Today's Message Index:
----------------------
1. 01:18 AM - Re: HS6/Chang Triplex Gauge (Harv)
2. 05:56 AM - Re: Re: HS6/Chang Triplex Gauge (Greg Wrobel)
3. 07:41 AM - Re: CJ Main Landing Light (av8ter)
4. 07:51 AM - Need set of new (0 time) J9 prop blades (av8ter)
5. 08:07 AM - Re: HS6/Chang Triplex Gauge (Harv)
6. 09:04 AM - Re: Engine roughness, as in stops. starts. stops. starts. (Rob Rowe)
7. 12:40 PM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (A. Dennis Savarese)
8. 12:49 PM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (A. Dennis Savarese)
9. 12:55 PM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (Bitterlich, Mark G CIV NAVAIR, WD)
10. 01:15 PM - Re: Re: Engine roughness, as in stops. starts. stops. starts. (Jan Mevis)
11. 07:59 PM - Bill =?ISO-8859-1?Q?Blackwell=99s?= mechanical fuel tank vent shut-off kit (Ttail)
12. 08:37 PM - =?utf-8?Q?Re:__Bill_Blackwell=99s_mechanical_fuel?= =?utf-8?Q?_tank_vent_shut-off_kit? (Todd McCutchan)
Message 1
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| Subject: | Re: HS6/Chang Triplex Gauge |
Guys
Thanks for the replies, as yet I've not made it back to the a/c to check and swap
the cannon plugs for the oil pressure senders.
So my understanding from Doug's wise words and from checking the parts manual diagram
is that the oil senders and cannon plugs are mounted on the reverse side
of the front firewall.
What's the method for accessing them? Do I remove the inspection panels on the
side of the fuselage to gain access or via the cockpit?
If someone has a photo showing the location they could post up I'd really appreciate
it.
Cheers
Harv
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=444016#444016
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| Subject: | Re: HS6/Chang Triplex Gauge |
Harv, it is the large inspection panel on right side of aircraft just aft
of the cowling. Here is what you are loom ng for. There are two side by
side to the right as you are looking into the cavity after you remove
panel. Can't remember which one goes to front gate vs back have.
On Jun 25, 2015 3:20 AM, "Harv" <martin.harvey@kbr.com> wrote:
>
> Guys
>
> Thanks for the replies, as yet I've not made it back to the a/c to check
> and swap the cannon plugs for the oil pressure senders.
>
> So my understanding from Doug's wise words and from checking the parts
> manual diagram is that the oil senders and cannon plugs are mounted on the
> reverse side of the front firewall.
>
> What's the method for accessing them? Do I remove the inspection panels on
> the side of the fuselage to gain access or via the cockpit?
>
> If someone has a photo showing the location they could post up I'd really
> appreciate it.
>
> Cheers
>
> Harv
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=444016#444016
>
>
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| Subject: | Re: CJ Main Landing Light |
pull it out, put this in:
http://www.aircraftspruce.com/catalog/elpages/partslandlight.php?clickkey=2389502
Use and LED bulb
Easy switch.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=444031#444031
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| Subject: | Need set of new (0 time) J9 prop blades |
contact me off list cetopfed@gmail.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=444032#444032
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| Subject: | Re: HS6/Chang Triplex Gauge |
Excellent...
Thanks for the pic, it all makes sense now! :D
Will post my findings.
Rgs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=444034#444034
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
Im a little late to this discussion about magneto erratic failure when hot, but
heres my 5 pence input for what its worth.
A few years back I assisted in the commissioning of a magneto tester and in so
doing ended up researching the nearly 100 year old information on this topic and
discovered just how nuanced it is. Essentially this technology reached its
peak interest post (Great) war, with research paper references going back to the
1860s!
For someone who reads a lot of technology papers its a humble reminder that latter
day technical research is not the only source of learning or innovation.
Ive provided links to the research papers below, but first Ill summarise some thoughts
that MAY be a scenario for our YAK mag failure experiences;
1 To create a reliable spark (at least across an air gap on a magneto tester)
a teaser electrode is needed to create an ion rich area to help allow the spark
to form. If this is not present then a spark may form irregularly depending
on ion availability.
Point #1 - an ion rich environment is conducive to flash-over
2 With increasing height air density reduces, as does its electrical insulation
properties.
