Today's Message Index:
----------------------
1. 09:17 AM - Re: CJ6 Wheel bearing removal (Harv)
2. 09:19 AM - CJ6 Prop O/H manual (Harv)
3. 04:25 PM - One the hunt for one pesky gremlin (Gazoo)
4. 06:40 PM - Looking for M-14B cylinders (N642K)
5. 08:26 PM - Re: One the hunt for one pesky gremlin (Roger Kemp)
6. 08:37 PM - Re: One the hunt for one pesky gremlin (Ernest Martinez)
7. 09:06 PM - Re: One the hunt for one pesky gremlin (William Geipel)
Message 1
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| Subject: | Re: CJ6 Wheel bearing removal |
Just a quick update to say the peanut oil.... I mean welded bead method worked
a treat to remove the bearing races from the hubs. Did all 6 in approx 30 mins
Cheers. :D
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=469619#469619
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| Subject: | CJ6 Prop O/H manual |
Chaps
Does anyone have a copy of the CJ6 prop/hub overhaul procedure (if such a a thing
exists) in PDF format they could email to me?
TIA
Harv
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=469620#469620
Message 3
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| Subject: | One the hunt for one pesky gremlin |
Well, my Yak season is off to a very slow start due to a phantom gremlin stuck
inside my airplane.
1st start and attempted run-up
My first start of the season was a difficult one which required much coaxing but
resulted in success after numerous attempts and nitrogen bottles. The first
run-up was conducted with cowlings off to check for oil leaks following a compressor
change-out. Given the ambient temperature at the time and no cowls, it
took approximately fifteen minutes to come up to temperature.
The engine ran smoothly during the warm up at 40% except ran rough once about midway
thru for about five seconds but then ran smooth once again after momentarily
changing power setting.
Just as oil temp was approaching 40C and CHT 140C, the idle started to hunt between
40% and 35%. I glanced quickly at the fuel pressure and it was holding at
0.4. After three rapid increases and decreases in RPM, the engine just smoothly
quit.
No restart was attempted because at first we suspected fuel blockage so a tear
down of the fuel system was completed to find the issue, however, no anomalies
were found. The fuel system was checked over during the annual and all fuel
screens, which were clean, were checked at that time, however, we checked them
again. All were clean and in good condition.
2nd start and run-up
After putting the airplane back together, engine started no problem this time and
ran beautifully smooth for the entire warm-up and run-up. All engine parameters
were normal. Engine was run for approximately 20 mins.
3rd start and run-up
Same story as the second, engine started no problem and ran beautifully smooth
for the entire warm-up and run-up. All engine parameters normal. Engine was
run for approximately 20 mins. Only anomaly found was a broken line from the
compressor to the snot valve.
At this point, whatever clean-up and recheck of the fuel system we had done was
leading us to believe that the issue may have been a one-time event, but with
no hard and fast culprit in custody, we were suspicious that the problem was
not corrected so more run-ups were in order.
4th start and attempted run-up
Engine started beautifully on very little prime and ran smoothly. It took about
five minutes to get up to temp and just as oil temp was approaching 40C and
CHT 140C, then engine again just smoothly quit despite adding throttle to compensate
for the dropping RPM. Fuel pressure held steady at 0.4 throughout.
A few phone calls were made and we were advised to check for blockage in the fuel
vents. These were checked and flushed these with compressed air.
5th start and attempted run-up
After flushing the fuel vents, we started up again. Smooth start and run but within
the same timeframe and temps, the engine just smoothly quit. Fuel pressure
again held steady at 0.4 throughout.
6th start and run-up
This time we elected to try another restart immediately so with only one shot of
prime to the cylinder side, the engine again started right up and ran beautifully
and continued to do so through the entire run-up. We ran it for 20 mins
with no anomalies.
We are now officially, totally at a loss as to what could be the cause.
--------
Stefan Corriveau
stefancorriveau@hotmail.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=469626#469626
Message 4
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| Subject: | Looking for M-14B cylinders |
Looking for an M-14B cylinder.
