Today's Message Index:
----------------------
1. 12:25 AM - Re: The Phil Procedure or How I Reduced My Intake Oil Drainage (Jan Mevis)
2. 01:29 AM - Re: oil drain - down and crankshaft position (Richard Goode)
3. 04:24 AM - Re: container transport (A. Dennis Savarese)
4. 06:10 AM - Re: 18 T lifetime and maintenance (Roger Kemp M.D.)
5. 08:24 AM - Re: The Phil Procedure or How I Reduced My Intake Oil Drainage (Bitterlich, Mark G CIV NAVAIR, WD)
6. 08:29 AM - Re: 18 T lifetime and maintenance (Bitterlich, Mark G CIV NAVAIR, WD)
7. 09:20 AM - Re: The Phil Procedure or How I Reduced My Intake Oil Drainage (Walter Lannon)
8. 10:14 AM - Re: The Phil Procedure or How I Reduced My Intake Oil Drainage (Bitterlich, Mark G CIV NAVAIR, WD)
9. 12:32 PM - Re: container transport (Bill vH)
10. 12:45 PM - Re: Re: container transport (George Coy)
Message 1
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| Subject: | Re: The Phil Procedure or How I Reduced My Intake Oil |
Drainage
Until recently I also lost quite some oil in static. I've replaced the
oilpump with a freshly overhauled one from Hungary, and the difference is
remarkable!
Jan
From: <cjpilot710@aol.com>
Subject: Re: Yak-List: The Phil Procedure or How I Reduced My Intake Oil
Drainage
Time to put in my two cents worth. Years ago, when I installed the M14-P.
in my CJ, I put in Bill Blackwell's oil tank shutoff system. After almost
2000 hours, it is still working fine and quite frankly, has kept gallons an
d
gallons of oil off my hangar floor.
However, I've seen the viewing glass on several Russian acro guys airplanes
,
which they swore works the same way, keeping oil off the ground and reduce
possible hydraulic locks. Couple of engine hours ago I installed one of
Craig Payne's kits on my engine. It took a couple of hours to do but 90% o
f
that was waiting for paint to dry. It was certainly a lot cheaper then, an
d
easier than installing a Blackwell system. Why did I install it? I like
neat simple ideas.
Why do I think it works? When the #1 cylinder piston is at top dead center
,
pistons #5 and #6 are at the very bottom end of their stroke. This puts th
e
scraper ring (on the bottom of the piston) very close to the end of the
cylinder bore. This in essence leaves a very, or a much smaller area on th
e
bottom of #5 and #6 for oil to collect in and build up because of gravity.
All fluids have "head pressure". The deeper or higher a column of fluid,
the higher the head pressure. By the piston being at the bottom of its
stroke, near the bottom of the cylinder bore, there is less area for the oi
l
to "stand in" with resulting lower head pressure that could push past the
scraper rings.
One of the things I used to do, (and actually still do out of habit), is
what I call "rock the prop". Years ago, I was told that by moving the
propeller back and forth 10 or 15=B0 and then leaving it in the middle of the
arc, I was in essence, causing the causing the pistons to align themselves
more evenly with the cylinder bore and thus causing piston rings to sit
better. Then with properly seated piston rings, they would act more like a
seal against oil that eventually dripped down and tried to flow past the
piston into the top of the cylinder. This could also be unloading the
pressure in the oil pump.
One thing I've noticed about the M-14 particularly with the tail draggers
(Yak 50, 52 TD, TW,). When pulling through, prior to starting, they would
dump oil out the exhaust in greater volume than that I ever saw on a nose
wheeled M-14p. Could that have something to do because the engine is tilte
d
backwards? If so, what are the dynamics?
However, no matter what system or procedure one uses, you'd be a fool not t
o
pull your engine through before starting. But for God sake, make sure the
mags are off.
Jim "Pappy" Goolsby
PS did you get your significant other flowers today? No? God help you
there too.
In a message dated 2/14/2013 6:20:10 P.M. Eastern Standard Time,
mark.bitterlich@navy.mil writes:
> --> Yak-List message posted by: "Bitterlich, Mark G CIV NAVAIR, WD"
> <mark.bitterlich@navy.mil>
>
> I'm sure going to try it myself! Turning the oil pump backwards with an
> impact on a check valve is something I can grasp.
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of William
> Halverson
> Sent: Thursday, February 14, 2013 15:09
> To: yak-list@matronics.com
> Subject: Re: Yak-List: The Phil Procedure or How I Reduced My Intake Oil
> Drainage
>
> --> Yak-List message posted by: "William Halverson"
> <william@netpros.net>
>
> Hmmm .... should be easy enough to do a 'before' and 'after'
> comparison.
>
> Thanks!
