Today's Message Index:
----------------------
1. 12:16 AM - Re: Oil (Jan Mevis)
2. 01:05 AM - Re: Oil (Ernest Martinez)
3. 06:19 AM - Re: Oil (jblake207@comcast.net)
4. 08:54 AM - Re: Oil (Roger Kemp)
5. 11:09 AM - Re: Oil (cjpilot710@aol.com)
6. 11:10 AM - Air Digram (Ernest Martinez)
7. 11:20 AM - Re: Air Digram (Colin McGeachy)
8. 11:28 AM - Re: Air Digram (Robin Hou)
9. 11:53 AM - Re: Air Digram (Ernest Martinez)
10. 12:04 PM - Re: Re: Pressure Problem (Warren Hill)
11. 12:32 PM - Re: Air Digram (Ernest Martinez)
12. 12:43 PM - Re: DG Cockpit Gauge (Hank Gibson)
13. 01:52 PM - Re: Air Digram (Tom Elliott)
14. 04:39 PM - Operating Limits Letter (Ernest Martinez)
15. 05:39 PM - Re: Oil (Keith Pickford)
16. 10:19 PM - Re: Operating Limits Letter (Richard Hess)
Message 1
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Excellent Walt!
Jan
From: Walter Lannon <wlannon@shaw.ca>
Subject: Re: Yak-List: Oil
Hi Ernie;
I would recommend that you stay with the Aeroshell W oils. Your location
does not experience severe temperature changes so W100 winter and W120
summer should be just fine.
With just one exception all of the approved aviation (piston) engine oils
are mineral oils. This includes the Phillips X/C 20W50 and 25W60. As far
as I know, the only difference (if you can refer to it as such) between
radial and opposed engine oils is the recommended viscosity. There is no
such thing as an aviation detergent oil (though I believe there was,
briefly, some 60 + years ago). There are three basic varieties of aviatio
n
mineral oils. 1. No additives (straight) e.g: 100 SUS or 50 SAE. 2. An
ashless dispersant additive (AD oils) e.g: W100/ W50. ( the W is used by
Aeroshell & Phillips other companies may have different designators)
3. Multi-Grade AD oils with a viscosity modifier added e.g: Phillips X/C
25W60, Aeroshell 15W50. Both use SAE viscosity numbers (60 SAE = 120 SUS)
.
The exception referred to above is the Aeroshell multi-grade. It is a 50%
synthetic. It appears to be a very good oil for relatively modern opposed
engines but I would not use it in any radial. Apparently it has been
improved over the years but:- I used it in an E225 Continental years ago
and found (compared to the previous W100) the oil pressure dropped, oil
temp. increased and, over time, it seeped right through the crankcase!
About the same time a friend put it in his Harvard (R1340) and shortly afte
r
parked it for about 3 months. When he returned there was no oil left.
Personally I have been using 25W60 for some time in CJ=B9s and Harvard=B9s
primarily due to the seasonal temperature change ( =AD10C to 40C).
Walt
From: Ernest Martinez <mailto:erniel29@gmail.com>
Sent: Monday, July 14, 2014 3:13 PM
Subject: Re: Yak-List: Oil
I'm currently on Aeroshell W100. But I'm in Florida and wondering if W120
would be better for the hot weather here. But I have to say that this is on
e
of the driest Housai motors I've seen.
Ernie
On Mon, Jul 14, 2014 at 5:20 PM, Jim <jim@jimivey.com> wrote:
>
>
> Ernie,
>
> You didn't specify if the Aeroshell your airplane has been using was W10
0,
> W120 or a multi-grade . I use Aeroshell W120 and found it best for my h
igh
> temperature environment. Years ago I got smart and tried multi-weight a
nd
> even worse added Lenkite. The thing leaked out oil like shit out of a
> Christmas goose. Went back to Aeroshell W120 and haven't looked back.
>
> Even more important would be an engine (unlike yours) that had been run
on
> non-detergent mineral oil. A good way to die would be switching from
> straight mineral oil to detergent oil (AD). I know somebody that had a
total
> catastrophic failure when he switched to AD oil and the detergent did it
's
> job and loosened up all the "sleeping" gunk and deposits in the engine w
hich
> plugged the oil system. Over Lake Washington.
>
> It is never a good idea to switch horses midstream (say after 100SMOH or
so)
> when it comes to oil.
>
> Jim
>
>
>
> On 7/14/2014 1:37 PM, DaBear wrote:
>
>
>
>>
>>
>>
>> Ernie,
>>
>>
>>
>> I=B9ve used the 25/60 multi-weight oil for both of my M14=B9s and I did swi
tch
>> from the 100W that the previous owner used to the 25w60 for the Housai.
>> That said, I wouldn=B9t switch from 100W unless you really had a reason.
One
>> thing with the 100w is that since many of the flat engine airplanes use
it,
>> it is easier to find while travelling.
>>
>>
>>
>> Good luck with the new CJ
>>
>>
>>
>> Bear
>>
>>
>>
>> From: owner-yak-list-server@matronics.com
>> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Ernest Martin
ez
>> Sent: Monday, July 14, 2014 1:15 PM
>> To: yak-list
>> Subject: Yak-List: Oil
>>
>>
>>
>>
>>
>> In my previous CJ I used to use the Phillips 25/60 Radial Engine Oil an
d was
>> happy with it. My new plane has been running AeroShell all of it's US l
ife (
>> 12+ years) and it's a strong, very dry, motor thats working just fine w
ith
>> excellent oil analysis trends.
>>
>>
>>
>>
>>
>>
>>
>> My first thought was to switch to the Phillips at next oil change, but
then
>> my 2nd thought was "if it aint broke don't fix it".
>>
>>
>>
>>
>>
>>
>>
>> I was hoping to get some thoughts on this, since I'm not sure what make
s
>> "Radial Engine Oil" any different than flat engine oil.
