Today's Message Index:
----------------------
1. 01:21 AM - Testing Fuel Shutoff Valve (ChangDriver)
2. 05:02 AM - Removing GIB Controls (Ernest Martinez)
3. 05:26 AM - Re: Removing GIB Controls (j blake)
4. 06:00 AM - Re: Carb fuel drain on Housai engine while stored on shipping pallet (Roger Kemp)
5. 06:07 AM - Re: Re: Reverse Rotation On Shutdown (Roger Kemp)
6. 06:19 AM - Re: Removing GIB Controls (Ernest Martinez)
7. 06:58 AM - Re: Removing GIB Controls (cjpilot710@aol.com)
8. 01:28 PM - Aeroquip Hose (Ernest Martinez)
9. 07:57 PM - Re: Aeroquip Hose (A. Dennis Savarese)
Message 1
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| Subject: | Testing Fuel Shutoff Valve |
The question originally was, do you know how to test the fuel shut off to see if
it really is shutting off the fuel without having to run the engine to find
out?
As noted by others, testing the fuel shutoff with a running engine takes a very
long time.
I would think you would open the system after the fuel strainer and then operate
the wobble pump to apply fuel pressure to the system.
Craig
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=430807#430807
Message 2
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| Subject: | Removing GIB Controls |
I've been contemplating the pro's and con's of Rear Cockpit controls for
Gear, Flaps, Mags and Emergency Blowdown.
For me personally, 90% of the time the rear seat is empty, 90% of the time
the rear seat is occupied it's with a non-pilot passenger. I don't ever
expect to be giving instruction from the rear seat or allowing anyone else
to use my plane for such purposes. When I consider the extra points of
failure in the rear seat, the complexity it adds to the air circuits, and
the very real possibility of inadvertent manipulation of a gear, flap or
mag switch, plus the additional sources of air leaks, the argument for
removal is strong.
Other than re-sale or dual instruction considerations, I can't see how the
redundancy benefit (albeit only when theres someone back there) outweighs
what I outlined above.
I know some folks have just removed the handles, from the Valves, but I'm
talking about complete removal to simplify the air system and make it more
reliable.
The plumbing job is rather easy. And reversing it is just as easy.
Thoughts????
Ernie
Message 3
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| Subject: | Re: Removing GIB Controls |
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Message 4
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| Subject: | Re: Carb fuel drain on Housai engine while stored on shipping |
pallet
Nice Apple strikes again. Missed it, sorry. Poor editing on the run. Not a H
ousi kind of guy.
Doc
Sent from my iPad
> On Sep 19, 2014, at 9:05 AM, Roger Kemp <f16viperdoc@me.com> wrote:
>
> Dave,
> Not a Housing kind of guy but with the M-14 there is a finestrated filter t
hat can be found by unscrewing the right angle fuel inlet fitting on the bot
tom of the carb. It will drain the chamber if there is anything there. Again
I strongly doubt it because when you disconnected the fuel line gravity dra
ined the chamber. What if any left evaporation took care of.
> Doc
>
> Sent from my iPad
>
>> On Sep 18, 2014, at 10:31 PM, david stroud <dwstroud@xplornet.com> wrote:
>>
>> Lads, I need to Air Freight a Housai engine overseas and there is a requi
rement to demonstrate
>> that there is no fuel in the carb for Dangerous Goods Certification
before submitting to the
>> Air Freight Carrier.
>>
>> I have not become familiar enough with the engine unfortunately. So, with
the engine sitting on it's
>> back on the shipping pallet, ie...crankshaft vertical, is there a fuel dr
ain that could be easily removed
>> and shown as evidence of no fuel in the carb ? Might I have to remove the
carb or just the bowl to
>> show significant evidence of no fuel hazard ?
>>
>> Thanks for any help...need to ship this bugger out next week.
>>
>> Regards..