>
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of PS
> Sent: Tuesday, February 12, 2013 7:06 AM
> To: yak-list@matronics.com
> Subject: Yak-List: The Phil Procedure or How I Reduced My Intake Oil
> Drainage
>
> --> Yak-List message posted by: "PS" <psalter@aol.com>
>
> Warning, this procedure is for informational purposes only and may
> damage
> your engine, impregnate your dog make you socially unacceptable.
>
> This works for me, or maybe I am a little goofy but here goes....
>
> I have owned 6 round engined aircraft, 5 Yaks and 1 CJ. I rarely have
> issues with oil draining through my intake drain system like others.
> One
> evening after studying the oil system I realized the positive
> displacement
> geared oil pump pressurizes the check valve in the oil pump which may
> keep
> it from sealing well. I always back my prop up(turn in reverse) to
> horizontal upon exiting the cockpit. I usually move it at most a few
> inches.
> I feel, this relieves the pressure on the check valve in the oil pump
> letting the check valve seal. I normally lose very little oil, usually
> a
> couple ounces in weeks.
>
> This is for information purposes and may be total BS.... but it works
> for
> me.
>
> I am ready for a good flaming.... I posted this at the request of a Yak
> owner who I taught my procedure.
>
> Good Luck and no warranties expressed or implied.
>
> Phil
>
> --------
> PS
>
>
>
>
>
>
>
>
>
>
>
Message 2
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| Subject: | oil drain - down and crankshaft position |
By definition, the only way that oil gets into the standing engine is
through the oil pump, and, by implication, the check valve.
In passing, I can see that turning the propeller backwards before leaving
the aircraft could well help to seat the check valve, remembering it is only
held shut with a very light spring. Of course the oil pressure against the
valve will soon stop, but, possibly, after helping the valve to seat in the
first place.
But the point of having the crankshaft in its highest position (as seen
through the "window") is that this dramatically reduces the amount of oil
that comes out of the crankshaft, of course originally from the oil pump,
and then seeps out of the bearings and flows downwards under gravity.
Richard
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Bitterlich, Mark G
CIV NAVAIR, WD
Sent: 14 February 2013 22:55
Subject: RE: Yak-List: oil drain - down and crankshaft position
--> <mark.bitterlich@navy.mil>
Would that be the result of after shut-down oil drainage coming off the top
of the engine? If correct, then I can grasp that explanation.
If so, then that would also mean that it would not impact oil seeping past
the check valve and into the sump what-so-ever, correct? Yes/No?
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Richard Goode
Sent: Thursday, February 14, 2013 4:53
Subject: Yak-List: oil drain - down and crankshaft position
>From my discussions with my friend, Sergio Dallan, who first developed
the concept of a "tap" in the oil supply, and the crankcase "window", the
rationale for leaving the engine with the crankshaft throw in the vertical
position had nothing to do with the resultant position of the Pistons, but
was simply that, in its highest position, the oil flow into the crankshaft
and then out was far less.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
--
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Message 3
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| Subject: | Re: container transport |
Bradly,
I will send you some photos off-list of us extracting a Yak 52 fuselage
from the container and on to a roll-back truck. These may help you out.
Dennis
A. Dennis Savarese
334-285-6263
334-546-8182 (mobile)
www.yak-52.com
Skype - Yakguy1
On 2/15/2013 1:54 AM, Bradly Banks wrote:
>
> Has any one possibly have a drawing of a trestle arrangement, that I
> can use to transport the fuselage on. I have seen some with wheels on
> that attach to the wing spar, in pics from Peter Varland. Im about to
> ship a fuselage and if anyone has any suggestions on how best to go
> about this I would appreciate the advise.
>
> Bradly Banks
>
> Cell:0825083200
>
> Tel :0333308580
>
> Email :brad@runawaymedia.co.za
>
> Skype: brad.banks10
>
> *
>
>
> *
Message 4
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| Subject: | Re: 18 T lifetime and maintenance |
Guys, ya'll are more than welcome over here. We can disperse y'all to multiple
user friendly fields. But a word of warning Uncle O is trying to take us to that
point too. Not sure how long it will be before a second American Revolution
breaks out.
Doc
Sent from my iPad
On Feb 15, 2013, at 1:41 AM, Jan Mevis <jan.mevis@informavia.be> wrote:
>
> Mark be careful with this kind of proposition, or expect to see a whole
> armada of refugies from Europe arriving at your home, all trying to escape
> from the new totalitarian EASA state.
>
> Jan
>
>
> On 14/02/13 23:51, "Bitterlich, Mark G CIV NAVAIR, WD"
> <mark.bitterlich@navy.mil> wrote:
>
>> <mark.bitterlich@navy.mil>
>>
>> You are MORE THAN WELCOME at my airport, and I will do the best to
>> accommodate your arrival in any way. You can stay at my home until you
>> find a place.