>>
>>
>>
>>
>>
>>
>>
>> Ernie
>>
>>
>> http://www.matronics.com/Navigator?Yak-List
>> http://forums.matronics.com
>> http://www.matronics.com/contribution
>>
>
>
>
> et="_blank">http://www.matronics.com/Navigator?Yak-List
> tp://forums.matronics.com
> _blank">http://www.matronics.com/contribution
>
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 2
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Thanks Pappy, Walt, Jan,
I do remember having a lot more oil pour out of my exhaust during prop pull
thru, with the X/C.
W120 it is then.
Should I use MMO? Just kidding, :) No really, I'm just kidding.
Ernie
On Tuesday, July 15, 2014, Jan Mevis <jan.mevis@informavia.be> wrote:
> Excellent Walt!
>
> Jan
>
> From: Walter Lannon <wlannon@shaw.ca
> <javascript:_e(%7B%7D,'cvml','wlannon@shaw.ca');>>
> <javascript:_e(%7B%7D,'cvml','yak-list@matronics.com');>" <
> yak-list@matronics.com
> <javascript:_e(%7B%7D,'cvml','yak-list@matronics.com');>>
> Date: Tuesday 15 July 2014 08:36
> To: "yak-list@matronics.com
> <javascript:_e(%7B%7D,'cvml','yak-list@matronics.com');>" <
> yak-list@matronics.com
> <javascript:_e(%7B%7D,'cvml','yak-list@matronics.com');>>
> Subject: Re: Yak-List: Oil
>
> Hi Ernie;
>
> I would recommend that you stay with the Aeroshell W oils. Your locatio
n
> does not experience severe temperature changes so W100 winter and W120
> summer should be just fine.
>
> With just one exception all of the approved aviation (piston) engine oils
> are mineral oils. This includes the Phillips X/C 20W50 and 25W60. As f
ar
> as I know, the only difference (if you can refer to it as such) between
> radial and opposed engine oils is the recommended viscosity. There is no
> such thing as an aviation detergent oil (though I believe there was,
> briefly, some 60 + years ago). There are three basic varieties of
> aviation mineral oils. 1. No additives (straight) e.g: 100 SUS or 50 SAE
.
> 2. An ashless dispersant additive (AD oils) e.g: W100/ W50. ( the W is
> used by Aeroshell & Phillips other companies may have different
> designators)
> 3. Multi-Grade AD oils with a viscosity modifier added e.g: Phillips
> X/C 25W60, Aeroshell 15W50. Both use SAE viscosity numbers (60 SAE =
120
> SUS).
>
> The exception referred to above is the Aeroshell multi-grade. It is a 50
%
> synthetic. It appears to be a very good oil for relatively modern oppos
ed
> engines but I would not use it in any radial. Apparently it has been
> improved over the years but:- I used it in an E225 Continental years ago
> and found (compared to the previous W100) the oil pressure dropped, oil
> temp. increased and, over time, it seeped right through the crankcase!
> About the same time a friend put it in his Harvard (R1340) and shortly
> after parked it for about 3 months. When he returned there was no oil
> left.
>
> Personally I have been using 25W60 for some time in CJ=99s and Harv
ard=99s
> primarily due to the seasonal temperature change ( =9310C to 40C).
>
> Walt
>
>
> *From:* Ernest Martinez
> <javascript:_e(%7B%7D,'cvml','erniel29@gmail.com');>
> *Sent:* Monday, July 14, 2014 3:13 PM
> *To:* yak-list <javascript:_e(%7B%7D,'cvml','yak-list@matronics.com');>
> *Subject:* Re: Yak-List: Oil
>
> I'm currently on Aeroshell W100. But I'm in Florida and wondering if W120
> would be better for the hot weather here. But I have to say that this is
> one of the driest Housai motors I've seen.
>
> Ernie
>
>
> On Mon, Jul 14, 2014 at 5:20 PM, Jim <jim@jimivey.com
> <javascript:_e(%7B%7D,'cvml','jim@jimivey.com');>> wrote:
>
>> Ernie,
>>
>> You didn't specify if the Aeroshell your airplane has been using was
>> W100, W120 or a multi-grade . I use Aeroshell W120 and found it best fo
r
>> my high temperature environment. Years ago I got smart and tried
>> multi-weight and even worse added Lenkite. The thing leaked out oil lik
e
>> shit out of a Christmas goose. Went back to Aeroshell W120 and haven't
>> looked back.
>>
>> Even more important would be an engine (unlike yours) that had been run
>> on non-detergent mineral oil. A good way to die would be switching from
>> straight mineral oil to detergent oil (AD). I know somebody that had a
>> total catastrophic failure when he switched to AD oil and the detergent
did
>> it's job and loosened up all the "sleeping" gunk and deposits in the eng
ine
>> which plugged the oil system. Over Lake Washington.
>>
>> It is never a good idea to switch horses midstream (say after 100SMOH or
>> so) when it comes to oil.
>>
>> Jim
>>
>>
>> On 7/14/2014 1:37 PM, DaBear wrote:
>>
>> Ernie,
>>
>>
>>
>> I=99ve used the 25/60 multi-weight oil for both of my M14=99
s and I did
>> switch from the 100W that the previous owner used to the 25w60 for the
>> Housai. That said, I wouldn=99t switch from 100W unless you reall
y had a
>> reason. One thing with the 100w is that since many of the flat engine
>> airplanes use it, it is easier to find while travelling.
