Today's Message Index:
----------------------
1. 05:27 AM - CJ6 Engine Start (Harv)
2. 05:31 AM - Fuel Imbalance Cheat (Cpayne)
3. 07:20 AM - Re: Re: fuel flow from tanks (A. Dennis Savarese)
4. 10:06 AM - Phillips 25-60 Oil (Byron Fox)
5. 10:49 AM - Re: Phillips 25-60 Oil (Byron Fox)
6. 10:57 AM - Re: Phillips 25-60 Oil (Brian Lloyd)
7. 10:59 AM - Re: Phillips 25-60 Oil (A. Dennis Savarese)
8. 11:56 AM - Re: fuel flow from tanks (keithmckinley)
9. 12:20 PM - Re: Phillips 25-60 Oil (Byron Fox)
10. 12:32 PM - Re: Phillips 25-60 Oil (doug sapp)
11. 12:53 PM - Re: Phillips 25-60 Oil (A. Dennis Savarese)
12. 12:53 PM - Re: Phillips 25-60 Oil (A. Dennis Savarese)
13. 12:56 PM - Re: Re: fuel flow from tanks (Brian Lloyd)
14. 01:25 PM - Re: Phillips 25-60 Oil (Tom Elliott)
15. 02:15 PM - Re: Phillips 25-60 Oil (Byron Fox)
16. 02:28 PM - Re: fuel flow from tanks (keithmckinley)
17. 03:11 PM - Re: Re: fuel flow from tanks (Brian Lloyd)
18. 03:29 PM - Re: fuel flow from tanks (keithmckinley)
19. 03:52 PM - Re: Re: fuel flow from tanks (Brian Lloyd)
20. 04:20 PM - Re: Yak-list:Phillips 25-60 Oil (Frank Stelwagon)
21. 06:38 PM - Re: fuel flow from tanks (Rob Rowe)
Message 1
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| Subject: | CJ6 Engine Start |
Guy's
We are about ready to run the engine in my CJ6. :)
I'm looking for your thoughts and advice on bringing the engine to life since it
has not been run since it left the PLA airforce in 2005/6.
The brief background is we detected a cracked cylinder head on one of the lower
cylinders (no 5 I think?) and so the inhibit oil was drained and we changed out
that cylinder (fitted a used jug, honed bore and new rings etc).
We boro'd inside the gearbox and main engine case and it looked ok but dirty and
cacked in crap (maybe the bad quality oil the Chinese used?).
I'm concerned that just filling the oil tank and doing a start will leave the bearings
too dry for that 'initial' run period.
TIA
Cheers
Harv
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347739#347739
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| Subject: | Fuel Imbalance Cheat |
Some years ago, before I properly rigged my airplane I too was frustrated by uneven
flow favoring draw down of the left tank. Sooo, I rigged a cross-feed system
with check valve and pump to transfer right to left. Works well.
Later I added a selector valve and solenoid to plumb in the aux tank. Just takes
some management to monitor the tank levels. Forget and money gets ported out
the vent...
Craig Payne
Message 3
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| Subject: | Re: fuel flow from tanks |
Robb,
Regarding, "once the engine was started and a few litres consumed the
common vent/return lines (single belly vent aircraft) to each tank would
no longer be fuel-blocked. Have I missed something here?". Yes,
possibly. The culprit is the position of the vent junction in relation
to the RIGHT tank vent line and the header tank vent line.
If the vent junction (the cross on the left side of the front seat) sits
just a bit below the top of the header tank and the header tank vent
tube loop which typically is connected to the bottom of the T, the
header tank vent line will fill the vent T and thus force fuel into the
right tank vent line. The right tank vent line enters the vent T at the
rear of the T. The overboard vent loop comes off the front of the T and
goes forward toward the firewall and has a huge loop in it that loops
down and back through the belly just below the front seat. If the
tanks are filled to the brim and the airplane is out in the sun, the
expansion goes into all the vent lines. In addition, the expansion of
the fuel pushes the fuel through the fuel junction below the front seat
where the flapper valves are and into the header tank. Most of the time
the header tank is about full anyway. The expansion pushes more fuel
into the header tank and out the header tank vent line into the vent T.