>>
>> Mark
>>
>>
>> -----Original Message-----
>> From: owner-yak-list-server@matronics.com
>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Didier Blouzard
>> Sent: Wednesday, February 13, 2013 19:16
>> To: yak-list@matronics.com
>> Subject: Re: Yak-List: 18 T lifetime and maintenance
>>
>> <didier.blouzard@gmail.com>
>>
>> OK OK
>>
>> that was a try. But I do understand. God bless America!!!
>> Our best chance is that Richard succeed in his negociations with EASA
>> and we'll do all we can to support him
>> If not than I'll have to move to USA with my plane !!!
>> Thanks Mark
>>
>> Best regards
>>
>> Didier
>>
>> 2013/2/13 Bitterlich, Mark G CIV NAVAIR, WD <mark.bitterlich@navy.mil>:
>>> <mark.bitterlich@navy.mil>
>>>
>>> I looked into registering a Yak under a stateside N number
>>> (Experimental Exhibition) and then operating if overseas.
>>>
>>> A few things came up.
>>>
>>> You would first have to ship the aircraft to the United States and fly
>>> off the necessary Phase 1 testing process before you could move it to
>>> Phase 2 and then ship it back overseas.
>>>
>>> Next, the aircraft would have to have a home base in the United States.
>>>
>>> All scheduled mechanical inspections are supposed to be done at the
>>> home base. Waivers are indeed allowed, with an explanation. However,
>>> the work has to be done by an FAA approved A&P mechanic. Foreign
>>> qualifications and ratings are not permitted, even if the guy was a
>>> Russian Master Mechanic (as in Vladimir). You have to obtain the U.S.
>>> FAA quals.
>>>
>>> TEMPORARY operation of a U.S. registered aircraft in another country is
>>> permitted, but once again you run into the other countries rules and
>>> regs along with the FAA's. .
>>>
>>> The FAA is not very interested in having operational authority for an
>>> aircraft it has no control over in another country and the general feel
>>> I got was that they also were not interested in the problems aircraft
>>> owners might have in other countries. After all, it is "another
>>> country".
>>>
>>> If you are really interested in tackling that subject, my best advice
>>> to you Didier is to NOT contact the FAA. Never ask the FAA a question
>>> that you do not know the answer to already. Instead, contact the U.S.
>>> Experimental Aircraft Association and pay attention to what they tell
>>> you. If their answer is "no way", then believe it.
>>>
>>> Mark Bitterlich
>>>
>>>
>>> -----Original Message-----
>>> From: owner-yak-list-server@matronics.com
>>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Didier BLOUZARD
>>> Sent: Wednesday, February 13, 2013 5:53
>>> To: yak-list@matronics.com
>>> Subject: Re: Yak-List: 18 T lifetime and maintenance
>>>
>>> Richard
>>> Would it help if we set up a delegation of all Yak18T proprietors and
>>> go for a meeting with Duessing in order to propose him a way of doing?
>>> I feel that we are in great danger of being economically groused.
>>>
>>> Duessing is not stupid and Perhaps by going to see him we can arrange
>>> something
>>> Particularly when we know that even in Russia they don't follow
>>> Yakovkev requirements....
>>>
>>> Another question is could we negotiate with the FAA in USA to put all
>>> our 18T under N reg?
>>> Would this be a possibility?
>>> There are inspectors and mech structures in Europe.?
>>>
>>> Thanks for your efforts
>>>
>>> Kind regards
>>>
>>> Didier Blouzard
>>> +33 6 5184 4802
>>>
>>> Le 13 fvr. 2013 10:26, "Richard Goode"
>>> <richard.goode@russianaeros.com> a crit :
>>>
>>>
>>>
>>> I am not supporting the actions of EASA, and certainly the
>>> current proposals, which seem to be about to become requirements are, I
>>> feel, far too demanding, even although some significant concessions have
>>> been made.
>>>
>>>
>>>
>>> Having said that, it is not EASA who has unilaterally "reduced
>>> the lifetime to 3500 hours". All they have done is to speak to the
>>> manufacturer (and, George, there are a few design people left on the
>>> light aircraft side of Yakovlev!), And asked what the maintenance
>>> programme should be, and Yakovlev replied that they should be a total
>>> overhaul at 1000 hours! And of course, they are the manufacturer and
>>> must be the ultimate authority for this, however absurd that might seem
>>> to someone used to a Western approach for light aircraft maintenance.
>>>
>>>
>>>
>>> So, for the time being, we don't have to follow the total
>>> programme, which included, every 1000 hours or six years, total
>>> re-fabric; mandatory repaint; undercarriage and retraction system
>>> overhaul; fuel and oil system removal and overhaul; all instruments and
>>> avionics removed and overhauled etc etc. Nevertheless it will be a lot
>>> more arduous than we expect for a Western aircraft, which is somewhat
>>> ironic since I personally believe that the 18 T is much better made than
>>> most aircraft.