>>
>>
>>
>> Good luck with the new CJ
>>
>>
>>
>> Bear
>>
>>
>>
>> *From:* owner-yak-list-server@matronics.com
>> <javascript:_e(%7B%7D,'cvml','owner-yak-list-server@matronics.com');> [
>> mailto:owner-yak-list-server@matronics.com
>> <javascript:_e(%7B%7D,'cvml','owner-yak-list-server@matronics.com');>] *
On
>> Behalf Of *Ernest Martinez
>> *Sent:* Monday, July 14, 2014 1:15 PM
>> *To:* yak-list
>> *Subject:* Yak-List: Oil
>>
>>
>>
>> In my previous CJ I used to use the Phillips 25/60 Radial Engine Oil and
>> was happy with it. My new plane has been running AeroShell all of it's U
S
>> life ( 12+ years) and it's a strong, very dry, motor thats working just
>> fine with excellent oil analysis trends.
>>
>>
>>
>> My first thought was to switch to the Phillips at next oil change, but
>> then my 2nd thought was "if it aint broke don't fix it".
>>
>>
>>
>> I was hoping to get some thoughts on this, since I'm not sure what makes
>> "Radial Engine Oil" any different than flat engine oil.
>>
>>
>>
>> Ernie
>>
>>
>>
>>
>>
>> *http://www.matronics.com/Navigator?Yak-List <http://www.matronics.com/N
avigator?Yak-List>*
>>
>> *http://forums.matronics.com <http://forums.matronics.com>*
>>
>> *http://www.matronics.com/contribution <http://www.matronics.com/contrib
ution>*
>>
>>
>>
>>
>> *
>>
>> et="_blank">http://www.matronics.com/Navigator?Yak-List <http://www.ma
tronics.com/Navigator?Yak-List>
>> tp://forums.matronics.com <http://forums.matronics.com>
>> _blank">http://www.matronics.com/contribution <http://www.matronics.com/
contribution>
>>
>> *
>>
>>
>
> *
>
> href="http://www.matronics.com/Navigator?Yak-List">http://www.matronics
.com/Navigator?Yak-List <http://www.matronics.com/Navigator?Yak-List%22%3Eh
ttp://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
<http://www.matronics.com/contribution%22%3Ehttp://www.matronics.com/c>
> *
>
> *
>
> ww.matronics.com/Navigator?Yak-List <http://ww.matronics.com/Navigator?Ya
k-List>
> com
> ronics.com/contribution <http://ronics.com/contribution>
>
> *
>
> *
>
===========
nics.com/Navigator?Yak-List>
===========
===========
om/contribution>
===========
>
> *
>
>
Message 3
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Use the MMO Ernie, but only if you wear a flight suit and helmet.=C2- :-)
=C2- JB
----- Original Message -----
From: "Ernest Martinez" <erniel29@gmail.com>
Sent: Tuesday, July 15, 2014 3:04:44 AM
Subject: Re: Yak-List: Oil
Thanks Pappy, Walt, Jan,
I do remember having a lot more oil pour out of my exhaust during prop pull
thru, with=C2-the X/C.
W120 it is then.
Should I use MMO? Just kidding, :) No really, I'm just kidding.
Ernie
On Tuesday, July 15, 2014, Jan Mevis < jan.mevis@informavia.be > wrote:
Excellent Walt!
Jan
From: Walter Lannon < wlannon@shaw.ca >
Subject: Re: Yak-List: Oil
Hi Ernie;
=C2-
I would recommend that you stay with the Aeroshell W oils.=C2-=C2- Your
location does not experience severe temperature changes so W100 winter and
W120 summer should be just fine.
=C2-
With just one exception all of the approved aviation (piston) engine oils a
re mineral oils.=C2- This includes the Phillips X/C 20W50 and 25W60.=C2
-=C2- As far as I know, the only difference (if you can refer to it as
such) between radial and opposed engine oils is the recommended viscosity.
=C2- There is no such thing as an aviation detergent oil (though I believ
e there was, briefly, some 60 + years ago).=C2-=C2- There are three bas
ic varieties of aviation mineral oils.=C2- 1. No additives (straight) e.g
: 100 SUS or 50 SAE.=C2- 2.=C2- An ashless dispersant additive (AD oils
)=C2- e.g: W100/ W50.=C2- ( the W is used by Aeroshell & Phillips other
companies may have different designators)=C2-
3.=C2- Multi-Grade AD oils with a viscosity modifier added e.g:=C2-=C2
- Phillips X/C 25W60,=C2- Aeroshell 15W50.=C2- Both use SAE viscosity
numbers (60 SAE = 120 SUS).
=C2-
The exception referred to above is the Aeroshell multi-grade.=C2- It is a
50% synthetic.=C2-=C2- It appears to be a very good oil for relatively
modern opposed engines but I would not use it in any radial.=C2-=C2- A
pparently it has been improved over the years but:-=C2- I used it in an E
225 Continental years ago and found (compared to the previous W100) the oil
pressure dropped, oil temp. increased and, over time, it=C2- seeped righ
t through the crankcase!=C2-=C2- About the same time a friend put it in
his Harvard (R1340) and shortly after parked it for about 3 months.=C2-
=C2- When he returned there was no oil left.=C2-=C2-=C2-
=C2-
Personally I have been using 25W60 for some time in CJ=99s and Harvar
d=99s primarily due to the seasonal temperature change ( =9310C
to 40C).
=C2-
Walt
=C2-
=C2-
From: Ernest Martinez
Sent: Monday, July 14, 2014 3:13 PM
Subject: Re: Yak-List: Oil
=C2-
I'm currently on Aeroshell W100. But I'm in Florida and wondering if W120 w
ould be better for the hot weather here. But I have to say that this is one
of the driest Housai motors I've seen.
=C2-
Ernie
On Mon, Jul 14, 2014 at 5:20 PM, Jim < jim@jimivey.com > wrote:
<blockquote>
Ernie,
You didn't specify if the Aeroshell your airplane has been using was W100,
W120 or a multi-grade .=C2- I use Aeroshell W120 and found it best for my
high temperature environment.=C2- Years ago I got smart and tried multi-
weight and even worse added Lenkite.=C2- The thing leaked out oil like sh
it out of a Christmas goose.=C2- Went back to Aeroshell W120 and haven't
looked back.