Now we have set up the opportunity for siphoning. This continued
expansion pushes the fuel out through all of the vent lines and out the
only open port which is the vent loop going to the belly.
The left tank vent line which going up from the top of the T is
typically not an issue because the vent line is above all the other vent
connections and fuel runs out of it pretty well. This is not true of
the right tank. It lies basically flat across the front of the main
spar. So the fuel is held captive in it. To compound the problem, if
TOP the header tank vent line (ie: the loop) is below the top of the
header tank, fuel runs out of the header vent into the bottom of the
vent T pushing fuel into the right tank vent line. I have probably seen
this at least 8-10 times.
Bottom line here is if a person is having problems with fuel feeding
AFTER they have checked the rigging of the airplane, disconnect the line
at the rear of the vent T, which is from the right tank. If when you
remove the B nut fuel runs out of the line, you know where the problem
is. Start by increasing the loop height from the header vent line so it
is over or at least to the top of the main spar. You may have to make a
new line or add a flexible hose to create the loop.
Don't forget to loosen your fuel caps after the airplane has sat out in
the sun for a bit. Particularly if it has over 45 liters in each tank.
Then blow the vent lines out as previously explained.
Dennis
A. Dennis Savarese
334-285-6263
334-546-8182 (cell)
Skype: Yakguy1
www.yak-52.com
On 7/25/2011 8:35 PM, Rob Rowe wrote:
> --> Yak-List message posted by: "Rob Rowe"<yak-list@robrowe.plus.com>
>
> Good point Dennis ... had not included it as I gathered the SOP on single vent
YAK-52s was not to brim full tanks to avoid vent feed issue& in extremis expansion
overflow from vent creating a siphoning effect. Addressed by the separate
tank vents introduced from mid-1989+ production aircraft ... albeit in doing
so creating further variables that can impact fuel imbalance.
>
> Also my understanding was that this was primarily a ground issue (other than
the header tank loop exception mentioned) and that once the engine was started
and a few litres consumed the common vent/return lines (single belly vent aircraft)
to each tank would no longer be fuel-blocked. Have I missed something here?
>
> However it does give me pause for further thought on how the separately vented
tank aircraft (mid-1989+) might be impacted by expansion fuel trapped in the
vent lines as these would not be cleared post engine start given this design
has given them individual vent loops now independent of the fuel return lines.
As the tank belly vents are angled into the airflow the positive pressure in-flight,
coupled with a slight additional pressure drop (beyond that created by
fuel usage) in the fuel trapped vent tank, suggests that any trapped vent fuel
would be brought back into the tank. Conjecture on my part ... what do you think?
>
> Thanks, Rob
>
> On 7/25/2011 8:35 PM, Dennis Savarese wrote:
>
>> One factor not mentioned is ....
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=347708#347708
>
>
Message 4
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| Subject: | Phillips 25-60 Oil |
Recently removed the banjo fitting from the air compressor on our M14P with 108
hrs SMOH. Discovered that valve and fitting were very congested with carbonized
oil residue. Obviously, the oil had become overheated and broke down. M
Sent from my iPhone
Message 5
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| Subject: | Re: Phillips 25-60 Oil |
Oops. Sent before I was done.
Engine oil temp. always in the normal range.
Has anyone experienced this event with Phillips 25-60?
Thanks, Blitz
Sent from my iPhone
On Jul 26, 2011, at 10:03 AM, Byron Fox <byronmfox@gmail.com> wrote:
>
> Recently removed the banjo fitting from the air compressor on our M14P with 108
hrs SMOH. Discovered that valve and fitting were very congested with carbonized
oil residue. Obviously, the oil had become overheated and broke down. M
>
> Sent from my iPhone
>
>
>
>
Message 6
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| Subject: | Re: Phillips 25-60 Oil |
On Tue, Jul 26, 2011 at 10:45 AM, Byron Fox <byronmfox@gmail.com> wrote:
>
> Oops. Sent before I was done.