>>>
>>>
>>>
>>> I have official paper from the Smolensk factory, confirming the
>>> "life" of the 18 T, which of course they manufactured, at 5000 hours.
>>> But the simple fact is that they were not the designers, and have never
>>> had access to design information.
>>>
>>>
>>>
>>> Richard
>>>
>>>
>>>
>>> Richard Goode Aerobatics
>>>
>>> Rhodds Farm
>>>
>>> Lyonshall
>>>
>>> Hereford
>>>
>>> HR5 3LW
>>>
>>>
>>>
>>> Tel: +44 (0) 1544 340120
>>>
>>> Fax: +44 (0) 1544 340129
>>>
>>> www.russianaeros.com
>>>
>>>
>>>
>>>
>>>
>>> ==================================
>>> //www.matronics.com/Navigator?Yak-List
>>> ==================================
>>> cs.com
>>> ==================================
>>> matronics.com/contribution
>>> ==================================
>>
>>
>>
>> --
>> ____________________________
>> Didier BLOUZARD
>> Directeur Gnral DATEXIS
>> Portable : +33 6 51 84 48 02
>> Email: didier.blouzard@gmail.com
>
>
>
>
>
>
>
Message 5
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| Subject: | The Phil Procedure or How I Reduced My Intake Oil Drainage |
See? Now this kind of explanation makes sense to me. I'm out of the running for
the window deal anyway, since I have a series one engine, but never-the-less,
I've seen it installed on some engines that are pretty old, and have had folks
claim it works.
Pappy, I understand your explanation, thanks for taking the time to write it.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of cjpilot710@aol.com
Sent: Thursday, February 14, 2013 22:01
Subject: Re: Yak-List: The Phil Procedure or How I Reduced My Intake Oil Drainage
Time to put in my two cents worth. Years ago, when I installed the M14-P. in my
CJ, I put in Bill Blackwell's oil tank shutoff system. After almost 2000 hours,
it is still working fine and quite frankly, has kept gallons and gallons
of oil off my hangar floor.
However, I've seen the viewing glass on several Russian acro guys airplanes, which
they swore works the same way, keeping oil off the ground and reduce possible
hydraulic locks. Couple of engine hours ago I installed one of Craig Payne's
kits on my engine. It took a couple of hours to do but 90% of that was waiting
for paint to dry. It was certainly a lot cheaper then, and easier than
installing a Blackwell system. Why did I install it? I like neat simple ideas.
Why do I think it works? When the #1 cylinder piston is at top dead center, pistons
#5 and #6 are at the very bottom end of their stroke. This puts the scraper
ring (on the bottom of the piston) very close to the end of the cylinder
bore. This in essence leaves a very, or a much smaller area on the bottom of
#5 and #6 for oil to collect in and build up because of gravity. All fluids have
"head pressure". The deeper or higher a column of fluid, the higher the head
pressure. By the piston being at the bottom of its stroke, near the bottom
of the cylinder bore, there is less area for the oil to "stand in" with resulting
lower head pressure that could push past the scraper rings.
One of the things I used to do, (and actually still do out of habit), is what I
call "rock the prop". Years ago, I was told that by moving the propeller back
and forth 10 or 15 and then leaving it in the middle of the arc, I was in essence,
causing the causing the pistons to align themselves more evenly with the
cylinder bore and thus causing piston rings to sit better. Then with properly
seated piston rings, they would act more like a seal against oil that eventually
dripped down and tried to flow past the piston into the top of the cylinder.
This could also be unloading the pressure in the oil pump.
One thing I've noticed about the M-14 particularly with the tail draggers (Yak
50, 52 TD, TW,). When pulling through, prior to starting, they would dump oil
out the exhaust in greater volume than that I ever saw on a nose wheeled M-14p.
Could that have something to do because the engine is tilted backwards? If
so, what are the dynamics?
However, no matter what system or procedure one uses, you'd be a fool not to pull
your engine through before starting. But for God sake, make sure the mags
are off.
Jim "Pappy" Goolsby
PS did you get your significant other flowers today? No? God help you there too.
In a message dated 2/14/2013 6:20:10 P.M. Eastern Standard Time, mark.bitterlich@navy.mil
writes:
I'm sure going to try it myself! Turning the oil pump backwards with an
impact on a check valve is something I can grasp.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of William
Halverson
Sent: Thursday, February 14, 2013 15:09
To: yak-list@matronics.com
Subject: Re: Yak-List: The Phil Procedure or How I Reduced My Intake Oil
Drainage
<william@netpros.net>
Hmmm .... should be easy enough to do a 'before' and 'after'
comparison.
