Today's Message Index:
----------------------
1. 01:10 AM - Re: M-14 powered CJ CHT issues (Richard Goode)
2. 11:20 AM - Re: Yak 55M Sportsman Free (Jason Bialek)
3. 08:27 PM - Re: CJ generator warning light circuit inop (Walter Lannon)
4. 08:50 PM - Re: Re: High CHTs HS6A - on one mag (Walter Lannon)
Message 1
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| Subject: | M-14 powered CJ CHT issues |
The answer is very simple. Cylinder temperature on the M 14 P is very
much a function of the suction jet size. This is a compensating jet and
therefore the bigger the jet the less fuel gets into the engine. The
original engine "spares kit" used to include some spare jets, but most
have been lost now. These jets should be changed to control the
temperature of the engine =93 indeed we recommend that they should
be changed between summer and winter.
Changing the jet is very quick once the engine is exposed.
We have now put back into production these jets, and have a complete
range from 1.1 mm up to 2.0 mm available.
Separately, we have been doing some research into the acceleration jet,
which gives an extra little burst of fuel when the throttle is opened.
We have established that almost all engines are fitted with a 1.2 mm
acceleration jet, which we feel is, in most cases too large and
therefore you get that typical "stumble" with some black smoke when the
throttle is opened. We know that some operators simply block the jet,
but then you are liable to get a weak mixture on opening the throttle,
and a much more scientific procedure is to fit a smaller jet =93
like the suction jets it is very simple to change. So, we now
manufacture acceleration jets in 0.6 and 0.9 millimetres sizes.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Jay McIntyre
Sent: 07 April 2016 01:43
Subject: Yak-List: M-14 powered CJ CHT issues
Hi all.
New Zealand recently got her first CJ conversion to M-14 power and she
goes like a dream apparently.
The guys have been flying through our summer with barel acceptable CHT's
(too low) but are concerned that as our relatively temperate winter
comes on the CHT's will drop too low.
No cowl gills are fitted and they are wondering what is the best way to
get the temps up to normal levels?
A Whirlwind prop with spinner is installed.
Any suggestions out there would be greatly appreciated.
Regards, Jay
New Zealand
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Message 2
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| Subject: | Re: Yak 55M Sportsman Free |
The Yak looks really good rolling horizontally, and on vertical up and downlines,
once you lock in what you need to see over the cowling. It also draws lines
very nicely. So the key to a high scoring free is doing what you and the airplane
can do well (what you can consistently make look really really good for
the judges). I will PM you Don. Congrats on acquiring one of the finest machines
on the planet! Yes, I'm biased.
Jason
________________________________________
From: owner-yak-list-server@matronics.com <owner-yak-list-server@matronics.com>
on behalf of dcrogers11 <rogers_consulting@me.com>
Sent: Friday, April 1, 2016 6:54 PM
Subject: Yak-List: Yak 55M Sportsman Free
Gents,
This is my first year to compete and plan on flying Sportsman. I will most likely
fly the Known 3 times versus Known/Free, but looking to the future, I'd love
to design my Free and practice it. I'm looking for someone to share an older
Freestyle they might have flown in the past in their 55M that worked well for
them in their bird.
Thanks,
Don
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=454457#454457
Message 3
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| Subject: | Re: CJ generator warning light circuit inop |
Hi Jay;
As you have seen via the ammeter neither the generator nor the control
unit have any bearing on the energizing of the gen. warning light.
It is a very simple system using a small relay located in the main power
box. The first thing to check is the 2A fuse mounted on the forward
side of the box.
The light is energized by battery power from the battery master relay
when the master switch is on. That powers the NC (normally closed)
contacts of the non-energized relay.
When the generator comes on line it energizes that relay, opens the NC
contacts and extinguishes the lights.
Check the fuse, contacts and wiring to the relay. If battery power is
there it could be bad relay contacts though they are generally pretty
reliable. If no power follow the wire back to the battery master
relay. Hopefully you will find a broken wire or bad contact somewhere
there.
Walt
From: Jay McIntyre
Sent: Wednesday, April 06, 2016 5:55 PM
Subject: Yak-List: CJ generator warning light circuit inop
Hi all,
On another CJ we have a problem where the generator warning lights do
not work (neither the front or rear cockpit). Bulbs are both fine but
neither light comes on when the generator goes off line... i.e. no
lights when engine is not running either.
We can see the generator going off and on-line via the ammeter.
We have tried to check the circuit but cannot find anything of note.
We tried another known voltage regulator in case there was an internal
fault, but with no change.
Any thoughts here would be greatly appreciated
Regards, Jay
New Zealand
Message 4
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| Subject: | Re: High CHTs HS6A - on one mag |
I'm sure you have the TDC just fine.
Sounds like the couplings are the problem. But; Could it be that the
points have been filed, or otherwise screwed up, enough to drastically
change the timing??
Not very likely! Maybe the mags came from a different engine and never had
a coupling adjustment?
Walt
-----Original Message-----
From: JL2A
Sent: Wednesday, April 06, 2016 4:18 PM
Subject: Yak-List: Re: High CHTs HS6A - on one mag
They are degrees propeller angle! miles out I know, I have recommended the
owner get his normal shop to reset the timing also find Tdc properly as I
only used quick n nasty method - but repeated 4 times as I thought it was I
that was surely wrong! Even with a +-2 degree margin of error finding tdc
they are still out. Also noticed both mags were against their adjustment
stops advanced - ie could not advance any more without re doing the
coupling adjust. Suspect someone thought it was near enough or best they
could do when timing was last checked. Or I can't find tdc for nuts
Still the fact remains this engine running about 20C hotter than any
installation I have flown behind. We put a independent thermocouple in one
of the cooling fins of number four cylinder and found the cockpit gauge
reads around 15C more, but then this would probably be found if you put a
thermocouple on any other engine two (a result of having the thermocouple
under the spark plug as eluded to earlier)
Cheers all!
PS is there any way of checking dynamic timing of these engines with
strobes etc?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=454644#454644
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