Today's Message Index:
----------------------
1. 06:52 AM - Re: Re: Oil and the M-14P (Warren Hill)
2. 06:52 AM - Re: Re: M-14P & OIl (Roger Kemp M.D.)
3. 07:33 AM - Re: Re: Oil and the M-14P (KingCJ6@aol.com)
4. 07:36 AM - Re: Re: Whirlwind Spinner (Warren Hill)
5. 07:37 AM - Re: Oil and the M-14P (radiopicture)
6. 07:49 AM - Re: Re: Oil and the M-14P (Warren Hill)
7. 03:17 PM - inverted flat spin CJ6 (Okanogan Lew)
8. 03:40 PM - Re: inverted flat spin CJ6 (Brian Lloyd)
9. 03:52 PM - Re: inverted flat spin CJ6 (Paul Lewis)
10. 04:21 PM - Re: inverted flat spin CJ6 (Brian Lloyd)
11. 04:38 PM - Re: inverted flat spin CJ6 (Warren Hill)
12. 08:25 PM - Re: inverted flat spin CJ6 (CD 2.0)
13. 08:29 PM - Re: Whirlwind Spinner (CD 2.0)
14. 08:50 PM - Re: Re: inverted flat spin CJ6 (Brian Lloyd)
15. 09:18 PM - Re: Re: Whirlwind Spinner (Warren Hill)
Message 1
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| Subject: | Re: Oil and the M-14P |
Carl,
Many thanks. Much appreciated. Will stay with the AeroShell straight weight + CamGuard
during our Arizona hot months and will consider Phillips XC 25W-60 + CamGuard
from December through March. I also have a pre-heater on the CJ oil tank
so that on those days here in central AZ when the temps are cool, the oil has
the best chance of flowing properly at engine start.
Jill continues to be a tremendous resource for all of us.
Warren
On Jul 30, 2011, at 9:27 PM, CD 2.0 wrote:
>
> Warren,
>
> CamGuard exceptional performance, beats the pants off any premium oils for corrosion
protection and anti-wear properties...
>
> Lots of owners are complaining about corrosion problems in engines. Part of this
is because of reduced flight activity due to higher fuel prices and economic
uncertainties. CamGuard isnt a slam dunk solution to corrosion problems, but
its the best solution out there because it provides "marginally and measurably"
better corrosion and anti-wear resistance than any oil out there.
>
> Multi-weight versus mono-grades with CamGuard... in desert climates like AZ as
well as temperate areas like California, the airplane won't see wide swings
in temperature. Although corrosion is less of a problem in these areas and you
could go with a multi-grade per se, I would stick with the Aeroshell W100 + the
CamGuard. At lower temperatures, multi-grade offers definite advantages by
reducing the strain on the pneumatic starter and battery and delivering oil pressure
sooner... it's better to have full oil pressure and parts bathed in oil
sooner rather than later... so during the coolest times of the year, you may
opt to switch to multi-grade and of course keeping adding CamGuard.
>
> And how about specific "multi-grade" oil brands to use with CamGuard?.... you're
looking for very small differences between similar oil products. No one can
produce convincing field data that one oil is hands down a better choice than
another... but Phillips XC is a good choice to go with CamGuard because XC
is a simple mineral-based oil with anti-oxidative and anti-foam additives that
responds well to CamGuard.
>
> So I would stick to single grade Aeroshell W100 + CamGuard for temperate climates,
without subfreezing temperatures, and multi-grade oil like Phillips XC 25W-60
+ CamGuard for the coolest parts of the year.
>
> Of course the use of the Phillips XC, should be conditioned with the new findings
from Jill (M14p engines shop in AZ) on M-14 engines that used this oil type.
Jill also mentioned that Phillips XC 25W-60 when used with CamGuard do not
seem to be encountering the stuck valve problem.
>
> Carl
>
> k7wx wrote:
>> Carl,
>>
>> Great post!
>>
>> I wonder if you, or others with insights into this have any thoughts about using
CamGuard with either straight weight or multi-viscosity oils for the M-14P.
I have heard anecdotally that for those engines in which CamGuard has been
used look better when inspected during an overhaul.