Thanks!
[mailto:owner-yak-list-server@matronics.com] On Behalf Of PS
Sent: Tuesday, February 12, 2013 7:06 AM
To: yak-list@matronics.com
Subject: Yak-List: The Phil Procedure or How I Reduced My Intake Oil
Drainage
Warning, this procedure is for informational purposes only and may
damage
your engine, impregnate your dog make you socially unacceptable.
This works for me, or maybe I am a little goofy but here goes....
I have owned 6 round engined aircraft, 5 Yaks and 1 CJ. I rarely have
issues with oil draining through my intake drain system like others.
One
evening after studying the oil system I realized the positive
displacement
geared oil pump pressurizes the check valve in the oil pump which may
keep
it from sealing well. I always back my prop up(turn in reverse) to
horizontal upon exiting the cockpit. I usually move it at most a few
inches.
I feel, this relieves the pressure on the check valve in the oil pump
letting the check valve seal. I normally lose very little oil, usually
a
couple ounces in weeks.
This is for information purposes and may be total BS.... but it works
for
me.
I am ready for a good flaming.... I posted this at the request of a Yak
owner who I taught my procedure.
Good Luck and no warranties expressed or implied.
Phil
--------
PS
Message 6
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| Subject: | 18 T lifetime and maintenance |
Good advice.
That said, you're invited too.
Bring your airplane. :-)
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Jan Mevis
Sent: Friday, February 15, 2013 2:41
Subject: Re: Yak-List: 18 T lifetime and maintenance
Mark be careful with this kind of proposition, or expect to see a whole
armada of refugies from Europe arriving at your home, all trying to escape
from the new totalitarian EASA state.
Jan
On 14/02/13 23:51, "Bitterlich, Mark G CIV NAVAIR, WD"
<mark.bitterlich@navy.mil> wrote:
><mark.bitterlich@navy.mil>
>
>You are MORE THAN WELCOME at my airport, and I will do the best to
>accommodate your arrival in any way. You can stay at my home until you
>find a place.
>
>Mark
>
>
>-----Original Message-----
>From: owner-yak-list-server@matronics.com
>[mailto:owner-yak-list-server@matronics.com] On Behalf Of Didier Blouzard
>Sent: Wednesday, February 13, 2013 19:16
>To: yak-list@matronics.com
>Subject: Re: Yak-List: 18 T lifetime and maintenance
>
><didier.blouzard@gmail.com>
>
>OK OK
>
>that was a try. But I do understand. God bless America!!!
>Our best chance is that Richard succeed in his negociations with EASA
>and we'll do all we can to support him
>If not than I'll have to move to USA with my plane !!!
>Thanks Mark
>
>Best regards
>
>Didier
>
>2013/2/13 Bitterlich, Mark G CIV NAVAIR, WD <mark.bitterlich@navy.mil>:
>><mark.bitterlich@navy.mil>
>>
>> I looked into registering a Yak under a stateside N number
>>(Experimental Exhibition) and then operating if overseas.
>>
>> A few things came up.
>>
>> You would first have to ship the aircraft to the United States and fly
>>off the necessary Phase 1 testing process before you could move it to
>>Phase 2 and then ship it back overseas.
>>
>> Next, the aircraft would have to have a home base in the United States.
>>
>> All scheduled mechanical inspections are supposed to be done at the
>>home base. Waivers are indeed allowed, with an explanation. However,
>>the work has to be done by an FAA approved A&P mechanic. Foreign
>>qualifications and ratings are not permitted, even if the guy was a
>>Russian Master Mechanic (as in Vladimir). You have to obtain the U.S.
>>FAA quals.
>>
>> TEMPORARY operation of a U.S. registered aircraft in another country is
>>permitted, but once again you run into the other countries rules and
>>regs along with the FAA's. .
>>
>> The FAA is not very interested in having operational authority for an
>>aircraft it has no control over in another country and the general feel
>>I got was that they also were not interested in the problems aircraft
>>owners might have in other countries. After all, it is "another
>>country".
>>
>> If you are really interested in tackling that subject, my best advice
>>to you Didier is to NOT contact the FAA. Never ask the FAA a question
>>that you do not know the answer to already. Instead, contact the U.S.
>>Experimental Aircraft Association and pay attention to what they tell
>>you. If their answer is "no way", then believe it.
>>
>> Mark Bitterlich
>>
>>
>> -----Original Message-----
>> From: owner-yak-list-server@matronics.com
>>[mailto:owner-yak-list-server@matronics.com] On Behalf Of Didier BLOUZARD
>> Sent: Wednesday, February 13, 2013 5:53
>> To: yak-list@matronics.com
>> Subject: Re: Yak-List: 18 T lifetime and maintenance
>>
>> Richard
>> Would it help if we set up a delegation of all Yak18T proprietors and
>>go for a meeting with Duessing in order to propose him a way of doing?