Point #2 as height increases the voltage required for a flash-over inside the
magneto reduces
3 A leaner cylinder mixture increases the voltage required for a spark-plug to
fire
Point #3 leaning the aircraft in cruise increases the magneto voltage required
for spark-plug operation
4 Magneto impedance (as were referring to its AC properties) is related more to
inductance than resistance with rising frequency (increasing engine RPM).
Point #4 in the cruise with reduced RPM then magneto resistive heating may be
more apparent, aggravated by #3 where the cruise also requires a higher magneto
energy level to be generated
>From the above we might infer that when in the cruise at height the magnetos are
at their mostly likely to heat up and are more vulnerable to air insulation
break-down.
Now put this in conjunction with Jan Meviss observation, that the variable construction
quality of the winding insulation (with heat) can lead to any trapped
moisture vaporising and breaking down the insulation across weak points.
Then such a break-down would create an ion rich environment around the windings
that could trigger premature & successive flash overs to other weak points impacting
engine operation - in much the same way as lightning storm ions from an
initial strike may often lead to the triggering of multiple events. In this
case each event progressively weakens the secondary insulation, making it more
likely to fail subsequently when subjected to similar conditions.
Now this is all subject to a LOT of contributory variables, hence why such a perfect
(ion) storm failure mode might be a highly unpredictable initial occurrence
& subject to small environmental changes that might push a marginally functioning
magneto finally over the edge.
Anyway so much for my conjecture, here are the research paper links enjoy!
Characteristics of High Tension Magnetos (1920) NACA #58
http://naca.central.cranfield.ac.uk/reports/1920/naca-report-58.pdf
Simplified Theory of the Magneto (1923) NACA #123
http://naca.central.cranfield.ac.uk/reports/1923/naca-report-123.pdf
The Sparking Voltage of Spark Plugs (1925) NACA #202
http://naca.central.cranfield.ac.uk/reports/1925/naca-report-202.pdf
Brgds, Rob
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=444037#444037
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
Why not confirm the blade angles are correct firstsince the blade angle
has a direct impact on engine RPM. If they are properly set, then move
on to other things.
A. Dennis Savarese
334-546-8182 (mobile)
www.yak-52.com
Skype - Yakguy1
On 6/25/2015 11:01 AM, Rob Rowe wrote:
>
> Im a little late to this discussion about magneto erratic failure when hot, but
heres my 5 pence input for what its worth.
>
> A few years back I assisted in the commissioning of a magneto tester and in so
doing ended up researching the nearly 100 year old information on this topic
and discovered just how nuanced it is. Essentially this technology reached its
peak interest post (Great) war, with research paper references going back to
the 1860s!
>
> For someone who reads a lot of technology papers its a humble reminder that latter
day technical research is not the only source of learning or innovation.
>
> Ive provided links to the research papers below, but first Ill summarise some
thoughts that MAY be a scenario for our YAK mag failure experiences;
>
> 1 To create a reliable spark (at least across an air gap on a magneto tester)
a teaser electrode is needed to create an ion rich area to help allow the spark
to form. If this is not present then a spark may form irregularly depending
on ion availability.
> Point #1 - an ion rich environment is conducive to flash-over
>
> 2 With increasing height air density reduces, as does its electrical insulation
properties.
> Point #2 as height increases the voltage required for a flash-over inside the
magneto reduces
>
> 3 A leaner cylinder mixture increases the voltage required for a spark-plug
to fire
> Point #3 leaning the aircraft in cruise increases the magneto voltage required
for spark-plug operation
>
> 4 Magneto impedance (as were referring to its AC properties) is related more
to inductance than resistance with rising frequency (increasing engine RPM).
> Point #4 in the cruise with reduced RPM then magneto resistive heating may be
more apparent, aggravated by #3 where the cruise also requires a higher magneto
energy level to be generated
>
> >From the above we might infer that when in the cruise at height the magnetos
are at their mostly likely to heat up and are more vulnerable to air insulation
break-down.
>
> Now put this in conjunction with Jan Meviss observation, that the variable construction
quality of the winding insulation (with heat) can lead to any trapped
moisture vaporising and breaking down the insulation across weak points.