>>
>> Another simple question. I'm breaking in a zero-time M-14P. At about 20 hours,
oil temps began to come down and oil consumption leveled off. What would you
consider a reasonable endpoint for the break-in period before switching from
AeroShell 100 mineral oil to AeroShell 120 AD? Oil temp? Oil consumption? Minimal
number of hours?
>>
>> Warren Hill
>> N464TW
>>
>>
>
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=348113#348113
>
>
>
>
>
>
>
>
>
>
Message 2
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This is a question not a statement. I thought flat heads were more prone to c
orrosion of the cam shaft because of where it sits in the case.
I have always poured a pint of Cam Lube in the oil when I did an oil change o
n the Lycoming to hopefully prevent that since it is seldom flown now
Because of the YAKs.
I have a M 14 that sat on my hanger floor for about 5 years with only the oi
l in it that was left in it when it came off the airframe.
I just bore scoped the cylinders to look at their condition after that long w
ith anticipation of scavenge iy for parts. I found a small among of rust on
the top three cylinder walls ( 9, 1, 2). The other 7 were clean as a whistle
. Nothing on the gears in nose case I could acess and see. It had
Initially been run on Aeroshell 100 but was switched to Phillips 25W60. Phil
lips is what she was running when it came off the aircraft.
Nothing scientific in this statement just anticetal observations.
Doc
Sent from my iPad
On Jul 30, 2011, at 9:11 PM, Eric Wobschall <eric@buffaloskyline.com> wrote:
> My understanding is that it's the configuration of the oil journals.
>
>
> On Jul 30, 2011, at 9:50 PM, Brian Lloyd wrote:
>
>> On Sat, Jul 30, 2011 at 6:14 PM, CD 2.0 <dbowie2007@hotmail.com> wrote:
>> Multi grade oil drips faster from the engine parts and remains much thinn
er and more easily pourable at room temperature than single grade oil, unles
s this has changed recently and manufactures have come up with new a combina
tion of ingredients that prevents or change the existing thinner and pourabl
e conditions of multi grade oils at room temperature. If something new like t
his has been done... I'm all ears and would look forward to some feedback fr
om certified sources on this.
>>
>> However long it takes for the oil stripping process to occur... the slowe
st the leaking process occurs the better for the engine and so far and to my
knowledge, single engine oils are thicker and drip slower than multi grade o
ils (in any brand) at ordinary room temperature.
>>
>> It is not as simple as that. Yes, a higher-viscosity oil will take longer
to pour through an orifice. (That is how viscosity is tested!) But that doe
s not mean that the more viscous oil remains on the parts significantly long
er. There is a chemical bonding process that takes place as well that has no
thing to do with viscosity. You can see it with other materials. A drop of w
ater will adhere to something because of the polar nature of its molecule. I
t doesn't drain down. And the two materials involved determine the behavior.
>>
>> Some oils have additives that increase this bonding process. Yes, they dr
ain down but a film remains on the parts. This film protects the parts from o
xidation and may even be sufficient to provide initial lubrication. But as f
ar as I know, these additives are only in synthetic and semi-synthetic oils.
Exxon touts this capability of their semi-synthetic "Exxon Elite". See: htt
p://www.exxonmobil.com/lubes/exxonmobil/emal/files/controlling_rust.pdf.
>>
>> So mere viscosity is not a sufficient indication of the ability of the oi
l to protect the parts from corrosion over a period of time.
>>
>> You know, no one has even suggested why a radial engine is different from
a horizontally-opposed engine from the point of view of an oil. That might b
e a useful thing to do in an attempt to understand why one oil or another mi
ght work better rather than just promulgating hearsay and anecdotal evidence
.
>>
>> --
>> Brian Lloyd, WB6RQN/J79BPL
>> 3191 Western Dr.
>> Cameron Park, CA 95682
>> brian@lloyd.com
>> +1.767.617.1365 (Dominica)
>> +1.916.877.5067 (USA)
>>
>>
>>
>>
>
>
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
Message 3
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| Subject: | Re: Oil and the M-14P |
Warren - so are you talking lows of 75F?
Dave
those days here in central AZ when the temps are cool...
