Today's Message Index:
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1. 11:44 AM - Re: CJ Nose Strut (Colin McGeachy)
2. 12:47 PM - Re: M14P mixture adjustment? (DaBear)
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| Subject: | Re: CJ Nose Strut |
20 (+/- 1) atmospheres (293 PSI) for the nose wheel strut. Main wheels
(FYI) are 48 atmospheres.
Colin
C-FTGZ
On 1 August 2014 19:35, Byron Fox <byronmfox@gmail.com> wrote:
>
> Gentlemen, my nose strut seems a bit soft. How many PSI of nitrogen should
> I inflate it to?
> Thanks,
>
> Blitz Fox
> 415-307-2405
>
>
Message 2
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| Subject: | M14P mixture adjustment? |
I wanted to get back to you Mark, Thanks for your thoughts, I didn't know
that about the flat engines. As to engine temps, however I'm not seeing
the same thing.
I understand what you are saying regarding very RICH engines. However, I'm
NOT having any problem seeing CHT's at 380-400 deg F (M14p manual says
428degF max continuous CHT temp) at level cruise. If I'm not careful, the
chts can rise fast on climb out. The engine gets warm enough. I'm seeing
OIL temp rise through engine of 25-26C but typically in cruise still only
see 124 deg F oil temp and that is with CHTs at 380-390 deg F. I really
wouldn't want to run the M14P at 400-428 deg F even though the book says its
ok.
So why the low OIL temps when CHT's are in the normal range?
I typically run at 2400RPM and full throttle on climb, 2400RPM and an inch
back from full throttle for everything else.
Bear
-----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: Wednesday, July 09, 2014 6:31 PM
Subject: RE: Yak-List: M14P mixture adjustment?
--> <mark.bitterlich@navy.mil>
Bear,
Regarding your design premises for flat engines, keep in mind this is only
true for those with a wet sump. For those with a dry sump, which is a
whole lot of them, such as the GSO-480 series for example, they too have an
external oil tank where most of the oil is outside of the engine case.
Just something to keep in mind. I also fly a UTVA-66 with a dry sump
GSO-480 with an auto-mixture adjust pressure carb. I can control EGT, and
thus CHT and oil temp with a simple push of the throttle by a VAST amount.
If I keep RPM up high (3200 or so) and pull the throttle back to say 38
inches (this is a blown engine remember, with max manifold of 48 inches), I
can run the EGT's right up into the danger area in seconds. I control CHT
and Oil Temp with the throttle... and that was an interesting lesson to
learn believe me.
I do not have the external temperature equipment that you have on my M-14P.
That said, oil temperature in M-14 engines flying aerobatics using the
standard probe locations and standard stock instrumentation has ALWAYS been
an issue (meaning they tend to run very high), and many attempts have been
made to address this in all models, such as cooler relocation, bigger
coolers, wing root changes to add the oil cooler there, etc.
Personally, my YAK-50 in hot weather will run the oil temp right into the
red if you let it. Such as on an extended climb. This is true for every
YAK and Sukhoi I have ever dealt with.
So your statement that the oil runs so cool as to not even boil off the
water runs counter to every single experience I have had with these engines.
The only time I have seen anything near to what you are talking about is
when the engines are run WAY WAY RICH. The amount of fuel you dump into
this engine makes a HUGE HUGE difference on engine temperature very much the
same as the UTVA-66. And the carbs between the two are very similar in the
way they work.
For my airplane, speed is the main issue. If I run high power settings in
the summer, I have to push the nose over and get some speed to get the oil
temp down. However, I am climbing at 85% or HIGHER at full throttle.
Yeah, I know a lot of folks like to baby these engines and that is fine, but
I have found them to run better when I push them hard. So far .....at over
800 hours, the only engine issues I have had were with leaded up exhaust
valves and that is when I was trying to be ever so careful with the engine.
Of course MMO fixed all that ....... but I think personally it was because I
started running the engine a lot harder and kept it hot. That opinion and 2
cents might buy you a glass of water, however that is what I do, and it
works for me. As for anyone else.... you're on your own. :-)
Mark
________________________________
From: owner-yak-list-server@matronics.com
[owner-yak-list-server@matronics.com] on behalf of DaBear
[dabear@damned.org]
Sent: Wednesday, July 09, 2014 3:40 PM
Subject: RE: Yak-List: M14P mixture adjustment?
Disclaimer NOTE: Im just typing while my mind thinks, this is my opinion,
not an opinion of an expert. Although, I AM an expert ON my opinions. :)
In the flat engines, the oil is mostly in the engine and a little is in
cooler. In the CJ and Yak oil is mostly in the oil tank, with a little in
the engine and a little in the oil cooler. Therefore, the system has lower
temp oil overall through the process. It could be that the temp probe for
the flat engine is in the engine or on the outlet side. I couldnt get the
outlet side oil temps anywhere near 240DegF.