>
> Engine oil temp. always in the normal range.
>
> Has anyone experienced this event with Phillips 25-60?
>
No, or at least not any more than any other mineral-oil based lubricant.
Synthetics can handle higher temperatures.
--
Brian Lloyd, WB6RQN/J79BPL
3191 Western Dr.
Cameron Park, CA 95682
brian@lloyd.com
+1.767.617.1365 (Dominica)
+1.916.877.5067 (USA)
Message 7
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| Subject: | Re: Phillips 25-60 Oil |
Happens regardless of what type of oil you use. I wouldn't condemn the
oil unless you know positively that the output check valve on the
compressor was new or "overhauled" when you installed the engine? Just
for grins, clean it up making sure the little spring that presses the
little valve in place is also in good shape and the valve moves easily
with just the push of a pencil eraser; install new crush washers and
remove it again at the next 100 hours and see what it looks like.
Dennis
A. Dennis Savarese
334-285-6263
334-546-8182 (cell)
Skype: Yakguy1
www.yak-52.com
On 7/26/2011 12:45 PM, Byron Fox wrote:
> --> Yak-List message posted by: Byron Fox<byronmfox@gmail.com>
>
> Oops. Sent before I was done.
>
> Engine oil temp. always in the normal range.
>
> Has anyone experienced this event with Phillips 25-60?
>
> Thanks, Blitz
>
> Sent from my iPhone
>
> On Jul 26, 2011, at 10:03 AM, Byron Fox<byronmfox@gmail.com> wrote:
>
>> --> Yak-List message posted by: Byron Fox<byronmfox@gmail.com>
>>
>> Recently removed the banjo fitting from the air compressor on our M14P with
108 hrs SMOH. Discovered that valve and fitting were very congested with carbonized
oil residue. Obviously, the oil had become overheated and broke down. M
>>
>> Sent from my iPhone
>>
>>
>>
>>
>
>
Message 8
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| Subject: | Re: fuel flow from tanks |
For what it's worth:
1. Flying in a true wings level crab will do nothing.
2. As mentioned, the high tank wing needs to be higher and at least initially,
significantly.
3. A centered ball does not mean coordinated flight. Use the rudder to level the
wings and note the ball position for reference.
4. When rechecking the gauge you absolutely must have the wings leveled in
coordinated flight or the gauge is not accurate (again with the rudder to level
wings)
5. I believe that there is a slight amount of null in my gauges from them being
mostly in the mid range for so much of their life. Therefore the gauge is just
a tad unreliable there.
6. I WOULD NOT RUN A TANK DRY! There is no guarantee the other tank will feed
7. It's Not too hard to pull the header tank and check the flapper valves.
8. FF gage helps immensely. worth the $$ to install.
Last but not least, this issue certainly increases our fuel awareness, which is
a good thing!
Semper Fi
--------
Keith McKinley
700HS
KFIT
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347779#347779
Message 9
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| Subject: | Re: Phillips 25-60 Oil |
Thanks, Dennis, I'll do as you suggest. When asked, Vladimir assured me that
the compressor had been "overhauled" when the engine was. I did clean and
check the valve and its spring, but reused the crush washers. Do you know a
source for these? ...Blitz
On Tue, Jul 26, 2011 at 10:57 AM, A. Dennis Savarese <
dsavarese0812@bellsouth.net> wrote:
> dsavarese0812@bellsouth.net>
>
> Happens regardless of what type of oil you use. I wouldn't condemn the oil
> unless you know positively that the output check valve on the compressor was
> new or "overhauled" when you installed the engine? Just for grins, clean it
> up making sure the little spring that presses the little valve in place is
> also in good shape and the valve moves easily with just the push of a pencil
> eraser; install new crush washers and remove it again at the next 100 hours
> and see what it looks like.
