Today's Message Index:
----------------------
1. 08:42 AM - Re: Re: HS6/Chang Triplex Gauge (Bitterlich, Mark G CIV NAVAIR, WD)
2. 09:16 AM - Re: Re: HS6/Chang Triplex Gauge (doug sapp)
3. 09:21 AM - Re: More Newby Questions (Justin Drafts)
4. 09:44 AM - Re: More Newby Questions (doug sapp)
5. 09:46 AM - Re: More Newby Questions (Greg Wrobel)
6. 10:26 AM - Re: More Newby Questions (jblake207@comcast.net)
7. 08:21 PM - Re: More Newby Questions (Roger Kemp)
8. 08:24 PM - Re: More Newby Questions (Roger Kemp)
9. 09:11 PM - Re: More Newby Questions (Walter Lannon)
Message 1
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| Subject: | Re: HS6/Chang Triplex Gauge |
All true, but now just swap the gages from front to rear and verify.
Simple logic. Maybe a little bit of a pain but kind of proves it one way or the
other.
I totally concur that it could be the wiring, as Frank mentioned below. I do
not concur that it is because solder crept up the wire ... when the wire is properly
tinned, it should have solder creeping up the wire. I have never worked
on the CJ, so I cannot say for sure but most Russian cannon plugs include a
backs-shell to prevent exactly what he was talking about .... but the issue with
the Russian wiring that I have seen is most likely due to the solder/flux
combination that they used. Typically there is a solder fracture (as Frank also
pointed out) right at the wire to pin joint or slightly behind it. I have seen
corrosion in these areas (need a good magnifying glass to see it) and this
points to the flux really. If you ever end up having to re-solder these areas,
pick a high quality solder and not something you bought from the now defunct
"Radio Shack". I recommend Kester solder which includes the flux in the core.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Frank Stelwagon
Sent: Sunday, July 05, 2015 6:14 PM
Subject: Re: Yak-List: Re: HS6/Chang Triplex Gauge
--> <pfstelwagon@earthlink.net>
Not necessarily the gauge. Carefully unscrew the backshells from the connectors
(sender and gauge) and inspect the wiring, don't twist the wires,. It is not
uncommon to find a wire broken at the terminal. When soldered they can become
brittle if solder crept up the wire and vibration will break them.
Frank
----- Original Message -----
From: "Harv" <martin.harvey@kbr.com>
Sent: Sunday, July 05, 2015 1:45 PM
Subject: Yak-List: Re: HS6/Chang Triplex Gauge
>
> Update
>
> I removed the access panels and established which oil pressure sender
> gives signal to front and rear cockpits respectively. Cleaned and swapped
> cannon plugs and the rear reads fine with the front still being at fault.
> I assume from this then the front cockpit triplex gauge is defective.
>
> Does anyone have a good gauge for sale?
>
> Also what function does the blanked off tube pushed onto the sender
> serve??
>
> Thanks
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=444403#444403
>
>
>
Message 2
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| Subject: | Re: HS6/Chang Triplex Gauge |
If Frank's fix doesn't do the job, I have new and used gauges in stock.
But I would first swap the gauges as Mark suggested.
Please contact me off list if you find you need a replacement triplex gauge.
Doug
On Mon, Jul 6, 2015 at 8:39 AM, Bitterlich, Mark G CIV NAVAIR, WD <
mark.bitterlich@navy.mil> wrote:
> mark.bitterlich@navy.mil>
>
> All true, but now just swap the gages from front to rear and verify.
>
> Simple logic. Maybe a little bit of a pain but kind of proves it one way
> or the other.
>
> I totally concur that it could be the wiring, as Frank mentioned below.
> I do not concur that it is because solder crept up the wire ... when the
> wire is properly tinned, it should have solder creeping up the wire. I
> have never worked on the CJ, so I cannot say for sure but most Russian
> cannon plugs include a backs-shell to prevent exactly what he was talking
> about .... but the issue with the Russian wiring that I have seen is most
> likely due to the solder/flux combination that they used. Typically there
> is a solder fracture (as Frank also pointed out) right at the wire to pin
> joint or slightly behind it. I have seen corrosion in these areas (need a
> good magnifying glass to see it) and this points to the flux really. If
> you ever end up having to re-solder these areas, pick a high quality solder
> and not something you bought from the now defunct "Radio Shack". I
> recommend Kester solder which includes the flux in the core.
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com [mailto:
> owner-yak-list-server@matronics.com] On Behalf Of Frank Stelwagon
> Sent: Sunday, July 05, 2015 6:14 PM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Re: HS6/Chang Triplex Gauge
>
> --> <pfstelwagon@earthlink.net>
>
> Not necessarily the gauge. Carefully unscrew the backshells from the
> connectors (sender and gauge) and inspect the wiring, don't twist the
> wires,. It is not uncommon to find a wire broken at the terminal. When
> soldered they can become brittle if solder crept up the wire and vibration
> will break them.