In a message dated 7/31/2011 6:52:44 A.M. Pacific Daylight Time,
k7wx@earthlink.net writes:
--> Yak-List message posted by: Warren Hill <k7wx@earthlink.net>
Carl,
Many thanks. Much appreciated. Will stay with the AeroShell straight
weight + CamGuard during our Arizona hot months and will consider Phillips XC
25W-60 + CamGuard from December through March. I also have a pre-heater on
the CJ oil tank so that on those days here in central AZ when the temps are
cool, the oil has the best chance of flowing properly at engine start.
Jill continues to be a tremendous resource for all of us.
Warren
On Jul 30, 2011, at 9:27 PM, CD 2.0 wrote:
>
> Warren,
>
> CamGuard exceptional performance, beats the pants off any premium oils
for corrosion protection and anti-wear properties...
>
> Lots of owners are complaining about corrosion problems in engines. Part
of this is because of reduced flight activity due to higher fuel prices
and economic uncertainties. CamGuard isnt a slam dunk solution to corrosion
problems, but its the best solution out there because it provides
"marginally and measurably" better corrosion and anti-wear resistance than any
oil
out there.
>
> Multi-weight versus mono-grades with CamGuard... in desert climates like
AZ as well as temperate areas like California, the airplane won't see wide
swings in temperature. Although corrosion is less of a problem in these
areas and you could go with a multi-grade per se, I would stick with the
Aeroshell W100 + the CamGuard. At lower temperatures, multi-grade offers
definite advantages by reducing the strain on the pneumatic starter and battery
and delivering oil pressure sooner... it's better to have full oil pressure
and parts bathed in oil sooner rather than later... so during the coolest
times of the year, you may opt to switch to multi-grade and of course
keeping adding CamGuard.
>
> And how about specific "multi-grade" oil brands to use with
CamGuard?.... you're looking for very small differences between similar oil products.
No one can produce convincing field data that one oil is hands down a
better choice than another... but Phillips XC is a good choice to go with
CamGuard because XC is a simple mineral-based oil with anti-oxidative and
anti-foam additives that responds well to CamGuard.
>
> So I would stick to single grade Aeroshell W100 + CamGuard for temperate
climates, without subfreezing temperatures, and multi-grade oil like
Phillips XC 25W-60 + CamGuard for the coolest parts of the year.
>
> Of course the use of the Phillips XC, should be conditioned with the new
findings from Jill (M14p engines shop in AZ) on M-14 engines that used
this oil type. Jill also mentioned that Phillips XC 25W-60 when used with
CamGuard do not seem to be encountering the stuck valve problem.
>
> Carl
>
> k7wx wrote:
>> Carl,
>>
>> Great post!
>>
>> I wonder if you, or others with insights into this have any thoughts
about using CamGuard with either straight weight or multi-viscosity oils for
the M-14P. I have heard anecdotally that for those engines in which
CamGuard has been used look better when inspected during an overhaul.
>>
>> Another simple question. I'm breaking in a zero-time M-14P. At about 20
hours, oil temps began to come down and oil consumption leveled off. What
would you consider a reasonable endpoint for the break-in period before
switching from AeroShell 100 mineral oil to AeroShell 120 AD? Oil temp? Oil
consumption? Minimal number of hours?
>>
>> Warren Hill
>> N464TW
>>
>>
>
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=348113#348113
>
>
>
>
>
>
>
>
>
>
Message 4
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| Subject: | Re: Whirlwind Spinner |
Gents,
A while ago there was interest in that new composite WhirlWind spinner,
but no-one had seen one. Here it is, painted and with V530-WT composite
blades on my CJ. The spinner is big, but very light weight and the
workmanship is flawless.
Warren
On Feb 4, 2011, at 6:07 PM, A. Dennis Savarese wrote:
<dsavarese0812@bellsouth.net>
>
> $1500 USD plus shipping. Whirlwind is just starting to ship now. I
don't know what their backlog is.
> Dennis
>
> On 2/4/2011 6:39 PM, Didier BLOUZARD wrote:
>> --> Yak-List message posted by: Didier
BLOUZARD<didier.blouzard@gmail.com>
>>
>> Any info about price and availability?