Will a series II cylinder work on a B motor?
Thanks in advance,
Mike
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=469627#469627
Message 5
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| Subject: | Re: One the hunt for one pesky gremlin |
Did you pull the fenestrated fuel filter in the carburetor throat. Fragments of
the inner lining of the fuel line can break off and block fuel flow threw the
carb. That caused an engine stoppage at 50ft AGL on TO in my 50. The engine
did very similar but nothing could be found.
Doc
Sent from my iPad
> On May 26, 2017, at 6:22 PM, Gazoo <stefancorriveau@hotmail.com> wrote:
>
>
> Well, my Yak season is off to a very slow start due to a phantom gremlin stuck
inside my airplane.
>
> 1st start and attempted run-up
>
> My first start of the season was a difficult one which required much coaxing
but resulted in success after numerous attempts and nitrogen bottles. The first
run-up was conducted with cowlings off to check for oil leaks following a compressor
change-out. Given the ambient temperature at the time and no cowls,
it took approximately fifteen minutes to come up to temperature.
>
> The engine ran smoothly during the warm up at 40% except ran rough once about
midway thru for about five seconds but then ran smooth once again after momentarily
changing power setting.
>
> Just as oil temp was approaching 40C and CHT 140C, the idle started to hunt between
40% and 35%. I glanced quickly at the fuel pressure and it was holding
at 0.4. After three rapid increases and decreases in RPM, the engine just smoothly
quit.
>
> No restart was attempted because at first we suspected fuel blockage so a tear
down of the fuel system was completed to find the issue, however, no anomalies
were found. The fuel system was checked over during the annual and all fuel
screens, which were clean, were checked at that time, however, we checked them
again. All were clean and in good condition.
>
> 2nd start and run-up
>
> After putting the airplane back together, engine started no problem this time
and ran beautifully smooth for the entire warm-up and run-up. All engine parameters
were normal. Engine was run for approximately 20 mins.
>
> 3rd start and run-up
>
> Same story as the second, engine started no problem and ran beautifully smooth
for the entire warm-up and run-up. All engine parameters normal. Engine was
run for approximately 20 mins. Only anomaly found was a broken line from the
compressor to the snot valve.
>
> At this point, whatever clean-up and recheck of the fuel system we had done was
leading us to believe that the issue may have been a one-time event, but with
no hard and fast culprit in custody, we were suspicious that the problem was
not corrected so more run-ups were in order.
>
> 4th start and attempted run-up
>
> Engine started beautifully on very little prime and ran smoothly. It took about
five minutes to get up to temp and just as oil temp was approaching 40C and
CHT 140C, then engine again just smoothly quit despite adding throttle to compensate
for the dropping RPM. Fuel pressure held steady at 0.4 throughout.
>
> A few phone calls were made and we were advised to check for blockage in the
fuel vents. These were checked and flushed these with compressed air.
>
> 5th start and attempted run-up
>
> After flushing the fuel vents, we started up again. Smooth start and run but
within the same timeframe and temps, the engine just smoothly quit. Fuel pressure
again held steady at 0.4 throughout.
>
> 6th start and run-up
>
> This time we elected to try another restart immediately so with only one shot
of prime to the cylinder side, the engine again started right up and ran beautifully
and continued to do so through the entire run-up. We ran it for 20 mins
with no anomalies.
>
> We are now officially, totally at a loss as to what could be the cause.
>
> --------
> Stefan Corriveau
> stefancorriveau@hotmail.com
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=469626#469626
>
>
>
>
>
>
>
>
>
Message 6
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| Subject: | Re: One the hunt for one pesky gremlin |
I once had my fenestrated pulled. Eventually led to getting my prostrate
removed.
On Fri, May 26, 2017 at 11:29 PM Roger Kemp <f16viperdoc@me.com> wrote:
>
> Did you pull the fenestrated fuel filter in the carburetor throat.