Also interesting is that in these engines, Housai, M14P and now my M14PF, it
has been extremely difficult to impossible to get the oil temp on the
outbound side of the engine up to 212deg F to boil off any
water/condensation from the oil. The oil temps in the system tend to run
cold even in the heat of summer. For example, running a week or so ago with
OAT around 90DegF, Altitude around 2-3k feet, airspeed at 145-150kts, power
at max continuous, oil inlet temps were 124degF with oil cooler door closed.
Oil outlet only got to 170degF. The oil cooler was changed (New) as of 800
hours ago, so it is warn. Im running 25w60 . Climb up to 9-12k of
altitude and power back a little and its hard to keep the oil temps above
115degF
For people running the M14P and PF in the summer. What are you seeing for
CHT temps on initial take off, cruise, climb? What are the power settings
you are using when seeing these tempts?
Bear
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Todd McCutchan
Sent: Wednesday, July 09, 2014 1:39 PM
Subject: Re: Yak-List: M14P mixture adjustment?
Max sustain 167 F and max 15 min is 185 F vs my recommended 170 F and max
continuous 240 F.
That seeks like a big difference.
Is it due to Russian oil or radial engine?
Todd McCutchan
T-34A & Yak-50
Cell: (260) 402-1740
E-mail: todd@fastaircraft.com<mailto:todd@fastaircraft.com>
www.fastaircraft.com<http://www.fastaircraft.com/>
On Jul 9, 2014, at 10:06 AM, Robin Hou
<rmhou@yahoo.com<mailto:rmhou@yahoo.com>> wrote:
Bear's listed oil temps are the recommended minimum, not maximum. The format
makes the "Min" easy to miss.
On Wednesday, July 9, 2014 10:00 AM, Todd McCutchan
<todd@fastaircraft.com<mailto:todd@fastaircraft.com>> wrote:
Why are oil temps so much lower than flat six engines? Is this a radial
difference or a Russian oil difference?
On my IO-520 in my T-34 max oil is 240 F with 170 recommended.
Todd McCutchan
T-34A & Yak-50
Cell: (260) 402-1740
E-mail: todd@fastaircraft.com<mailto:todd@fastaircraft.com>
www.fastaircraft.com<http://www.fastaircraft.com/>
On Jul 9, 2014, at 9:12 AM, "DaBear"
<dabear@damned.org<mailto:dabear@damned.org>> wrote:
Just a reminder about Oil and CHT Temps here is the info from the M14P
manual.
Oil Temps
Engine Inlet
C
C
F
F
Recommended
50
65
122
149
Min Permissible
40
104
Max Sustain
75
167
Max 15 Min
85
185
Max Delta in/Out
50
122
32
CHT
32
Recommended
140
190
284
374
Min
120
248
Min Prolonged
140
284
Max Prolonged
220
428
Max 15 Min
240
464
That is the recommendation from the folks that built the M14P. I recommend
keeping CHTs well below 400 for engine life. But operation is up to you.
Bear
From:
owner-yak-list-server@matronics.com<mailto:owner-yak-list-server@matronics.c
om> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Richard Goode
Sent: Wednesday, July 09, 2014 9:05 AM
Subject: RE: Yak-List: M14P mixture adjustment?
200 is acceptable in the climb, but I would not want more than that. In
passing, the temperature senders on the sparking plugs are not that
accurate, and it is worth cleaning them and the seat on the cylinder well,
and also, possibly, moving the sender to another cylinder to check.
You refer to a "bleed jet" to avoid confusion the Russian manual calls it
a suction jet. It is made in sizes of 1.3 mm to 2.0 mm, and by virtue of
being a compensating jet a smaller jet richens the mixture. It affects the
engine at medium and full power settings but not at idle. It does make a big
difference to cylinder head temperatures, and indeed to fuel consumption. We
recommend to owners to change the jets between summer and winter, and to use
the biggest jet that is compatible with engine temperatures being
acceptable.
I don't understand what you mean by the jets being "in series". There is
only one.
Changing them is easy, and the jet has its size stamped in very small
letters on the end.
We have stocks of all the commonly used sizes.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com<http://www.russianaeros.com/>
From:
owner-yak-list-server@matronics.com<mailto:owner-yak-list-server@matronics.c
om> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Jerry Painter
Sent: 09 July 2014 12:06
Subject: Yak-List: M14P mixture adjustment?
Got a Yak-18T that shows head temps of 200 gage on initial climb. Seems a
bit high tho it cools down at cruise power. Have not yet verified gage
accuracy. Am wondering if its running a bit lean. I don't see a full power
enrichment circuit in the carburetor dwgs or any adjustment other than bleed
air jets (apparently in series which makes no sense) in the main circuit
plus an adjustment on the AMC diaphragm rod. So I have a few questions: 1)
does anyone have bleed air jet sets for sale? 2) are the jets actually in
series? 3) Do the jets affect the idle, main or full power circuits? How do
you establish a baseline in order to evaluate changes made to the mixture
short of a flow bench?
Jerry Painter
Wild Blue Aviation
FlyWBA@gmail.com<mailto:FlyWBA@gmail.com>
FlyWBA.com<http://flywba.com/>
425-876-0865
http://www.matronics.com/Navigator?Yak-List
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