>
> Frank
> ----- Original Message -----
> From: "Harv" <martin.harvey@kbr.com>
> To: <yak-list@matronics.com>
> Sent: Sunday, July 05, 2015 1:45 PM
> Subject: Yak-List: Re: HS6/Chang Triplex Gauge
>
>
> >
> > Update
> >
> > I removed the access panels and established which oil pressure sender
> > gives signal to front and rear cockpits respectively. Cleaned and swapped
> > cannon plugs and the rear reads fine with the front still being at fault.
> > I assume from this then the front cockpit triplex gauge is defective.
> >
> > Does anyone have a good gauge for sale?
> >
> > Also what function does the blanked off tube pushed onto the sender
> > serve??
> >
> > Thanks
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=444403#444403
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
--
*Doug*
You have to make up your mind about growing up and becoming a pilot. You
can't do both.
Message 3
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| Subject: | Re: More Newby Questions |
Good morning Steve-
I've always had great success installing my stock Chinese sparkplugs at 240
inch-pounds, making sure to use Champion sparkplug thread lube and a new
copper gasket/washer (Aircraft Spruce has them)upon each final
installation.
Fyi,
Justin, N280NC
On Sun, Jul 5, 2015 at 7:49 PM, Steve Jones <727gs@db3broadband.com> wrote:
> In my effort to get the family CJ flying, I have a couple more questions.
>
>
> -What is the torque for the spark plugs? I pulled, cleaned and tested
> them. Anyone know what the gap is supposed to be?
>
> -How much oil is supposed to be in it? I drained the tank, nosecase,
> strainer, and oil cooler.
>
> -Someone mentioned flapper valves between the fuel tanks and the header
> tank. The only valve like that I could find in my manuals was a check valve
> in the fuselage forward of the wing leading edge. Is that something I
> should remove and clean?
>
> -What is the issue about fuel useage between the wing tanks? I've heard
> that mentioned a couple times.
>
>
> Thanks in advance,
>
> Steve near Chicago
>
> *
>
>
> *
>
>
Message 4
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| Subject: | Re: More Newby Questions |
Steve,
Absolutely no disrespect meant but your line of questions leads me to guess
that your CJ is out of conditional (annual). If this is the fact I would
highly recommend that you hire a competent CJ mechanic and look over his
shoulder while he does the required inspection. He will have the knowledge
and the proper tools to do the job. I honestly believe that doing this
will save you money and heart ache (not to mention wallet ache) in the long
run.
Doug Sapp
On Sun, Jul 5, 2015 at 8:49 PM, Steve Jones <727gs@db3broadband.com> wrote:
> In my effort to get the family CJ flying, I have a couple more questions.
>
>
> -What is the torque for the spark plugs? I pulled, cleaned and tested
> them. Anyone know what the gap is supposed to be?
>
> -How much oil is supposed to be in it? I drained the tank, nosecase,
> strainer, and oil cooler.
>
> -Someone mentioned flapper valves between the fuel tanks and the header
> tank. The only valve like that I could find in my manuals was a check valve
> in the fuselage forward of the wing leading edge. Is that something I
> should remove and clean?
>
> -What is the issue about fuel useage between the wing tanks? I've heard
> that mentioned a couple times.
>
>
> Thanks in advance,
>
> Steve near Chicago
>
> *
>
>
> *
>
>
--
*Doug*
You have to make up your mind about growing up and becoming a pilot. You
can't do both.
Message 5
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| Subject: | Re: More Newby Questions |
The CJ has fuel vents in the wing tanks located right behind fuel cap as
observed from leading edge of wing. If you top off tanks, or fly out of
trim, occasionally only one tank will feed and you could run out of fuel
with one tank completely full. In flight, check your left and right tanks
to insure proper feeding. Remember you might have to fly for at least 30
minutes before the gages come off the peg. If one is not feeding, then fly
with the high fuel tank.... HIGH! (cross control flying). Some of us have
added additional fuel vents in fuel caps or a more elaborate cockpit
controlled venting system. This venting problem or lack of symmetrical fuel
feed is NOT uncommon on the CJ.
P.S
Find the fuel vent port on bottom of wings, take off fuel caps and blow
into the underwing vent. You should hear the air coming out of the fuel
tanks to insure there is no blockage in the vent system.
On Jul 6, 2015 11:23 AM, "Justin Drafts" <draftsjust417@gmail.com> wrote:
> Good morning Steve-
>
> I've always had great success installing my stock Chinese sparkplugs at
> 240 inch-pounds, making sure to use Champion sparkplug thread lube and a
> new copper gasket/washer (Aircraft Spruce has them)upon each final
> installation.