>>
>> Didier Blouzard
>> +33 6 2424 3672
>>
>> Le 5 f=E9vr. 2011 =E0 00:12, "A. Dennis
Savarese"<dsavarese0812@bellsouth.net> a =E9crit :
>>
>>> --> Yak-List message posted by: "A. Dennis
Savarese"<dsavarese0812@bellsouth.net>
>>>
>>> Doug,
>>> I'll be installing one next week on a 52 which does have the
shutters. It is designed to fit with the shutters, just like the Yak 18T
spinner does when installed on a 52 or 18T.
>>> Dennis
>>>
>>> On 2/4/2011 1:40 PM, doug sapp wrote:
>>>> Keith,
>>>> Can this spinner be used with stock CJ type shutters? Or will we
have
>>>> to bite the bullet for a iris system? Noticed no shutters in the
photo.
>>>>
>>>> Doug
>>>>
>>>> On Fri, Feb 4, 2011 at 11:16 AM, N642K<mdecanio@mac.com
>>>> <mailto:mdecanio@mac.com>> wrote:
>>>>
>>>> --> Yak-List message posted by: "N642K"<mdecanio@mac.com
>>>> <mailto:mdecanio@mac.com>>
>>>>
>>>> Here's a smaller picture
>>>>
>>>>
>>>>
>>>>
>>>> Read this topic online here:
>>>>
>>>> http://forums.matronics.com/viewtopic.php?p=329623#329623
>>>>
>>>>
>>>>
>>>>
>>>> Attachments:
>>>>
>>>> http://forums.matronics.com//files/cj_at_night_744.jpg
>>>>
>>>>
>>>>
>>>>
>>>> ==========
>>>> rget="_blank">http://www.matronics.com/Navigator?Yak-List
>>>> ==========
>>>> http://forums.matronics.com
>>>> ==========
>>>> le, List Admin.
>>>> ="_blank">http://www.matronics.com/contribution
>>>> ==========
>>>>
>>>>
>>>>
>>>>
>>>> *
>>>>
>>>>
>>>> *
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>
>
>
>
Message 5
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| Subject: | Re: Oil and the M-14P |
I realize that the "W" before the Aeroshell grades means it's an AD oil, but apparently,
that's not what it means in the general oil parlance. Note that the
'M" version of the Phillips (which is definitely a mineral oil) still refers
to the grade as 20W50. Now, I'm not saying the XC 20W65 isn't AD, just that the
"W" isn't indicative of that. To be honest, I always thought it just meant "weight"
when generally used, and that Aeroshell decided to confuse things. However,
here's what the Phillips FAQ section says:
W (e.g. 20W-50):
Grade numbers followed by the letter "W" (i.e. 5W-, 10W-, etc.) identify oils suitable
for winter service. Viscosities for those oils are determined at various
cold temperatures on a laboratory Cold Cranking Simulator (CCS) and Mini Rotary
Viscometer (MRV). Numbers without the W (i.e. 50, 60, etc.) identify oils
which are tested at high temperature only. (See also "Multiviscosity")
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=348147#348147
Message 6
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| Subject: | Re: Oil and the M-14P |
Hello Dave,
=46rom November through March, the average high temps here in the
Phoenix area are between 65 F and 75 F. During that time we may have a
few days well below freezing. However, in the mornings when we fly it's
often in the low 40s. Enough to need an oil heater.
I know, compared to the rest of the country, these would be warm spring
days!
Warren
On Jul 31, 2011, at 7:30 AM, KingCJ6@aol.com wrote:
> Warren - so are you talking lows of 75F?
>
> Dave
>
> those days here in central AZ when the temps are cool...
>
>
> In a message dated 7/31/2011 6:52:44 A.M. Pacific Daylight Time,
k7wx@earthlink.net writes:
>
> Carl,
>
> Many thanks. Much appreciated. Will stay with the AeroShell straight
weight + CamGuard during our Arizona hot months and will consider
Phillips XC 25W-60 + CamGuard from December through March. I also have a
pre-heater on the CJ oil tank so that on those days here in central AZ
when the temps are cool, the oil has the best chance of flowing properly
at engine start.
>
> Jill continues to be a tremendous resource for all of us.
>
> Warren
>
>
> On Jul 30, 2011, at 9:27 PM, CD 2.0 wrote:
>
> >
> > Warren,
> >
> > CamGuard exceptional performance, beats the pants off any premium
oils for corrosion protection and anti-wear properties...
