Today's Message Index:
----------------------
1. 04:48 AM - Re: M14P questions. (Richard Goode)
2. 04:59 AM - Control surfaces fabric recovering (BTLYak)
3. 06:01 AM - Re: M14P questions. (cjpilot710@aol.com)
4. 06:22 AM - Re: Control surfaces fabric recovering (cjpilot710@aol.com)
5. 06:33 AM - Re: M14P questions. (Richard Goode)
6. 07:35 AM - Re: Control surfaces fabric recovering (BTLYak)
7. 08:58 AM - Re: M14P questions. (George S. Coy)
8. 10:58 AM - Re: M14P questions. (Walter Lannon)
9. 12:11 PM - one way air valves (emergency system) (Jon Boede)
10. 12:23 PM - Re: one way air valves (emergency system) (Ernest Martinez)
11. 12:24 PM - Re: one way air valves (emergency system) (Ernest Martinez)
12. 01:07 PM - Re: Yak elevator counterweight modification (HawkerPilot2015)
13. 01:19 PM - Re: final roll call for Waycross (JON)
14. 05:46 PM - Re: Control surfaces fabric recovering (Roger Kemp)
15. 06:03 PM - Re: M14P questions. (Roger Kemp)
16. 06:34 PM - Re: Re: Control surfaces fabric recovering (Roger Kemp)
17. 07:05 PM - M-14P TBO (Looigi)
Message 1
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They used to be a good story circulating in Russia that the plate on the
gearbox was for a military version of the engine, to provide an interrupter
mechanism to enable a machine gun to be fired through the propeller. And, of
course, a single-seat version of the 52 was built with rocket-launchers.
However, the real story is more prosaic, in that a development of the engine
was intended with a TBO of 1000 hours, and it was intended to put a
mechanically operated centrifugal oil filter mounted on the gearbox. There
is a similar system on the much larger ASh-62 engine.
In terms of the fining, the theory was slightly smaller fins but at a better
angle for airflow and thus cooling.
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 Walter Lannon
Sent: 13 February 2017 04:46
Subject: Yak-List: M14P questions.
A couple of questions for the M14P experts on the list. Doing some work on
a Series 2 engine and mystified by a couple of changes
from the earlier model. Can anyone enlighten me?
1. What is the purpose of the large access port in the LH side of the nose
case.
2. Significant changes to cylinder fin design. Presumably to improve
cooling efficiency yet appears to reduce rather than increase cooling area.
Many thanks;
Walt
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| Subject: | Control surfaces fabric recovering |
What do I need to know about recovering the ailerons, elevators, and rudder on
a mid 90's Yak 52?
--------
"Battle Yak"
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=466115#466115
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| Subject: | Re: M14P questions. |
The engine was used in helicopters, was it not? I was under the
impression that was for mounting a gear box for a tail rotor shaft. Or would
that
require a much heaver and different nose section?
Jim "Pappy" Goolsby
In a message dated 2/13/2017 7:49:25 A.M. Eastern Standard Time,
richard.goode@russianaeros.com writes:
They used to be a good story circulating in Russia that the plate on the
gearbox was for a military version of the engine, to provide an interrupter
mechanism to enable a machine gun to be fired through the propeller. And,
of course, a single-seat version of the 52 was built with rocket-launchers.
However, the real story is more prosaic, in that a development of the
engine was intended with a TBO of 1000 hours, and it was intended to put a
mechanically operated centrifugal oil filter mounted on the gearbox. There is
a
similar system on the much larger ASh-62 engine.
In terms of the fining, the theory was slightly smaller fins but at a
better angle for airflow and thus cooling.
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 Walter Lannon
Sent: 13 February 2017 04:46
Subject: Yak-List: M14P questions.
A couple of questions for the M14P experts on the list. Doing some work
on a Series 2 engine and mystified by a couple of changes
from the earlier model. Can anyone enlighten me?
1. What is the purpose of the large access port in the LH side of the
nose case.
2. Significant changes to cylinder fin design. Presumably to improve
cooling efficiency yet appears to reduce rather than increase cooling area.
Many thanks;
Walt
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| Subject: | Re: Control surfaces fabric recovering |
Any good covering system, will work fine. There really nothing special
about their structure. I believe the covering is rib stitched (same as the
CJ-6) but using just normal recovering procedures and following instructions
of the manufacture is really important. When you're done make sure you
check the balance of the surface. A surface way out of balance may end up as
a flutter problem.
