>>>>> Olivier
>>>>>
>>>>> -----Message d'origine-----
>>>>> De : owner-yak-list-server@matronics.com
>>>>> [mailto:owner-yak-list-server@matronics.com] De la part de Warren Hill
>>>>> Envoy : mardi 18 janvier 2011 03:13
>>>>> : yak-list@matronics.com
>>>>> Objet : Re: Yak-List: Whirl Wind Prop
>>>>>
>>>>> Oliver,
>>>>>
>>>>> Flew my CJ-6A with the new Whirl Wind V530-WT composite blades for the first
>>>>> time on Saturday. Some observations...
>>>>>
>>>>> Performance is very good in the climb.
>>>>>
>>>>> Not a surprise, there is drag at reduced power / RPM. Landing required
>>>>> some power to maintain airspeed. No problem, just different.
>>>>>
>>>>> May require some hub changes. When Bill Blackwell did the first test
>>>>> flight last week, RPMs jumped up past 160 KIAS. I noticed the same. Jill
and
>>>>> Carl will chase this for me.
>>>>>
>>>>> Initial experience is very positive. Here is a picture with the airplane
now
>>>>> back in my hanger at FFZ.
>>>>>
>>>>> Warren Hill
>>>>> N464TW
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
Message 12
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I know I should not comment... but... the Devil made me do it!
George said: "That would be considered as "Over Square" by most "flat engine"
pilots." GEORGE! Ummm... my "flat engine" runs at 3400 RPM at 48 inches. Just
sayin...... Nice to know I am not an "average" flat engine kind of guy! :-)
Doc: I never considered the engine to be "pushing" the prop. Interesting concept
really. So you're saying that anytime I am "under square", the prop is pulling
the engine? So just exactly how does that work? As in, how can the aircraft
maintain level flight with that happening? :-)
So, .... if you took your YAK-50 to say....15,000 feet.... where would the RPM
be, and what would the manifold pressure read, and just how in the heck did you
GET there, being "under square" and all?
It's just all too darn complicated!
Mark Bitterlich
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of George Coy
Sent: Tuesday, January 18, 2011 12:30 PM
Subject: RE: Yak-List: Whirl Wind Prop
Hey, I agree on the M14P settings, just be a little cautious with the word "square"
. 620 mm is about 24 inches and 62% is about 1830 RPM. That would be considered
as "Over Square" by most "flat engine" pilots.
George Coy
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp M.D.
Sent: Tuesday, January 18, 2011 10:57 AM
Subject: Re: Yak-List: Whirl Wind Prop
Just an observation since I'm not a CJ kinda guy but flying under square vs over
square is costing you in performance. If you are setting pitch at 82% you should
have your manifold pressure at 82 to 85% depending on altitude for the single
stage super charger. What are the nominal prop and manifold settings for
the CJ from the handbook? I thought CJs reported prop revolutions as RPM not %RPM?
I do not have my YAK 52 pilots handbook at hand currently to quote verbatim
from but... I use nominal 1 settings for best economy as 60-62% pitch and 60
-65% manifold pressure. Square would be 60-62% and 60-62mmHg. Nominal 2 is 64%
and 65 mmHg in the RU manual as I memorized. Over square would be 64% RPM and
70%. at higher manifold pressures you have the engine pushing the prop not
the prop pulling the engine AT high Rpm but low manifold pressure. You are akin
to putting the car in second gear to climb a hill but giving it little gas by
not mashing the accelerator so the engine loads up!
and stalls. If you increase mmHg (manifold pressure) to square 8o% and 800 mmHg
I think your cruise speeds at the higher performance power setting will improve
to around 160-170 it's range.
Now maybe I've just committed mental masturbation here if the initial post was
a typo. 600 mm manifold was really 800 mm.???
Doc
Sent from my iPad
On Jan 18, 2011, at 8:35 AM, Warren Hill <k7wx@earthlink.net> wrote:
>
> Theoretically, this should perform well as a cruise prop. So far, have done only
one short airport-to-airport flight. Seemed to need about 600 mm manifold
pressure with RPM at 82% for 120 to 140 KIAS. Will let you know the stable settings
and airspeed after a cross country flight towards the end of the month.