> >
> > Lots of owners are complaining about corrosion problems in engines.
Part of this is because of reduced flight activity due to higher fuel
prices and economic uncertainties. CamGuard isnt a slam dunk solution
to corrosion problems, but its the best solution out there because it
provides "marginally and measurably" better corrosion and anti-wear
resistance than any oil out there.
> >
> > Multi-weight versus mono-grades with CamGuard... in desert climates
like AZ as well as temperate areas like California, the airplane won't
see wide swings in temperature. Although corrosion is less of a problem
in these areas and you could go with a multi-grade per se, I would stick
with the Aeroshell W100 + the CamGuard. At lower temperatures,
multi-grade offers definite advantages by reducing the strain on the
pneumatic starter and battery and delivering oil pressure sooner... it's
better to have full oil pressure and parts bathed in oil sooner rather
than later... so during the coolest times of the year, you may opt to
switch to multi-grade and of course keeping adding CamGuard.
> >
> > And how about specific "multi-grade" oil brands to use with
CamGuard?.... you're looking for very small differences between similar
oil products. No one can produce convincing field data that one oil is
hands down a better choice than another... but Phillips XC is a good
choice to go with CamGuard because XC is a simple mineral-based oil with
anti-oxidative and anti-foam additives that responds well to CamGuard.
> >
> > So I would stick to single grade Aeroshell W100 + CamGuard for
temperate climates, without subfreezing temperatures, and multi-grade
oil like Phillips XC 25W-60 + CamGuard for the coolest parts of the
year.
> >
> > Of course the use of the Phillips XC, should be conditioned with the
new findings from Jill (M14p engines shop in AZ) on M-14 engines that
used this oil type. Jill also mentioned that Phillips XC 25W-60 when
used with CamGuard do not seem to be encountering the stuck valve
problem.
> >
> > Carl
> >
> > k7wx wrote:
> >> Carl,
> >>
> >> Great post!
> >>
> >> I wonder if you, or others with insights into this have any
thoughts about using CamGuard with either straight weight or
multi-viscosity oils for the M-14P. I have heard anecdotally that for
those engines in which CamGuard has been used look better when inspected
during an overhaul.
> >>
> >> Another simple question. I'm breaking in a zero-time M-14P. At
about 20 hours, oil temps began to come down and oil consumption leveled
off. What would you consider a reasonable endpoint for the break-in
period before switching from AeroShell 100 mineral oil to AeroShell 120
AD? Oil temp? Oil consumption? Minimal number of hours?
> >>
> >> Warren Hill
> >> N464TW
> >>
> >>
> >
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=348113#348113
> >
> >
> >
> >
> >
> >
> >
> >
> >
> > ========================
e ties Day =====================
== - MATRONICS WEB FORUMS
=======================
- List Contribution Web Site sp;
>
>
>
>
Message 7
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| Subject: | inverted flat spin CJ6 |
Guys, what is the recommended recovery procedure for an inverted flat spin in a
CJ6? Thanks.
Paul lewis
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=348187#348187
Message 8
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| Subject: | Re: inverted flat spin CJ6 |
On Sun, Jul 31, 2011 at 3:14 PM, Okanogan Lew <vplewis@community.org> wrote:
>
> Guys, what is the recommended recovery procedure for an inverted flat spin
> in a CJ6? Thanks.
>
How could you get a CJ6A into an inverted flat spin? Before it could develop
you would have no power (unless you have added an inverted fuel system). Not
sure how you would get it to flatten out without power. Not to mention that
most CJ6A's won't even stay in a spin. Most upright spins devolve into a
spiral.
--
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 9
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| Subject: | Re: inverted flat spin CJ6 |
This question is hypothetical driven by my curiosity.
Paul
On Sun, Jul 31, 2011 at 3:36 PM, Brian Lloyd <brian@lloyd.com> wrote:
>
>
> On Sun, Jul 31, 2011 at 3:14 PM, Okanogan Lew <vplewis@community.org>wrote:
>
>>
>> Guys, what is the recommended recovery procedure for an inverted flat spin
>> in a CJ6? Thanks.
