Today's Message Index:
----------------------
1. 02:31 AM - Sukhoi Su 29 / Yak 54/55 brake discs (Rotatohead)
2. 08:49 AM - Re: Sukhoi Su 29 / Yak 54/55 brake discs (Richard Goode)
3. 08:50 AM - MT Prop (Jill Gernetzke)
4. 11:15 AM - List of CJ items for sale (Elmar & Manuela)
5. 01:20 PM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (Bitterlich, Mark G CIV NAVAIR, WD)
6. 10:09 PM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (Jan Mevis)
7. 11:14 PM - Re: Oktoberfest Clinic (Nanchang CJ6)
Message 1
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| Subject: | Sukhoi Su 29 / Yak 54/55 brake discs |
Hi all!
I'm looking for brake discs for my Su 29 with the original brake system.
KT214.40-1 is the sukhoi part number however the discs should be identical with
the Yak 54 and 55 discs.
Just send mine in for rebuild but that will take some weeks and I'm wondering if
there are still some new ones around I could put on.
Thanks!
Cheers,
Bernie
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=442897#442897
Message 2
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| Subject: | Sukhoi Su 29 / Yak 54/55 brake discs |
I doubt if anyone has original Sukhoi discs. For some years we have been
cutting out the steel backing plate; taking them to racing car specialists
and bonding on the friction material.
Richard Goode
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Rotatohead
Sent: 02 June 2015 10:30
Subject: Yak-List: Sukhoi Su 29 / Yak 54/55 brake discs
Hi all!
I'm looking for brake discs for my Su 29 with the original brake system.
KT214.40-1 is the sukhoi part number however the discs should be identical
with the Yak 54 and 55 discs.
Just send mine in for rebuild but that will take some weeks and I'm
wondering if there are still some new ones around I could put on.
Thanks!
Cheers,
Bernie
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=442897#442897
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Message 3
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Group,
I am looking for an MT 9 260 29 with SAE Flange. If you have one available,
please contact me offlist.
Jill
M-14P, Inc.
928-681-4400
Message 4
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| Subject: | List of CJ items for sale |
_*List of CJ items for sale:*_Updated, 2015-06-02
Set of 33 Engine Renderings M14P, 17 x 11, laminated, including CD US$195
24 brake pads, used but 9.5mm thickness left US$36
20 spark plugs, used, some with new washers, gapping gauge included US$90
1 M14P ignition harness, complete, new US$250
1 instrument amp/volt meter, new US$180
1 prop governor, used and not tested US$95
1 flap bungee cord, new US$35
1 propeller J9-G1, TTSN 346 hrs, TTSOH 240 hrs US$900
1 main landing gear leg right, used and not tested US$300
1 ADC (AVIATION DEVELOPMENT CORP) oil filter screen, new US$60
1 engine fuel pump, for parts only (needs new gaskets) US$90
1 air start distributor, for parts only (needs new gaskets) US$90
1 set of wing covers, 4 months old US$290
1 empennage cover, used, 3 years old US$190
1 propeller cover (no spinner) US$95
All prices are plus shipping costs.
If interested, please contact me off list and I will send you pictures.
Message 5
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
Walt > I have been trying to get my head around this theory of a "massive discharge"
etc. but have been too busy of late to sit down and think it
through. So far it just doesn't compute.
I concur. There is no failure mode that can occur that would increase the intensity
of the firing pulse above what it was designed to provide.
Walt > I have had only one coil failure in forty years of playing with radial engines.
That was in a Harvard with Bosch mags. That mag simply quit
working, not intermittent, no bangs or whatever just simply and permanently dead.
The interesting thing about the original Russian coil designs is that the condenser
is actually integral and internal to the coil itself. Rather unusual. Since
coils get hot, this also means the trapped heat is applied to the condenser
as well. The common discussion theme regarding the topic under discussion
(which is: Engine roughness, as in stops. starts. stops. starts.) is that it
is related to "engine heat". Actually, I believe that is not quite accurate.
I personally believe the problem is related to HEAT IN THE COIL, which is
not necessarily synonymous with engine heat. In addition, since the coil assembly
is internal to the mag, there is no easy way to get rid of that heat and
it becomes cumulative.
If that premise is accurate, then emphasis might be placed on what external factors
increase heat in the coil since regardless of whether we are talking coil
windings, or condenser malfunction, heat is the enemy. Kind of an "AHA" moment.
Things such as spark plug gap, what spark plug wires are used, point dwell
(!!), etc., all would impact coil heat.
Best to you Walt,
Mark
----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Walter Lannon
Sent: Monday, June 01, 2015 10:31 PM
Subject: Re: Yak-List: Re: Engine roughness, as in stops. starts. stops. starts.
Mark;
I have been trying to get my head around this theory of a "massive discharge" etc.
but have been too busy of late to sit down and think it
through. So far it just doesn't compute.
I have had only one coil failure in forty years of playing with radial
engines. That was in a Harvard with Bosch mags. That mag simply quit
working, not intermittent, no bangs or whatever just simply and permanently dead.
Right now dead tired and another full day tomorrow.
Cheers;
Walt
-----Original Message-----
From: Bitterlich, Mark G CIV NAVAIR, WD
Sent: Monday, June 01, 2015 8:00 AM
Subject: RE: Yak-List: Re: Engine roughness, as in stops. starts. stops.
starts.