Even more important would be an engine (unlike yours) that had been run on
non-detergent mineral oil.=C2- A good way to die would be switching from
straight mineral oil to detergent oil (AD).=C2- I know somebody that had
a total catastrophic failure when he switched to AD oil and the detergent d
id it's job and loosened up all the "sleeping" gunk and deposits in the eng
ine which plugged the oil system.=C2- Over Lake Washington.
It is never a good idea to switch horses midstream (say after 100SMOH or so
) when it comes to oil.
Jim
On 7/14/2014 1:37 PM, DaBear wrote:
<blockquote>
Ernie,
=C2-
I=99ve used the 25/60 multi-weight oil for both of my M14=99s a
nd I did switch from the 100W that the previous owner used to the 25w60 for
the Housai.=C2- That said, I wouldn=99t switch from 100W unless yo
u really had a reason.=C2- One thing with the 100w is that since many of
the flat engine airplanes use it, it is easier to find while travelling.
=C2-
Good luck with the new CJ
=C2-
Bear
=C2-
From: owner-yak-list-server@matronics.com [ mailto:owner-yak-list-server@ma
tronics.com ] On Behalf Of Ernest Martinez
Sent: Monday, July 14, 2014 1:15 PM
Subject: Yak-List: Oil
=C2-
In my previous CJ I used to use the Phillips 25/60 Radial Engine Oil and wa
s happy with it. My new plane has been running AeroShell all of it's US lif
e ( 12+ years) and it's a strong, very dry, motor thats working just fine w
ith excellent oil analysis trends.
=C2-
My first thought was to switch to the Phillips at next oil change, but then
my 2nd thought was "if it aint broke don't fix it".
=C2-
I was hoping to get some thoughts on this, since I'm not sure what makes "R
adial Engine Oil" any different than flat engine oil.
=C2-
Ernie
=C2-
=C2-
http://www.matronics.com/Navigator?Yak-List
http://forums.matronics.com
http://www.matronics.com/contribution
=C2-
et="_blank"> http://www.matronics.com/Navigator?Yak-List tp:// forums.mat
ronics.com _blank"> http://www.matronics.com/contribution
</blockquote>
=C2-
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.ma
tronics.com/c
ww.matronics.com/Navigator?Yak-List com ronics.com/contribution
et="_blank">http://www.matronics.com/Navigator?Yak-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
</blockquote>
===
Message 4
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Got a pesky cat leaving paw prints on your freshly waxed CJ wings?
Just kidding!
Doc
Sent from my iPad
> On Jul 15, 2014, at 3:04 AM, Ernest Martinez <erniel29@gmail.com> wrote:
>
> Thanks Pappy, Walt, Jan,
>
> I do remember having a lot more oil pour out of my exhaust during prop pul
l thru, with the X/C.
>
> W120 it is then.
>
> Should I use MMO? Just kidding, :) No really, I'm just kidding.
>
> Ernie
>
>> On Tuesday, July 15, 2014, Jan Mevis <jan.mevis@informavia.be> wrote:
>> Excellent Walt!
>>
>> Jan
>>
>> From: Walter Lannon <wlannon@shaw.ca>
>> Date: Tuesday 15 July 2014 08:36
>> To: "yak-list@matronics.com" <yak-list@matronics.com>
>> Subject: Re: Yak-List: Oil
>>
>> Hi Ernie;
>>
>> I would recommend that you stay with the Aeroshell W oils. Your locatio
n does not experience severe temperature changes so W100 winter and W120 sum
mer should be just fine.
>>
>> With just one exception all of the approved aviation (piston) engine oils
are mineral oils. This includes the Phillips X/C 20W50 and 25W60. As far
as I know, the only difference (if you can refer to it as such) between rad
ial and opposed engine oils is the recommended viscosity. There is no such t
hing as an aviation detergent oil (though I believe there was, briefly, some
60 + years ago). There are three basic varieties of aviation mineral oils
. 1. No additives (straight) e.g: 100 SUS or 50 SAE. 2. An ashless disper
sant additive (AD oils) e.g: W100/ W50. ( the W is used by Aeroshell & Phi
llips other companies may have different designators)
>> 3. Multi-Grade AD oils with a viscosity modifier added e.g: Phillips X
/C 25W60, Aeroshell 15W50. Both use SAE viscosity numbers (60 SAE = 120 S
US).
>>
>> The exception referred to above is the Aeroshell multi-grade. It is a 50
% synthetic. It appears to be a very good oil for relatively modern oppose
d engines but I would not use it in any radial. Apparently it has been imp
roved over the years but:- I used it in an E225 Continental years ago and f
ound (compared to the previous W100) the oil pressure dropped, oil temp. inc
reased and, over time, it seeped right through the crankcase! About the s
ame time a friend put it in his Harvard (R1340) and shortly after parked it f
or about 3 months. When he returned there was no oil left.
>>
>> Personally I have been using 25W60 for some time in CJ=99s and Harv
ard=99s primarily due to the seasonal temperature change ( =9310
C to 40C).
>>
>> Walt
>>
>>
>> From: Ernest Martinez
>> Sent: Monday, July 14, 2014 3:13 PM
>> To: yak-list
>> Subject: Re: Yak-List: Oil
>>
>> I'm currently on Aeroshell W100. But I'm in Florida and wondering if W120
would be better for the hot weather here. But I have to say that this is on
e of the driest Housai motors I've seen.
>>
>> Ernie
>>
>>
>>> On Mon, Jul 14, 2014 at 5:20 PM, Jim <jim@jimivey.com> wrote:
>>> Ernie,
>>>
>>> You didn't specify if the Aeroshell your airplane has been using was W10
0, W120 or a multi-grade . I use Aeroshell W120 and found it best for my hi
gh temperature environment. Years ago I got smart and tried multi-weight an
d even worse added Lenkite. The thing leaked out oil like shit out of a Chr
istmas goose. Went back to Aeroshell W120 and haven't looked back.
