Today's Message Index:
----------------------
1. 12:34 AM - Yak 18T Batteries (Anthony Hudacek)
2. 05:49 AM - Re: yak-list: ignition timing (Rob Rowe)
3. 06:00 AM - Re: Re: yak-list: ignition timing (George Coy)
4. 11:26 AM - Re: Re: Ignition timing with the auto advance mags. (Roger Kemp M.D.)
5. 06:43 PM - Transport Legs: 1 Last Plea... (Rico Jaeger)
6. 07:12 PM - Re: Transport Legs: 1 Last Plea... (Pete Taylor)
7. 07:15 PM - Re: Transport Legs: 1 Last Plea... (Bill Geipel)
Message 1
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| Subject: | Yak 18T Batteries |
Can someone on this list take some pics of their 18T battery setup for me p
lease? My a/c has no betteries or battery box. Thnks to those who replied e
arlier, both of you.=0A-=0AAnt.
Message 2
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| Subject: | Re: yak-list: ignition timing |
FWIW - there are two valves in the M14P oil pump, a check valve and a pressure
relief valve.
My understanding of their function is as follows (relying on Dennis et al to keep
me honest here) ...
Check Valve (CV) - located at output of oil pressure pump, opens on oil pressure
against spring loaded valve. Purpose is to close off oil flow through pump on
shutdown. Inaccessible for cleaning let alone replacement. Fortunately usually
reliable in operation and causes little seepage unless contaminated.
Pressure Relief Valve (PRV) - also operates on output of oil pressure pump (effectively
in parallel with check valve), field adjustable spring pressure regulates
oil output pressure with surplus returned to pump input. On shutdown it too
needs to seal to prevent oil flow through pump. Both valve and spring are accessible
in-situ. Valve design could be better as hard valve seat (square cut)
wears a groove in softer valve head chamfer, this does not impact its pressure
relief operation and if this was the only issue should seal reasonably well
on shutdown. However situation exacerbated by using a relatively long spring
with a locating spigot (on top of valve) significantly narrower than the spring
diameter. This combination allows spring 'S' deformation resulting in lateral
as well as vertical pressure applied to the valve, as evidenced by valve stem
finish wear on diametrically opposing sides top & bottom. Net result is groove
worn in valve head is of variable breadth & depth that allows oil seepage on
shutdown, that progressively worsens with usage. While this can be 'polished'
out to a degree a better solution would be a redesigned valve and spring (with
more accurate flat end grinding) to reduce the lateral forces and resulting
uneven wear.
So I'll be interested to see which valve Motorstar have modified - if it's the
CV then no question oil pump exchange, but don't believe this will greatly improve
the situation as this is generally reliable. If it's the PRV then a valve/spring
redesign might be in-situ, but if the valve seat has also been altered
then an exchange job ... IMHO.
Brgds, Rob R.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=355549#355549
Message 3
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| Subject: | Re: yak-list: ignition timing |
They developed a way to replace the CV valve. The PRV valve seat is also
machined at overhaul.
George
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Rob Rowe
Sent: Thursday, October 20, 2011 8:47 AM
Subject: Yak-List: Re: yak-list: ignition timing
FWIW - there are two valves in the M14P oil pump, a check valve and a
pressure relief valve.
My understanding of their function is as follows (relying on Dennis et al to
keep me honest here) ...
Check Valve (CV) - located at output of oil pressure pump, opens on oil
pressure against spring loaded valve. Purpose is to close off oil flow
through pump on shutdown. Inaccessible for cleaning let alone replacement.
Fortunately usually reliable in operation and causes little seepage unless
contaminated.
Pressure Relief Valve (PRV) - also operates on output of oil pressure pump
(effectively in parallel with check valve), field adjustable spring pressure
regulates oil output pressure with surplus returned to pump input. On
shutdown it too needs to seal to prevent oil flow through pump. Both valve
and spring are accessible in-situ. Valve design could be better as hard
valve seat (square cut) wears a groove in softer valve head chamfer, this
does not impact its pressure relief operation and if this was the only issue
should seal reasonably well on shutdown. However situation exacerbated by
using a relatively long spring with a locating spigot (on top of valve)
significantly narrower than the spring diameter. This combination allows
spring 'S' deformation resulting in lateral as well as vertical pressure
applied to the valve, as evidenced by valve stem finish wear on
diametrically opposing sides top & bottom. Net result is groove worn in
valve head is of variable breadth & depth!
that allows oil seepage on shutdown, that progressively worsens with
usage. While this can be 'polished' out to a degree a better solution would
be a redesigned valve and spring (with more accurate flat end grinding) to
reduce the lateral forces and resulting uneven wear.