>
> On Jan 18, 2011, at 2:37 AM, ssssskippy wrote:
>
>>
>> Just an other question:
>>
>> Did you notice a real improvement of the cruising speed? any numbers?
>>
>> Thanks
>>
>> Olivier
>>
>> -----Message d'origine-----
>> De : owner-yak-list-server@matronics.com
>> [mailto:owner-yak-list-server@matronics.com] De la part de Warren Hill
>> Envoy : mardi 18 janvier 2011 03:13
>> : yak-list@matronics.com
>> Objet : Re: Yak-List: Whirl Wind Prop
>>
>> Oliver,
>>
>> Flew my CJ-6A with the new Whirl Wind V530-WT composite blades for the first
>> time on Saturday. Some observations...
>>
>> Performance is very good in the climb.
>>
>> Not a surprise, there is drag at reduced power / RPM. Landing required
>> some power to maintain airspeed. No problem, just different.
>>
>> May require some hub changes. When Bill Blackwell did the first test
>> flight last week, RPMs jumped up past 160 KIAS. I noticed the same. Jill and
>> Carl will chase this for me.
>>
>> Initial experience is very positive. Here is a picture with the airplane now
>> back in my hanger at FFZ.
>>
>> Warren Hill
>> N464TW
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
Message 13
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| Subject: | Re: Chinese 3 blade prop hubs |
The Chinese did produce a 3 blade for the HS6A engine. Rather it used 3
j9-g1 blades I have no idea. I had a customer in AU who installed one, he
reported that it slowed him down 5 kts. He most likely has it in his hanger
if you are interested contact me off list.
Best,
Doug
On Tue, Jan 18, 2011 at 12:26 AM, Harv <martin.harvey@kbr.com> wrote:
>
> Morning all
>
> Does anyone know if the Chinese ever produced a prop hub that accepts 3 x
> J9-G1 prop blades. ( have a feeling I' seen a picture of it somewhere?)
>
> If it exists did they produce enough that one could be obtained?
>
> Cheers
>
> Harv
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=327389#327389
>
>
Message 14
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| Subject: | Steve Hanshew where are you?? |
Steve if you see this please call Doug @ 509-826-4610
Doug Sapp
Message 15
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| Subject: | Re: Whirl Wind Prop |
George makes an interesting point here.
I don't think using RPM in percentage and MP in metric units (and/or in
percentage of max. allowable MP) is a valid method of establishing "square,
under square or over square".
Radial engines (unlike typical flat engines) need to operate predominately
over-square within the manufacturers limits.
For example the typical numbers for the P&W R1340 are as follows.
1. Take-off - (max.) RPM 2250, MP 36"
2. Climb (rated power) 2200 32.5
3. Aerobatic 2000 28-30
4. Cruise 1900 27
1800 26
1750 25
All of these are substantially over square. If we look at the typical cruise
of 1800 RPM and 26" (normally referred to as "18 - 26") and convert to
percentage & metric :----------
1800 = 83%, 26" = 660 mm then 83/66 = under sq.
and 83/660 = wayover sq.
OR using percentage of both numbers:--------
Max. MP = 36", 26" = 72% - 83/72 = under sq.
For the Huosai the specified cruise 2 is 1950 RPM at 660 mm/hg OR 26".
1950RPM and 26". "19.5 -26" is nicely oversquare.
Not to say that a similar set of numbers could not be developed to utilize
percentage RPM and metric MP but it would not be referenced in the accepted
Western manner.
FWIW
Walt
----- Original Message -----
From: "George Coy" <george@gesoco.com>
Sent: Tuesday, January 18, 2011 9:30 AM
Subject: RE: Yak-List: Whirl Wind Prop
>
> Hey, I agree on the M14P settings, just be a little cautious with the word
> "square" . 620 mm is about 24 inches and 62% is about 1830 RPM. That would
> be considered as "Over Square" by most "flat engine" pilots.
>
> George Coy
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp M.D.
