Today's Message Index:
----------------------
1. 01:40 AM - Re: Engine roughness, as in stops. starts. stops. starts. (JL2A)
2. 02:01 AM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (Richard Goode)
3. 09:21 AM - PRESSURIZING THE FUEL SYSTEM QUESTION (Bill1200)
4. 09:48 AM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (Roger Kemp)
5. 10:05 AM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (Jan Mevis)
6. 11:22 AM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (Roger Kemp)
7. 11:28 AM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (Roger Kemp)
8. 01:22 PM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (Roger Kemp)
9. 02:03 PM - Re: PRESSURIZING THE FUEL SYSTEM QUESTION (Pedro Cerveira Pinto)
10. 03:01 PM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (cjpilot710@aol.com)
11. 04:44 PM - Re: Engine roughness, as in stops. starts. stops. starts. (JL2A)
12. 05:03 PM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (Jon Blake)
13. 05:48 PM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (Roger Kemp)
14. 05:49 PM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (Ernest Martinez)
15. 06:09 PM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (Roger Kemp)
16. 08:44 PM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (Ernest Martinez)
17. 10:07 PM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (Jan Mevis)
Message 1
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
I'm with Egon, getting an engine anywhere near 200C on the ground is very hard
on them, let alone 250C. Without the proper cooling airflow wrapping around the
cylinders they are getting unevenly hot, with hotspots that may exceed the
temperature of where the thermocouple is placed.
I've got to ask - what are we talking about lighting the whole supercharger 'charge'
on fire?
Do they mean the spark is so advanced it lights off way early and the flame front
travels backwards through the induction system? Is this even physically at
anything above starting RPM?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=442829#442829
Message 2
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
I did not see the posting suggesting overheating an engine in this fashion,
but I think that is a barking mad idea!!
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 Egon
Sent: 30 May 2015 11:26
Subject: Yak-List: Re: Engine roughness, as in stops. starts. stops. starts.
I have had the same problem myself. New coils fixed the problem. Trying to
heat the engine in excess of red line on the ground to replicate the problem
is a really bad idea. Better to change both coils and not trash your engine
trying to troubleshoot which coil is breaking down. Chances are that if one
is playing up, then the next won't be far behind.
Cheers Egon.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=442796#442796
--
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| Subject: | PRESSURIZING THE FUEL SYSTEM QUESTION |
Prior to engine start, YAK 52, when I prime the system with primer handle turned
to left, nothing shows on the fuel pressure gauge except some very minor fluctuation
of the needle. Is this normal? Or, should it hold pressure. Engine starts
fine, and once running, pressure is in the green.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=442840#442840
Message 4
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
As explained by the Lithuanian engineers the massive discharge with the heat induced
break down of the capacitor in the coil results in arcing in the distributor
cap so that discharge flows / jumps to the next cylinder in line on the intake
stroke. With the intake valve open when that aberrant discharge arrives
the spark will consume the supercharger contents. The backfire is most likely
through the carb when the charge is consumed.
The pilots of the aircraft in formation with me said they saw a sudden belch of
black smoke from under the chin of my bird. I felt the hesitation as well as
saw the momentary hesitation of the prop slowing. Then the engine picked back
up like nothing occurred. Have had that happen twice since owning my 52. Did
an airborne mag check the second time with the engine quitting on selection of
the #1 mag. In both cases changing the mag coils resolved the problem.
Litaurus and Termikus are the bearers of that tidbit of info. Made sense to me
then and now.
Doc
Sent from my iPad
> On May 31, 2015, at 3:38 AM, JL2A <info@flyingwarbirds.com.au> wrote:
>
>
> I'm with Egon, getting an engine anywhere near 200C on the ground is very hard
on them, let alone 250C. Without the proper cooling airflow wrapping around
the cylinders they are getting unevenly hot, with hotspots that may exceed the
temperature of where the thermocouple is placed.
>
> I've got to ask - what are we talking about lighting the whole supercharger 'charge'
on fire?
>
> Do they mean the spark is so advanced it lights off way early and the flame front
travels backwards through the induction system? Is this even physically at
anything above starting RPM?
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=442829#442829
>
>
>
>
>
>
>
>
>
>
Message 5
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
Massive discharge with the heat induced break down of the capacitor?
I don't understand this, can you explain please?
Jan
On 31/05/15 18:48, "Roger Kemp" <f16viperdoc@me.com> wrote:
>
>As explained by the Lithuanian engineers the massive discharge with the
>heat induced break down of the capacitor in the coil results in arcing in
>the distributor cap so that discharge flows / jumps to the next cylinder
>in line on the intake stroke. With the intake valve open when that
>aberrant discharge arrives the spark will consume the supercharger
>contents. The backfire is most likely through the carb when the charge is
>consumed.
>The pilots of the aircraft in formation with me said they saw a sudden
>belch of black smoke from under the chin of my bird. I felt the
>hesitation as well as saw the momentary hesitation of the prop slowing.
>Then the engine picked back up like nothing occurred. Have had that
>happen twice since owning my 52. Did an airborne mag check the second
>time with the engine quitting on selection of the #1 mag. In both cases
>changing the mag coils resolved the problem.