>
> Fyi,
> Justin, N280NC
>
> On Sun, Jul 5, 2015 at 7:49 PM, Steve Jones <727gs@db3broadband.com>
> wrote:
>
>> In my effort to get the family CJ flying, I have a couple more questions.
>>
>>
>>
>> -What is the torque for the spark plugs? I pulled, cleaned and tested
>> them. Anyone know what the gap is supposed to be?
>>
>> -How much oil is supposed to be in it? I drained the tank, nosecase,
>> strainer, and oil cooler.
>>
>> -Someone mentioned flapper valves between the fuel tanks and the header
>> tank. The only valve like that I could find in my manuals was a check valve
>> in the fuselage forward of the wing leading edge. Is that something I
>> should remove and clean?
>>
>> -What is the issue about fuel useage between the wing tanks? I've heard
>> that mentioned a couple times.
>>
>>
>>
>> Thanks in advance,
>>
>> Steve near Chicago
>>
>> *
>>
>> et="_blank">http://www.matronics.com/Navigator?Yak-List <http://www.matronics.com/Navigator?Yak-List>
>> tp://forums.matronics.com <http://forums.matronics.com>
>> _blank">http://www.matronics.com/contribution <http://www.matronics.com/contribution>
>>
>> *
>>
>>
> *
>
>
> *
>
>
Message 6
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| Subject: | Re: More Newby Questions |
Greg's description of the CJ fuel feeding issue is exactly correct.=C2- H
is remedy is also correct... simply cross control for a couple minutes and
then usually they will each feed equally (or almost equally) throughout the
remainder of the flight.=C2- It's a little annoying at first, but just o
ne of those idiosyncrasies of the CJ that you slowly learn to love and acce
pt.=C2- Sort of like your new bride leaving the toilet seat down. :-)
The one thing I would add to Greg's post is that he mentioned the vent on t
he belly...=C2- Located nearer to the left wing slightly forward.=C2- I
f memory serves, there was a CJ that had an engine failure due to fuel star
vation about 10 years ago... due to=C2-mud dobbers or some other type bug
nesting in that vent.=C2- When I heard that I installed=C2-(wrapped) a
small wire mesh screen over the vent opening just in case.=C2- So far, n
o bugs and no vent=C2-blockage.=C2-You might consider doing the same.
=C2-
G'luck
JB=C2-
----- Original Message -----
From: "Greg Wrobel" <clouddog22@gmail.com>
Sent: Monday, July 6, 2015 11:43:59 AM
Subject: Re: Yak-List: More Newby Questions
The CJ has fuel vents in the wing tanks located right behind fuel cap as ob
served from leading edge of wing. If you top off tanks, or fly out of trim,
occasionally only one tank will feed and you could run out of fuel with on
e tank completely full. In flight, check your left and right tanks to insur
e proper feeding.=C2- Remember you might have to fly for at least 30 minu
tes before the gages come off the peg. If one is not feeding, then fly with
the high fuel tank.... HIGH! (cross control flying). Some of us have added
additional fuel vents in fuel caps or a more elaborate cockpit controlled
venting system. This venting problem or lack of symmetrical fuel feed is NO
T uncommon on the CJ.
P.S
Find the fuel vent port on bottom of wings, take off fuel caps and blow int
o the underwing vent. You should hear the air coming out of the fuel tanks
to insure there is no blockage in the vent system.
On Jul 6, 2015 11:23 AM, "Justin Drafts" < draftsjust417@gmail.com > wrote:
Good morning Steve-
I've always had great success installing my stock Chinese sparkplugs at 240
inch-pounds, making sure to use Champion sparkplug thread lube and a new c
opper gasket/washer (Aircraft Spruce has them)upon each final installation.
Fyi,
Justin, N280NC
On Sun, Jul 5, 2015 at 7:49 PM, Steve Jones < 727gs@db3broadband.com > wrot
e:
<blockquote>
In my effort to get the family CJ flying, I have a couple more questions.
=C2-
-What is the torque for the spark plugs? I pulled, cleaned and tested them.
Anyone know what the gap is supposed to be?
-How much oil is supposed to be in it? I drained the tank, nosecase, strain
er, and oil cooler.
-Someone mentioned flapper valves between the fuel tanks and the header tan
k. The only valve like that I could find in my manuals was a check valve in
the fuselage forward of the wing leading edge. Is that something I should
remove and clean?
-What is the issue about fuel useage between the wing tanks? I've heard tha
t mentioned a couple times.
=C2-
Thanks in advance,
Steve near Chicago
et="_blank"> http://www.matronics.com/Navigator?Yak-List tp:// forums.mat
ronics.com _blank"> http://www.matronics.com/contribution
et="_blank">http://www.matronics.com/Navigator?Yak-List tp://forums.matro
nics.com _blank">http://www.matronics.com/contribution
</blockquote>
===
Message 7
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| Subject: | Re: More Newby Questions |
25 ft lbs.