>> I feel that we are in great danger of being economically groused.
>>
>> Duessing is not stupid and Perhaps by going to see him we can arrange
>>something
>> Particularly when we know that even in Russia they don't follow
>>Yakovkev requirements....
>>
>> Another question is could we negotiate with the FAA in USA to put all
>>our 18T under N reg?
>> Would this be a possibility?
>> There are inspectors and mech structures in Europe.?
>>
>> Thanks for your efforts
>>
>> Kind regards
>>
>> Didier Blouzard
>> +33 6 5184 4802
>>
>> Le 13 fvr. 2013 10:26, "Richard Goode"
>><richard.goode@russianaeros.com> a crit :
>>
>>
>>
>> I am not supporting the actions of EASA, and certainly the
>>current proposals, which seem to be about to become requirements are, I
>>feel, far too demanding, even although some significant concessions have
>>been made.
>>
>>
>>
>> Having said that, it is not EASA who has unilaterally "reduced
>>the lifetime to 3500 hours". All they have done is to speak to the
>>manufacturer (and, George, there are a few design people left on the
>>light aircraft side of Yakovlev!), And asked what the maintenance
>>programme should be, and Yakovlev replied that they should be a total
>>overhaul at 1000 hours! And of course, they are the manufacturer and
>>must be the ultimate authority for this, however absurd that might seem
>>to someone used to a Western approach for light aircraft maintenance.
>>
>>
>>
>> So, for the time being, we don't have to follow the total
>>programme, which included, every 1000 hours or six years, total
>>re-fabric; mandatory repaint; undercarriage and retraction system
>>overhaul; fuel and oil system removal and overhaul; all instruments and
>>avionics removed and overhauled etc etc. Nevertheless it will be a lot
>>more arduous than we expect for a Western aircraft, which is somewhat
>>ironic since I personally believe that the 18 T is much better made than
>>most aircraft.
>>
>>
>>
>> I have official paper from the Smolensk factory, confirming the
>>"life" of the 18 T, which of course they manufactured, at 5000 hours.
>>But the simple fact is that they were not the designers, and have never
>>had access to design information.
>>
>>
>>
>> Richard
>>
>>
>>
>> Richard Goode Aerobatics
>>
>> Rhodds Farm
>>
>> Lyonshall
>>
>> Hereford
>>
>> HR5 3LW
>>
>>
>>
>> Tel: +44 (0) 1544 340120
>>
>> Fax: +44 (0) 1544 340129
>>
>> www.russianaeros.com
>>
>>
>>
>>
>>
>> ==================================
>> //www.matronics.com/Navigator?Yak-List
>> ==================================
>> cs.com
>> ==================================
>> matronics.com/contribution
>> ==================================
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>--
>____________________________
>Didier BLOUZARD
>Directeur Gnral DATEXIS
>Portable : +33 6 51 84 48 02
>Email: didier.blouzard@gmail.com
>
>
Message 7
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| Subject: | Re: The Phil Procedure or How I Reduced My Intake Oil Drainage |
Pappy;
Your explanation re reduced oil flow with the #1 piston at TDC makes a
whole lot of sense and I would like to echo Mark=99s comments.
Now if we could just find a way to position that without a window to
look through or pulling spark plugs, etc.!!!!!!!!!!!!
Walt
From: cjpilot710@aol.com
Sent: Thursday, February 14, 2013 7:00 PM
Subject: Re: Yak-List: The Phil Procedure or How I Reduced My Intake Oil
Drainage
Time to put in my two cents worth. Years ago, when I installed the
M14-P. in my CJ, I put in Bill Blackwell's oil tank shutoff system.
After almost 2000 hours, it is still working fine and quite frankly, has
kept gallons and gallons of oil off my hangar floor.
However, I've seen the viewing glass on several Russian acro guys
airplanes, which they swore works the same way, keeping oil off the
ground and reduce possible hydraulic locks. Couple of engine hours ago
I installed one of Craig Payne's kits on my engine. It took a couple of
hours to do but 90% of that was waiting for paint to dry. It was
certainly a lot cheaper then, and easier than installing a Blackwell
system. Why did I install it? I like neat simple ideas.
Why do I think it works? When the #1 cylinder piston is at top dead
center, pistons #5 and #6 are at the very bottom end of their stroke.
This puts the scraper ring (on the bottom of the piston) very close to
the end of the cylinder bore. This in essence leaves a very, or a much
smaller area on the bottom of #5 and #6 for oil to collect in and build
up because of gravity. All fluids have "head pressure". The deeper or
higher a column of fluid, the higher the head pressure. By the piston
being at the bottom of its stroke, near the bottom of the cylinder bore,
there is less area for the oil to "stand in" with resulting lower head
pressure that could push past the scraper rings.