>
> Then such a break-down would create an ion rich environment around the windings
that could trigger premature & successive flash overs to other weak points
impacting engine operation - in much the same way as lightning storm ions from
an initial strike may often lead to the triggering of multiple events. In this
case each event progressively weakens the secondary insulation, making it more
likely to fail subsequently when subjected to similar conditions.
>
> Now this is all subject to a LOT of contributory variables, hence why such a
perfect (ion) storm failure mode might be a highly unpredictable initial occurrence
& subject to small environmental changes that might push a marginally functioning
magneto finally over the edge.
>
> Anyway so much for my conjecture, here are the research paper links enjoy!
>
> Characteristics of High Tension Magnetos (1920) NACA #58
> http://naca.central.cranfield.ac.uk/reports/1920/naca-report-58.pdf
>
> Simplified Theory of the Magneto (1923) NACA #123
> http://naca.central.cranfield.ac.uk/reports/1923/naca-report-123.pdf
>
> The Sparking Voltage of Spark Plugs (1925) NACA #202
> http://naca.central.cranfield.ac.uk/reports/1925/naca-report-202.pdf
>
>
> Brgds, Rob
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=444037#444037
>
>
Message 8
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
Oops, wrong thread. Sorry everyone.
Dennis
A. Dennis Savarese
334-546-8182 (mobile)
www.yak-52.com
Skype - Yakguy1
On 6/25/2015 2:37 PM, A. Dennis Savarese wrote:
> <dsavarese0812@bellsouth.net>
>
> Why not confirm the blade angles are correct firstsince the blade
> angle has a direct impact on engine RPM. If they are properly set,
> then move on to other things.
>
> A. Dennis Savarese
> 334-546-8182 (mobile)
> www.yak-52.com
> Skype - Yakguy1
>
> On 6/25/2015 11:01 AM, Rob Rowe wrote:
>>
>> Im a little late to this discussion about magneto erratic failure
>> when hot, but heres my 5 pence input for what its worth.
>>
>> A few years back I assisted in the commissioning of a magneto tester
>> and in so doing ended up researching the nearly 100 year old
>> information on this topic and discovered just how nuanced it is.
>> Essentially this technology reached its peak interest post (Great)
>> war, with research paper references going back to the 1860s!
>>
>> For someone who reads a lot of technology papers its a humble
>> reminder that latter day technical research is not the only source of
>> learning or innovation.
>>
>> Ive provided links to the research papers below, but first Ill
>> summarise some thoughts that MAY be a scenario for our YAK mag
>> failure experiences;
>>
>> 1 To create a reliable spark (at least across an air gap on a
>> magneto tester) a teaser electrode is needed to create an ion
>> rich area to help allow the spark to form. If this is not present
>> then a spark may form irregularly depending on ion availability.
>> Point #1 - an ion rich environment is conducive to flash-over
>>
>> 2 With increasing height air density reduces, as does its
>> electrical insulation properties.
>> Point #2 as height increases the voltage required for a
>> flash-over inside the magneto reduces
>>
>> 3 A leaner cylinder mixture increases the voltage required for a
>> spark-plug to fire
>> Point #3 leaning the aircraft in cruise increases the magneto
>> voltage required for spark-plug operation
>>
>> 4 Magneto impedance (as were referring to its AC properties)
>> is related more to inductance than resistance with rising frequency
>> (increasing engine RPM).
>> Point #4 in the cruise with reduced RPM then magneto resistive
>> heating may be more apparent, aggravated by #3 where the cruise also
>> requires a higher magneto energy level to be generated
>>
>> >From the above we might infer that when in the cruise at height the
>> magnetos are at their mostly likely to heat up and are more
>> vulnerable to air insulation break-down.
>>
>> Now put this in conjunction with Jan Meviss observation, that the
>> variable construction quality of the winding insulation (with heat)
>> can lead to any trapped moisture vaporising and breaking down the
>> insulation across weak points.
>>
>> Then such a break-down would create an ion rich environment around
>> the windings that could trigger premature & successive flash overs to
>> other weak points impacting engine operation - in much the same way
>> as lightning storm ions from an initial strike may often lead to the
>> triggering of multiple events. In this case each event progressively
>> weakens the secondary insulation, making it more likely to fail
>> subsequently when subjected to similar conditions.
