Today's Message Index:
----------------------
1. 04:53 PM - My bad day. (cjpilot710@aol.com)
2. 05:18 PM - cockpit project (cjpilot710@aol.com)
3. 05:19 PM - Re: My bad day. (Ernest Martinez)
4. 05:32 PM - Re: cockpit project (Tom Elliott)
5. 08:24 PM - Re: cockpit project (bill wade)
Message 1
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I guess by now a number of yawl have heard that I trashed my M-14p several
weeks back. I have an electric oil tank shutoff valve that I normally
close at engine shutdown. On start up, I close a switch which opens the
valve and completes the electrical circuit to open the air solenoid. Well
after 1,800+ hours, it didn=99t work. We were doing a memorial mis
sing man
flight, and I got distracted during the start and neglected to note oil
pressure after start. I got the green light that indicated the valve was
open,
and of course the engine started fine. However 5 minutes later after taxii
ng
to the run-up area, I notice that I could not get power to check my prop
governor. At first I thought I had lost just the governor and I called th
e
flight lead that I was dropping out. As I turned the airplane to head fo
r
the hangar, the engine made a funny sound, that made me look at the oil
pressure gage. It read zero of course and I shut down the mags immediatel
y.
Too late of course.
At present the engine is at Barretts in Tulsa and may be fixed by June. A
couple guys who have the same valve that I had have asked me to take it
apart figure what happened. First of all the valve would not work on furt
her
tests. It was stuck in the closed position but would open manually
HOWEVER with a good deal of resistant. I could operate the switch in the
cockpit which would show normal indications, but the valve would move. An
d yes
the engine was making medal.
I disassembled the valve motor, and separated it from the valve itself.
The valve by itself operated smoothly, however the motor body did not. Wh
en
I disassembled the motor body, the little electric motor itself seem to
turn smoothly.
There are 3 sections of gears above the motor, that seem be designed to
increase the torque of that tiny motor. When I separated those sections, I
could not find any damaged teeth on the two lower sections and they
themselves seemed OK. However the upper section cannot be seen or checke
d because
of its location. This is also the section that moves 2 micro switches via
a rocker arm arrangement. What I found here was 2 things. One, one of the
micro switches was not working at all. And two, the gearing section seem
to be binding intermittently. Though I can not see into that area, I
suspect some kind of damage there nor can I determine its cause.
This valve assembly had 1,800+ hours on it. I was under the impression
that the closed position of the valve, would prevent the engine from ever
being started and that the green light confirmed the valve was open. Not s
o
on both counts.
In the end, the ONE time (although there may have been others) I didn
=99t
check the oil pressure after starting, is the time it failed.
So be warned this valve setup is not fail safe or idiot proof. The same
thing happened to Craig Payne, and like him, I=99m going to add a bi
g red low
oil pressure light, dead center of the panel. I=99ll put a pressur
e switch
on the inlet side of the external oil filter. I=99d advise you guys/
gals with
the same set up to do the same.
My plans right now waiting for my engine, is do some major cockpit
refurbishment and clean-up. Along with a bunch of other stuff, I=99v
e never had time
for and wanted to do. I=99ll still get plenty of flying (the Colli
ngs B-24
and Storch) that not a problem. But I do love to fly my CJ on those acro
flights at sunset and will miss it - - - for a while.
Jim "Pappy" Goolsby
Message 2
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Troops
As part of my cockpit refurbishment project, I=99ve often wonder abo
ut
putting rudder cables guards (a la Yak 52) over the CJ=99s exposed r
udder cables.
Question #1 Has any of you CJ guys done this?
Question #2 Is it an easy fit?
Question #3 Assuming =9Cyes=9D to all above, anyone out there
have some
available?
Jim =9CPappy=9D Goolsby
Message 3
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Sorry to hear about your mis-fortune Pappy, but I'm glad you didn't have an
in flight failure and you caught it on the ground.
It does say a lot about keeping things simple though. The more systems you
add to anything, the more susceptible you are to a failure . It's probably
why the Chinese after over 50 years of manufacture have pretty much kept
the design unchanged.
Companies have armies of full time engineers, dedicated full time to
designing, testing, and re-designing systems long before they are released
into production. Imagine our surprise when we experience a failure with our
home brew concoctions, despite several hours of trouble free service during
ideal conditions.
I remember some advise shared with me several years back, he said,
"Ernie... every time you mess with your airplane, you become a Test Pilot".
The man who shared that prophetic bit of wisdom with me was Jimmy Leeward.
Ernie
On Sun, Jan 26, 2014 at 7:53 PM, <cjpilot710@aol.com> wrote:
> I guess by now a number of yawl have heard that I trashed my M-14p
> several weeks back. I have an electric oil tank shutoff valve that I
> normally close at engine shutdown. On start up, I close a switch which
> opens the valve and completes the electrical circuit to open the air
> solenoid. Well after 1,800+ hours, it didn=92t work. We were doing a
> memorial missing man flight, and I got distracted during the start and
> neglected to note oil pressure after start. I got the green light that
> indicated the valve was open, and of course the engine started fine. How
ever
> 5 minutes later after taxiing to the run-up area, I notice that I could n
ot
> get power to check my prop governor. At first I thought I had lost just
> the governor and I called the flight lead that I was dropping out. As I
> turned the airplane to head for the hangar, the engine made a funny sound
,
> that made me look at the oil pressure gage. It read zero of course and I
> shut down the mags immediately. Too late of course.
>
> At present the engine is at Barretts in Tulsa and may be fixed by June.