One of the things I used to do, (and actually still do out of habit), is
what I call "rock the prop". Years ago, I was told that by moving the
propeller back and forth 10 or 15=C2=B0 and then leaving it in the
middle of the arc, I was in essence, causing the causing the pistons to
align themselves more evenly with the cylinder bore and thus causing
piston rings to sit better. Then with properly seated piston rings,
they would act more like a seal against oil that eventually dripped down
and tried to flow past the piston into the top of the cylinder. This
could also be unloading the pressure in the oil pump.
One thing I've noticed about the M-14 particularly with the tail
draggers (Yak 50, 52 TD, TW,). When pulling through, prior to starting,
they would dump oil out the exhaust in greater volume than that I ever
saw on a nose wheeled M-14p. Could that have something to do because
the engine is tilted backwards? If so, what are the dynamics?
However, no matter what system or procedure one uses, you'd be a fool
not to pull your engine through before starting. But for God sake, make
sure the mags are off.
Jim "Pappy" Goolsby
PS did you get your significant other flowers today? No? God help you
there too.
In a message dated 2/14/2013 6:20:10 P.M. Eastern Standard Time,
mark.bitterlich@navy.mil writes:
<mark.bitterlich@navy.mil>
I'm sure going to try it myself! Turning the oil pump backwards with
an
impact on a check valve is something I can grasp.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of William
Halverson
Sent: Thursday, February 14, 2013 15:09
To: yak-list@matronics.com
Subject: Re: Yak-List: The Phil Procedure or How I Reduced My Intake
Oil
Drainage
<william@netpros.net>
Hmmm .... should be easy enough to do a 'before' and 'after'
comparison.
Thanks!
[mailto:owner-yak-list-server@matronics.com] On Behalf Of PS
Sent: Tuesday, February 12, 2013 7:06 AM
To: yak-list@matronics.com
Subject: Yak-List: The Phil Procedure or How I Reduced My Intake Oil
Drainage
Warning, this procedure is for informational purposes only and may
damage
your engine, impregnate your dog make you socially unacceptable.
This works for me, or maybe I am a little goofy but here goes....
I have owned 6 round engined aircraft, 5 Yaks and 1 CJ. I rarely have
issues with oil draining through my intake drain system like others.
One
evening after studying the oil system I realized the positive
displacement
geared oil pump pressurizes the check valve in the oil pump which may
keep
it from sealing well. I always back my prop up(turn in reverse) to
horizontal upon exiting the cockpit. I usually move it at most a few
inches.
I feel, this relieves the pressure on the check valve in the oil pump
letting the check valve seal. I normally lose very little oil,
usually
a
couple ounces in weeks.
This is for information purposes and may be total BS.... but it works
for
me.
I am ready for a good flaming.... I posted this at the request of a
Yak
owner who I taught my procedure.
Good Luck and no warranties expressed or implied.
Phil
--------
PS
Message 8
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| Subject: | The Phil Procedure or How I Reduced My Intake Oil Drainage |
How about messing with the air start system in a way so that it would cause rotation
to stop with #1 piston at TDC?
Tricky, but it could be done.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Walter Lannon
Sent: Friday, February 15, 2013 12:17
Subject: Re: Yak-List: The Phil Procedure or How I Reduced My Intake Oil Drainage
Pappy;
Your explanation re reduced oil flow with the #1 piston at TDC makes a whole lot
of sense and I would like to echo Marks comments. Now if we could just find
a way to position that without a window to look through or pulling spark plugs,
etc.!!!!!!!!!!!!
Walt
From: cjpilot710@aol.com
Sent: Thursday, February 14, 2013 7:00 PM
Subject: Re: Yak-List: The Phil Procedure or How I Reduced My Intake Oil Drainage
Time to put in my two cents worth. Years ago, when I installed the M14-P. in my
CJ, I put in Bill Blackwell's oil tank shutoff system. After almost 2000 hours,
it is still working fine and quite frankly, has kept gallons and gallons
of oil off my hangar floor.
However, I've seen the viewing glass on several Russian acro guys airplanes, which
they swore works the same way, keeping oil off the ground and reduce possible
hydraulic locks. Couple of engine hours ago I installed one of Craig Payne's
kits on my engine. It took a couple of hours to do but 90% of that was waiting
for paint to dry. It was certainly a lot cheaper then, and easier than
installing a Blackwell system. Why did I install it? I like neat simple ideas.