> Fragments of the inner lining of the fuel line can break off and block fu
el
> flow threw the carb. That caused an engine stoppage at 50ft AGL on TO in
> my 50. The engine did very similar but nothing could be found.
> Doc
>
> Sent from my iPad
>
> > On May 26, 2017, at 6:22 PM, Gazoo <stefancorriveau@hotmail.com> wrote:
> >
> >
> > Well, my Yak season is off to a very slow start due to a phantom gremli
n
> stuck inside my airplane.
> >
> > 1st start and attempted run-up
> >
> > My first start of the season was a difficult one which required much
> coaxing but resulted in success after numerous attempts and nitrogen
> bottles. The first run-up was conducted with cowlings off to check for o
il
> leaks following a compressor change-out. Given the ambient temperature a
t
> the time and no cowls, it took approximately fifteen minutes to come up t
o
> temperature.
> >
> > The engine ran smoothly during the warm up at 40% except ran rough once
> about midway thru for about five seconds but then ran smooth once again
> after momentarily changing power setting.
> >
> > Just as oil temp was approaching 40=C2=B0C and CHT 140=C2=B0C, the idle
started to
> =9Chunt=9D between 40% and 35%. I glanced quickly at the fue
l pressure and it
> was holding at 0.4. After three rapid increases and decreases in RPM, th
e
> engine just smoothly quit.
> >
> > No restart was attempted because at first we suspected fuel blockage so
> a tear down of the fuel system was completed to find the issue, however,
no
> anomalies were found. The fuel system was checked over during the annual
> and all fuel screens, which were clean, were checked at that time, howeve
r,
> we checked them again. All were clean and in good condition.
> >
> > 2nd start and run-up
> >
> > After putting the airplane back together, engine started no problem thi
s
> time and ran beautifully smooth for the entire warm-up and run-up. All
> engine parameters were normal. Engine was run for approximately 20 mins.
> >
> > 3rd start and run-up
> >
> > Same story as the second, engine started no problem and ran beautifully
> smooth for the entire warm-up and run-up. All engine parameters normal.
> Engine was run for approximately 20 mins. Only anomaly found was a broke
n
> line from the compressor to the snot valve.
> >
> > At this point, whatever clean-up and recheck of the fuel system we had
> done was leading us to believe that the issue may have been a one-time
> event, but with no hard and fast culprit in custody, we were suspicious
> that the problem was not corrected so more run-ups were in order.
> >
> > 4th start and attempted run-up
> >
> > Engine started beautifully on very little prime and ran smoothly. It
> took about five minutes to get up to temp and just as oil temp was
> approaching 40=C2=B0C and CHT 140=C2=B0C, then engine again just smoothly
quit
> despite adding throttle to compensate for the dropping RPM. Fuel pressur
e
> held steady at 0.4 throughout.
> >
> > A few phone calls were made and we were advised to check for blockage i
n
> the fuel vents. These were checked and flushed these with compressed air
.
> >
> > 5th start and attempted run-up
> >
> > After flushing the fuel vents, we started up again. Smooth start and
> run but within the same timeframe and temps, the engine just smoothly qui
t.
> Fuel pressure again held steady at 0.4 throughout.
> >
> > 6th start and run-up
> >
> > This time we elected to try another restart immediately so with only on
e
> shot of prime to the cylinder side, the engine again started right up and
> ran beautifully and continued to do so through the entire run-up. We ran
> it for 20 mins with no anomalies.
> >
> > We are now officially, totally at a loss as to what could be the cause.
> >
> > --------
> > Stefan Corriveau
> > stefancorriveau@hotmail.com
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=469626#469626
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
===========
===========
===========
===========
===========
>
>
Message 7
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| Subject: | Re: One the hunt for one pesky gremlin |
we had twins!
> On May 26, 2017, at 21:35, Ernest Martinez <erniel29@gmail.com> wrote:
>
> I once had my fenestrated pulled. Eventually led to getting my
prostrate removed.