> Dennis
>
> A. Dennis Savarese
> 334-285-6263
> 334-546-8182 (cell)
> Skype: Yakguy1
> www.yak-52.com
>
>
> On 7/26/2011 12:45 PM, Byron Fox wrote:
>
>> --> Yak-List message posted by: Byron Fox<byronmfox@gmail.com>
>>
>> Oops. Sent before I was done.
>>
>> Engine oil temp. always in the normal range.
>>
>> Has anyone experienced this event with Phillips 25-60?
>>
>> Thanks, Blitz
>>
>> Sent from my iPhone
>>
>> On Jul 26, 2011, at 10:03 AM, Byron Fox<byronmfox@gmail.com> wrote:
>>
>> --> Yak-List message posted by: Byron Fox<byronmfox@gmail.com>
>>>
>>> Recently removed the banjo fitting from the air compressor on our M14P
>>> with 108 hrs SMOH. Discovered that valve and fitting were very congested
>>> with carbonized oil residue. Obviously, the oil had become overheated and
>>> broke down. M
>>>
>>> Sent from my iPhone
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
--
... Blitz
Byron M. Fox
80 Milland Drive
Mill Valley, CA 94941
415-307-2405
Message 10
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| Subject: | Re: Phillips 25-60 Oil |
Blitz
We stock ky2 overhaul pts
Call me.
Doug
On Jul 26, 2011 12:23 PM, "Byron Fox" <byronmfox@gmail.com> wrote:
> Thanks, Dennis, I'll do as you suggest. When asked, Vladimir assured me
that
> the compressor had been "overhauled" when the engine was. I did clean and
> check the valve and its spring, but reused the crush washers. Do you know
a
> source for these? ...Blitz
>
> On Tue, Jul 26, 2011 at 10:57 AM, A. Dennis Savarese <
> dsavarese0812@bellsouth.net> wrote:
>
>> dsavarese0812@bellsouth.net>
>>
>> Happens regardless of what type of oil you use. I wouldn't condemn the
oil
>> unless you know positively that the output check valve on the compressor
was
>> new or "overhauled" when you installed the engine? Just for grins, clean
it
>> up making sure the little spring that presses the little valve in place
is
>> also in good shape and the valve moves easily with just the push of a
pencil
>> eraser; install new crush washers and remove it again at the next 100
hours
>> and see what it looks like.
>> Dennis
>>
>> A. Dennis Savarese
>> 334-285-6263
>> 334-546-8182 (cell)
>> Skype: Yakguy1
>> www.yak-52.com
>>
>>
>>
>> On 7/26/2011 12:45 PM, Byron Fox wrote:
>>
>>>
>>> Oops. Sent before I was done.
>>>
>>> Engine oil temp. always in the normal range.
>>>
>>> Has anyone experienced this event with Phillips 25-60?
>>>
>>> Thanks, Blitz
>>>
>>> Sent from my iPhone
>>>
>>> On Jul 26, 2011, at 10:03 AM, Byron Fox<byronmfox@gmail.com> wrote:
>>>
>>>>
>>>> Recently removed the banjo fitting from the air compressor on our M14P
>>>> with 108 hrs SMOH. Discovered that valve and fitting were very
congested
>>>> with carbonized oil residue. Obviously, the oil had become overheated
and
>>>> broke down. M
>>>>
>>>> Sent from my iPhone
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
> --
> ... Blitz
>
> Byron M. Fox
> 80 Milland Drive
> Mill Valley, CA 94941
> 415-307-2405
Message 11
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| Subject: | Re: Phillips 25-60 Oil |
Sorry Doug. I didn't know you stocked them or I would certainly have
said to call you.
