Today's Message Index:
----------------------
1. 02:47 AM - Re: Flower bombing and more (Didier BLOUZARD)
2. 08:39 AM - Altitude (Craig Payne)
3. 08:48 AM - Re: Altitude (Jon Boede)
4. 11:56 AM - M14P engine problem (Royden Heays)
5. 12:15 PM - Re: M14P engine problem (George S. Coy)
6. 12:17 PM - Re: M14P engine problem (Nigel Willson)
7. 01:51 PM - Re: [Non-DoD Source] Re: Yak-52 Max Altitude (Richard Kelley)
8. 02:47 PM - YAK parts for sale (danbooker)
9. 02:47 PM - YAK parts for sale (danbooker)
10. 06:01 PM - Re: YAK parts for sale (Sam Sax)
11. 11:16 PM - Re: YAK parts for sale (Frank Stelwagon)
12. 11:45 PM - Re: M14P engine problem (Richard Goode)
Message 1
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| Subject: | Re: Flower bombing and more |
Excellent Richard
Thanks for sharing
Didier Blouzard
+33 6 5184 4802
> Le 20 ao=C3=BBt 2016 =C3- 04:40, Richard Goode <Richard.goode@russianaer
os.com> a =C3=A9crit :
>
> I have never posted anything that is non-yak but I think this story is wor
th it.
>
> Probably 25 years ago, at our flying club, a craze for flour-bombing began
=93 initially thrown out of the door of a spam-can, but the technicia
ns became more sophisticated and built a "bomb-rack" under the floor of one o
f the club Cherokees, so you had, I recollect, four separate "bombs" under t
he aircraft, and a separate release for each.
>
> This led to the idea, since many people want their ashes spread over certa
in areas after death whereby there was a dispensing funnel in the aircraft g
oing down through some sort of inspection hatch in the floor, the theory bei
ng that you would get to the designated area and pour the ashes into the fun
nel in the aircraft. The system was tried with sand and worked well.
>
> For the first real customer, the whole family came to the airfield, and th
e (adult) daughter, who had never flown before, asked if she could come for t
he flight, to which the pilot and "bomb-aimer" agreed. They reached the area
, and began the ashes-releasing procedure, but of course the dramatic weakne
ss of the technology was that it failed to take into account that ash is som
ewhat lighter than sand, and there is a noticeable high-pressure area under t
he aircraft. Within seconds, the entire interior of the aircraft was field w
ith the deceased fellow=99s ashes, covering everyone, including the da
ughter.
>
> They returned to the airfield; landed and then taxied to the far end where
they attempted to clean the plain before they returned to the waiting relat
ives. They apologised profusely to the daughter who didn't seem to mind and s
aid "no problem =93 he was a difficult old sod when he was alive!"
>
> Richard Goode
Message 2
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Some years back, Brian Lloyd took his stock CJ-6A to 20,000 ft. He was
talking to center and planned the flight with them. He reported that his CJ
was still climbing slightly but his back-seater was freezing. I believe the
CJ Pilot Manual lists ceiling at 20K.
Craig Payne
Message 3
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I climbed my stock CJ to 18,000 one hot summer day. Kept a close eye on my fingernails
and made a reasonably quick descent once I got there, but it was still
climbing pretty good at 18. I think 20 would have been no problem.
Jon
Sent from my iPhone
> On Aug 20, 2016, at 10:44 AM, Craig Payne <yakman285@gmail.com> wrote:
>
> Some years back, Brian Lloyd took his stock CJ-6A to 20,000 ft. He was talking
to center and planned the flight with them. He reported that his CJ was still
climbing slightly but his back-seater was freezing. I believe the CJ Pilot Manual
lists ceiling at 20K.
>
> Craig Payne
Message 4
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| Subject: | M14P engine problem |
Symptom:
Mag drop at run-up @ 70% RPM is 3% on Mag #1 (normal) and 5% fluctuating
to 10% on Mag #2.
Troubleshooting done to date;
- run engine on Mag#2 (RH mag feeding rear plugs) up to normal
cylinder head temp, 120 Deg C, shut down and measure temp of each cylinder.
No 2 cylinder found to be cold at around 45 deg C, while all others are to
approx. 100 deg C . Suspect bad spark plug
- swap rear sparkplug plug No 2 cylinder with rear No 3. As above, run
engine on Mag#2 up to normal cylinder head temp, shut down and measure temp
of each cylinder. No 2 cylinder found to be cold at around 45 deg C, while
all others are to approx. 100 deg C . Conclusion: it is not a spark plug
problem. Suspect HT lead from mag to spark plug.