>>>
>>> Even more important would be an engine (unlike yours) that had been run o
n non-detergent mineral oil. A good way to die would be switching from stra
ight mineral oil to detergent oil (AD). I know somebody that had a total ca
tastrophic failure when he switched to AD oil and the detergent did it's job
and loosened up all the "sleeping" gunk and deposits in the engine which pl
ugged the oil system. Over Lake Washington.
>>>
>>> It is never a good idea to switch horses midstream (say after 100SMOH or
so) when it comes to oil.
>>>
>>> Jim
>>>
>>>
>>> On 7/14/2014 1:37 PM, DaBear wrote:
>>>> Ernie,
>>>>
>>>>
>>>>
>>>> I=99ve used the 25/60 multi-weight oil for both of my M14=99
s and I did switch from the 100W that the previous owner used to the 25w60 f
or the Housai. That said, I wouldn=99t switch from 100W unless you re
ally had a reason. One thing with the 100w is that since many of the flat e
ngine airplanes use it, it is easier to find while travelling.
>>>>
>>>>
>>>>
>>>> Good luck with the new CJ
>>>>
>>>>
>>>>
>>>> Bear
>>>>
>>>>
>>>>
>>>> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server
@matronics.com] On Behalf Of Ernest Martinez
>>>> Sent: Monday, July 14, 2014 1:15 PM
>>>> To: yak-list
>>>> Subject: Yak-List: Oil
>>>>
>>>>
>>>>
>>>> In my previous CJ I used to use the Phillips 25/60 Radial Engine Oil an
d was happy with it. My new plane has been running AeroShell all of it's US l
ife ( 12+ years) and it's a strong, very dry, motor thats working just fine w
ith excellent oil analysis trends.
>>>>
>>>>
>>>>
>>>> My first thought was to switch to the Phillips at next oil change, but t
hen my 2nd thought was "if it aint broke don't fix it".
>>>>
>>>>
>>>>
>>>> I was hoping to get some thoughts on this, since I'm not sure what make
s "Radial Engine Oil" any different than flat engine oil.
>>>>
>>>>
>>>>
>>>> Ernie
>>>>
>>>>
>>>>
>>>> http://www.matronics.com/Navigator?Yak-List
>>>> http://forums.matronics.com
>>>> http://www.matronics.com/contribution
>>>
>>>
>>>
>>> et="_blank">http://www.matronics.com/Navigator?Yak-List
>>> tp://forums.matronics.com
>>> _blank">http://www.matronics.com/contribution
>>>
>>
>>
>>
>>
>> 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
>>
>>
>> ww.matronics.com/Navigator?Yak-List
>> com
>> ronics.com/contribution
>>
>>
>>
>> et="_blank">http://www.matronics.com/Navigator?Yak-List
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>>
>
>
>
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 5
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It cures acme you know.
In a message dated 7/15/2014 9:19:36 A.M. Eastern Daylight Time,
jblake207@comcast.net writes:
Use the MMO Ernie, but only if you wear a flight suit and helmet. :-) JB
____________________________________
From: "Ernest Martinez" <erniel29@gmail.com>
Sent: Tuesday, July 15, 2014 3:04:44 AM
Subject: Re: Yak-List: Oil
Thanks Pappy, Walt, Jan,
I do remember having a lot more oil pour out of my exhaust during prop
pull thru, with the X/C.
W120 it is then.
Should I use MMO? Just kidding, :) No really, I'm just kidding.
Ernie
On Tuesday, July 15, 2014, Jan Mevis <_jan.mevis@informavia.be_
(mailto:jan.mevis@informavia.be) > wrote:
Excellent Walt!
Jan
From: Walter Lannon <_wlannon@shaw.ca_
(javascript-blocked-blocked:_e({},'cvml','wlannon@shaw.ca');) >
(javascript-blocked-blocked:_e({},'cvml','yak-list@matronics.com');) " <_y
ak-list@matronics.com_
(javascript-blocked-blocked:_e({},'cvml','yak-list@matronics.com');) >
(javascript-blocked-blocked:_e({},'cvml','yak-list@matronics.com');) " <_y
ak-list@matronics.com_
(javascript-blocked-blocked:_e({},'cvml','yak-list@matronics.com');) >
Subject: Re: Yak-List: Oil
Hi Ernie;
I would recommend that you stay with the Aeroshell W oils. Your location
does not experience severe temperature changes so W100 winter and W120
summer should be just fine.
With just one exception all of the approved aviation (piston) engine oils
are mineral oils. This includes the Phillips X/C 20W50 and 25W60. As fa
r
as I know, the only difference (if you can refer to it as such) between
radial and opposed engine oils is the recommended viscosity. There is no
such thing as an aviation detergent oil (though I believe there was, brief
ly,
some 60 + years ago). There are three basic varieties of aviation minera
l
oils. 1. No additives (straight) e.g: 100 SUS or 50 SAE. 2. An ashless
dispersant additive (AD oils) e.g: W100/ W50. ( the W is used by
Aeroshell & Phillips other companies may have different designators)
3. Multi-Grade AD oils with a viscosity modifier added e.g: Phillips
X/C 25W60, Aeroshell 15W50. Both use SAE viscosity numbers (60 SAE = 1
20
SUS).
The exception referred to above is the Aeroshell multi-grade. It is a 50%
synthetic. It appears to be a very good oil for relatively modern
opposed engines but I would not use it in any radial. Apparently it has
been
improved over the years but:- I used it in an E225 Continental years ago
and
found (compared to the previous W100) the oil pressure dropped, oil temp.
increased and, over time, it seeped right through the crankcase! About
the same time a friend put it in his Harvard (R1340) and shortly after
parked it for about 3 months. When he returned there was no oil left.