>>
>
> How could you get a CJ6A into an inverted flat spin? Before it could
> develop you would have no power (unless you have added an inverted fuel
> system). Not sure how you would get it to flatten out without power. Not to
> mention that most CJ6A's won't even stay in a spin. Most upright spins
> devolve into a spiral.
>
> --
> 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 10
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| Subject: | Re: inverted flat spin CJ6 |
On Sun, Jul 31, 2011 at 3:50 PM, Paul Lewis <okanoganlew@gmail.com> wrote:
> This question is hypothetical driven by my curiosity.
>
Ah.
--
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 11
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| Subject: | Re: inverted flat spin CJ6 |
Two guys in our area found themselves in just such a situation and managed to recover
after dumping the gear. Shifted the CG just enough to make a difference.
Hardly a recommended procedure, but it worked in this one case.
On Jul 31, 2011, at 3:14 PM, Okanogan Lew wrote:
>
> Guys, what is the recommended recovery procedure for an inverted flat spin in
a CJ6? Thanks.
>
> Paul lewis
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=348187#348187
>
>
>
>
>
>
>
>
>
>
Message 12
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| Subject: | Re: inverted flat spin CJ6 |
Wouldn't an inverted flat spin be possible if a CJ6 was upgraded with an inverted
fuel and oil system, an M14P or the 400hp M14PF engine, and a 3-blade Whirlwind
or MT Aerobatic propeller?
I believe with this added power, the rate of climb doubles... top speed goes up...
aerobatic vertical performance enters a whole new dimension.
Assuming the plane Paul's talking about has all or at least the inverted fuel-oil
system and the M14p, I would think it's possible.
Carl
Okanogan Lew wrote:
> Guys, what is the recommended recovery procedure for an inverted flat spin in
a CJ6? Thanks.
>
> Paul lewis
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=348225#348225
Message 13
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| Subject: | Re: Whirlwind Spinner |
wow... came out very nice !
how has it improved performance?
Carl
k7wx wrote:
> Gents,
>
> A while ago there was interest in that new composite WhirlWind spinner, but no-one
had seen one. Here it is, painted and with V530-WT composite blades on my
CJ. The spinner is big, but very light weight and the workmanship is flawless.
>
> Warren
>
>
>
>
>
> On Feb 4, 2011, at 6:07 PM, A. Dennis Savarese wrote:
>
>
> >
> >
> > $1500 USD plus shipping. Whirlwind is just starting to ship now. I don't
know what their backlog is.
> > Dennis
> >
> > On 2/4/2011 6:39 PM, Didier BLOUZARD wrote:
> > >
> > >
> > > Any info about price and availability?
> > >
> > > Didier Blouzard
> > > +33 6 2424 3672
> > >
> > > Le 5 fvr. 2011 00:12, "A. Dennis Savarese" a crit :
> > >
> > >>
> > >>
> > >> Doug,
> > >> I'll be installing one next week on a 52 which does have the shutters. It
is designed to fit with the shutters, just like the Yak 18T spinner does when
installed on a 52 or 18T.
> > >> Dennis
> > >>
> > >> On 2/4/2011 1:40 PM, doug sapp wrote:
> > >>> Keith,
> > >>> Can this spinner be used with stock CJ type shutters? Or will we have
> > >>> to bite the bullet for a iris system? Noticed no shutters in the photo.
> > >>>
> > >>> Doug
> > >>>
> > >>> On Fri, Feb 4, 2011 at 11:16 AM, N642K>> > wrote:
> > >>>
> > >>>
> > >>> >
> > >>>
> > >>> Here's a smaller picture
> > >>>
> > >>>
> > >>>
> > >>>
> > >>> Read this topic online here:
> > >>>
> > >>> http://forums.matronics.com/viewtopic.php?p=329623#329623
> > >>>
> > >>>
> > >>>
> > >>>
> > >>> Attachments:
> > >>>
> > >>> http://forums.matronics.com//files/cj_at_night_744.jpg
> > >>>
> > >>>
> > >>>
> > >>>
> > >>> ==========
> > >>> rget="_blank">http://www.matronics.com/Navigator?Yak-List
> > >>> ==========
> > >>> http://forums.matronics.com
> > >>> ==========
> > >>> le, List Admin.