>Litaurus and Termikus are the bearers of that tidbit of info. Made sense
>to me then and now.
>Doc
>
>Sent from my iPad
>
>> On May 31, 2015, at 3:38 AM, JL2A <info@flyingwarbirds.com.au> wrote:
>>
>>
>> I'm with Egon, getting an engine anywhere near 200C on the ground is
>>very hard on them, let alone 250C. Without the proper cooling airflow
>>wrapping around the cylinders they are getting unevenly hot, with
>>hotspots that may exceed the temperature of where the thermocouple is
>>placed.
>>
>> I've got to ask - what are we talking about lighting the whole
>>supercharger 'charge' on fire?
>>
>> Do they mean the spark is so advanced it lights off way early and the
>>flame front travels backwards through the induction system? Is this even
>>physically at anything above starting RPM?
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=442829#442829
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 6
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
No. Ask Termikus about it.
Sent from my iPad
> On May 31, 2015, at 12:05 PM, Jan Mevis <jan.mevis@informavia.be> wrote:
>
>
> Massive discharge with the heat induced break down of the capacitor?
>
> I don't understand this, can you explain please?
>
> Jan
>
>
>
>> On 31/05/15 18:48, "Roger Kemp" <f16viperdoc@me.com> wrote:
>>
>>
>> As explained by the Lithuanian engineers the massive discharge with the
>> heat induced break down of the capacitor in the coil results in arcing in
>> the distributor cap so that discharge flows / jumps to the next cylinder
>> in line on the intake stroke. With the intake valve open when that
>> aberrant discharge arrives the spark will consume the supercharger
>> contents. The backfire is most likely through the carb when the charge is
>> consumed.
>> The pilots of the aircraft in formation with me said they saw a sudden
>> belch of black smoke from under the chin of my bird. I felt the
>> hesitation as well as saw the momentary hesitation of the prop slowing.
>> Then the engine picked back up like nothing occurred. Have had that
>> happen twice since owning my 52. Did an airborne mag check the second
>> time with the engine quitting on selection of the #1 mag. In both cases
>> changing the mag coils resolved the problem.
>> Litaurus and Termikus are the bearers of that tidbit of info. Made sense
>> to me then and now.
>> Doc
>>
>> Sent from my iPad
>>
>>> On May 31, 2015, at 3:38 AM, JL2A <info@flyingwarbirds.com.au> wrote:
>>>
>>>
>>> I'm with Egon, getting an engine anywhere near 200C on the ground is
>>> very hard on them, let alone 250C. Without the proper cooling airflow
>>> wrapping around the cylinders they are getting unevenly hot, with
>>> hotspots that may exceed the temperature of where the thermocouple is
>>> placed.
>>>
>>> I've got to ask - what are we talking about lighting the whole
>>> supercharger 'charge' on fire?
>>>
>>> Do they mean the spark is so advanced it lights off way early and the
>>> flame front travels backwards through the induction system? Is this even
>>> physically at anything above starting RPM?
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=442829#442829
>
>
>
>
>
>
>
Message 7
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
Massive maybe overstatement but the whomp from the engine with the prop hesitation
was impressive.
Doc
Sent from my iPad
> On May 31, 2015, at 12:05 PM, Jan Mevis <jan.mevis@informavia.be> wrote:
>
>
> Massive discharge with the heat induced break down of the capacitor?
>
> I don't understand this, can you explain please?
>
> Jan
>
>
>
>> On 31/05/15 18:48, "Roger Kemp" <f16viperdoc@me.com> wrote:
>>
>>
>> As explained by the Lithuanian engineers the massive discharge with the
>> heat induced break down of the capacitor in the coil results in arcing in
>> the distributor cap so that discharge flows / jumps to the next cylinder
>> in line on the intake stroke. With the intake valve open when that
>> aberrant discharge arrives the spark will consume the supercharger
>> contents. The backfire is most likely through the carb when the charge is
>> consumed.
>> The pilots of the aircraft in formation with me said they saw a sudden
>> belch of black smoke from under the chin of my bird. I felt the
>> hesitation as well as saw the momentary hesitation of the prop slowing.
>> Then the engine picked back up like nothing occurred. Have had that
>> happen twice since owning my 52. Did an airborne mag check the second
>> time with the engine quitting on selection of the #1 mag. In both cases
>> changing the mag coils resolved the problem.
>> Litaurus and Termikus are the bearers of that tidbit of info. Made sense
>> to me then and now.
>> Doc
>>
>> Sent from my iPad
>>
>>> On May 31, 2015, at 3:38 AM, JL2A <info@flyingwarbirds.com.au> wrote:
>>>
>>>
>>> I'm with Egon, getting an engine anywhere near 200C on the ground is
>>> very hard on them, let alone 250C. Without the proper cooling airflow
>>> wrapping around the cylinders they are getting unevenly hot, with
>>> hotspots that may exceed the temperature of where the thermocouple is
>>> placed.