At OSH last I saw a company hawking a new covering system. It was very
very simple. You would apply a glue paste on the structure, put on the
cover, and then use an iron to 'activate' glue. Bang! it was done. No
stitching, no screws, no re enforcing tapes or streamlining tapes. NOW I am not
sure if the system would stand up to the rigueur's of acrobatics in the 52
and that was a question I forgot to ask.
Jim "Pappy" Goolsby
In a message dated 2/13/2017 8:00:01 A.M. Eastern Standard Time,
btlyak1@gmail.com writes:
--> Yak-List message posted by: "BTLYak" <btlyak1@gmail.com>
What do I need to know about recovering the ailerons, elevators, and
rudder on a mid 90's Yak 52?
--------
"Battle Yak"
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=466115#466115
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That engine is called the M 14 V. The power section and supercharger
"pyramid" are the same, although with some differences - for example the
supercharger is driven through a slipper clutch since the helicopter engine
rpm can vary very quickly when not under load. But the gearbox is a large
unit, giving a right-angled drive. There is only one drive, and a subsequent
gearbox separates main and tail rotors. Of course the main use of the engine
was in the Kamov 26 where each engine drove one of a pair of co-axial
rotors, so no need for a tail rotor.
If you look at our website under "engines" you can see a special M 14 V that
we made as a "cut-away" to show the internal construction. However the
gearbox output is on the other side of the photograph so not so obvious, but
you can see the very substantial gears driving it.
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 cjpilot710@aol.com
Sent: 13 February 2017 14:01
Subject: Re: Yak-List: M14P questions.
The engine was used in helicopters, was it not? I was under the impression
that was for mounting a gear box for a tail rotor shaft. Or would that
require a much heaver and different nose section?
Jim "Pappy" Goolsby
In a message dated 2/13/2017 7:49:25 A.M. Eastern Standard Time,
richard.goode@russianaeros.com writes:
They used to be a good story circulating in Russia that the plate on the
gearbox was for a military version of the engine, to provide an interrupter
mechanism to enable a machine gun to be fired through the propeller. And, of
course, a single-seat version of the 52 was built with rocket-launchers.
However, the real story is more prosaic, in that a development of the engine
was intended with a TBO of 1000 hours, and it was intended to put a
mechanically operated centrifugal oil filter mounted on the gearbox. There
is a similar system on the much larger ASh-62 engine.
In terms of the fining, the theory was slightly smaller fins but at a better
angle for airflow and thus cooling.
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 Walter Lannon
Sent: 13 February 2017 04:46
Subject: Yak-List: M14P questions.
A couple of questions for the M14P experts on the list. Doing some work on
a Series 2 engine and mystified by a couple of changes
from the earlier model. Can anyone enlighten me?
1. What is the purpose of the large access port in the LH side of the nose
case.
2. Significant changes to cylinder fin design. Presumably to improve
cooling efficiency yet appears to reduce rather than increase cooling area.
Many thanks;
Walt
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| Subject: | Re: Control surfaces fabric recovering |
The larger question is estimated cost?
Materials?
How many labor hours?
--------
"Battle Yak"
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=466123#466123
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As I understand the Series II nose case cover was originally intended for a
centrifugal oil filter, The fins were changed for improved cooling.
George
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Walter Lannon
Sent: Sunday, February 12, 2017 11:46 PM
Subject: Yak-List: M14P questions.
A couple of questions for the M14P experts on the list. Doing some work on
a Series 2 engine and mystified by a couple of changes
from the earlier model. Can anyone enlighten me?
1. What is the purpose of the large access port in the LH side of the nose
case.
2. Significant changes to cylinder fin design. Presumably to improve
cooling efficiency yet appears to reduce rather than increase cooling area.
Many thanks;
Walt
_____
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| Subject: | Re: M14P questions. |
Thanks to all for the info.
Cheers;
Walt
From: George S. Coy
Sent: Monday, February 13, 2017 8:58 AM
Subject: RE: Yak-List: M14P questions.
As I understand the Series II nose case cover was originally intended for a
centrifugal oil filter, The fins were changed for improved cooling.
George
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@mat
ronics.com] On Behalf Of Walter Lannon
Sent: Sunday, February 12, 2017 11:46 PM
Subject: Yak-List: M14P questions.
A couple of questions for the M14P experts on the list. Doing some work o
n a Series 2 engine and mystified by a couple of changes
from the earlier model. Can anyone enlighten me?
1. What is the purpose of the large access port in the LH side of the nos
e case.
2. Significant changes to cylinder fin design. Presumably to improve co
oling efficiency yet appears to reduce rather than increase cooling area.