Personally I have been using 25W60 for some time in CJ=99s and Harva
rd=99s
primarily due to the seasonal temperature change ( =9310C to 40C).
Walt
From: _Ernest Martinez_
(javascript-blocked-blocked:_e({},'cvml','erniel29@gmail.com');)
Sent: Monday, July 14, 2014 3:13 PM
(javascript-blocked-blocked:_e({},'cvml','yak-list@matronics.com');)
Subject: Re: Yak-List: Oil
I'm currently on Aeroshell W100. But I'm in Florida and wondering if W120
would be better for the hot weather here. But I have to say that this is
one of the driest Housai motors I've seen.
Ernie
On Mon, Jul 14, 2014 at 5:20 PM, Jim <_jim@jimivey.com_
(javascript-blocked-blocked:_e({},'cvml','jim@jimivey.com');) > wrote:
Ernie,
You didn't specify if the Aeroshell your airplane has been using was W100,
W120 or a multi-grade . I use Aeroshell W120 and found it best for my
high temperature environment. Years ago I got smart and tried multi-weigh
t
and even worse added Lenkite. The thing leaked out oil like shit out of a
Christmas goose. Went back to Aeroshell W120 and haven't looked back.
Even more important would be an engine (unlike yours) that had been run on
non-detergent mineral oil. A good way to die would be switching from
straight mineral oil to detergent oil (AD). I know somebody that had a to
tal
catastrophic failure when he switched to AD oil and the detergent did it's
job and loosened up all the "sleeping" gunk and deposits in the engine whi
ch
plugged the oil system. Over Lake Washington.
It is never a good idea to switch horses midstream (say after 100SMOH or
so) when it comes to oil.
Jim
On 7/14/2014 1:37 PM, DaBear wrote:
Ernie,
I=99ve used the 25/60 multi-weight oil for both of my M14=99s
and I did
switch from the 100W that the previous owner used to the 25w60 for the Ho
usai.
That said, I wouldn=99t switch from 100W unless you really had a rea
son.
One thing with the 100w is that since many of the flat engine airplanes us
e
it, it is easier to find while travelling.
Good luck with the new CJ
Bear
From: _owner-yak-list-server@matronics.com_
(javascript-blocked-blocked:_e({},'cvml','owner-yak-list-server@matronics.c
om');)
[_mailto:owner-yak-list-server@matronics.com_
(javascript-blocked-blocked:_e({},'cvml','owner-yak-list-server@matronics.c
om');) ] On Behalf Of Ernest Martinez
Sent: Monday, July 14, 2014 1:15 PM
Subject: Yak-List: Oil
In my previous CJ I used to use the Phillips 25/60 Radial Engine Oil and
was happy with it. My new plane has been running AeroShell all of it's US
life ( 12+ years) and it's a strong, very dry, motor thats working just fi
ne
with excellent oil analysis trends.
My first thought was to switch to the Phillips at next oil change, but
then my 2nd thought was "if it aint broke don't fix it".
I was hoping to get some thoughts on this, since I'm not sure what makes
"Radial Engine Oil" any different than flat engine oil.
Ernie
http://www.matronics.com/Navigator?Yak-List
_http://forums.matronics.com_ (http://forums.matronics.com/)
http://www.matronics.com/contribution
et="_blank">http://www.matronics.com/Navigator?Yak-List
tp://_forums.matronics.com_ (http://forums.matronics.com/)
_blank">http://www.matronics.com/contribution
href="http://www.matronics.com/Navigator?Yak-List">http://www.matronics.c
om/Navigator?Yak-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
_ww.matronics.com/Navigator?Yak-List_
(http://ww.matronics.com/Navigator?Yak-List)
com
_ronics.com/contribution_ (http://ronics.com/contribution)
et="_blank">http://www.matronics.com/Navigator?Yak-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
et=_blank
data-mce-href="http://www.matronics.com/Navigator?Yak-List">http://www.ma
tronics.com/Navigator?Yak-List
a-mce-href="http://forums.matronics.com">http://forums.matronics.com blan
k
data-mce-href="http://www.matronics.com/contribution">http://www.matronic
s.co
m/contribution
Message 6
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Does anyone have a really good Air Schematic for a CJ that they could
forward to me. The one I have is tiny and hard to read. I remember years
back someone created a really nice color one, I've searched the archives
and see it mentioned but can't find a link to the actual diagram.
Thanks
Ernie
Message 7
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Here you go.
On 15 July 2014 14:10, Ernest Martinez <erniel29@gmail.com> wrote:
> Does anyone have a really good Air Schematic for a CJ that they could
> forward to me. The one I have is tiny and hard to read. I remember years
> back someone created a really nice color one, I've searched the archives
> and see it mentioned but can't find a link to the actual diagram.
>
> Thanks
>
> Ernie
>
> *
>
>
> *
>
>
Message 8
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See attached. Not sure if it will come through. If not, please email me.
Robin
On Tuesday, July 15, 2014 11:21 AM, Ernest Martinez <erniel29@gmail.com> wrote:
Does anyone have a really good Air Schematic for a CJ that they could forward to
me. The one I have is tiny and hard to read. I remember years back someone created
a really nice color one, I've searched the archives and see it mentioned
but can't find a link to the actual diagram.
Thanks
Ernie
Message 9
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Very nice thanks!
Ernie
On Tue, Jul 15, 2014 at 2:18 PM, Colin McGeachy <colinmcgeachy@gmail.com>
wrote:
> Here you go.
>
>
> On 15 July 2014 14:10, Ernest Martinez <erniel29@gmail.com> wrote:
>
>> Does anyone have a really good Air Schematic for a CJ that they could
>> forward to me. The one I have is tiny and hard to read. I remember years
>> back someone created a really nice color one, I've searched the archives
>> and see it mentioned but can't find a link to the actual diagram.