>>>
>>> I've got to ask - what are we talking about lighting the whole
>>> supercharger 'charge' on fire?
>>>
>>> Do they mean the spark is so advanced it lights off way early and the
>>> flame front travels backwards through the induction system? Is this even
>>> physically at anything above starting RPM?
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=442829#442829
>
>
>
>
>
>
>
Message 8
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
Jan,
I personally do not know what is breaking down in the coil between the primary
and secondary windings that causes the aberrant high voltage discharge. I do not
know how the Russians build their secondary winding pies or how they insulate
them. Is it an internal resistor that fails, is it the waxed cardboard insulation
or the break down of the rubberized insulation that results in the current
leakage. Is it internal heat build up and air bubble expansion that allows
internal arching I do not know. I just know I was told there is a breakdown and
that results in an aberrant spark that causes an impressive internal backfire
with momentary engine pause that causes an eye opening experience.
I personally accepted what Litaurus and Termikus said because it made sense it
its simplified term. It is kind of like me telling a cancer patient suffering
from intractable pain that I can put a catheter in their subarachnoid space in
their spinal canal that infuses micro-milliliters of narcotic and local anesthetic
into the cerebrospinal fluid with the tip of the catheter over the dermatonal
segment that corresponds to their afferent pain input into level three
and seven of the Rexed Lamina in the posterior horn of the cord. Using that combination
we will be blocking nocioceptive and neuropathic pain.
All they care about is their pain going to be better controlled and they are not
going to be gorked on drugs in their last months or days. Litaurus's explanation
fits the simplified answer. All I wanted was does changing the coil out stop
the problem. It did in my case. I now have two spare coils sitting in my spares
cabinet.
Doc
Sent from my iPad
> On May 31, 2015, at 11:48 AM, Roger Kemp <f16viperdoc@me.com> wrote:
>
>
> As explained by the Lithuanian engineers the massive discharge with the heat
induced break down of the capacitor in the coil results in arcing in the distributor
cap so that discharge flows / jumps to the next cylinder in line on the
intake stroke. With the intake valve open when that aberrant discharge arrives
the spark will consume the supercharger contents. The backfire is most likely
through the carb when the charge is consumed.
> The pilots of the aircraft in formation with me said they saw a sudden belch
of black smoke from under the chin of my bird. I felt the hesitation as well
as saw the momentary hesitation of the prop slowing. Then the engine picked back
up like nothing occurred. Have had that happen twice since owning my 52. Did
an airborne mag check the second time with the engine quitting on selection
of the #1 mag. In both cases changing the mag coils resolved the problem.
> Litaurus and Termikus are the bearers of that tidbit of info. Made sense to me
then and now.
> Doc
>
> Sent from my iPad
>
>> On May 31, 2015, at 3:38 AM, JL2A <info@flyingwarbirds.com.au> wrote:
>>
>>
>> I'm with Egon, getting an engine anywhere near 200C on the ground is very hard
on them, let alone 250C. Without the proper cooling airflow wrapping around
the cylinders they are getting unevenly hot, with hotspots that may exceed the
temperature of where the thermocouple is placed.
>>
>> I've got to ask - what are we talking about lighting the whole supercharger
'charge' on fire?
>>
>> Do they mean the spark is so advanced it lights off way early and the flame
front travels backwards through the induction system? Is this even physically
at anything above starting RPM?
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=442829#442829
>
>
>
>
>
Message 9
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| Subject: | Re: PRESSURIZING THE FUEL SYSTEM QUESTION |
Did you check the right top fuel filter?
2015-05-31 17:18 GMT+01:00 Bill1200 <billdykes52@hotmail.com>:
>
> Prior to engine start, YAK 52, when I prime the system with primer handle
> turned to left, nothing shows on the fuel pressure gauge except some very
> minor fluctuation of the needle. Is this normal? Or, should it hold
> pressure. Engine starts fine, and once running, pressure is in the green.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=442840#442840
>
>
--
Pedro Cerveira Pinto
Message 10
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
Many year ago my partner and I owned a Stinson 108-1 with a Franklin engin
e
in it. The engine was very tired so we bought an overhauled one and
installed. It was not a smooth runner at all and about 10 hours it failed
on
my partner right over Holy Oak, Ma. The airplane was totaled and my part
ner
spent a couple days in the hospital with a cracked spine. The FAA
investigated it, and found the valve guides were set to high on 2 exhaust
valves.
On one the rocker arms failed, causing that exhaust valve to remain
closed. When the intake valve opened, the hot gases ignited the mixture
in the
intake manifold and blew it off that cylinder and the ones next to it.
My
partner said there was just big bang and that was it. We found a number
of
other things wrong, (mixed case castings causing cross webs to rub on cam
lobes, and different types of rockers. Plus grinding marks on surface
harden rocker parts.) So intake detonation is real possibility.
