Today's Message Index:
----------------------
0. 12:13 AM - Please Support The Lists... (Matt Dralle)
1. 07:56 AM - Re: Yak 55M for sale (Australia) (Roger Kemp M.D.)
2. 09:46 AM - Re: pre-oiler (Walter Lannon)
3. 01:10 PM - Re: pre-oiler (Brian Lloyd)
4. 08:27 PM - Clip happy (Bill Geipel)
5. 11:15 PM - Re: clip happy (Frank Stelwagon)
Message 0
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Please Support The Lists... |
Dear Listers,
Just a reminder that November is the Matronics Email List Fund Raiser month. There
are some very nice incentive gifts to choose from as well!
Please make your Contribution today at:
http://www.matronics.com/contribution
or by dropping a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
Thank you!
Matt Dralle
Matronics Email List Administrator
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Yak 55M for sale (Australia) |
Thought Sara's A/C was destroyed in a Tornado.
Doc
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Pete Taylor
Sent: Wednesday, November 02, 2011 11:17 PM
Subject: RE: Yak-List: Yak 55M for sale (Australia)
Is this the Yak that belonged to Sarah Tobin?
Thanks,Pete
_____
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Andrew
Sent: Wednesday, November 02, 2011 7:43 PM
Subject: Re: Yak-List: Yak 55M for sale (Australia)
Price reduced for quick sale $50,000 AUD ($37,500 EUR)
Sent from my iPhone
On 28/10/2011, at 6:43 PM, Andrew <andrewrichards7@gmail.com> wrote:
First offer over $60k will take it.
Sent from my iPhone
On 28/10/2011, at 11:45 AM, andrew richards <andrewrichards7@gmail.com>
wrote:
Selling a 1995 Yak 55M, based at YRED in Australia. Imported earlier this
year from the US, current annual. 998 hours TT, 280hrs SMOH on the engine,
cleveland wheels and brakes, western instruments, Garmin 250 (needs data
card update).
Email for photos or come and take a look. Have advertised on Barnstormers.
Open to any reasonable offer for a quick sale.
Andrew
==================================
a
href="http://www.matronics.com/Navigator?Yak-List">http://www.matronics.com/
Navigator?Yak-List
==================================
/forums.matronics.com">http://forums.matronics.com
==================================
="http://www.matronics.com/contribution">http://www.matronics.com/contributi
on
==================================
www.buildersbooks.com
http://www.matronics.com/Navigator?Yak-List
http://forums.matronics.com
http://www.matronics.com/contribution
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Brian;
Did you do that just so I would bore everyone to tears??
To start with I absolutely agree that oil dilition is EVIL and I remove
every part of it with every restoration I do whether Harvard/T6 or CJ.
But, There was a time:
My first boss in the Canadian aviation business (about 1950) was a
gentleman by the name of Tommy Siers.
In 1940 he won the McKee trophy, the most prestigious trophy in our
industry at the time, for the development of aircraft engine oil
dilution.
He did not "invent" oil dilution. That was probably an unknown truck
driver. About 1928 Tommy was an aircraft mechanic in the frozen north
who noted that the truckers poured gas into their engine oil each night
so they could start in the morning.
He developed the systems and procedures to make it a useful tool. It
was quickly picked up by the industry and the US military for cold
weather operations and was in virtually every military aircraft in WW2.
In those times winter flight operations in the far North were nothing
short of brutal for both pilots and mechanics. This was long before the
days of multi-grade oils or heated hangars. The Herman Nelson gas fired
heater was also born in this period and helped immensely but oil
dilution made flight operations possible in conditions that were
otherwise impossible.
The EVIL part of course showed up in due time in the form of sludge and
mis-use of the system. Not just ordinary oil sludge but heavy, lead
containing, sludge that built up to the point of stopping propellor
operation, plugging vital oil passages and causing susequent failures.
With the advent of 100/130 and 115/145 high lead fuels the sludge
problem got far worse.
I recall scaping 3/4" thick sludge from the inside of propellor domes
that had the consistency of lead.