>>
>> Thanks
>>
>> Ernie
>>
>> *
>>
>> et="_blank">http://www.matronics.com/Navigator?Yak-List <http://www.matronics.com/Navigator?Yak-List>
>> tp://forums.matronics.com <http://forums.matronics.com>
>> _blank">http://www.matronics.com/contribution <http://www.matronics.com/contribution>
>>
>> *
>>
>>
>
Message 10
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| Subject: | Re: Pressure Problem |
Mark,
Wanted to thank you for the insights below. Had several episodes of an intermittent
in-flight gear up problem associated with loud hissing from the forward cockpit
gear actuator selector. Long story short, the problem ended up being a
main gear actuator seal. Ended up eventually replacing all three gear actuators.
Problem solved. Great explanation that helped me figure this one out.
The tired old joke is that we fly these airplanes to see what needs to be fixed
next.
Warren Hill
N464TW
Mesa, AZ
On Jun 25, 2014, at 9:10 AM, Bitterlich, Mark G CIV NAVAIR, WD <mark.bitterlich@navy.mil>
wrote:
>
> Actually Keith, the gear selector in the YAK is something you really need to
know in detail. When I first got my 50, I noticed that the gear handle "had
a leak". I removed it from the aircraft, took it all apart, and there was not
a darn thing wrong with it. This was about 14 years ago.
>
> I reverse engineered every single air-line in that darn thing and finally figured
it out, which it today pretty much common knowledge.
>
> You're right about the port but it is important to know that the air you hear
venting is coming from the OPPOSITE SIDE of the actuators that you are trying
to pressurize. In other words, picture this: If you have an actuator and push
on it in one direction, the internal plunger is going to push air OUT the other
side! And that air has to go SOMEPLACE and that "someplace" is out the
vent you are talking about.
>
> So when you put the gear handle DOWN, air goes in and forces the actuators to
move. The air on the OPPOSITE side of that piston is then pushed out of the
actuator, up through the air lines, to the gear actuator and out the vent.
>
> An important things to realize about this.
>
> The actuators are internally sealed (in the YAK-50) with rubber Chevron Seals.
These can fail, meaning they will leak. This is of course a very bad thing
and needs to be corrected immediately. How do you know it is happening?
Because when the gear goes down (or up) and the handle is left in that position,
air pressure is constantly fed to the piston in the actuator. If the internal
seals leak, the air will come out the opposite side of the actuator, go up
the air-lines to the gear actuator handle and HISS out of the vent port constantly.
This can leak you to believe you have a bad gear actuator selector when
in fact you have a serious problem in your gear actuator(s)!
>
> So bottom line, if you hear air hissing out of the gear actuator lever in the
cockpit, do not immediately assume there is a leak in the gear selector, instead
check to see if it is coming out of the VENT in which case, suspect a leaking
gear actuator seal.
>
> Mark
>
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of keithmckinley
> Sent: Wednesday, June 25, 2014 9:30 AM
> To: yak-list@matronics.com
> Subject: Yak-List: Re: Pressure Problem
>
>
> The gear and flap selector valve has a small port that will vent air when the
selector is moved from one position to the other. I've had one of these selector
valves leak so bad through this port I could not build full pressure.
> If you have started playing with the ones in the rear cockpit you may start there.
>
> Mine was a CJ and I believe the selectors are the same in a Yak
>
> --------
> Keith McKinley
> 700HS
> X26 Sebastian, FL
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=425447#425447
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 11
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Now I just need something on the diagram interpreted.
I assumed that the flap circuit was similar to the gear circuit, but
according this this diagram that Collin sent me the flap valves both have
their air provided at the center port. The only difference is the diverter
valves on the aft cockpit flap valve (according to the drawing, the
diverters I'm assuming are near the actuator).
Am I to interpret this as: Air from the aft flap valve has precedence over
air from the forward flap valve at the diverter valves?
Ernie
On Tue, Jul 15, 2014 at 2:53 PM, Ernest Martinez <erniel29@gmail.com> wrote:
> Very nice thanks!
>
> Ernie
>
>
> On Tue, Jul 15, 2014 at 2:18 PM, Colin McGeachy <colinmcgeachy@gmail.com>
> wrote:
>
>> Here you go.
>>
>>
>>
>>
>> On 15 July 2014 14:10, Ernest Martinez <erniel29@gmail.com> wrote:
>>
>>> Does anyone have a really good Air Schematic for a CJ that they could
>>> forward to me. The one I have is tiny and hard to read. I remember years
>>> back someone created a really nice color one, I've searched the archives
>>> and see it mentioned but can't find a link to the actual diagram.
>>>
>>> Thanks
>>>
>>> Ernie
>>>
>>> *
>>>
>>> et="_blank">http://www.matronics.com/Navigator?Yak-List <http://www.matronics.com/Navigator?Yak-List>
>>> tp://forums.matronics.com <http://forums.matronics.com>
>>> _blank">http://www.matronics.com/contribution <http://www.matronics.com/contribution>
>>>
>>> *
>>>
>>>
>>
>
Message 12
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| Subject: | Re: DG Cockpit Gauge |
Hello all- anyone have a working Directional Gyro gauge (ZH-4) willing to pa
rt with? Pls contact me off list. hkgibby@yahoo.com/904-738-3240.
Tks- Hoot
Sent from my iPhone
> On Jul 15, 2014, at 2:18 PM, Colin McGeachy <colinmcgeachy@gmail.com> wrot
e:
>
> Here you go.
>
>
>
>
>> On 15 July 2014 14:10, Ernest Martinez <erniel29@gmail.com> wrote:
>> Does anyone have a really good Air Schematic for a CJ that they could for
ward to me. The one I have is tiny and hard to read. I remember years back s
omeone created a really nice color one, I've searched the archives and see i
t mentioned but can't find a link to the actual diagram.