Jim "Pappy" Goolsby
In a message dated 5/31/2015 4:22:51 P.M. Eastern Daylight Time,
f16viperdoc@me.com writes:
--> Yak-List message posted by: Roger Kemp <f16viperdoc@me.com>
Jan,
I personally do not know what is breaking down in the coil between the
primary and secondary windings that causes the aberrant high voltage
discharge. I do not know how the Russians build their secondary winding
pies or how
they insulate them. Is it an internal resistor that fails, is it the waxe
d
cardboard insulation or the break down of the rubberized insulation that
results in the current leakage. Is it internal heat build up and air bubb
le
expansion that allows internal arching I do not know. I just know I was
told
there is a breakdown and that results in an aberrant spark that causes an
impressive internal backfire with momentary engine pause that causes an
eye
opening experience.
I personally accepted what Litaurus and Termikus said because it made
sense it its simplified term. It is kind of like me telling a cancer pati
ent
suffering from intractable pain that I can put a catheter in their
subarachnoid space in their spinal canal that infuses micro-milliliters
of narcotic
and local anesthetic into the cerebrospinal fluid with the tip of the
catheter over the dermatonal segment that corresponds to their afferent
pain
input into level three and seven of the Rexed Lamina in the posterior ho
rn of
the cord. Using that combination we will be blocking nocioceptive and
neuropathic pain.
All they care about is their pain going to be better controlled and they
are not going to be gorked on drugs in their last months or days. Litauru
s's
explanation fits the simplified answer. All I wanted was does changing th
e
coil out stop the problem. It did in my case. I now have two spare coils
sitting in my spares cabinet.
Doc
Sent from my iPad
> On May 31, 2015, at 11:48 AM, Roger Kemp <f16viperdoc@me.com> wrote:
>
> --> Yak-List message posted by: Roger Kemp <f16viperdoc@me.com>
>
> As explained by the Lithuanian engineers the massive discharge with the
heat induced break down of the capacitor in the coil results in arcing in
the distributor cap so that discharge flows / jumps to the next cylinder
in
line on the intake stroke. With the intake valve open when that aberrant
discharge arrives the spark will consume the supercharger contents. The
backfire is most likely through the carb when the charge is consumed.
> The pilots of the aircraft in formation with me said they saw a sudden
belch of black smoke from under the chin of my bird. I felt the hesitatio
n
as well as saw the momentary hesitation of the prop slowing. Then the
engine picked back up like nothing occurred. Have had that happen twice
since
owning my 52. Did an airborne mag check the second time with the engine
quitting on selection of the #1 mag. In both cases changing the mag coils
resolved the problem.
> Litaurus and Termikus are the bearers of that tidbit of info. Made sens
e
to me then and now.
> Doc
>
> Sent from my iPad
>
>> On May 31, 2015, at 3:38 AM, JL2A <info@flyingwarbirds.com.au> wrote:
>>
>>
>> I'm with Egon, getting an engine anywhere near 200=B0C on the ground
is
very hard on them, let alone 250=B0C. Without the proper cooling airflow
wrapping around the cylinders they are getting unevenly hot, with hotspo
ts that
may exceed the temperature of where the thermocouple is placed.
>>
>> I've got to ask - what are we talking about lighting the whole
supercharger 'charge' on fire?
>>
>> Do they mean the spark is so advanced it lights off way early and the
flame front travels backwards through the induction system? Is this even
physically at anything above starting RPM?
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=442829#442829
>
>
>
>
>
========================
===========
========================
===========
========================
===========
========================
===========
Message 11
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
Well there you go. It can do it, learn something new everyday.
Amazing these iron curtain engines keep running after such a wayward combustion
event. The Franklin story is more what I'd expect to happen!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=442855#442855
Message 12
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
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Message 13
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|
| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
Yes, along with Stem Cells and PRP intradiscal above and below the fusion to
slow degeneration in the discs above and below from all that low frequency v
ibration transmitted to your tired Ol Army Aviator But from that thing you r
otor heads call a Jesus Nut! Maybe could have helped that sheared off tail b
oom by that tail grabber that caused that abrupt auto rotation along with CFT
resulting burst fracture in your back in the day. Unfortunately it happened
to you before we started getting smart on the use of autologous mesenchymal
Stem Cells and Platelet Rich Plasma mixed with donor bone powder to acceler
ate fracture healing. We've come a long way baby but we are not there yet!
But alas my ex rotor head bud are forever condemned to tincture of Jeremiah W
eed and lap dancers at that Ol Piano bar on the coast! =F0=9F=98=9C
Yes and no this does not have mush to do with Yakovating And Zghang flings u
nless you have a bad day.
Ck 6
Doc
Sent from my iPad
> On May 31, 2015, at 7:01 PM, Jon Blake <jblake207@comcast.net> wrote:
>
> Doc, does that spinal infusion come with a little umbrella and slice of li
me? :-) JB
>
> Sent from my Verizon Wireless 4G LTE DROID
>
>
> Roger Kemp <f16viperdoc@me.com> wrote:
>
>
> Jan,
> I personally do not know what is breaking down in the coil between the pri
mary and secondary windings that causes the aberrant high voltage discharge.