>>
>> Now this is all subject to a LOT of contributory variables, hence why
>> such a perfect (ion) storm failure mode might be a highly
>> unpredictable initial occurrence & subject to small environmental
>> changes that might push a marginally functioning magneto finally over
>> the edge.
>>
>> Anyway so much for my conjecture, here are the research paper links
>> enjoy!
>>
>> Characteristics of High Tension Magnetos (1920) NACA #58
>> http://naca.central.cranfield.ac.uk/reports/1920/naca-report-58.pdf
>>
>> Simplified Theory of the Magneto (1923) NACA #123
>> http://naca.central.cranfield.ac.uk/reports/1923/naca-report-123.pdf
>>
>> The Sparking Voltage of Spark Plugs (1925) NACA #202
>> http://naca.central.cranfield.ac.uk/reports/1925/naca-report-202.pdf
>>
>>
>> Brgds, Rob
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=444037#444037
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 9
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
Good Stuff as usual Rob.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Rob Rowe
Sent: Thursday, June 25, 2015 12:01 PM
Subject: Yak-List: Re: Engine roughness, as in stops. starts. stops. starts.
Im a little late to this discussion about magneto erratic failure when hot, but
heres my 5 pence input for what its worth.
A few years back I assisted in the commissioning of a magneto tester and in so
doing ended up researching the nearly 100 year old information on this topic and
discovered just how nuanced it is. Essentially this technology reached its
peak interest post (Great) war, with research paper references going back to the
1860s!
For someone who reads a lot of technology papers its a humble reminder that latter
day technical research is not the only source of learning or innovation.
Ive provided links to the research papers below, but first Ill summarise some thoughts
that MAY be a scenario for our YAK mag failure experiences;
1 To create a reliable spark (at least across an air gap on a magneto tester)
a teaser electrode is needed to create an ion rich area to help allow the spark
to form. If this is not present then a spark may form irregularly depending
on ion availability.
Point #1 - an ion rich environment is conducive to flash-over
2 With increasing height air density reduces, as does its electrical insulation
properties.
Point #2 as height increases the voltage required for a flash-over inside the
magneto reduces
3 A leaner cylinder mixture increases the voltage required for a spark-plug to
fire Point #3 leaning the aircraft in cruise increases the magneto voltage required
for spark-plug operation
4 Magneto impedance (as were referring to its AC properties) is related more to
inductance than resistance with rising frequency (increasing engine RPM).
Point #4 in the cruise with reduced RPM then magneto resistive heating may be
more apparent, aggravated by #3 where the cruise also requires a higher magneto
energy level to be generated
>From the above we might infer that when in the cruise at height the magnetos are
at their mostly likely to heat up and are more vulnerable to air insulation
break-down.
Now put this in conjunction with Jan Meviss observation, that the variable construction
quality of the winding insulation (with heat) can lead to any trapped
moisture vaporising and breaking down the insulation across weak points.
Then such a break-down would create an ion rich environment around the windings
that could trigger premature & successive flash overs to other weak points impacting
engine operation - in much the same way as lightning storm ions from an
initial strike may often lead to the triggering of multiple events. In this
case each event progressively weakens the secondary insulation, making it more
likely to fail subsequently when subjected to similar conditions.
Now this is all subject to a LOT of contributory variables, hence why such a perfect
(ion) storm failure mode might be a highly unpredictable initial occurrence
& subject to small environmental changes that might push a marginally functioning
magneto finally over the edge.
Anyway so much for my conjecture, here are the research paper links enjoy!
Characteristics of High Tension Magnetos (1920) NACA #58 http://naca.central.cranfield.ac.uk/reports/1920/naca-report-58.pdf
Simplified Theory of the Magneto (1923) NACA #123 http://naca.central.cranfield.ac.uk/reports/1923/naca-report-123.pdf
The Sparking Voltage of Spark Plugs (1925) NACA #202 http://naca.central.cranfield.ac.uk/reports/1925/naca-report-202.pdf
Brgds, Rob
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=444037#444037
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| Subject: | Re: Engine roughness, as in stops. starts. stops. starts. |
Thanks a lot, Rob!
Very valuable information!