> Sent: Tuesday, January 18, 2011 10:57 AM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Whirl Wind Prop
>
> <viperdoc@mindspring.com>
>
> Just an observation since I'm not a CJ kinda guy but flying under square
> vs over square is costing you in performance. If you are setting pitch at
> 82% you should have your manifold pressure at 82 to 85% depending on
> altitude for the single stage super charger. What are the nominal prop and
> manifold settings for the CJ from the handbook? I thought CJs reported
> prop revolutions as RPM not %RPM? I do not have my YAK 52 pilots handbook
> at hand currently to quote verbatim from but... I use nominal 1 settings
> for best economy as 60-62% pitch and 60 -65% manifold pressure. Square
> would be 60-62% and 60-62mmHg. Nominal 2 is 64% and 65 mmHg in the RU
> manual as I memorized. Over square would be 64% RPM and 70%. at higher
> manifold pressures you have the engine pushing the prop not the prop
> pulling the engine AT high Rpm but low manifold pressure. You are akin to
> putting the car in second gear to climb a hill but giving it little gas by
> not mashing the accelerator so the engine loads up!
> and stalls. If you increase mmHg (manifold pressure) to square 8o% and
> 800 mmHg I think your cruise speeds at the higher performance power
> setting will improve to around 160-170 it's range.
> Now maybe I've just committed mental masturbation here if the initial post
> was a typo. 600 mm manifold was really 800 mm.???
> Doc
>
> Sent from my iPad
>
> On Jan 18, 2011, at 8:35 AM, Warren Hill <k7wx@earthlink.net> wrote:
>
>>
>> Theoretically, this should perform well as a cruise prop. So far, have
>> done only one short airport-to-airport flight. Seemed to need about 600
>> mm manifold pressure with RPM at 82% for 120 to 140 KIAS. Will let you
>> know the stable settings and airspeed after a cross country flight
>> towards the end of the month.
>>
>> On Jan 18, 2011, at 2:37 AM, ssssskippy wrote:
>>
>>>
>>> Just an other question:
>>>
>>> Did you notice a real improvement of the cruising speed? any numbers?
>>>
>>> Thanks
>>>
>>> Olivier
>>>
>>> -----Message d'origine-----
>>> De : owner-yak-list-server@matronics.com
>>> [mailto:owner-yak-list-server@matronics.com] De la part de Warren Hill
>>> Envoy : mardi 18 janvier 2011 03:13
>>> : yak-list@matronics.com
>>> Objet : Re: Yak-List: Whirl Wind Prop
>>>
>>> Oliver,
>>>
>>> Flew my CJ-6A with the new Whirl Wind V530-WT composite blades for the
>>> first
>>> time on Saturday. Some observations...
>>>
>>> Performance is very good in the climb.
>>>
>>> Not a surprise, there is drag at reduced power / RPM. Landing required
>>> some power to maintain airspeed. No problem, just different.
>>>
>>> May require some hub changes. When Bill Blackwell did the first test
>>> flight last week, RPMs jumped up past 160 KIAS. I noticed the same. Jill
>>> and
>>> Carl will chase this for me.
>>>
>>> Initial experience is very positive. Here is a picture with the airplane
>>> now
>>> back in my hanger at FFZ.
>>>
>>> Warren Hill
>>> N464TW
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 16
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| Subject: | Cold weather oil woes |
I had a report of an oil filter element rupture in a CJ-6. This case is similar
to another a few years back when a Yak lost it's oil cooler due to cold oil and
high pressures. Common problem: cold oil and damage soon after start up.
In both cases, only assumptions can be made about the triggering event. In This
case, the aircraft had been flown for a few years with my system installed and
had been flown in even colder weather (34 degrees at the time of failure). Multi-weight
oil was used and the engine was pre-heated, but the oil cooler was
not heated first. The filter element was sourced locally and was cross-referenced
to the one I specify. A few years ago the oil cooler was overhauled by a
respected shop. The filter base has a 15psi bypass.
The only damage found to date was the base of the element distending and allowing
oil to puke.
What can an operator do? The first thing is to install pre-heat pads on the oil
cooler as well as the gearbox sump and oil tank in addition to pre-heating the
engine.
Always warm up slowly and completely, monitoring In and Out temps.
Regardless of whose system is installed, most filter bases come with 1/4" taps
on both In/Out ends. Install pressure gauges or a differential sensor. These should
be monitored during warm-up.