>>
>> David Stroud
>>
>>
>>
>
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
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=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
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>
Message 5
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| Subject: | Re: Reverse Rotation On Shutdown |
Rags stuffed in the intake works to. Watch that big fan on the nose though. I
f you don't it will leave a permanent mark.
Had to do that once when one of the P leads became disconnected and the fuel
cut off was not completely closing.
Doc
Sent from my iPad
> On Sep 19, 2014, at 8:13 AM, Richard Hess <hess737@aol.com> wrote:
>
> Earnie,
> I once had to shut down an idling M-14P with the firewall handle. It took l
ong minutes to use up the remaining fuel. Surprised me how long.
>
> Richard Hess
> President
> International Jets, Inc.
> Cell 404-964-4885
>
>
> -----Original Message-----
> From: Ernest Martinez <erniel29@gmail.com>
> To: yak-list <yak-list@matronics.com>
> Sent: Fri, Sep 19, 2014 8:51 am
> Subject: Re: Yak-List: Re: Reverse Rotation On Shutdown
>
> Or....pull handle while engine is running. If engine shut's off, it works.
>
>> On Fri, Sep 19, 2014 at 8:49 AM, Ernest Martinez <erniel29@gmail.com> wro
te:
>> Then do the same thing while operating the wobble pump.
>>
>> Ernie
>>
>>> On Fri, Sep 19, 2014 at 8:21 AM, A. Dennis Savarese <dsavarese0812@bells
outh.net> wrote:
>>> Nope! The first step is correct. "Pull fuel shut off handle". You do w
ant to test the system closed and under pressure. Opening any portion of t
he system will not test the system as if the engine was running. And clearl
y that is what you want to do.
>>> Dennis
>>> A. Dennis Savarese
>>> 334-285-6263
>>> 334-546-8182 (mobile)
>>> www.yak-52.com
>>> Skype - Yakguy1
>>> On 9/18/2014 9:42 PM, Egon wrote:
>>>>
>>>> Ok. I'll have a go.
>>>> Pull Fuel Shut Off Handle
>>>> Undo Fuel Drain on the bottom of the Fuel Strainer Housing.
>>>> If fuel shutoff is working correctly, then just the fuel in the housing
should
>>>> run out, ie the fuel should stop running fairly quickly.
>>>> Undoing the bottom of the strainer housing first and popping the fuel s
creen out, will not check the fuel shutoff as the fuel should automatically s
top running when the filter pops out. ( safety feature )
>>>>
>>>>
>>>>
>>>>
>>>> Read this topic online here:
>>>>
>>>> http://forums.matronics.com/viewtopic.php?p=430762#430762
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>> et="_blank">http://www.matronics.com/Navigator?Yak-List
>>> tp://forums.matronics.com
>>> _blank">http://www.matronics.com/contribution
>>>
>
> http://www.matronic==================
========= - MATRONICS WEB FORUMS -
> =========================
==========================
===href="http://www.matronics.com/contribution" target=_blank>http
://www.matr======================
=====================
>
>
>
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>
Message 6
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| Subject: | Re: Removing GIB Controls |
Jon,
I wasn't referring to flight controls, just gear flaps.
> On Sep 20, 2014, at 8:23 AM, j blake <jblake207@comcast.net> wrote:
>
> Mags...yes. Fix gear slider to prevent a gear UP from rear. Maybe fuel shu
t off but leave the rest. Yep... Very seldom used but on those occasions whe
n you get to allow a non pilot GIB to fly for 2 minutes... Well, priceless. J
B
>
> Sent from my Verizon Wireless 4G LTE DROID
>
>
> Ernest Martinez <erniel29@gmail.com> wrote:
>
> I've been contemplating the pro's and con's of Rear Cockpit controls for G
ear, Flaps, Mags and Emergency Blowdown.
>
> For me personally, 90% of the time the rear seat is empty, 90% of the time
the rear seat is occupied it's with a non-pilot passenger. I don't ever exp
ect to be giving instruction from the rear seat or allowing anyone else to u
se my plane for such purposes. When I consider the extra points of failure i
n the rear seat, the complexity it adds to the air circuits, and the very re
al possibility of inadvertent manipulation of a gear, flap or mag switch, pl
us the additional sources of air leaks, the argument for removal is strong.