Many thanks;
Walt
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| Subject: | one way air valves (emergency system) |
My emergency air system on a stock CJ goes up and down with the main air pr
essure.
This is a recent development. So I changed out all the one-way air valves
on the firewall and that didn't stop it.
Is there a one-way valve for the emergency air system, not forward on the f
irewall, that I missed?
Or is there another reason the emergency air system would bleed down? The
emergency air valve hadn't been touched at any time around when this starte
d happening.
Jon
Message 10
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| Subject: | Re: one way air valves (emergency system) |
Did you replace, or overhaul the check valves? You may be leaking past your
Emergency valve, but that would prevent your gear from going up. Theres
only 2 ways in and out of the emergency bottle, through the Valve and
through the air inlet from the check valve. The check valve that prevents
the bottle from leaking out via the inlet is on the starboard side of the
firewall. Its the top one in the TEE configuration. Spray some soapy water
on the check valve, If you overhauled it, then the lead washer may have not
seated correctly. It happens to me all the time.
Ernie
On Mon, Feb 13, 2017 at 3:06 PM, Jon Boede <jonboede@hotmail.com> wrote:
> My emergency air system on a stock CJ goes up *and down* with the main
> air pressure.
>
>
> This is a recent development. So I changed out all the one-way air valves
> on the firewall and that didn't stop it.
>
>
> Is there a one-way valve for the emergency air system, not forward on the
> firewall, that I missed?
>
>
> Or is there another reason the emergency air system would bleed down? The
> emergency air valve hadn't been touched at any time around when this
> started happening.
>
>
> Jon
>
Message 11
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| Subject: | Re: one way air valves (emergency system) |
One other place you may be leaking is the Emergency Air gauge itself.
Ernie
On Mon, Feb 13, 2017 at 3:23 PM, Ernest Martinez <erniel29@gmail.com> wrote:
> Did you replace, or overhaul the check valves? You may be leaking past
> your Emergency valve, but that would prevent your gear from going up.
> Theres only 2 ways in and out of the emergency bottle, through the Valve
> and through the air inlet from the check valve. The check valve that
> prevents the bottle from leaking out via the inlet is on the starboard side
> of the firewall. Its the top one in the TEE configuration. Spray some soapy
> water on the check valve, If you overhauled it, then the lead washer may
> have not seated correctly. It happens to me all the time.
>
> Ernie
>
> On Mon, Feb 13, 2017 at 3:06 PM, Jon Boede <jonboede@hotmail.com> wrote:
>
>> My emergency air system on a stock CJ goes up *and down* with the main
>> air pressure.
>>
>>
>> This is a recent development. So I changed out all the one-way air
>> valves on the firewall and that didn't stop it.
>>
>>
>> Is there a one-way valve for the emergency air system, not forward on the
>> firewall, that I missed?
>>
>>
>> Or is there another reason the emergency air system would bleed down?
>> The emergency air valve hadn't been touched at any time around when this
>> started happening.
>>
>>
>> Jon
>>
>
>
Message 12
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| Subject: | Re: Yak elevator counterweight modification |
What is the background on these failures? Any western accidents attributed to this
failure?
There is very little information on this....
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=466142#466142
Message 13
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| Subject: | Re: final roll call for Waycross |
Fellow Swamp Pilots,
=C2-
Only 3 days away from Swamp Fest at Waycross.=C2- We have 30 people who h
ave RSVP'd.=C2- There's still plenty of ramp space, so tell the Boss you'
re gonna be sick this Friday and come on over for some serious fun flying.
=C2- We've got plenty of things going this weekend from top-notch academi
cs by professional pilots to basic formation skills,=C2- parade formation
,=C2-bombing contest,=C2-spot landings (Carrier style just like the Nav
y guys like it) and=C2-tac formation.=C2- Lunch and dinner included...
Plus, Jim "Pappy" Goolsby promised to stump us all with his "Who wants to b
e a pilot?" trivia contest.
=C2-
Contact me off list if you need the logistics info.
=C2-
Gonna be a great weekend, so come on over!
=C2-
Jblake207@comcast.net
----- Original Message -----
From: "JON" <jblake207@comcast.net>
Sent: Monday, February 6, 2017 2:19:05 PM
Subject: final roll call for Waycross
Folks, mainly those in the RPA Southeast Region... I sent out and email con
taining the final roll call for Waycross earlier today.=C2- I didn't want
to publish names openly=C2-here, so if you plan on attending Swamp Fest
16-19 February and haven't received an email from me personally I need you
to let me know ASAP for planning purposes.=C2-=C2- Reply to me not to t
he Yaklist.=C2-
=C2-
Thanks and see you at Waycross!