>>
>> Thanks
>>
>> Ernie
>>
>>
>> et="_blank">http://www.matronics.com/Navigator?Yak-List
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>>
>
> <CJ Pneumatic System Schematic Diagram.pdf>
Message 13
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You are correct.
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 Ernest
Martinez
Sent: Tuesday, July 15, 2014 12:32 PM
Subject: Re: Yak-List: Air Digram
Now I just need something on the diagram interpreted.
I assumed that the flap circuit was similar to the gear circuit, but
according this this diagram that Collin sent me the flap valves both
have their air provided at the center port. The only difference is the
diverter valves on the aft cockpit flap valve (according to the drawing,
the diverters I'm assuming are near the actuator).
Am I to interpret this as: Air from the aft flap valve has precedence
over air from the forward flap valve at the diverter valves?
Ernie
On Tue, Jul 15, 2014 at 2:53 PM, Ernest Martinez <erniel29@gmail.com>
wrote:
Very nice thanks!
Ernie
On Tue, Jul 15, 2014 at 2:18 PM, Colin McGeachy
<colinmcgeachy@gmail.com> wrote:
Here you go.
On 15 July 2014 14:10, Ernest Martinez <erniel29@gmail.com> wrote:
Does anyone have a really good Air Schematic for a CJ that they could
forward to me. The one I have is tiny and hard to read. I remember years
back someone created a really nice color one, I've searched the archives
and see it mentioned but can't find a link to the actual diagram.
Thanks
Ernie
et="_blank">http://www.matronics.com/Navigator?Yak-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
No virus found in this message.
Checked by AVG - www.avg.com
07/15/14
Message 14
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| Subject: | Operating Limits Letter |
The previous owner of my airplane lost his ops limits, and I've forgotten
the procedure to get them with the new Home base etc.
Can someone fill me in.
Thanks
Ernie
Message 15
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=0A"driest housai I've ever seen" =0A=0A=0AJust means it hasn't got any oil
in it=0A=0A=0A=0AOn Tuesday, 15 July 2014 10:23 AM, Ernest Martinez <ernie
l29@gmail.com> wrote:=0A =0A=0A=0AI'm currently on Aeroshell W100. But I'm
in Florida and wondering if W120 would be better for the hot weather here.
But I have to say that this is one of the driest Housai motors I've seen.
=0A=0AErnie=0A=0A=0A=0AOn Mon, Jul 14, 2014 at 5:20 PM, Jim <jim@jimivey.co
m> wrote:=0A=0AErnie,=0A>=0A>You didn't specify if the Aeroshell your airpl
ane has been using=0A was W100, W120 or a multi-grade .=C2- I use Ae
roshell W120 and found=0A it best for my high temperature environment.
=C2- Years ago I got=0A smart and tried multi-weight and even worse
added Lenkite.=C2- The=0A thing leaked out oil like shit out of a Ch
ristmas goose.=C2- Went=0A back to Aeroshell W120 and haven't looked
back.=0A>=0A>Even more important would be an engine (unlike yours) that ha
d=0A been run on non-detergent mineral oil.=C2- A good way to die wo
uld be=0A switching from straight mineral oil to detergent oil (AD).
=C2- I know=0A somebody that had a total catastrophic failure when h
e switched to=0A AD oil and the detergent did it's job and loosened up
all the=0A "sleeping" gunk and deposits in the engine which plugged t
he oil=0A system.=C2- Over Lake Washington.=0A>=0A>It is never a goo
d idea to switch horses midstream (say after=0A 100SMOH or so) when it
comes to oil.=0A>=0A>Jim=0A>=0A>=0A>On 7/14/2014 1:37 PM, DaBear wrote:=0A
>=0A>Ernie,=0A>>=C2-=0A>>I=99ve used the 25/60 multi-weight oil for
both of my M14=99s and I did switch from the 100W that the previous
owner used to the 25w60 for the Housai.=C2- That said, I wouldn=99t
switch from 100W unless you really had a reason.=C2- One thing with the
100w is that since many of the flat engine airplanes use it, it is easier t
o find while travelling.=0A>>=C2-=0A>>Good luck with the new CJ=0A>>=C2
-=0A>>Bear=0A>>=C2-=0A>>From:owner-yak-list-server@matronics.com [mailt
o:owner-yak-list-server@matronics.com] On Behalf Of Ernest Martinez=0A>>Sen
t: Monday, July 14, 2014 1:15 PM=0A>>To: yak-list=0A>>Subject: Yak-List: Oi
l=0A>>=C2-=0A>>In my previous CJ I used to use the Phillips 25/60 Radial
Engine Oil and was happy with it. My new plane has been running AeroShell a
ll of it's US life ( 12+ years) and it's a strong, very dry, motor thats wo
rking just fine with excellent oil analysis trends.=C2-=0A>>=C2-=0A>>My
first thought was to switch to the Phillips at next oil change, but then m
y 2nd thought was "if it aint broke don't fix it".=0A>>=C2-=0A>>I was hop
ing to get some thoughts on this, since I'm not sure what makes "Radial Eng
ine Oil" any different than flat engine oil.=0A>>=C2-=0A>>Ernie=0A>>=C2
-=0A>>=C2-=0A>>http://www.matronics.com/Navigator?Yak-List=0A>>http://f
orums.matronics.com=0A>>http://www.matronics.com/contribution=0A>>=C2-=0A
>=0A>et="_blank">http://www.matronics.com/Navigator?Yak-List=0Atp://forum
=========
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| Subject: | Re: Operating Limits Letter |
FAA has them on file
Richard Hess
C 404-964-4885
> On Jul 16, 2014, at 1:38, Ernest Martinez <erniel29@gmail.com> wrote:
>
> The previous owner of my airplane lost his ops limits, and I've forgotten t
he procedure to get them with the new Home base etc.
>
> Can someone fill me in.
>
> Thanks
>
> Ernie
>
>
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