I do not know how the Russians build their secondary winding pies or how th
ey insulate them. Is it an internal resistor that fails, is it the waxed car
dboard insulation or the break down of the rubberized insulation that result
s in the current leakage. Is it internal heat build up and air bubble expans
ion that allows internal arching I do not know. I just know I was told there
is a breakdown and that results in an aberrant spark that causes an impress
ive internal backfire with momentary engine pause that causes an eye opening
experience.
> I personally accepted what Litaurus and Termikus said because it made sens
e it its simplified term. It is kind of like me telling a cancer patient suf
fering from intractable pain that I can put a catheter in their subarachnoid
space in their spinal canal that infuses micro-milliliters of narcotic and l
ocal anesthetic into the cerebrospinal fluid with the tip of the catheter ov
er the dermatonal segment that corresponds to their afferent pain input int
o level three and seven of the Rexed Lamina in the posterior horn of the co
rd. Using that combination we will be blocking nocioceptive and neuropathic p
ain.
> All they care about is their pain going to be better controlled and they a
re not going to be gorked on drugs in their last months or days. Litaurus's e
xplanation fits the simplified answer. All I wanted was does changing the co
il out stop the problem. It did in my case. I now have two spare coils sitti
ng in my spares cabinet.
> Doc
>
> Sent from my iPad
>
> > On May 31, 2015, at 11:48 AM, Roger Kemp <f16viperdoc@me.com> wrote:
> >
> >
> > As explained by the Lithuanian engineers the massive discharge with the h
eat induced break down of the capacitor in the coil results in arcing in the
distributor cap so that discharge flows / jumps to the next cylinder in lin
e on the intake stroke. With the intake valve open when that aberrant discha
rge arrives the spark will consume the supercharger contents. The backfire i
s most likely through the carb when the charge is consumed.
> > The pilots of the aircraft in formation with me said they saw a sudden b
elch of black smoke from under the chin of my bird. I felt the hesitation as
well as saw the momentary hesitation of the prop slowing. Then the engine p
icked back up like nothing occurred. Have had that happen twice since owning
my 52. Did an airborne mag check the second time with the engine quitting o
n selection of the #1 mag. In both cases changing the mag coils resolved the
problem.
> > Litaurus and Termikus are the bearers of that tidbit of info. Made sense
to me then and now.
> > Doc
> >
> > Sent from my iPad
> >
> >> On May 31, 2015, at 3:38 AM, JL2A <info@flyingwarbirds.com.au> wrote:
> >>
> >>
> >> I'm with Egon, getting an engine anywhere near 200=C3=82=C2=B0C on the g
round is very hard on them, let alone 250=C3=82=C2=B0C. Without the proper c
ooling airflow wrapping around the cylinders they are getting unevenly hot,
with hotspots that may exceed the temperature of where the thermocouple is p
laced.
> >>
> >> I've got to ask - what are we talking about lighting the whole supercha
rger 'charge' on fire?
> >>
> >> Do they mean the spark is so advanced it lights off way early and the f
lame front travels backwards through the induction system? Is this even phys
ically at anything above starting RPM?
> >>
> >>
> >>
> >>
> >> Read this topic online here:
> >>
> >> http://forums.matronics.com/viewtopic.php?p=442829#442829
> >
> >
> >
> >
> >
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
>
>
> =C2=C2=B7=BA~=B0=C3=AD=C2=B2,=C3=9E=C3=99=C3=8A%=C2=A2=C2=BD
4=C3=93M4}=C2=A7=1Er=B9=C2=AB=B0=C3=C3=A7{=07(=C2=BA=C2=B8=C5
=BE=C2=AD8^a=C2=A9=0B=C5-=C3=8BD=84=A2=C2=A8=C2=A5=16=C5-=C3=AE=84
=A2K=1E=C2=B6=17=C5=92j=C3=9A=C3=A8=C5=BE',.+-=15=C3=C2=AD=C2=BA=C2=B7=C2
=AC5=C2=AB=C3=A2=C2=81=C2=ABh=C2=AE=C3=9A=1B=C2=AE=C5=92,z=C3=98^=84=A2=C2
=A9=C3=B2.+-=C2=BA=C3=98=C2=A5=C5-=C3=98=C5=BE=C2=B2=C3=8B=C5=93=C2
=AB=0B=C5-=C3=8BT=C5=B8=C3=B4=C2=AEn=C3=87+=C5-=BAb=C2=A2p+r=18=C2
=AFy'=C5=A1=C2=AD=C3=88C=C2=A3 =C3=A5=C2=A1=C2=A7{ =C2=AC=C2=81=C2=AE=C5=92
,x(Z=C2=B4P=10>=1A-=C2=A2=C3=88Z=C2=AD=C3=C2=A7vk=C5=93-k=C5=93
-j+y=C2=A8ky=C3=B8m=C2=B6=C5=B8=C3=C3=83=0C&j=C3=9A=C3=A8=C5=BE',r