>
> Other than re-sale or dual instruction considerations, I can't see how the
redundancy benefit (albeit only when theres someone back there) outweighs w
hat I outlined above.
>
> I know some folks have just removed the handles, from the Valves, but I'm t
alking about complete removal to simplify the air system and make it more re
liable.
>
> The plumbing job is rather easy. And reversing it is just as easy.
>
> Thoughts????
>
> Ernie
>
>
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=A5
Message 7
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| Subject: | Re: Removing GIB Controls |
Gear, Flaps, Simply remove the handles. During annual condition
inspections you can put the handles on for the testing, than off again.
Mags. You can drill a safety wire hole though the flat of the switch and
safety it to one of the mounting screws. You can use copper wire IF you
don't want to give up ALL the possibility of turning the engine off.
Remember to safety wire or block the selector switch above it to front coc
kpit
control.
Emergency Blowdown. Again simply take off the handle or heavy safety wire
it.
One thing I would do which is a little more work but simple. Re run a
line from the QS1 valve direct to the QS2 valve. This bypasses the brake
cutout valve on the rear control stick. Eliminates in advertent use and
removes a number failure points in the air systems.
Jim "Pappy" Goolsby
In a message dated 9/20/2014 9:20:02 A.M. Eastern Daylight Time,
erniel29@gmail.com writes:
Jon,
I wasn't referring to flight controls, just gear flaps.
On Sep 20, 2014, at 8:23 AM, j blake <_jblake207@comcast.net_
(mailto:jblake207@comcast.net) > wrote:
Mags...yes. Fix gear slider to prevent a gear UP from rear. Maybe fuel
shut off but leave the rest. Yep... Very seldom used but on those occasion
s
when you get to allow a non pilot GIB to fly for 2 minutes... Well,
priceless. JB
Sent from my Verizon Wireless 4G LTE DROID
Ernest Martinez <_erniel29@gmail.com_ (mailto:erniel29@gmail.com) > wrote:
I've been contemplating the pro's and con's of Rear Cockpit controls for
Gear, Flaps, Mags and Emergency Blowdown.
For me personally, 90% of the time the rear seat is empty, 90% of the tim
e
the rear seat is occupied it's with a non-pilot passenger. I don't ever
expect to be giving instruction from the rear seat or allowing anyone else
to
use my plane for such purposes. When I consider the extra points of
failure in the rear seat, the complexity it adds to the air circuits, and
the
very real possibility of inadvertent manipulation of a gear, flap or mag
switch, plus the additional sources of air leaks, the argument for removal
is
strong.
Other than re-sale or dual instruction considerations, I can't see how th
e
redundancy benefit (albeit only when theres someone back there) outweighs
what I outlined above.
I know some folks have just removed the handles, from the Valves, but I'm
talking about complete removal to simplify the air system and make it mor
e
reliable.
The plumbing job is rather easy. And reversing it is just as easy.
Thoughts????
Ernie
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Has anyone been able to use the Chinese B-Nuts on Flexible hose like
Aeroquip 666? I'd like to know what mandrels, etc I would need to make this
work.
Thanks
Ernie
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| Subject: | Re: Aeroquip Hose |
Use Aeroquip 303 hose with AN491-x fitting. Throw away the AN nut from the 4
91-x and use the metric B-nut on the 491-x fitting. Use the appropriate size
mandril for the 491-x fitting available from Spruce if you don't already ha
ve them.
Dennis
On Sep 20, 2014, at 3:26 PM, Ernest Martinez <erniel29@gmail.com> wrote:
> Has anyone been able to use the Chinese B-Nuts on Flexible hose like Aeroq
uip 666? I'd like to know what mandrels, etc I would need to make this work.
>
> Thanks
>
> Ernie
>
>
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