- remove mag #2 cover, remove rear spark plug No 2, do a continuity
check with multi--meter on HT lead from No 2 post in distributor cap to
other end at plug connection. Circuit is continuous with .05 ohms at 200 ohm
setting. Repeat on HT lead No 3. Same ohm reading result. Suspect HT lead
insulation or connection of lead to distributor cap..
- remove small pointed screw at post no 2. Remove HT lead. Looks like
screw didn't penetrate insulation. Trim off insulation. Reinstall HT lead
and reinsert pointed screw. With No 2 plug out, reconnect HT lead. Use HV
tester attached to post no 2 in distributor cap. Result: Good strong spark
visible at Plug No 2. Repeat with circuit No 3. Again, a good strong spark.
Conclude that HT connection to post No 2 is OK and the HT lead insulation is
OK all the way to spark plug . Suspect Mag No 2.
- inspect all posts in distributor cap. Some have deposits. Clean to
bright metal. Look for cracks in cap. None found. Check rotor. Clean tip.
Looks OK. Check points are opening properly at No 2. Looks OK. Reassemble
everything. As above, run engine on Mag#2 up to normal cylinder head temp,
shut down and measure temp of each cylinder. No 2 cylinder found to be cold
at around 45 deg C, while all others are to approx. 100 deg C . Same result
as above. Suspect that P lead or mag switch is wired in correctly whereby
Mag switch set at #2 shorts out No 2 and leaves Mag No 1 on rear plugs.
- run engine on Mag #1 up to normal cylinder head temp, shut down and
measure temp of each cylinder. No 2 cylinder found to be warm at around 100
deg C, the same as all others. Conclusion. Mag switch and P leads are wired
according to the M14P manual. It is No 2 mag circuit to No 2 cylinder that
is the problem. Suspect we have somehow fixed the problem
- do a full run-up with mag switch at 1+2. Mag drop at run-up @ 70%
RPM is 3% on Mag #1 (normal) and 5% fluctuating to 10% on Mag #2.
Absolutely no change. Nothing fixed.
So where is the problem????
If it was the coil, why would it not affect all cylinders. The mags are low
time (about 50 hours on them, but they are about 13 years. They sat for 11
years unused in a dry loft).
We are stumped!!
Does anyone have a diagnosis or cure.
Royden
Yak 55M
Message 5
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| Subject: | M14P engine problem |
I assume no arc tracking in the mag cap. If not you probably need to
replace the #2 rear plug hi tension wire to rule it out completely. I have
not had god luck with the high tension testers. Particularly with
intermittent changes. I also assume you are running the original Russian
ignition.
George
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Royden Heays
Sent: Saturday, August 20, 2016 2:56 PM
Subject: Yak-List: M14P engine problem
Symptom:
Mag drop at run-up @ 70% RPM is 3% on Mag #1 (normal) and 5% fluctuating
to 10% on Mag #2.
Troubleshooting done to date;
- run engine on Mag#2 (RH mag feeding rear plugs) up to normal
cylinder head temp, 120 Deg C, shut down and measure temp of each cylinder.
No 2 cylinder found to be cold at around 45 deg C, while all others are to
approx. 100 deg C . Suspect bad spark plug
- swap rear sparkplug plug No 2 cylinder with rear No 3. As above, run
engine on Mag#2 up to normal cylinder head temp, shut down and measure temp
of each cylinder. No 2 cylinder found to be cold at around 45 deg C, while
all others are to approx. 100 deg C . Conclusion: it is not a spark plug
problem. Suspect HT lead from mag to spark plug.
- remove mag #2 cover, remove rear spark plug No 2, do a continuity
check with multi--meter on HT lead from No 2 post in distributor cap to
other end at plug connection. Circuit is continuous with .05 ohms at 200 ohm
setting. Repeat on HT lead No 3. Same ohm reading result. Suspect HT lead
insulation or connection of lead to distributor cap..
- remove small pointed screw at post no 2. Remove HT lead. Looks like
screw didn't penetrate insulation. Trim off insulation. Reinstall HT lead
and reinsert pointed screw. With No 2 plug out, reconnect HT lead. Use HV
tester attached to post no 2 in distributor cap. Result: Good strong spark
visible at Plug No 2. Repeat with circuit No 3. Again, a good strong spark.