=B0=C25=C2=AB=C3=A2=C2=81=C2=ABh=C2=AD-=C2=A4.+--=C3=9B
i=C3=C3=BC0=C3=82f=C2=AD=C2=AE=B0=C3=A2r=C3=87(=BA=C3=B3Z=C2=BE
(=1A=C2=B6=C5-=C3=98jB=C3=A2=C2=B2=C3=9F=C3=9A0=04=C3=918=C3=92=02Ia=01=14
=C3=A4T1$=C5=A1=84=A2=C3=A8+y=C2=AB\=C2=A2{^=C5=BE=C3'=C2=A5=C2=B2
-=C2=AFj)ZnW=C2=AF=B0=C2=ABayg=BA=16=C5-=C3=AE=C5=A1=C3=86=C2
=A1=C2=AD=C3=A7=C3=A1=C2=B6=C3=9A=7F=C3=BD=C3=BA+=C2=BAk&j=C3=9A=C3=A8=C5=BE
',r=B0=C2=A1=C2=B6=C3=9A=7F=C3=BD=C3=BA+=C2=BAk&j=C3=9A=C3=A8=C5=BE',r
=B0=C2h=C2=B8=C2=AC=C2=B4*'=C2=B6=C2=B8=BA=C2=BA=C3=98=C2=A8=C2
=9Dg=BAJ+^N=16=C2=A7=9C*.~=C5-=C3=B2=C2=A2=C3=C3-zw=C2=AB
=C2=A2=C3=AB,=C2=BA=C5=A1h=C2=AE=C3=93=1A=C2=B6=C3=90=C3=ABjY^.+-=01=C3=99=C2
=A2=C2=9D=C2=A8ky=C3=B8m=C2=B6=C5=B8=C3=C3=83=0C&j=C3=9A=C3=A8=C5=BE',r
=B0=C2r=B0=C3=AD=C2=AE&=C3=AE=C2=B6*'-=C3=9Bi=C3=C3=BC
0=C3=82f=C2=AD=C2=AE=B0=C3=A2r=C3=87(=BA=C3=B7(=C5=BE=C3=9A=C3=A2
n=C3=ABb=C2=A2=7F=C3=9A=C3=BD=C2=C3=9F=C2=A2{=7F=C2=C2=B7=C2n
=A1r=C3=BE=1Bf
Message 14
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|
| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
Last time my engine coughed like that I had a sphincter protrusion which
caused a post dermal effluent eviction.
Ernie
On Sun, May 31, 2015 at 8:01 PM, Jon Blake <jblake207@comcast.net> wrote:
> Doc, does that spinal infusion come with a little umbrella and slice of
> lime? :-) JB
>
> *Sent from my Verizon Wireless 4G LTE DROID*
>
>
> Roger Kemp <f16viperdoc@me.com> wrote:
>
>
> Jan,
> I personally do not know what is breaking down in the coil between the
> primary and secondary windings that causes the aberrant high voltage
> discharge. I do not know how the Russians build their secondary winding
> pies or how they insulate them. Is it an internal resistor that fails, is
> it the waxed cardboard insulation or the break down of the rubberized
> insulation that results in the current leakage. Is it internal heat build
> up and air bubble expansion that allows internal arching I do not know. I
> just know I was told there is a breakdown and that results in an aberrant
> spark that causes an impressive internal backfire with momentary engine
> pause that causes an eye opening experience.
> I personally accepted what Litaurus and Termikus said because it made
> sense it its simplified term. It is kind of like me telling a cancer
> patient suffering from intractable pain that I can put a catheter in thei
r
> subarachnoid space in their spinal canal that infuses micro-milliliters o
f
> narcotic and local anesthetic into the cerebrospinal fluid with the tip o
f
> the catheter over the dermatonal segment that corresponds to their
> afferent pain input into level three and seven of the Rexed Lamina in th
e
> posterior horn of the cord. Using that combination we will be blocking
> nocioceptive and neuropathic pain.
> All they care about is their pain going to be better controlled and they
> are not going to be gorked on drugs in their last months or days.
> Litaurus's explanation fits the simplified answer. All I wanted was does
> changing the coil out stop the problem. It did in my case. I now have two
> spare coils sitting in my spares cabinet.
> Doc
>
> Sent from my iPad
>
> > On May 31, 2015, at 11:48 AM, Roger Kemp <f16viperdoc@me.com> wrote:
> >
> >
> > As explained by the Lithuanian engineers the massive discharge with the
> heat induced break down of the capacitor in the coil results in arcing in
> the distributor cap so that discharge flows / jumps to the next cylinder
in
> line on the intake stroke. With the intake valve open when that aberrant
> discharge arrives the spark will consume the supercharger contents. The
> backfire is most likely through the carb when the charge is consumed.
> > The pilots of the aircraft in formation with me said they saw a sudden
> belch of black smoke from under the chin of my bird. I felt the hesitatio
n
> as well as saw the momentary hesitation of the prop slowing. Then the
> engine picked back up like nothing occurred. Have had that happen twice
> since owning my 52. Did an airborne mag check the second time with the
> engine quitting on selection of the #1 mag. In both cases changing the ma
g
> coils resolved the problem.
> > Litaurus and Termikus are the bearers of that tidbit of info. Made sens
e
> to me then and now.