Craig Payne
Message 17
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| Subject: | Re: Cold weather oil woes |
At the risk of starting a run away conversation.....- I'd like to find ou
t from-our pilot community, their cold weather practice..- I haven't be
en able to find anything-in the manuals on this subject.
-
Scenario: Cold morning, engine running, ready for engine run up, oil temps
below engine run up minimums... Question, what are you referencing?- Engi
ne Inlet oil temps or engine outlet oil temps?
-
I have seen it done both ways and wanted to take an informal survey and may
be gain some round engine knowledge..
Larry Pine
=0A=0A=0A
Message 18
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| Subject: | Re: Cold weather oil woes |
All is written in the regular documentation.
Plus the best practice of warming all, oil and cylinder
Not mentioning injections.....
There is cold and very cold weather.....not the same
Cold is below 5 celsius and above 0
Very cold is under 0 down to minus a lot.
I flew in minus 25 degree Celsius below zero in Hungary and Germany. Plane b
ehaved perfectly fine and started at once after warming only with warm air.
Didier Blouzard
+33(0)6 2424 3672
Le 18 janv. 2011 =C3- 23:35, Larry Pine <threein60@yahoo.com> a =C3=A9crit
:
> At the risk of starting a run away conversation..... I'd like to find out
from our pilot community, their cold weather practice.. I haven't been abl
e to find anything in the manuals on this subject.
>
> Scenario: Cold morning, engine running, ready for engine run up, oil temps
below engine run up minimums... Question, what are you referencing? Engine
Inlet oil temps or engine outlet oil temps?
>
> I have seen it done both ways and wanted to take an informal survey and ma
ybe gain some round engine knowledge..
> Larry Pine
>
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 19
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|
| Subject: | Re: Cold weather oil woes |
You must be referring to the Yak MM.- I have a CJ, procedures would most
likely be identical but I don't have a Yak MM...- So do share.- Does th
e manual call out inlet temps to be monitored or outlet?
Larry Pine
--- On Tue, 1/18/11, Didier BLOUZARD <didier.blouzard@gmail.com> wrote:
From: Didier BLOUZARD <didier.blouzard@gmail.com>
Subject: Re: Yak-List: Cold weather oil woes
All is written in the regular documentation.Plus the best practice of warmi
ng all, oil and cylinderNot mentioning injections.....There is cold and ver
y cold weather.....not the sameCold is below 5 celsius and above 0Very cold
is under 0 down to minus a lot.I flew in minus 25 degree Celsius below zer
o in Hungary and Germany. Plane behaved perfectly fine and started at once
after warming only with warm air.
Didier Blouzard+33(0)6 2424 3672
Le 18 janv. 2011 =E0 23:35, Larry Pine <threein60@yahoo.com> a =E9crit-:
At the risk of starting a run away conversation.....- I'd like to find ou
t from-our pilot community, their cold weather practice..- I haven't be
en able to find anything-in the manuals on this subject.=0A-=0AScenario
: Cold morning, engine running, ready for engine run up, oil temps below en
gine run up minimums... Question, what are you referencing?- Engine Inlet
oil temps or engine outlet oil temps?=0A-=0AI have seen it done both way
s and wanted to take an informal survey and maybe gain some round engine kn
owledge..
=0ALarry Pine
=0A=0A=0A=0A=0A=0A=0A=0A =0A
=========
ef="http://www.matronics.com/Navigator?Yak-List">http://www.matronics.com
/Navigator?Yak-List
=========
ums.matronics.com">http://forums.matronics.com
=========
http://www.matronics.com/contribution">http://www.matronics.com/contributio
n
=========
=0A
=0A=0A=0A
Message 20
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| Subject: | Hull in Motion Insurance in Canada |
Does anybody know where I can
buy "Hull in Motion" insurance
for a CJ or Yak in Canada?
I was always under the impression
that one can't get that kind of
insurance for Canadian registered
war-birds (like the Nanchang) until
a recent gear collapse in Ontario
proofed me wrong and I was told the
underwriter paid in full.
cheers
Elmar
Message 21
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|
| Subject: | GT blades for V-530 |
As long as we're talking about propeller options, I think we're
overlooking the GT blades for the V-530, which have been in use for
several years on dozens of airplanes. The Aerostar factory furnishes
them on new Yak-52s as an option (I think they said there was a recent
order of 20). We have tested them on the Sukhoi SU-26M and Yak-52 with
great results.