Conclude that HT connection to post No 2 is OK and the HT lead insulation is
OK all the way to spark plug . Suspect Mag No 2.
- inspect all posts in distributor cap. Some have deposits. Clean to
bright metal. Look for cracks in cap. None found. Check rotor. Clean tip.
Looks OK. Check points are opening properly at No 2. Looks OK. Reassemble
everything. As above, run engine on Mag#2 up to normal cylinder head temp,
shut down and measure temp of each cylinder. No 2 cylinder found to be cold
at around 45 deg C, while all others are to approx. 100 deg C . Same result
as above. Suspect that P lead or mag switch is wired in correctly whereby
Mag switch set at #2 shorts out No 2 and leaves Mag No 1 on rear plugs.
- run engine on Mag #1 up to normal cylinder head temp, shut down and
measure temp of each cylinder. No 2 cylinder found to be warm at around 100
deg C, the same as all others. Conclusion. Mag switch and P leads are wired
according to the M14P manual. It is No 2 mag circuit to No 2 cylinder that
is the problem. Suspect we have somehow fixed the problem
- do a full run-up with mag switch at 1+2. Mag drop at run-up @ 70%
RPM is 3% on Mag #1 (normal) and 5% fluctuating to 10% on Mag #2.
Absolutely no change. Nothing fixed.
So where is the problem????
If it was the coil, why would it not affect all cylinders. The mags are low
time (about 50 hours on them, but they are about 13 years. They sat for 11
years unused in a dry loft).
We are stumped!!
Does anyone have a diagnosis or cure.
Royden
Yak 55M
Message 6
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| Subject: | Re: M14P engine problem |
>From first hand experience, a coil breaking down causes all sorts of strange problems,
including symptoms that appear to point to the opposite mag and even
complete momentary engine stoppage even if only one coil is affected even with
mags on both!
Shelf Age is the key. Hours do not count.
Your cheapest option and least time consuming might be try try new new coil(s)...
Got mine from Gill at m14p.com. She offers core coil exchange.
Just a thought....
Regards
Nigel Willson
Tel. 07809 116676
yakdisplay.com
Sent from my iPad
> On 20 Aug 2016, at 20:05, Royden Heays <heaysr@telus.net> wrote:
>
>
> Symptom:
>
> Mag drop at run-up @ 70% RPM is 3% on Mag #1 (normal) and 5% fluctuating
> to 10% on Mag #2.
>
> Troubleshooting done to date;
> - run engine on Mag#2 (RH mag feeding rear plugs) up to normal
> cylinder head temp, 120 Deg C, shut down and measure temp of each cylinder.
> No 2 cylinder found to be cold at around 45 deg C, while all others are to
> approx. 100 deg C . Suspect bad spark plug
> - swap rear sparkplug plug No 2 cylinder with rear No 3. As above, run
> engine on Mag#2 up to normal cylinder head temp, shut down and measure temp
> of each cylinder. No 2 cylinder found to be cold at around 45 deg C, while
> all others are to approx. 100 deg C . Conclusion: it is not a spark plug
> problem. Suspect HT lead from mag to spark plug.
> - remove mag #2 cover, remove rear spark plug No 2, do a continuity
> check with multi--meter on HT lead from No 2 post in distributor cap to
> other end at plug connection. Circuit is continuous with .05 ohms at 200 ohm
> setting. Repeat on HT lead No 3. Same ohm reading result. Suspect HT lead
> insulation or connection of lead to distributor cap..
> - remove small pointed screw at post no 2. Remove HT lead. Looks like
> screw didn't penetrate insulation. Trim off insulation. Reinstall HT lead
> and reinsert pointed screw. With No 2 plug out, reconnect HT lead. Use HV
> tester attached to post no 2 in distributor cap. Result: Good strong spark
> visible at Plug No 2. Repeat with circuit No 3. Again, a good strong spark.
> Conclude that HT connection to post No 2 is OK and the HT lead insulation is
> OK all the way to spark plug . Suspect Mag No 2.
> - inspect all posts in distributor cap. Some have deposits. Clean to
> bright metal. Look for cracks in cap. None found. Check rotor. Clean tip.