Jan
On 25/06/15 18:01, "Rob Rowe" <owner-yak-list-server@matronics.com on
behalf of yak-list@robrowe.plus.com> wrote:
>
>Im a little late to this discussion about magneto erratic failure when
>hot, but heres my 5 pence input for what its worth.
>
>A few years back I assisted in the commissioning of a magneto tester and
>in so doing ended up researching the nearly 100 year old information on
>this topic and discovered just how nuanced it is. Essentially this
>technology reached its peak interest post (Great) war, with research
>paper references going back to the 1860s!
>
>For someone who reads a lot of technology papers its a humble reminder
>that latter day technical research is not the only source of learning or
>innovation.
>
>Ive provided links to the research papers below, but first Ill
>summarise some thoughts that MAY be a scenario for our YAK mag failure
>experiences;
>
>1 To create a reliable spark (at least across an air gap on a magneto
>tester) a teaser electrode is needed to create an ion rich area to
>help allow the spark to form. If this is not present then a spark may
>form irregularly depending on ion availability.
>Point #1 - an ion rich environment is conducive to flash-over
>
>2 With increasing height air density reduces, as does its electrical
>insulation properties.
>Point #2 as height increases the voltage required for a flash-over
>inside the magneto reduces
>
>3 A leaner cylinder mixture increases the voltage required for a
>spark-plug to fire
>Point #3 leaning the aircraft in cruise increases the magneto voltage
>required for spark-plug operation
>
>4 Magneto impedance (as were referring to its AC properties) is
>related more to inductance than resistance with rising frequency
>(increasing engine RPM).
>Point #4 in the cruise with reduced RPM then magneto resistive
>heating may be more apparent, aggravated by #3 where the cruise also
>requires a higher magneto energy level to be generated
>
>>From the above we might infer that when in the cruise at height the
>>magnetos are at their mostly likely to heat up and are more vulnerable
>>to air insulation break-down.
>
>Now put this in conjunction with Jan Meviss observation, that the
>variable construction quality of the winding insulation (with heat) can
>lead to any trapped moisture vaporising and breaking down the insulation
>across weak points.
>
>Then such a break-down would create an ion rich environment around the
>windings that could trigger premature & successive flash overs to other
>weak points impacting engine operation - in much the same way as
>lightning storm ions from an initial strike may often lead to the
>triggering of multiple events. In this case each event progressively
>weakens the secondary insulation, making it more likely to fail
>subsequently when subjected to similar conditions.
>
>Now this is all subject to a LOT of contributory variables, hence why
>such a perfect (ion) storm failure mode might be a highly unpredictable
>initial occurrence & subject to small environmental changes that might
>push a marginally functioning magneto finally over the edge.
>
>Anyway so much for my conjecture, here are the research paper links
>enjoy!
>
>Characteristics of High Tension Magnetos (1920) NACA #58
>http://naca.central.cranfield.ac.uk/reports/1920/naca-report-58.pdf
>
>Simplified Theory of the Magneto (1923) NACA #123
>http://naca.central.cranfield.ac.uk/reports/1923/naca-report-123.pdf
>
>The Sparking Voltage of Spark Plugs (1925) NACA #202
>http://naca.central.cranfield.ac.uk/reports/1925/naca-report-202.pdf
>
>
>Brgds, Rob
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=444037#444037
>
>
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| Subject: | Bill =?ISO-8859-1?Q?Blackwell=99s?= mechanical fuel tank vent |
shut-off kit
Anyone have any details like drawings etc of Bill Blackwells mechanical fuel tank
vent shut-off kit for CJ6
Or anyone have a contact for Bill ?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=444052#444052
Message 12
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| Subject: | Re: ?utf-8?Q?Re:_Yak-List:_Bill_Blackwell=99s_mechanical_fuel?= =?utf-8?Q?_tank_vent_shut-off_kit? |
(623) 703-1001
Todd McCutchan
T-34A & Yak-50
Cell: (260) 402-1740
E-mail: todd@fastaircraft.com
www.fastaircraft.com
> On Jun 25, 2015, at 7:55 PM, Ttail <ttail@internode.on.net> wrote:
>
>
> Anyone have any details like drawings etc of Bill Blackwell=99s mech
anical fuel tank vent shut-off kit for CJ6
>
> Or anyone have a contact for Bill ?
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=444052#444052
>
>
>
>
>
>
>
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