Dennis
A. Dennis Savarese
334-285-6263
334-546-8182 (cell)
Skype: Yakguy1
www.yak-52.com
On 7/26/2011 2:29 PM, doug sapp wrote:
>
> Blitz
> We stock ky2 overhaul pts
> Call me.
> Doug
>
> On Jul 26, 2011 12:23 PM, "Byron Fox" <byronmfox@gmail.com
> <mailto:byronmfox@gmail.com>> wrote:
> > Thanks, Dennis, I'll do as you suggest. When asked, Vladimir assured
> me that
> > the compressor had been "overhauled" when the engine was. I did
> clean and
> > check the valve and its spring, but reused the crush washers. Do you
> know a
> > source for these? ...Blitz
> >
> > On Tue, Jul 26, 2011 at 10:57 AM, A. Dennis Savarese <
> > dsavarese0812@bellsouth.net <mailto:dsavarese0812@bellsouth.net>> wrote:
> >
> >> dsavarese0812@bellsouth.net <mailto:dsavarese0812@bellsouth.net>>
> >>
> >> Happens regardless of what type of oil you use. I wouldn't condemn
> the oil
> >> unless you know positively that the output check valve on the
> compressor was
> >> new or "overhauled" when you installed the engine? Just for grins,
> clean it
> >> up making sure the little spring that presses the little valve in
> place is
> >> also in good shape and the valve moves easily with just the push of
> a pencil
> >> eraser; install new crush washers and remove it again at the next
> 100 hours
> >> and see what it looks like.
> >> Dennis
> >>
> >> A. Dennis Savarese
> >> 334-285-6263
> >> 334-546-8182 (cell)
> >> Skype: Yakguy1
> >> www.yak-52.com <http://www.yak-52.com>
> >>
> >>
> >>
> >> On 7/26/2011 12:45 PM, Byron Fox wrote:
> >>
> <mailto:byronmfox@gmail.com>>
> >>>
> >>> Oops. Sent before I was done.
> >>>
> >>> Engine oil temp. always in the normal range.
> >>>
> >>> Has anyone experienced this event with Phillips 25-60?
> >>>
> >>> Thanks, Blitz
> >>>
> >>> Sent from my iPhone
> >>>
> >>> On Jul 26, 2011, at 10:03 AM, Byron Fox<byronmfox@gmail.com
> <mailto:byronmfox@gmail.com>> wrote:
> >>>
> <mailto:byronmfox@gmail.com>>
> >>>>
> >>>> Recently removed the banjo fitting from the air compressor on our
> M14P
> >>>> with 108 hrs SMOH. Discovered that valve and fitting were very
> congested
> >>>> with carbonized oil residue. Obviously, the oil had become
> overheated and
> >>>> broke down. M
> >>>>
> >>>> Sent from my iPhone
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>
> >>>
> >>>
> >>>
> >>>
> >>
> >>
> >>
> >>
> >>
> >
> >
> > --
> > ... Blitz
> >
> > Byron M. Fox
> > 80 Milland Drive
> > Mill Valley, CA 94941
> > 415-307-2405
> *
>
>
> *
Message 12
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| Subject: | Re: Phillips 25-60 Oil |
Jill at M14P has crush washer sets for the output check valves.
Dennis
A. Dennis Savarese
334-285-6263
334-546-8182 (cell)
Skype: Yakguy1
www.yak-52.com
On 7/26/2011 2:17 PM, Byron Fox wrote:
> Thanks, Dennis, I'll do as you suggest. When asked, Vladimir assured
> me that the compressor had been "overhauled" when the engine was. I
> did clean and check the valve and its spring, but reused the crush
> washers. Do you know a source for these? ...Blitz
>
> On Tue, Jul 26, 2011 at 10:57 AM, A. Dennis Savarese
> <dsavarese0812@bellsouth.net <mailto:dsavarese0812@bellsouth.net>> wrote:
>
> <dsavarese0812@bellsouth.net <mailto:dsavarese0812@bellsouth.net>>
>
> Happens regardless of what type of oil you use. I wouldn't
> condemn the oil unless you know positively that the output check
> valve on the compressor was new or "overhauled" when you installed
> the engine? Just for grins, clean it up making sure the little
> spring that presses the little valve in place is also in good
> shape and the valve moves easily with just the push of a pencil
> eraser; install new crush washers and remove it again at the next
> 100 hours and see what it looks like.