Jon Blake
jblake207@comcast.net
Message 14
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| Subject: | Re: Control surfaces fabric recovering |
The covering is called Oratec.
I am recovering mine on the 50 using the Stits System. The Russians use a di
fferent way to rib stitch on the elevator and rudder vs the aileron.
Doc
Sent from my iPad
> On Feb 13, 2017, at 8:21 AM, cjpilot710@aol.com wrote:
>
> Any good covering system, will work fine. There really nothing special ab
out their structure. I believe the covering is rib stitched (same as the CJ
-6) but using just normal recovering procedures and following instructions o
f the manufacture is really important. When you're done make sure you check
the balance of the surface. A surface way out of balance may end up as a f
lutter problem.
>
> At OSH last I saw a company hawking a new covering system. It was very ve
ry simple. You would apply a glue paste on the structure, put on the cover,
and then use an iron to 'activate' glue. Bang! it was done. No stitching,
no screws, no re enforcing tapes or streamlining tapes. NOW I am not sure i
f the system would stand up to the rigueur's of acrobatics in the 52 and tha
t was a question I forgot to ask.
>
> Jim "Pappy" Goolsby
>
> In a message dated 2/13/2017 8:00:01 A.M. Eastern Standard Time, btlyak1@g
mail.com writes:
>
> What do I need to know about recovering the ailerons, elevators, and rudde
r on a mid 90's Yak 52?
>
> --------
> "Battle Yak"
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=466115#466115=====
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Message 15
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| Subject: | Re: M14P questions. |
The large port on the nose case was for an electric starter.
Series two cylinders have varying length fins for better cooling as I unders
tand. They are apparently interchangeable since I have seen engines with a m
ix. Well maybe the assembler in St. Elsewhere was cheap and lazy.
Doc
Sent from my iPad
> On Feb 12, 2017, at 10:45 PM, Walter Lannon <wlannon@shaw.ca> wrote:
>
> A couple of questions for the M14P experts on the list. Doing some work o
n a Series 2 engine and mystified by a couple of changes
> from the earlier model. Can anyone enlighten me?
>
> 1. What is the purpose of the large access port in the LH side of the no
se case.
>
> 2. Significant changes to cylinder fin design. Presumably to improve c
ooling efficiency yet appears to reduce rather than increase cooling area.
>
> Many thanks;
> Walt
>
>
>
> This email has been checked for viruses by Avast antivirus software.
> www.avast.com
>
>
Message 16
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| Subject: | Re: Control surfaces fabric recovering |
About 300-400 USD for supplies. You will also need a good iron (large and small).
Rib stitching needles, flux for the thermometer to standardize the ironing
temp and the covering supplies. Time? I'm to many interruptions to be accurate.
Left along with no hospital, wife, mother in nursing home issues, can I watch,
and I need to talk to you about my medical problem before I do my flight physical
questions I would be farther along.
Get the Stits covering manual from Aircraft Spruce. Read it then decide if you
want to attach it. The manual will tell you all the supplies you need along with
how to use them. Having EAA friends that have covered their experimental S
before helps too.
It is not rocket since.
Doc
Sent from my iPad
> On Feb 13, 2017, at 9:34 AM, BTLYak <btlyak1@gmail.com> wrote:
>
>
> The larger question is estimated cost?
>
> Materials?
>
> How many labor hours?
>
> --------
> "Battle Yak"
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=466123#466123
>
>
>
>
>
>
>
>
>
Message 17
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Hi All,
I am starting a new thread because I don't want to hijack any of the others here.
I know I am opening an old debate and I have also searched old posts but I
have not found what I am looking for.
I am trying to find some documentation on the M-14P overhaul periods on a Yak-52
to satisfy our New Zealand CAA. I have been told that paper work exists to
backup TBO's other than the 750 + 500 + 500 + 500, scrap at 2250 hours that is
'popular' here. Other guys here have managed to get TBO's past them with 2250
hours between overhauls! In the absence of manufacturers data the CAA seem
to believe Wikipedia, not that they can show me any manufacturers data to back
that up either!!
They have said that if I can get a copy of an FAA approved Maintenance Program
with longer TBO's they would accept that.
Does anyone have a copy of of such an FAA approved program that they would be willing
to share please?
Is there any other information available that looks credible with longer TBO's?
Many thanks in advance
Chris
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=466156#466156
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