>
> On Fri, May 26, 2017 at 11:29 PM Roger Kemp <f16viperdoc@me.com
<mailto:f16viperdoc@me.com>> wrote:
<mailto:f16viperdoc@me.com>>
>
> Did you pull the fenestrated fuel filter in the carburetor throat.
Fragments of the inner lining of the fuel line can break off and block
fuel flow threw the carb. That caused an engine stoppage at 50ft AGL on
TO in my 50. The engine did very similar but nothing could be found.
> Doc
>
> Sent from my iPad
>
> > On May 26, 2017, at 6:22 PM, Gazoo <stefancorriveau@hotmail.com
<mailto:stefancorriveau@hotmail.com>> wrote:
> >
<mailto:stefancorriveau@hotmail.com>>
> >
> > Well, my Yak season is off to a very slow start due to a phantom
gremlin stuck inside my airplane.
> >
> > 1st start and attempted run-up
> >
> > My first start of the season was a difficult one which required much
coaxing but resulted in success after numerous attempts and nitrogen
bottles. The first run-up was conducted with cowlings off to check for
oil leaks following a compressor change-out. Given the ambient
temperature at the time and no cowls, it took approximately fifteen
minutes to come up to temperature.
> >
> > The engine ran smoothly during the warm up at 40% except ran rough
once about midway thru for about five seconds but then ran smooth once
again after momentarily changing power setting.
> >
> > Just as oil temp was approaching 40=C2=B0C and CHT 140=C2=B0C, the
idle started to =9Chunt=9D between 40% and 35%. I glanced
quickly at the fuel pressure and it was holding at 0.4. After three
rapid increases and decreases in RPM, the engine just smoothly quit.
> >
> > No restart was attempted because at first we suspected fuel blockage
so a tear down of the fuel system was completed to find the issue,
however, no anomalies were found. The fuel system was checked over
during the annual and all fuel screens, which were clean, were checked
at that time, however, we checked them again. All were clean and in
good condition.
> >
> > 2nd start and run-up
> >
> > After putting the airplane back together, engine started no problem
this time and ran beautifully smooth for the entire warm-up and run-up.
All engine parameters were normal. Engine was run for approximately 20
mins.
> >
> > 3rd start and run-up
> >
> > Same story as the second, engine started no problem and ran
beautifully smooth for the entire warm-up and run-up. All engine
parameters normal. Engine was run for approximately 20 mins. Only
anomaly found was a broken line from the compressor to the snot valve.
> >
> > At this point, whatever clean-up and recheck of the fuel system we
had done was leading us to believe that the issue may have been a
one-time event, but with no hard and fast culprit in custody, we were
suspicious that the problem was not corrected so more run-ups were in
order.
> >
> > 4th start and attempted run-up
> >
> > Engine started beautifully on very little prime and ran smoothly.
It took about five minutes to get up to temp and just as oil temp was
approaching 40=C2=B0C and CHT 140=C2=B0C, then engine again just
smoothly quit despite adding throttle to compensate for the dropping
RPM. Fuel pressure held steady at 0.4 throughout.
> >
> > A few phone calls were made and we were advised to check for
blockage in the fuel vents. These were checked and flushed these with
compressed air.
> >
> > 5th start and attempted run-up
> >
> > After flushing the fuel vents, we started up again. Smooth start
and run but within the same timeframe and temps, the engine just
smoothly quit. Fuel pressure again held steady at 0.4 throughout.
> >
> > 6th start and run-up
> >
> > This time we elected to try another restart immediately so with only
one shot of prime to the cylinder side, the engine again started right
up and ran beautifully and continued to do so through the entire run-up.
We ran it for 20 mins with no anomalies.
> >
> > We are now officially, totally at a loss as to what could be the
cause.
> >
> > --------
> > Stefan Corriveau
> > stefancorriveau@hotmail.com <mailto:stefancorriveau@hotmail.com>
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=469626#469626
<http://forums.matronics.com/viewtopic.php?p=469626#469626>
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
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