Why do I think it works? When the #1 cylinder piston is at top dead center, pistons
#5 and #6 are at the very bottom end of their stroke. This puts the scraper
ring (on the bottom of the piston) very close to the end of the cylinder
bore. This in essence leaves a very, or a much smaller area on the bottom of
#5 and #6 for oil to collect in and build up because of gravity. All fluids have
"head pressure". The deeper or higher a column of fluid, the higher the head
pressure. By the piston being at the bottom of its stroke, near the bottom
of the cylinder bore, there is less area for the oil to "stand in" with resulting
lower head pressure that could push past the scraper rings.
One of the things I used to do, (and actually still do out of habit), is what I
call "rock the prop". Years ago, I was told that by moving the propeller back
and forth 10 or 15 and then leaving it in the middle of the arc, I was in essence,
causing the causing the pistons to align themselves more evenly with the
cylinder bore and thus causing piston rings to sit better. Then with properly
seated piston rings, they would act more like a seal against oil that eventually
dripped down and tried to flow past the piston into the top of the cylinder.
This could also be unloading the pressure in the oil pump.
One thing I've noticed about the M-14 particularly with the tail draggers (Yak
50, 52 TD, TW,). When pulling through, prior to starting, they would dump oil
out the exhaust in greater volume than that I ever saw on a nose wheeled M-14p.
Could that have something to do because the engine is tilted backwards? If
so, what are the dynamics?
However, no matter what system or procedure one uses, you'd be a fool not to pull
your engine through before starting. But for God sake, make sure the mags
are off.
Jim "Pappy" Goolsby
PS did you get your significant other flowers today? No? God help you there too.
In a message dated 2/14/2013 6:20:10 P.M. Eastern Standard Time, mark.bitterlich@navy.mil
writes:
I'm sure going to try it myself! Turning the oil pump backwards with an
impact on a check valve is something I can grasp.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of William
Halverson
Sent: Thursday, February 14, 2013 15:09
To: yak-list@matronics.com
Subject: Re: Yak-List: The Phil Procedure or How I Reduced My Intake Oil
Drainage
<william@netpros.net>
Hmmm .... should be easy enough to do a 'before' and 'after'
comparison.
Thanks!
[mailto:owner-yak-list-server@matronics.com] On Behalf Of PS
Sent: Tuesday, February 12, 2013 7:06 AM
To: yak-list@matronics.com
Subject: Yak-List: The Phil Procedure or How I Reduced My Intake Oil
Drainage
Warning, this procedure is for informational purposes only and may
damage
your engine, impregnate your dog make you socially unacceptable.
This works for me, or maybe I am a little goofy but here goes....
I have owned 6 round engined aircraft, 5 Yaks and 1 CJ. I rarely have
issues with oil draining through my intake drain system like others.
One
evening after studying the oil system I realized the positive
displacement
geared oil pump pressurizes the check valve in the oil pump which may
keep
it from sealing well. I always back my prop up(turn in reverse) to
horizontal upon exiting the cockpit. I usually move it at most a few
inches.
I feel, this relieves the pressure on the check valve in the oil pump
letting the check valve seal. I normally lose very little oil, usually
a
couple ounces in weeks.
This is for information purposes and may be total BS.... but it works
for
me.
I am ready for a good flaming.... I posted this at the request of a Yak
owner who I taught my procedure.
Good Luck and no warranties expressed or implied.
Phil
--------
PS
href="http://www.matronics.com/Navigator?Yak-List">http://www.matronics.com/Navigator?Yak-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
Message 9
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| Subject: | Re: container transport |
Bradly,
Here's a couple pics I got from Richard Goode of the transport gear containerization
of a 52. I used a similar system for my 50.
Bill
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394364#394364
Attachments:
http://forums.matronics.com//files/8_152.jpg
http://forums.matronics.com//files/3_171.jpg
http://forums.matronics.com//files/3_5_port_side_2__199.jpg
Message 10
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| Subject: | Re: container transport |
That is the original Russian shipping legs. We remove the nose gear and weld
a frame that picks up on the main spar and the jack stand points. It is
lagged to the floor of the container and uses ratchet straps as well. We
have been shipping this wy for years.
MSCU7743160- 033.jpg
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Bill vH
Sent: Friday, February 15, 2013 3:29 PM
Subject: Yak-List: Re: container transport
billvh@beanddi.com>
Bradly,
Here's a couple pics I got from Richard Goode of the transport gear
containerization of a 52. I used a similar system for my 50.
Bill
Read this topic online here:
<http://forums.matronics.com/viewtopic.php?p=394364#394364>
http://forums.matronics.com/viewtopic.php?p=394364#394364
Attachments:
<http://forums.matronics.com/files/8_152.jpg>
http://forums.matronics.com//files/8_152.jpg
<http://forums.matronics.com/files/3_171.jpg>
http://forums.matronics.com//files/3_171.jpg
<http://forums.matronics.com/files/3_5_port_side_2__199.jpg>
http://forums.matronics.com//files/3_5_port_side_2__199.jpg
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