Doc
Sent from my iPad
> On Jul 6, 2015, at 11:18 AM, Justin Drafts <draftsjust417@gmail.com> wrote
:
>
> Good morning Steve-
>
> I've always had great success installing my stock Chinese sparkplugs at 24
0 inch-pounds, making sure to use Champion sparkplug thread lube and a new c
opper gasket/washer (Aircraft Spruce has them)upon each final installation.
>
> Fyi,
> Justin, N280NC
>
>> On Sun, Jul 5, 2015 at 7:49 PM, Steve Jones <727gs@db3broadband.com> wrot
e:
>> In my effort to get the family CJ flying, I have a couple more questions.
>>
>>
>>
>> -What is the torque for the spark plugs? I pulled, cleaned and tested the
m. Anyone know what the gap is supposed to be?
>>
>> -How much oil is supposed to be in it? I drained the tank, nosecase, stra
iner, and oil cooler.
>>
>> -Someone mentioned flapper valves between the fuel tanks and the header t
ank. The only valve like that I could find in my manuals was a check valve i
n the fuselage forward of the wing leading edge. Is that something I should r
emove and clean?
>>
>> -What is the issue about fuel useage between the wing tanks? I've heard t
hat mentioned a couple times.
>>
>>
>>
>> Thanks in advance,
>>
>> Steve near Chicago
>>
>>
>>
>> et="_blank">http://www.matronics.com/Navigator?Yak-List
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>>
>
>
>
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
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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 8
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| Subject: | Re: More Newby Questions |
Oops, sorry that was for the M14. Would assume the CJ would be similar.
Doc
Sent from my iPad
> On Jul 6, 2015, at 11:18 AM, Justin Drafts <draftsjust417@gmail.com> wrote
:
>
> Good morning Steve-
>
> I've always had great success installing my stock Chinese sparkplugs at 24
0 inch-pounds, making sure to use Champion sparkplug thread lube and a new c
opper gasket/washer (Aircraft Spruce has them)upon each final installation.
>
> Fyi,
> Justin, N280NC
>
>> On Sun, Jul 5, 2015 at 7:49 PM, Steve Jones <727gs@db3broadband.com> wrot
e:
>> In my effort to get the family CJ flying, I have a couple more questions.
>>
>>
>>
>> -What is the torque for the spark plugs? I pulled, cleaned and tested the
m. Anyone know what the gap is supposed to be?
>>
>> -How much oil is supposed to be in it? I drained the tank, nosecase, stra
iner, and oil cooler.
>>
>> -Someone mentioned flapper valves between the fuel tanks and the header t
ank. The only valve like that I could find in my manuals was a check valve i
n the fuselage forward of the wing leading edge. Is that something I should r
emove and clean?
>>
>> -What is the issue about fuel useage between the wing tanks? I've heard t
hat mentioned a couple times.
>>
>>
>>
>> Thanks in advance,
>>
>> Steve near Chicago
>>
>>
>>
>> et="_blank">http://www.matronics.com/Navigator?Yak-List
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>>
>
>
>
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 9
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| Subject: | Re: More Newby Questions |
The generally accepted torque range for 14 mm spark plugs is 20 to 25
lb./ft. or 240 =93300 lb./in. Anything above 25/300 is likely to
cause excessive stretching, insulator cracking and plug failure.
Walt
From: Roger Kemp
Sent: Monday, July 06, 2015 8:18 PM
Subject: Re: Yak-List: More Newby Questions
25 ft lbs.
Doc
Sent from my iPad
On Jul 6, 2015, at 11:18 AM, Justin Drafts <draftsjust417@gmail.com>
wrote:
Good morning Steve-
I've always had great success installing my stock Chinese sparkplugs
at 240 inch-pounds, making sure to use Champion sparkplug thread lube
and a new copper gasket/washer (Aircraft Spruce has them)upon each final
installation.
Fyi,
Justin, N280NC
On Sun, Jul 5, 2015 at 7:49 PM, Steve Jones <727gs@db3broadband.com>
wrote:
In my effort to get the family CJ flying, I have a couple more
questions.
-What is the torque for the spark plugs? I pulled, cleaned and
tested them. Anyone know what the gap is supposed to be?
-How much oil is supposed to be in it? I drained the tank, nosecase,
strainer, and oil cooler.
-Someone mentioned flapper valves between the fuel tanks and the
header tank. The only valve like that I could find in my manuals was a
check valve in the fuselage forward of the wing leading edge. Is that
something I should remove and clean?
-What is the issue about fuel useage between the wing tanks? I've
heard that mentioned a couple times.
Thanks in advance,
Steve near Chicago
et="_blank">http://www.matronics.com/Navigator?Yak-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
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
ist"">http://www.matronics.com/Navigator?Yak-List
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