> Dennis
>
> A. Dennis Savarese
> 334-285-6263 <tel:334-285-6263>
> 334-546-8182 <tel:334-546-8182> (cell)
> Skype: Yakguy1
> www.yak-52.com <http://www.yak-52.com>
>
>
> On 7/26/2011 12:45 PM, Byron Fox wrote:
>
> --> Yak-List message posted by: Byron Fox<byronmfox@gmail.com
> <mailto:byronmfox@gmail.com>>
>
> Oops. Sent before I was done.
>
> Engine oil temp. always in the normal range.
>
> Has anyone experienced this event with Phillips 25-60?
>
> Thanks, Blitz
>
> Sent from my iPhone
>
> On Jul 26, 2011, at 10:03 AM, Byron Fox<byronmfox@gmail.com
> <mailto:byronmfox@gmail.com>> wrote:
>
> --> Yak-List message posted by: Byron
> Fox<byronmfox@gmail.com <mailto:byronmfox@gmail.com>>
>
> Recently removed the banjo fitting from the air compressor
> on our M14P with 108 hrs SMOH. Discovered that valve and
> fitting were very congested with carbonized oil residue.
> Obviously, the oil had become overheated and broke down. M
>
> Sent from my iPhone
>
>
> ===================================
>
> rget="_blank">http://www.matronics.com/Navigator?Yak-List
> ===================================
> http://forums.matronics.com
> ===================================
> le, List Admin.
> ="_blank">http://www.matronics.com/contribution
> ===================================
>
>
> --
> ... Blitz
>
> Byron M. Fox
> 80 Milland Drive
> Mill Valley, CA 94941
> 415-307-2405
>
>
> *
>
>
> *
Message 13
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| Subject: | Re: fuel flow from tanks |
On Tue, Jul 26, 2011 at 11:53 AM, keithmckinley
<keith.mckinley@townisp.com>wrote:
> keith.mckinley@townisp.com>
>
> For what it's worth:
>
> 1. Flying in a true wings level crab will do nothing.
>
Flying in a wings-level crab isn't possible. The result would be a skidding
turn with the ball deflected to the outside of the turn. BTW, this would
favor fuel flow from the tank on the inside of the turn.
> 2. As mentioned, the high tank wing needs to be higher and at least
> initially, significantly.
>
"High wing," is equally meaningless. The only meaningful issue in terms of
flight control to effect relative fuel flow from the tanks deflection of the
ball.
3. A centered ball does not mean coordinated flight. Use the rudder to level
> the wings and note the ball position for reference.
>
Yes, a centered ball DOES mean coordinated flight. Of course, that does
presume that the ball has been properly calibrated on the ground with the
airframe leveled laterally. But once the ball has been calibrated, centering
the ball means coordinated flight.
> 4. When rechecking the gauge you absolutely must have the wings leveled in
> coordinated flight or the gauge is not accurate (again with the rudder to
> level wings)
>
No. When checking the gauge you absolutely must have the BALL CENTERED. It
doesn't matter if you are turning or not.
> 5. I believe that there is a slight amount of null in my gauges from them
> being mostly in the mid range for so much of their life. Therefore the gauge
> is just a tad unreliable there.
>
Could be.
> 6. I WOULD NOT RUN A TANK DRY! There is no guarantee the other tank will
> feed
>
If your fuel system is working properly you should not be able to run a tank
dry. Conversely, if you CAN run a tank dry you need to spend some time
working on your fuel system.