> > >>> ="_blank">http://www.matronics.com/contribution
> > >>> ==========
> > >>>
> > >>>
> > >>>
> > >>>
> > >>> *
> > >>>
> > >>>
> > >>> *
> > >>
> > >>
> > >>
> > >>
> > >
> > >
> > >
> > >
> > >
> > >
> >
> >
> >
> >
> >
> >
>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=348227#348227
Message 14
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| Subject: | Re: inverted flat spin CJ6 |
On Sun, Jul 31, 2011 at 8:22 PM, CD 2.0 <dbowie2007@hotmail.com> wrote:
>
> Wouldn't an inverted flat spin be possible if a CJ6 was upgraded with an
> inverted fuel and oil system, an M14P or the 400hp M14PF engine, and a
> 3-blade Whirlwind or MT Aerobatic propeller?
>
> I believe with this added power, the rate of climb doubles... top speed
> goes up... aerobatic vertical performance enters a whole new dimension.
>
Yes, but then it is a substantially different airplane. I don't know of any
CJ6As with inverted fuel and oil.
> Assuming the plane Paul's talking about has all or at least the inverted
> fuel-oil system and the M14p, I would think it's possible.
>
Oh, I am sure it is possible for a modified CJ6A. And once one like that
exists we can go out and verify that it recovers normally from an inverted
flat spin. It is just that I don't think there is any useful data yet from
which to speculate.
--
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 15
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| Subject: | Re: Whirlwind Spinner |
Just got it on. Will let you know.
Warren
On Jul 31, 2011, at 8:27 PM, CD 2.0 wrote:
>
> wow... came out very nice !
>
> how has it improved performance?
>
> Carl
>
>
> k7wx wrote:
>> Gents,
>>
>> A while ago there was interest in that new composite WhirlWind spinner, but
no-one had seen one. Here it is, painted and with V530-WT composite blades on
my CJ. The spinner is big, but very light weight and the workmanship is flawless.
>>
>> Warren
>>
>>
>>
>>
>>
>> On Feb 4, 2011, at 6:07 PM, A. Dennis Savarese wrote:
>>
>>
>>>
>>>
>>> $1500 USD plus shipping. Whirlwind is just starting to ship now. I don't
know what their backlog is.
>>> Dennis
>>>
>>> On 2/4/2011 6:39 PM, Didier BLOUZARD wrote:
>>>>
>>>>
>>>> Any info about price and availability?
>>>>
>>>> Didier Blouzard
>>>> +33 6 2424 3672
>>>>
>>>> Le 5 fvr. 2011 00:12, "A. Dennis Savarese" a crit :
>>>>
>>>>>
>>>>>
>>>>> Doug,
>>>>> I'll be installing one next week on a 52 which does have the shutters. It
is designed to fit with the shutters, just like the Yak 18T spinner does when
installed on a 52 or 18T.
>>>>> Dennis
>>>>>
>>>>> On 2/4/2011 1:40 PM, doug sapp wrote:
>>>>>> Keith,
>>>>>> Can this spinner be used with stock CJ type shutters? Or will we have
>>>>>> to bite the bullet for a iris system? Noticed no shutters in the photo.
>>>>>>
>>>>>> Doug
>>>>>>
>>>>>> On Fri, Feb 4, 2011 at 11:16 AM, N642K>> > wrote:
>>>>>>
>>>>>>
>>>>>>>
>>>>>>
>>>>>> Here's a smaller picture
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>> Read this topic online here:
>>>>>>
>>>>>> http://forums.matronics.com/viewtopic.php?p=329623#329623
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>> Attachments:
>>>>>>
>>>>>> http://forums.matronics.com//files/cj_at_night_744.jpg
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>> ==========
>>>>>> rget="_blank">http://www.matronics.com/Navigator?Yak-List
>>>>>> ==========
>>>>>> http://forums.matronics.com
>>>>>> ==========
>>>>>> le, List Admin.
>>>>>> ="_blank">http://www.matronics.com/contribution
>>>>>> ==========
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>> *
>>>>>>
>>>>>>
>>>>>> *
>>>>>
>>>>>
>>>>>
>>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=348227#348227
>
>
>
>
>
>
>
>
>
>
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