A
> couple guys who have the same valve that I had have asked me to take it
> apart figure what happened. First of all the valve would not work on
> further tests. It was stuck in the closed position but would open
> manually HOWEVER with a good deal of resistant. I could operate the
> switch in the cockpit which would show normal indications, but the valve
> would move. And yes the engine was making medal.
>
> I disassembled the valve motor, and separated it from the valve itself.
The
> valve by itself operated smoothly, however the motor body did not. When
> I disassembled the motor body, the little electric motor itself seem to
> turn smoothly.
>
> There are 3 sections of gears above the motor, that seem be designed to
> increase the torque of that tiny motor. When I separated those sections,
> I could not find any damaged teeth on the two lower sections and they
> themselves seemed OK. However the upper section cannot be seen or
> checked because of its location. This is also the section that moves 2
> micro switches via a rocker arm arrangement. What I found here was 2
> things. One, one of the micro switches was not working at all. And two,
> the gearing section seem to be binding intermittently. Though I can not
> see into that area, I suspect some kind of damage there nor can I determi
ne
> its cause.
>
> This valve assembly had 1,800+ hours on it. *I was under the impression
> that the closed position of the valve, would prevent the engine from ever
> being started and that the green light confirmed the valve was open. Not
> so on both counts.*
>
> In the end, the ONE time (although there may have been others) I didn=92t
> check the oil pressure after starting, is the time it failed.
>
> So be warned this valve setup is not fail safe or idiot proof. The same
> thing happened to Craig Payne, and like him, I=92m going to add a big red
low
> oil pressure light, dead center of the panel. I=92ll put a pressure swit
ch
> on the inlet side of the external oil filter. I=92d advise you guys/gals
> with the same set up to do the same.
>
> My plans right now waiting for my engine, is do some major cockpit
> refurbishment and clean-up. Along with a bunch of other stuff, I=92ve
> never had time for and wanted to do. I=92ll still get plenty of flying
> (the Collings B-24 and Storch) that not a problem. But I do love to fly
> my CJ on those acro flights at sunset and will miss it - - - for a while.
>
>
> Jim "Pappy" Goolsby
>
> *
>
===========
nics.com/Navigator?Yak-List>
===========
===========
om/contribution>
===========
>
> *
>
>
Message 4
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WHY?
Just another opportunity for something to get under the cover and jam
the rudder or wear the cables.
Tom Elliott
CJ-6A NX63727
777 Quartz Ave
PMB 7004
Sandy Valley NV
89019
Cell 541-297-5497
N13472@AOL.COM
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of
cjpilot710@aol.com
Sent: Sunday, January 26, 2014 5:18 PM
Subject: Yak-List: cockpit project
Troops
As part of my cockpit refurbishment project, I=99ve often wonder
about putting rudder cables guards (a la Yak 52) over the CJ=99s
exposed rudder cables.
Question #1 Has any of you CJ guys done this?
Question #2 Is it an easy fit?
Question #3 Assuming =9Cyes=9D to all above, anyone out
there have some available?
Jim =9CPappy=9D Goolsby
No virus found in this message.
Checked by AVG - www.avg.com
01/26/14
Message 5
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| Subject: | Re: cockpit project |
First sorry about your engine how many of Barrett's M-14 mods are you going
for?. Jim I was told or read a story quite awhile=C2-ago about the rudde
r cable covers it went something like this an experienced hi time Russian a
cro pilot and a GIB was demonstrating the capability's of the Yak 52 and di
d a maneuver that required full rudder and what happened was ether the pilo
t or the GIBs boot heel got caught on the end of the cable=C2-cover and w
ith the rudder boot straps was unable to free the boot resulting in a=C2-
stall spin and=C2-two dead. I don't know if the story's true but I think
it could be. My covers were not delivered with the aircraft so I was not ab
le to see if this could happen.=0ABill Wade N4450Y=0A=0A=0A=0AOn Sunday, Ja
nuary 26, 2014 8:31 PM, Tom Elliott <N13472@aol.com> wrote:=0A =0AWHY?=0AJ
ust another opportunity for something to get under the cover and jam the ru
dder or wear the cables.=0A=C2-=0A=C2-=0ATom Elliott=0ACJ-6A NX63727=0A
777 Quartz Ave=0APMB 7004=0ASandy Valley NV=0A89019=0ACell 541-297-5497=0AN
13472@AOL.COM=0A=C2-=0A=C2-=0A=C2-=0A=C2-=0A=C2-=0AFrom:owner-yak
-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On
Behalf Of cjpilot710@aol.com=0ASent: Sunday, January 26, 2014 5:18 PM=0ATo:
yak-list@matronics.com=0ASubject: Yak-List: cockpit project=0A=C2-=0ATro
ops=0A=C2-=0AAs part of my cockpit refurbishment project, I=99ve of
ten wonder about putting rudder cables guards (a la Yak 52) over the CJ
=99s exposed rudder cables.=C2- =0AQuestion #1=C2- Has any of you CJ
guys done this?=0AQuestion #2=C2- Is it an easy fit?=0AQuestion #3=C2-
Assuming =9Cyes=9D to all above, anyone out there have some av
ailable?=0A=C2-=0AJim =9CPappy=9D Goolsby=0A=C2-=0A=C2-
=0Ahttp://www.matronics.com/Navigator?Yak-List=0Ahttp://forums.matronics.co
m=0Ahttp://www.matronics.com/contribution=0A=C2-=0ANo virus found in this
message.=0AChecked by AVG - http://www.avg.com/=0AVersion: 2014.0.4259 / 0
==============
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