There were also occasional mistakes in the dilution process that
resulted in reduced lubrication for the engine.
Today, we have multi-grade oils, heated hangars, engine heat pads and
absolutely no need to go flying in below zero weather.
Oil dilution was, for a time, a necessary evil. Today it is history.
Walt
----- Original Message -----
From: Brian Lloyd
To: yak-list@matronics.com
Sent: Wednesday, November 02, 2011 1:07 PM
Subject: Re: Yak-List: pre-oiler
On Wed, Nov 2, 2011 at 12:54 PM, Rico Jaeger
<rijaeger@wausau.k12.wi.us> wrote:
On this note...for those of you who are engineering types...I have a
few NOS oil dilution solenoids that the RCAF used at one time on their
aircraft. I'm sure there's something all ready to go out there, but if
not - these are available.
NO NO NO NO NO! You do NOT want to do oil dilution. Oil dilution is
evil. Bad. No good. Friends don't let friends do oil dilution.
OTOH, the oil-dilution valve will work as a primer valve if you have
converted to an electric fuel pump.
--
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 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
On Thu, Nov 3, 2011 at 9:44 AM, Walter Lannon <wlannon@shaw.ca> wrote:
> **
> Brian;
>
> Did you do that just so I would bore everyone to tears??
>
But of course!
>
> To start with I absolutely agree that oil dilition is EVIL and I remove
> every part of it with every restoration I do whether Harvard/T6 or CJ.
>
Great minds think alike. ;-)
>
> But, There was a time:
>
> My first boss in the Canadian aviation business (about 1950) was a
> gentleman by the name of Tommy Siers.
> In 1940 he won the McKee trophy, the most prestigious trophy in our
> industry at the time, for the development of aircraft engine oil dilution.
>
> He did not "invent" oil dilution. That was probably an unknown truck
> driver. About 1928 Tommy was an aircraft mechanic in the frozen north who
> noted that the truckers poured gas into their engine oil each night so they
> could start in the morning.
> He developed the systems and procedures to make it a useful tool. It was
> quickly picked up by the industry and the US military for cold weather
> operations and was in virtually every military aircraft in WW2.
>
And it makes sense when using heavy, straight-weight oils without
preheating.
>
> In those times winter flight operations in the far North were nothing
> short of brutal for both pilots and mechanics. This was long before the
> days of multi-grade oils or heated hangars. The Herman Nelson gas fired
> heater was also born in this period and helped immensely but oil dilution
> made flight operations possible in conditions that were otherwise
> impossible.
>
I agree. Fortunately WE DO NOT LIVE IN CONDITIONS WHERE OIL DILUTION IS
EVER AGAIN ADVISABLE.
>
> The EVIL part of course showed up in due time in the form of sludge and
> mis-use of the system. Not just ordinary oil sludge but heavy, lead
> containing, sludge that built up to the point of stopping propellor
> operation, plugging vital oil passages and causing susequent failures.
>
Yup! Lovely stuff that.
> With the advent of 100/130 and 115/145 high lead fuels the sludge problem
> got far worse.
> I recall scaping 3/4" thick sludge from the inside of propellor domes that
> had the consistency of lead.
>
It was like a cross between butter and mud. And heavy as hell. :-)
There were also occasional mistakes in the dilution process that resulted
> in reduced lubrication for the engine.
>
Yeah like pilots spending 60 seconds discussing whether to dilute for 10
seconds or 20 seconds, all the while forgetting that the dilution system
was still pumping gasoline into the oil.
> Today, we have multi-grade oils, heated hangars, engine heat pads and
> absolutely no need to go flying in below zero weather.
>
I like flying in below-zero weather! But you have to be prepared.
> Oil dilution was, for a time, a necessary evil. Today it is history.
>
Right on baby!
--
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 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
While attempting to remove weight and stuff, I got a little carried away.
Need a great wiring diagram or someone that knows how to rewrite it.
Bill
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
If it is a CJ check with Doug. There are three sheets for the total
diagram.
Frank
CJ6-A
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|