> > Doc
> >
> > Sent from my iPad
> >
> >> On May 31, 2015, at 3:38 AM, JL2A <info@flyingwarbirds.com.au> wrote:
> >>
> >>
> >> I'm with Egon, getting an engine anywhere near 200=C2=B0C on the groun
d is
> very hard on them, let alone 250=C2=B0C. Without the proper cooling airfl
ow
> wrapping around the cylinders they are getting unevenly hot, with hotspo
ts
> that may exceed the temperature of where the thermocouple is placed.
> >>
> >> I've got to ask - what are we talking about lighting the whole
> supercharger 'charge' on fire?
> >>
> >> Do they mean the spark is so advanced it lights off way early and the
> flame front travels backwards through the induction system? Is this even
> physically at anything above starting RPM?
> >>
> >>
> >>
> >>
> >> Read this topic online here:
> >>
> >> http://forums.matronics.com/viewtopic.php?p=442829#442829
>
> >
> >
> >
> >
> >
>
>
===========
===========
===========
===========
>
>
Message 15
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
Simply stated you soiled yourself a little bit!
Doc
Sent from my iPad
> On May 31, 2015, at 7:48 PM, Ernest Martinez <erniel29@gmail.com> wrote:
>
> Last time my engine coughed like that I had a sphincter protrusion which c
aused a post dermal effluent eviction.
>
> Ernie
>
>> On Sun, May 31, 2015 at 8:01 PM, Jon Blake <jblake207@comcast.net> wrote:
>> Doc, does that spinal infusion come with a little umbrella and slice of l
ime? :-) JB
>>
>> Sent from my Verizon Wireless 4G LTE DROID
>>
>>
>> Roger Kemp <f16viperdoc@me.com> wrote:
>>
>>
>> Jan,
>> I personally do not know what is breaking down in the coil between the pr
imary and secondary windings that causes the aberrant high voltage discharge
. I do not know how the Russians build their secondary winding pies or how t
hey insulate them. Is it an internal resistor that fails, is it the waxed ca
rdboard insulation or the break down of the rubberized insulation that resul
ts in the current leakage. Is it internal heat build up and air bubble expan
sion that allows internal arching I do not know. I just know I was told ther
e is a breakdown and that results in an aberrant spark that causes an impres
sive internal backfire with momentary engine pause that causes an eye openin
g experience.
>> I personally accepted what Litaurus and Termikus said because it made sen
se it its simplified term. It is kind of like me telling a cancer patient su
ffering from intractable pain that I can put a catheter in their subarachnoi
d space in their spinal canal that infuses micro-milliliters of narcotic and
local anesthetic into the cerebrospinal fluid with the tip of the catheter o
ver the dermatonal=C3=82 segment that corresponds to their afferent pain in
put into level three and seven of the Rexed Lamina=C3=82 in the posterior h
orn of the cord. Using that combination we will be blocking nocioceptive and
neuropathic pain.
>> All they care about is their pain going to be better controlled and they a
re not going to be gorked on drugs in their last months or days. Litaurus's e
xplanation fits the simplified answer. All I wanted was does changing the co
il out stop the problem. It did in my case. I now have two spare coils sitti
ng in my spares cabinet.
>> Doc
>>
>> Sent from my iPad
>>
>> > On May 31, 2015, at 11:48 AM, Roger Kemp <f16viperdoc@me.com> wrote:
>> >
>> >
>> > As explained by the Lithuanian engineers the massive discharge with the
heat induced break down of the capacitor in the coil results in arcing in t
he distributor cap so that discharge flows / jumps to the next cylinder in l
ine on the intake stroke. With the intake valve open when that aberrant disc
harge arrives the spark will consume the supercharger contents. The backfire
is most likely through the carb when the charge is consumed.
>> > The pilots of the=C3=82 aircraft in formation with me said they saw a s
udden belch of black smoke from under the chin of my bird. I felt the hesita
tion as well as saw the momentary hesitation of the prop slowing. Then the e
ngine picked back up like nothing occurred. Have had that happen twice since
owning my 52. Did an airborne mag check the second time with the engine qui
tting on selection of the #1 mag. In both cases changing the mag coils resol
ved the problem.
>> > Litaurus and Termikus are the bearers of that tidbit of info. Made sens
e to me then and now.
>> > Doc
>> >
>> > Sent from my iPad
>> >
>> >> On May 31, 2015, at 3:38 AM, JL2A <info@flyingwarbirds.com.au> wrote:
>> >>
>> >>
>> >> I'm with Egon, getting an engine anywhere near 200=C3=82=C2=B0C on the
ground is very hard on them, let alone 250=C3=82=C2=B0C. Without the proper
cooling airflow wrapping around the cylinders they are getting unevenly hot
,=C3=82 with hotspots that may exceed the temperature of where the thermoco
uple is placed.
>> >>
>> >> I've got to ask - what are we talking about lighting the whole superch
arger 'charge' on fire?
>> >>
>> >> Do they mean the spark is so advanced it lights off way early and the f
lame front travels backwards through the induction system? Is this even phys
ically at anything above starting RPM?