Message 22
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|
| Subject: | M-14P engine Heating |
>From the translated IAK-52 Flight Manual P. 24 3.4.3. Engine Heating
3.4.3.1 The engine is heated at 41-44% engine speed until the oil temperature
at engine intake begins to increase. When the oil temperature begins to increase,
the speed is accelerated up to 41-48% ( in winter time up to 51%) and maintaining
this value of engine speed, the engine is heated until the cylinders heads
temperature is 120 deg.C minimum and the oil temperature at the engine intake
is 40 deg C minimum.
In wintertime, to hasten the engine heating, the cowl flaps and the oil radiator
choke must be closed.
3.4.3.2 The engine is considered heated when the cylinders heads temperature is
120 deg C minimum and the oil temperature at engine intake is 40 deg C minimum.
So the oil temp is measured at the intake according to the manual.
Doc
Sent from my iPad
Message 23
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|
| Subject: | Re: Hull in Motion Insurance in Canada |
Have you looked at the COPA plans, Elmar ?
http://www.marsh.ca/_bin/insuranceProducts/Associations/copa/choosingPlan/compareSilverGold.cfm
David Stroud Ottawa, Canada
Christavia C-FDWS
Fairchild 51 replica
under construction C-FYXV
----- Original Message -----
From: "Elmar Hegenauer" <elmar.h@shaw.ca>
Sent: Tuesday, January 18, 2011 7:36 PM
Subject: Yak-List: Hull in Motion Insurance in Canada
>
> Does anybody know where I can
> buy "Hull in Motion" insurance
> for a CJ or Yak in Canada?
>
> I was always under the impression
> that one can't get that kind of
> insurance for Canadian registered
> war-birds (like the Nanchang) until
> a recent gear collapse in Ontario
> proofed me wrong and I was told the
> underwriter paid in full.
>
> cheers
>
> Elmar
>
>
>
>
>
>
--------------------------------------------------------------------------------
Checked by AVG - www.avg.com
Message 24
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|
| Subject: | Re: Cold weather oil woes |
As I recall in my stock yak-55, the gauge reads oil inlet temp ...
+-----Original Message-----
+From: Larry Pine [mailto:threein60@yahoo.com]
+Sent: Tuesday, January 18, 2011 03:32 PM
+To: yak-list@matronics.com
+Subject: Re: Yak-List: Cold weather oil woes
+
+You must be referring to the Yak MM. I have a CJ, procedures would most likely
be identical but I don't have a Yak MM... So do share. Does the manual call out
inlet temps to be monitored or outlet?
+
+Larry Pine
+
+--- On Tue, 1/18/11, Didier BLOUZARD <didier.blouzard@gmail.com> wrote:
+
+From: Didier BLOUZARD <didier.blouzard@gmail.com>
+Subject: Re: Yak-List: Cold weather oil woes
+To: "yak-list@matronics.com" <yak-list@matronics.com>
+Date: Tuesday, January 18, 2011, 4:03 PM
+
+All is written in the regular documentation.Plus the best practice of warming
all, oil and cylinderNot mentioning injections.....There is cold and very cold
weather.....not the sameCold is below 5 celsius and above 0Very cold is under
0 down to minus a lot.I flew in minus 25 degree Celsius below zero in Hungary
and Germany. Plane behaved perfectly fine and started at once after warming only
with warm air.
+Didier Blouzard+33(0)6 2424 3672
+Le 18 janv. 2011 23:35, Larry Pine <threein60@yahoo.com> a crit:
+
+At the risk of starting a run away conversation..... I'd like to find out fromour
pilot community, their cold weather practice.. I haven't been able to find
anythingin the manuals on this subject.
+
+Scenario: Cold morning, engine running, ready for engine run up, oil temps below
engine run up minimums... Question, what are you referencing? Engine Inlet
oil temps or engine outlet oil temps?
+
+I have seen it done both ways and wanted to take an informal survey and maybe
gain some round engine knowledge..