<mark.bitterlich@navy.mil>
Well.. Doc, I think there might have been a misunderstanding somewhere
along the line. This is not a reasonable explanation.
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
Sent: Sunday, May 31, 2015 12:48 PM
Subject: Re: Yak-List: 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 6
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
Hi Mark, Walt,
What I think that happens, is corona discharge in the coil.
Typically these coils start malfunctioning after 20, 30 minutes, when the
heat of the engine is well diffused into the coil.
Corona discharge is caused by imperfections in the insulation of the coil.
The original Russian (and I suppose the same for the Chinese) coils were
made manually (in labour camps !) and layer after layer of winding,
insulation resins are applied.
These resins are diluted with solvents for better applicance. And that's
where it goes wrong after some years.
The solvents evaporate and create tiny tunnels in the coil where moist air
can get trapped.
Then at higher temperature, you get discharging but not a real electrical
breakdown.
So once the coil cools down again, everything is normal again and
subsequent testing on the ground reveals no problem anymore.
The difficult issue in this theory is that we don't have an exact picture
of how it exactly happens.
I'd like to SEE it happen, but I don't have the money to investigate that.
Of course you can get other problems such as a failing capacitor.
This capacitor is only two tiny sheets of metal wrapped around with the
same insulation material applied in between.
The capacitance is rather low and if you measure it between different
coils, it varies substantially.
Modern ways of making coils first use high vacuum procedures to evacuate
all the air.
Then high-quality insulation products are applied under high pressure.
Since the wire of the secondary is so thin, it's an art to warrant the
insulation product being well applied everywhere. That's why making a new
coil is expensive.
In order to achieve a perfect insulation, you don't re-use the bakelite
flanges, but modern transformer cardboard that gets well penetrated with
insulation product.
Only my 2 cents,
Jan
On 02/06/15 22:16, "Bitterlich, Mark G CIV NAVAIR, WD"
<mark.bitterlich@navy.mil> wrote:
><mark.bitterlich@navy.mil>
>
>Walt > I have been trying to get my head around this theory of a "massive
>discharge" etc. but have been too busy of late to sit down and think it
>through. So far it just doesn't compute.
>
>I concur. There is no failure mode that can occur that would increase
>the intensity of the firing pulse above what it was designed to provide.
>
>Walt > I have had only one coil failure in forty years of playing with
>radial engines. That was in a Harvard with Bosch mags. That mag simply
>quit
>working, not intermittent, no bangs or whatever just simply and
>permanently dead.
>
>The interesting thing about the original Russian coil designs is that the
>condenser is actually integral and internal to the coil itself. Rather
>unusual. Since coils get hot, this also means the trapped heat is
>applied to the condenser as well. The common discussion theme regarding
>the topic under discussion (which is: Engine roughness, as in stops.
>starts. stops. starts.) is that it is related to "engine heat".
>Actually, I believe that is not quite accurate. I personally believe the
>problem is related to HEAT IN THE COIL, which is not necessarily
>synonymous with engine heat. In addition, since the coil assembly is
>internal to the mag, there is no easy way to get rid of that heat and it
>becomes cumulative.
>
>If that premise is accurate, then emphasis might be placed on what
>external factors increase heat in the coil since regardless of whether we
>are talking coil windings, or condenser malfunction, heat is the enemy.
>Kind of an "AHA" moment. Things such as spark plug gap, what spark plug
>wires are used, point dwell (!!), etc., all would impact coil heat.
>
>Best to you Walt,
>
>Mark
>
>
>
>----Original Message-----
>From: owner-yak-list-server@matronics.com
>[mailto:owner-yak-list-server@matronics.com] On Behalf Of Walter Lannon
>Sent: Monday, June 01, 2015 10:31 PM
>To: yak-list@matronics.com
>Subject: Re: Yak-List: Re: Engine roughness, as in stops. starts. stops.
>starts.
>
>
>Mark;
>
>I have been trying to get my head around this theory of a "massive
>discharge" etc. but have been too busy of late to sit down and think it
>through. So far it just doesn't compute.
>I have had only one coil failure in forty years of playing with radial
>engines. That was in a Harvard with Bosch mags. That mag simply quit
>working, not intermittent, no bangs or whatever just simply and
>permanently dead.
>Right now dead tired and another full day tomorrow.
>
>Cheers;
>Walt
>
>
>-----Original Message-----
>From: Bitterlich, Mark G CIV NAVAIR, WD
>Sent: Monday, June 01, 2015 8:00 AM
>To: yak-list@matronics.com
>Subject: RE: Yak-List: Re: Engine roughness, as in stops. starts. stops.
>starts.
>
><mark.bitterlich@navy.mil>
>
>
>Well.. Doc, I think there might have been a misunderstanding somewhere
>along the line. This is not a reasonable explanation.
>
>
>-----Original Message-----
>From: owner-yak-list-server@matronics.com
>[mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
>Sent: Sunday, May 31, 2015 12:48 PM
>To: yak-list@matronics.com
>Subject: Re: Yak-List: 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 7
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| Subject: | Re: Oktoberfest Clinic |
Craig Payne,
I tried to send you the e-mail but always unsuccessfully.I don't know why. Hope
you could send me to this address: lcdzkj@live.cn
Thanks in advance!
Sarah
--------
Sarah's E-mail:lcdzkj@live.cn
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=442927#442927
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