> Looks OK. Check points are opening properly at No 2. Looks OK. Reassemble
> everything. As above, run engine on Mag#2 up to normal cylinder head temp,
> shut down and measure temp of each cylinder. No 2 cylinder found to be cold
> at around 45 deg C, while all others are to approx. 100 deg C . Same result
> as above. Suspect that P lead or mag switch is wired in correctly whereby
> Mag switch set at #2 shorts out No 2 and leaves Mag No 1 on rear plugs.
> - run engine on Mag #1 up to normal cylinder head temp, shut down and
> measure temp of each cylinder. No 2 cylinder found to be warm at around 100
> deg C, the same as all others. Conclusion. Mag switch and P leads are wired
> according to the M14P manual. It is No 2 mag circuit to No 2 cylinder that
> is the problem. Suspect we have somehow fixed the problem
> - do a full run-up with mag switch at 1+2. Mag drop at run-up @ 70%
> RPM is 3% on Mag #1 (normal) and 5% fluctuating to 10% on Mag #2.
> Absolutely no change. Nothing fixed.
>
> So where is the problem????
>
> If it was the coil, why would it not affect all cylinders. The mags are low
> time (about 50 hours on them, but they are about 13 years. They sat for 11
> years unused in a dry loft).
>
> We are stumped!!
>
> Does anyone have a diagnosis or cure.
>
> Royden
> Yak 55M
>
>
>
>
>
>
>
>
>
>
>
>
Message 7
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| Subject: | Re: Yak-52 Max Altitude |
Well let's talk about experience. The rules r there to help the less experienced.
One should really watch what they say because somebody will say I can do that
also. Not smart at all. Even if somebody has experience the chamber and knows
their hypoxia symptoms it's dumb to push them. Please use oxygen!!
Thug
Sent from my iPhone
> On Aug 19, 2016, at 10:45 AM, Bitterlich, Mark G CIV NAVAIR, WD <mark.bitterlich@navy.mil>
wrote:
>
>
> I've had my YAK-50 up to 17,500 (on oxygen by the way), just to see if I could
do it. It wasn't climbing very fast, but still had way more to go. I stopped
because I was too darn cold, and I was not IFR equipped.
>
> Of course I've never found a CJ that could keep up with me in any regard, so
there is that. :-) Except for the cockpit heater of course.
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Jon Blake
> Sent: Thursday, August 18, 2016 6:01 PM
> To: yak-list@matronics.com
> Subject: [Non-DoD Source] Re: Yak-List: Yak-52 Max Altitude
>
> Well, I've had my stock, 285HP CJ to 14,501 feet and she was willing to go even
higher, but I didn't want to embarrass the YAK52 I was flying wing on... JB
>
> Sent from my Verizon Wireless 4G LTE DROID
>
>
> Dave Jester <wdjester@cox.net> wrote:
>
>
> I have been to 14,500 feet in my 52TD Termikas conversion. Sluggish on the controls
that high. Or maybe I was suffering from hypoxia and I was the one sluggish!
It was neat when a regional jet passed me 500 feet below. :)
>
>
> On Aug 18, 2016, at 2:48 AM, Mike Beresford <mike_beresford@yahoo.co.uk> wrote:
>
>
> Hi all
>
> I've seen a maximum operating altitude for the Yak-52 quoted as 4,000
m (13,000 ft). Obviously this requires pilot oxygen, but is the altitude limitation
due to operational procedures, or a technical limitation on the aircraft?
>
> Someone suggested to me that the fuel mixture compensation may run out
of travel above the altitude limit. Anyone have some insight into the behaviour
of the engine above 13,000 ft?
>
> Blue skies
> Mike
>
>
>
>
>
>
>
Message 8
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| Subject: | YAK parts for sale |
Just put Yak gyros, attitude indicator, heading indicators, and g-meters on eBay
for sale. Go buy them!
--------
Daniel Booker
"Stealth-Eagle Aviation"
2312457798
danbooker@hotmail.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459696#459696
Message 9
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| Subject: | YAK parts for sale |
Just put Yak gyros, attitude indicator, heading indicators, and g-meters on eBay
for sale. Go buy them!
--------
Daniel Booker
"Stealth-Eagle Aviation"
2312457798
danbooker@hotmail.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459697#459697
Message 10
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| Subject: | YAK parts for sale |
Sir, YES Sir!
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of danbooker
Sent: Saturday, August 20, 2016 5:26 PM
Subject: Yak-List: YAK parts for sale
Just put Yak gyros, attitude indicator, heading indicators, and g-meters on
eBay for sale. Go buy them!