>> >>
>> >>
>> >>
>> >>
>> >> Read this topic online here:
>> >>
>> >> http://forums.matronics.com/viewtopic.php?p=442829#442829
>>
>> >
>> >
>> >
>> >
>> >tor?Yak-List" target="_blank">http://www.matronics.com/Navigator?Yak-L
ist =C3=82 =C3=82 =C3=82 =C3=82 =C3=82 =C3=82 =C3=82 =C3=82 =C3=82 =C3=82 =C3
=82 - MAT=C3=82 =C3=82 =C3=82 =C3=82 =C3=82 =C3=82 =C3=82 =C3=82 =C3=82 =C3
=82 =C3=82 =C3=82 =C3=82 =C3=82 =C3=82 =C3=82 =C3=82 =C3=82 =C3=82 =C3=82 =C3
=82 =C3=82 =C3=82 =C3=82 =C3=82 p://www.matronics.com/contribution" target=
"_blank">http://www.matronics.================
==
>
>
>
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 16
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
Uh.....Yes.....:)
On Sun, May 31, 2015 at 9:08 PM, Roger Kemp <f16viperdoc@me.com> wrote:
> Simply stated you soiled yourself a little bit!
> Doc
>
> Sent from my iPad
>
> On May 31, 2015, at 7:48 PM, Ernest Martinez <erniel29@gmail.com> wrote:
>
> Last time my engine coughed like that I had a sphincter protrusion which
> caused a post dermal effluent eviction.
>
> Ernie
>
>
Message 17
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
Ok Doc, it's simple curiosity.
The people from Termikas are very knowledgeable. I've been there several
times.
Thanks,
Jan
On 31/05/15 22:21, "Roger Kemp" <f16viperdoc@me.com> wrote:
>
>Jan,
>I personally do not know what is breaking down in the coil between the
>primary and secondary windings that causes the aberrant high voltage
>discharge. I do not know how the Russians build their secondary winding
>pies or how they insulate them. Is it an internal resistor that fails, is
>it the waxed cardboard insulation or the break down of the rubberized
>insulation that results in the current leakage. Is it internal heat build
>up and air bubble expansion that allows internal arching I do not know. I
>just know I was told there is a breakdown and that results in an aberrant
>spark that causes an impressive internal backfire with momentary engine
>pause that causes an eye opening experience.
>I personally accepted what Litaurus and Termikus said because it made
>sense it its simplified term. It is kind of like me telling a cancer
>patient suffering from intractable pain that I can put a catheter in
>their subarachnoid space in their spinal canal that infuses
>micro-milliliters of narcotic and local anesthetic into the cerebrospinal
>fluid with the tip of the catheter over the dermatonal segment that
>corresponds to their afferent pain input into level three and seven of
>the Rexed Lamina in the posterior horn of the cord. Using that
>combination we will be blocking nocioceptive and neuropathic pain.
>All they care about is their pain going to be better controlled and they
>are not going to be gorked on drugs in their last months or days.
>Litaurus's explanation fits the simplified answer. All I wanted was does
>changing the coil out stop the problem. It did in my case. I now have two
>spare coils sitting in my spares cabinet.
>Doc
>
>Sent from my iPad
>
>> On May 31, 2015, at 11:48 AM, Roger Kemp <f16viperdoc@me.com> wrote:
>>
>>
>> As explained by the Lithuanian engineers the massive discharge with the
>>heat induced break down of the capacitor in the coil results in arcing
>>in the distributor cap so that discharge flows / jumps to the next
>>cylinder in line on the intake stroke. With the intake valve open when
>>that aberrant discharge arrives the spark will consume the supercharger
>>contents. The backfire is most likely through the carb when the charge
>>is consumed.
>> The pilots of the aircraft in formation with me said they saw a sudden
>>belch of black smoke from under the chin of my bird. I felt the
>>hesitation as well as saw the momentary hesitation of the prop slowing.
>>Then the engine picked back up like nothing occurred. Have had that
>>happen twice since owning my 52. Did an airborne mag check the second
>>time with the engine quitting on selection of the #1 mag. In both cases
>>changing the mag coils resolved the problem.
>> Litaurus and Termikus are the bearers of that tidbit of info. Made
>>sense to me then and now.
>> Doc
>>
>> Sent from my iPad
>>
>>> On May 31, 2015, at 3:38 AM, JL2A <info@flyingwarbirds.com.au> wrote:
>>>
>>>
>>> I'm with Egon, getting an engine anywhere near 200C on the ground is
>>>very hard on them, let alone 250C. Without the proper cooling airflow
>>>wrapping around the cylinders they are getting unevenly hot, with
>>>hotspots that may exceed the temperature of where the thermocouple is
>>>placed.
>>>
>>> I've got to ask - what are we talking about lighting the whole
>>>supercharger 'charge' on fire?
>>>
>>> Do they mean the spark is so advanced it lights off way early and the
>>>flame front travels backwards through the induction system? Is this
>>>even physically at anything above starting RPM?
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=442829#442829
>>
>>
>>
>>
>>
>
>
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