So I'll be interested to see which valve Motorstar have modified - if it's
the CV then no question oil pump exchange, but don't believe this will
greatly improve the situation as this is generally reliable. If it's the PRV
then a valve/spring redesign might be in-situ, but if the valve seat has
also been altered then an exchange job ... IMHO.
Brgds, Rob R.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=355549#355549
Message 4
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| Subject: | Re: Ignition timing with the auto advance mags. |
DAT BEES AX if YOUS AX'ING??
Doc
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Cliff Coy
Sent: Wednesday, October 19, 2011 10:02 AM
Subject: Re: Yak-List: Re: Ignition timing with the auto advance mags.
It's certainly open for debate...
http://www.merriam-webster.com/dictionary/ax
;-)
On Wed, Oct 19, 2011 at 10:17, William Halverson <william@netpros.net>
wrote:
Axe?
;-)
-----Original Message-----
From: Cliff Coy [mailto:cliff.coy@gmail.com]
Sent: Wednesday, October 19, 2011 06:23 AM
Subject: Re: Yak-List: Re: Ignition timing with the auto advance mags.
*Here is the M9-35m timing chart to determine the correct timing at the
crankshaft flange.
The stamp is located on the parting face of the magneto body under the cap.
M14-P TIMING WITH M9-35M MAGNETOS
STAMP TIME TO
23 2 BTDC
24 2 BTDC
25 1 BTDC
26 1 BTDC
27 0
28 (1) ATDC
29 (1) ATDC
30 (2) ATDC
31 (2) ATDC
32 (3) ATDC
33 (4) ATDC
34 (4) ATDC
35 (5) ATDC
36 (5) ATDC
37 (6) ATDC
Measure with micrometer, mark with chalk, cut with ax.
Cheers,
Cliff
*
--
Clifford Coy
Border Air Ltd.
629 Airport Rd.
Swanton, VT 05488
802-868-2822 TEL
802-868-4465 FAX
Skype: Cliff.Coy
rget="_blank">http://www.matronics.com/Navigator?Yak-List
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--
Clifford Coy
Border Air Ltd.
629 Airport Rd.
Swanton, VT 05488
802-868-2822 TEL
802-868-4465 FAX
Skype: Cliff.Coy
Message 5
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| Subject: | Transport Legs: 1 Last Plea... |
Hi, Guys. 2 weeks from this moment I'll be on the road headed East to
retrieve my Yak project. No one has come through w/ transport legs or even
the dimensions. I know everyone is busy, and protective of their gear -
and rightly so. But I would be more than willing to pay someone who has a
wings-off aircraft for their time to measure the bolt spacing, etc. I'll
be taking along abundant tooling and blocking / tie-down materials, but
obviously I'd have a much better chance at building legs up on my home
turf. No pressure - no expectations - just one last try. Thanks for your
time and consideration.
Message 6
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| Subject: | Transport Legs: 1 Last Plea... |
Go buy a bunch of old mattresses and pillows,works great!
Pete
_____
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Rico Jaeger
Sent: Thursday, October 20, 2011 6:40 PM
Subject: Yak-List: Transport Legs: 1 Last Plea...
Hi, Guys. 2 weeks from this moment I'll be on the road headed East to
retrieve my Yak project. No one has come through w/ transport legs or even
the dimensions. I know everyone is busy, and protective of their gear - and
rightly so. But I would be more than willing to pay someone who has a
wings-off aircraft for their time to measure the bolt spacing, etc. I'll be
taking along abundant tooling and blocking / tie-down materials, but
obviously I'd have a much better chance at building legs up on my home turf.
No pressure - no expectations - just one last try. Thanks for your time and
consideration.
Message 7
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| Subject: | Re: Transport Legs: 1 Last Plea... |
Call Allen Tinnes 719-688-5718
Bill
On Oct 20, 2011, at 8:39 PM, "Rico Jaeger" <rijaeger@wausau.k12.wi.us> wrote
:
> Hi, Guys. 2 weeks from this moment I'll be on the road headed East to retr
ieve my Yak project. No one has come through w/ transport legs or even the d
imensions. I know everyone is busy, and protective of their gear - and right
ly so. But I would be more than willing to pay someone who has a wings-off a
ircraft for their time to measure the bolt spacing, etc. I'll be taking alon
g abundant tooling and blocking / tie-down materials, but obviously I'd have
a much better chance at building legs up on my home turf. No pressure - no e
xpectations - just one last try. Thanks for your time and consideration.
>
>
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