7. It's Not too hard to pull the header tank and check the flapper valves.
> 8. FF gage helps immensely. worth the $$ to install.
>
I agree with both of these.
>
> Last but not least, this issue certainly increases our fuel awareness,
> which is a good thing!
>
I agree with that too.
--
Brian Lloyd, WB6RQN/J79BPL
3191 Western Dr.
Cameron Park, CA 95682
brian@lloyd.com
+1.767.617.1365 (Dominica)
+1.916.877.5067 (USA)
Message 14
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| Subject: | Phillips 25-60 Oil |
Blitz, I clean the check valve approx. every 25 hours. And have reused the
washers many time with out
Trouble. But it would not hurt to replace them. Also use anti-seize compound
on the threads that screw
Into the barrel.
Tom Elliott
CJ-6A NX63727
777 Quartz Ave
PMB 7004
Sandy Valley NV
89019
Cell 702-595-2680
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Byron Fox
Sent: Tuesday, July 26, 2011 10:04 AM
Subject: Yak-List: Phillips 25-60 Oil
Recently removed the banjo fitting from the air compressor on our M14P with
108 hrs SMOH. Discovered that valve and fitting were very congested with
carbonized oil residue. Obviously, the oil had become overheated and broke
down. M
Sent from my iPhone
Message 15
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| Subject: | Re: Phillips 25-60 Oil |
Good thought, Tom. Thanks.
On Tue, Jul 26, 2011 at 1:22 PM, Tom Elliott <N13472@aol.com> wrote:
>
> Blitz, I clean the check valve approx. every 25 hours. And have reused the
> washers many time with out
> Trouble. But it would not hurt to replace them. Also use anti-seize
> compound
> on the threads that screw
> Into the barrel.
>
>
> Tom Elliott
> CJ-6A NX63727
> 777 Quartz Ave
> PMB 7004
> Sandy Valley NV
> 89019
> Cell 702-595-2680
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Byron Fox
> Sent: Tuesday, July 26, 2011 10:04 AM
> To: yak-list@matronics.com
> Subject: Yak-List: Phillips 25-60 Oil
>
>
> Recently removed the banjo fitting from the air compressor on our M14P with
> 108 hrs SMOH. Discovered that valve and fitting were very congested with
> carbonized oil residue. Obviously, the oil had become overheated and broke
> down. M
>
> Sent from my iPhone
>
>
--
... Blitz
Byron M. Fox
80 Milland Drive
Mill Valley, CA 94941
415-307-2405
Message 16
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| Subject: | Re: fuel flow from tanks |
Why didn't I expect to get nickled and dimed on this board.
But here goes Brian. Yes a pure crab with wings level is possible but then again
in my 1000+ hours in the AV8B Harrier I probably wasn't paying attention. And
by the way seems like I have neutral ailerons crabbed into a x-wind and I'm
talking big picture not mm
high wing on high tank isn't meaningless but I know what you mean, high wing while
maintaining course/heading will obviously kick the ball out.
again if your instrument is off a centered ball is less important than level wings
when checking gauges. wings should be level with a centered ball but only
if it adjusted correctly. I can guarantee that my gauge is never correct in a
turn. centered ball or not.
I have used these techniques right or wrong for 3 years and land every time with
no more than a 5-10 liter imbalance.
I guess I'm still just a seat of the pants guy. Thanks for setting me straight.
--------
Keith McKinley
700HS
KFIT
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347796#347796
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| Subject: | Re: fuel flow from tanks |
On Tue, Jul 26, 2011 at 2:25 PM, keithmckinley
<keith.mckinley@townisp.com>wrote:
> keith.mckinley@townisp.com>
>
> Why didn't I expect to get nickled and dimed on this board.
>
When you endeavor to teach something, it is best to be sure of your
material. In my tenure as a teacher I discovered that the most important
response I could ever make to a student was, "You know, I am not sure. Let's
find out."