--------
Daniel Booker
"Stealth-Eagle Aviation"
2312457798
danbooker@hotmail.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459697#459697
Message 11
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| Subject: | Re: YAK parts for sale |
Once would have been enough!
----- Original Message -----
From: "Sam Sax" <cd001633@mindspring.com>
Sent: Saturday, August 20, 2016 6:01 PM
Subject: RE: Yak-List: YAK parts for sale
>
> Sir, YES Sir!
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of danbooker
> Sent: Saturday, August 20, 2016 5:26 PM
> To: yak-list@matronics.com
> Subject: Yak-List: YAK parts for sale
>
>
> Just put Yak gyros, attitude indicator, heading indicators, and g-meters
> on
> eBay for sale. Go buy them!
>
> --------
> Daniel Booker
> "Stealth-Eagle Aviation"
> 2312457798
> danbooker@hotmail.com
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=459697#459697
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
Message 12
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| Subject: | M14P engine problem |
I would be sure that it is a coil problem. These are terribly common, and
after our traditional Russian sources of coils has dried up, we were forced
to spend a lot on researching new production in Hungary which is now working
very well.
Richard Goode
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Royden Heays
Sent: 20 August 2016 19:56
Subject: Yak-List: M14P engine problem
Symptom:
Mag drop at run-up @ 70% RPM is 3% on Mag #1 (normal) and 5% fluctuating
to 10% on Mag #2.
Troubleshooting done to date;
- run engine on Mag#2 (RH mag feeding rear plugs) up to normal
cylinder head temp, 120 Deg C, shut down and measure temp of each cylinder.
No 2 cylinder found to be cold at around 45 deg C, while all others are to
approx. 100 deg C . Suspect bad spark plug
- swap rear sparkplug plug No 2 cylinder with rear No 3. As above, run
engine on Mag#2 up to normal cylinder head temp, shut down and measure temp
of each cylinder. No 2 cylinder found to be cold at around 45 deg C, while
all others are to approx. 100 deg C . Conclusion: it is not a spark plug
problem. Suspect HT lead from mag to spark plug.
- remove mag #2 cover, remove rear spark plug No 2, do a continuity
check with multi--meter on HT lead from No 2 post in distributor cap to
other end at plug connection. Circuit is continuous with .05 ohms at 200 ohm
setting. Repeat on HT lead No 3. Same ohm reading result. Suspect HT lead
insulation or connection of lead to distributor cap..
- remove small pointed screw at post no 2. Remove HT lead. Looks like
screw didn't penetrate insulation. Trim off insulation. Reinstall HT lead
and reinsert pointed screw. With No 2 plug out, reconnect HT lead. Use HV
tester attached to post no 2 in distributor cap. Result: Good strong spark
visible at Plug No 2. Repeat with circuit No 3. Again, a good strong spark.
Conclude that HT connection to post No 2 is OK and the HT lead insulation is
OK all the way to spark plug . Suspect Mag No 2.
- inspect all posts in distributor cap. Some have deposits. Clean to
bright metal. Look for cracks in cap. None found. Check rotor. Clean tip.
Looks OK. Check points are opening properly at No 2. Looks OK. Reassemble
everything. As above, run engine on Mag#2 up to normal cylinder head temp,
shut down and measure temp of each cylinder. No 2 cylinder found to be cold
at around 45 deg C, while all others are to approx. 100 deg C . Same result
as above. Suspect that P lead or mag switch is wired in correctly whereby
Mag switch set at #2 shorts out No 2 and leaves Mag No 1 on rear plugs.
- run engine on Mag #1 up to normal cylinder head temp, shut down and
measure temp of each cylinder. No 2 cylinder found to be warm at around 100
deg C, the same as all others. Conclusion. Mag switch and P leads are wired
according to the M14P manual. It is No 2 mag circuit to No 2 cylinder that
is the problem. Suspect we have somehow fixed the problem
- do a full run-up with mag switch at 1+2. Mag drop at run-up @ 70%
RPM is 3% on Mag #1 (normal) and 5% fluctuating to 10% on Mag #2.
Absolutely no change. Nothing fixed.
So where is the problem????
If it was the coil, why would it not affect all cylinders. The mags are low
time (about 50 hours on them, but they are about 13 years. They sat for 11
years unused in a dry loft).
We are stumped!!
Does anyone have a diagnosis or cure.
Royden
Yak 55M
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