+
+Larry Pine
+
+
+
+
+
+
+
+
+
+
+
+
+=========
+ef="http://www.matronics.com/Navigator?Yak-List">http://www.matronics.com/Navigator?Yak-List
+=========
+ums.matronics.com">http://forums.matronics.com
+=========
+http://www.matronics.com/contribution">http://www.matronics.com/contribution
+=========
+
+
+
+
+
+
+
+
+
Message 25
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|
| Subject: | Re: Cold weather oil woes |
I'm working on putting a Wolf Filter on as we speak, in my 55M. The temp sensor
is downstream of the oil tank and upstream of the "filter" (Russian for the large
screen on the firewall) and way upstream of the oil pump.
Respectfully
Rick b
.
-----Original Message-----
>From: William Halverson <william@netpros.net>
>Sent: Jan 18, 2011 8:19 PM
>To: yak-list@matronics.com
>Subject: Re: Yak-List: Cold weather oil woes
>
>
>
>As I recall in my stock yak-55, the gauge reads oil inlet temp ...
>
>+-----Original Message-----
>+From: Larry Pine [mailto:threein60@yahoo.com]
>+Sent: Tuesday, January 18, 2011 03:32 PM
>+To: yak-list@matronics.com
>+Subject: Re: Yak-List: Cold weather oil woes
>+
>+You must be referring to the Yak MM. I have a CJ, procedures would most likely
be identical but I don't have a Yak MM... So do share. Does the manual call
out inlet temps to be monitored or outlet?
>+
>+Larry Pine
>+
>+--- On Tue, 1/18/11, Didier BLOUZARD <didier.blouzard@gmail.com> wrote:
>+
>+From: Didier BLOUZARD <didier.blouzard@gmail.com>
>+Subject: Re: Yak-List: Cold weather oil woes
>+To: "yak-list@matronics.com" <yak-list@matronics.com>
>+Date: Tuesday, January 18, 2011, 4:03 PM
>+
>+All is written in the regular documentation.Plus the best practice of warming
all, oil and cylinderNot mentioning injections.....There is cold and very cold
weather.....not the sameCold is below 5 celsius and above 0Very cold is under
0 down to minus a lot.I flew in minus 25 degree Celsius below zero in Hungary
and Germany. Plane behaved perfectly fine and started at once after warming
only with warm air.
>+Didier Blouzard+33(0)6 2424 3672
>+Le 18 janv. 2011 23:35, Larry Pine <threein60@yahoo.com> a crit:
>+
>+At the risk of starting a run away conversation..... I'd like to find out fromour
pilot community, their cold weather practice.. I haven't been able to find
anythingin the manuals on this subject.
>+
>+Scenario: Cold morning, engine running, ready for engine run up, oil temps below
engine run up minimums... Question, what are you referencing? Engine Inlet
oil temps or engine outlet oil temps?
>+
>+I have seen it done both ways and wanted to take an informal survey and maybe
gain some round engine knowledge..
>+
>+Larry Pine
>+
>+
>+
>+
>+
>+
>+
>+
>+
>+
>+
>+
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>+=========
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>+http://www.matronics.com/contribution">http://www.matronics.com/contribution
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| Subject: | Re: M-14P engine Heating |
Thanks Roger for the clarification..
Larry Pine
--- On Tue, 1/18/11, Roger Kemp M.D. <viperdoc@mindspring.com> wrote:
From: Roger Kemp M.D. <viperdoc@mindspring.com>
Subject: Yak-List: M-14P engine Heating
>From the translated IAK-52 Flight Manual P. 24 3.4.3. Engine Heating
3.4.3.1- The engine is heated at 41-44% engine speed until the oil temper
ature at engine intake begins to increase. When the oil temperature begins
to increase, the speed is accelerated up to 41-48% ( in winter time up to 5
1%) and maintaining this value of engine speed, the engine is heated until
the cylinders heads temperature is 120 deg.C minimum and the oil temperatur
e at the engine intake is 40 deg C minimum.
In wintertime, to hasten the engine heating, the cowl flaps and the oil rad
iator choke must be closed.
3.4.3.2 The engine is considered heated when the cylinders heads temperatur
e is 120 deg C minimum and the oil temperature at engine intake is 40 deg C
minimum.
So the oil temp is measured at the intake according to the manual.
Doc
Sent from my iPad
le, List Admin.
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