I am quite certain you are more than qualified to fly the Harrier. No doubt
you can do that far better than I can. But being able to fly the Harrier
does not necessarily convey full understanding the forces involved in the
flight of a standard aircraft. There are lots of people who successfully
herd airplanes around the sky or cars on the road who do not fully
understand why they do exactly what they do. Still, they are successful at
getting where they want to go. So this is not an attempt to put you down,
only to provide more correct information.
I am prepared to respond to your points but it will only be worthwhile if
you (and others) are interested.
--
Brian Lloyd, WB6RQN/J79BPL
3191 Western Dr.
Cameron Park, CA 95682
brian@lloyd.com
+1.767.617.1365 (Dominica)
+1.916.877.5067 (USA)
Message 18
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| Subject: | Re: fuel flow from tanks |
Brian,
I did want to add one thing; You are absolutely correct that given correct instrument
calibration, and rigging there is no reason that the fuel level indicator
wouldn't read correctly in a coordinated turn. Thats the book answer. Operationally,
for what ever reason, perhaps my poor airmanship, I DON"T get an accurate
reading except when I am in level flight with my wings leveled via rudder
input.
I'm sure others are a disinterested as I am in pursuing this. I just know what
works for me.
BTW, if there was ever an airplane where one needed to absolutely
understand how the forces of flight feel and relate to flight....that would be
the AV8. Plenty of holes in NC that support that fact.
~Later
--------
Keith McKinley
700HS
KFIT
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347800#347800
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| Subject: | Re: fuel flow from tanks |
On Tue, Jul 26, 2011 at 3:26 PM, keithmckinley
<keith.mckinley@townisp.com>wrote:
> keith.mckinley@townisp.com>
>
> Brian,
>
> I did want to add one thing; You are absolutely correct that given correct
> instrument calibration, and rigging there is no reason that the fuel level
> indicator wouldn't read correctly in a coordinated turn. Thats the book
> answer. Operationally, for what ever reason, perhaps my poor airmanship, I
> DON"T get an accurate reading except when I am in level flight with my wings
> leveled via rudder input.
>
> I'm sure others are a disinterested as I am in pursuing this. I just know
> what works for me.
>
I am sure you are right. I doubt there is anything I can add to that.
>
> BTW, if there was ever an airplane where one needed to absolutely
> understand how the forces of flight feel and relate to flight....that would
> be the AV8. Plenty of holes in NC that support that fact.
>
On that I would agree too. Lots more forces to balance.
--
Brian Lloyd, WB6RQN/J79BPL
3191 Western Dr.
Cameron Park, CA 95682
brian@lloyd.com
+1.767.617.1365 (Dominica)
+1.916.877.5067 (USA)
Message 20
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| Subject: | Re: Yak-list:Phillips 25-60 Oil |
The 10 MM crush washers can be obtained from your local Hot-Rod or Speed
shop. They are used on the banjo fittings on the brake calipers on a
lot of cars.
Frank CJ6-A
Message 21
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| Subject: | Re: fuel flow from tanks |
Dennis - thanks for the explanation I understand the nature of the single vent
problem now. Guess that's why they introduced the 1mm flow restrictors into the
cross piece arm joints feeding return fuel to each tank when they moved to the
separate tank vents design (having blanked off the 'old' single vent arm).
Allowing the resulting return back pressure spray of fuel through the restrictors
to make it less sensitive to the orientation of the associated pipework or
aircraft (to an extent). Presume this could not be used on the single vent design
as the resulting back pressure would jettison most of the fuel out of the
belly vent cross piece arm. On my -52 (1991 build ) as a last resort we addressed
an untraceable imbalance by making one of the flow restrictor holes marginally
larger ... at these Lilliputian dimensions a 0.1mm diameter change increases
the flow hole area by c.20%, hence even the smallest change can make a significant
difference. As I mentioned in my original post ... the devil's in the
detail!
Cheers, Rob
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347804#347804
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