Today's Message Index:
----------------------
1. 12:20 AM - Re: Yak-List Digest: 3 Msgs - 07/01/17 (Jay McIntyre)
2. 03:08 AM - Re: Voltage Regulator for NANCHANG CJ-6A (JL2A)
3. 03:20 AM - rigid air lines CJ (JL2A)
4. 03:41 AM - Re: Vr, Vx (JL2A)
5. 10:13 AM - Re: [Non-DoD Source] Re: Big Cannon Plug (Bitterlich, Mark G CIV NAVAIR, WD)
6. 12:04 PM - Re: Re: Voltage Regulator for NANCHANG CJ-6A (doug sapp)
7. 12:06 PM - Re: rigid air lines CJ (doug sapp)
8. 07:10 PM - Mag timing HS6A is the book wrong? (JL2A)
9. 09:33 PM - I'm Looking to train on YAK52 (USA , Canada or Europe ) (jones uzan)
10. 09:49 PM - Re: Mag timing HS6A is the book wrong? (Walter Lannon)
Message 1
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| Subject: | Re: Yak-List Digest: 3 Msgs - 07/01/17 |
Thanks for that Rob.
We have been looking at the CS-STAN option but trying to get an answer out
of our CAA will take about as long as it took you to get your mod approved!
Will put your e-mail in our files and see where we get to.
Out of interest, what sort of rubbish did they fill 33 pages with?
Regards, Jay
> Hi Jay,
>
> In the UK, until recently, the only option on my TRIG TY91/TT21 install
> was to
> get a minor mod drawn up by a approved design authority (DA), given the
> -52 is
> an ex-military / non-EASA aircraft (Annex II).
>
> Several months, 33 pages and 700 later we obtained one, which if anyone
> would like
> to re-use it in the UK then a contribution of 100 would be welcomed -
> cheaper
> / quicker than RYO and helps me offset the initial outlay. Contact me
> off-list
> if this is of interest.
>
> However the UK CAA in March this year allowed EASA CS-STAN as an
> alternative means
> of compliance for non-EASA Annex II types.
>
> www.caa.co.uk/General-aviation/Aircraft-ownership-and-maintenance/Minor-
> modifications/
>
> This now allows for, as I understand it, a qualified installer to create
> their
> own package (meeting CS-STAN criteria) instead of using an approved DA.
>
> This is still quite a lot of work so, if I may shamelessly plug the above
> offer
> again, the approved minor mod may still be quicker & cheaper :-)
>
> My presumption is that the NZ CAA will also look for a minor mod from you
> for your
> TT31 install. FWIW - maybe enquire if they'd accept the equivalent from the
> UK.
>
> Albeit you're looking at a TT31 rather than a TT21(or 22) install that
> I've got
> approved ... still, if you don't ask you don't get!
>
> Hope this helps (a little), Rob
>
Message 2
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| Subject: | Re: Voltage Regulator for NANCHANG CJ-6A |
Have you dismantled it and cleaned all the contacts? It's a very old school vibrating
regulator. I think they can be replaced with a solid state regulator, as
I cannot find it in my aircraft!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=470658#470658
Message 3
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| Subject: | rigid air lines CJ |
I have found a few corroding B nuts on the rigid brake air pipe in the wheel wells.
This is the larger diameter air pipe.
Cannot even find part numbers in the maintenance manuals, are these bits available
or must one make them up from western (imperial) stuff?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=470659#470659
Message 4
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> The Pilot's Manual states 150kph flap down, roughly Vx. Flaps up climb at Vy
use 170kph. 160kph flaps down descent..For my M-14 powered CJ, I use 81 knots
Vx. Vy at 90 to 91 knots
Vy is 91 knots for stock 285hp then for 360hp Vy should be a bit higher. If my
poor grasp on aerodynamics is correct. And assuming you are actually using the
extra ponies stored in the M-14 (why wouldn't ya!)
For the same reason that Vy decreases with altitude for NA aircraft. I'd guess
around 100KIAS would be closer with the extra thrust, better for cooling too.[/quote]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=470660#470660
Message 5
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| Subject: | Re: Big Cannon Plug |
Nope. Sorry.
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
Sent: Sunday, July 02, 2017 5:28 PM
Subject: [Non-DoD Source] Re: Yak-List: Big Cannon Plug
Do you still have the inverter?
Doc
Sent from my iPad
On Jun 23, 2017, at 12:18 PM, Scott Glaser <scott.t.glaser@gmail.com>
wrote:
Does anyone know what this massive cannon plug hanging the back of my
=9950 was attached to?
<IMG_0271.jpeg>
Message 6
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| Subject: | Re: Voltage Regulator for NANCHANG CJ-6A |
Anatole,
Old style reg is mounted on the back side (r/h top) of the secondary
firewall.
Later style solid state reg is mounted on the spar cap behind the front
cockpit seat.
Doug
On Mon, Jul 3, 2017 at 3:05 AM, JL2A <info@flyingwarbirds.com.au> wrote:
>
> Have you dismantled it and cleaned all the contacts? It's a very old
> school vibrating regulator. I think they can be replaced with a solid state
> regulator, as I cannot find it in my aircraft!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=470658#470658
>
>
Message 7
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| Subject: | Re: rigid air lines CJ |
Anatole,
Put a mic on the OD of the tubing, I might have some in stock.
Doug
On Mon, Jul 3, 2017 at 3:17 AM, JL2A <info@flyingwarbirds.com.au> wrote:
>
> I have found a few corroding B nuts on the rigid brake air pipe in the
> wheel wells. This is the larger diameter air pipe.
>
> Cannot even find part numbers in the maintenance manuals, are these bits
> available or must one make them up from western (imperial) stuff?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=470659#470659
>
>
Message 8
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| Subject: | Mag timing HS6A is the book wrong? |
Disclaimer: We have been timing our stock CJ as per the book values for years,
over multiple engines and mags with never an issue.
BUT
Someone that is in a workshop working on aircraft everyday says he times the HS6A
as follows:
say 27d mag, max advance in book is 31d.
difference is 4d
multiply by 0.787 prop reduction = 3.1d at the propeller
The book says 5.5d +/- 0.7
His claim is that the chart published in the maintenance manual (and Craig Payne's
publication on the matter) are wrong, they are dividing by 0.787 whereas it
should be multiplied (the propeller goes through less angular distance than
the engine)
Not being a quick thinker, at the time I could not fault his logic, simply saying
we just did it by the book and have never had a problem.
This engine in question always drops 100rpm or more on a single mag. This is out
of limits. Plugs etc are fine, it does it anytime, not just oily plug mornings.
Now this has got me real curious as like I said, can't fault his logic, but not
being an expert maybe there is something else going on that is not accounted
for here, that they knew about when publishing this chart... or did they?
Is the chart simply wrong and everyone has been running around with too-advanced
HS6As for 60 years
Maybe they took into account the difference between static and dynamic timing?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=470672#470672
Message 9
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| Subject: | I'm Looking to train on YAK52 (USA , Canada or Europe ) |
Hello,
I'm fascinated with the YAK52 aircraft (looking to buy one soon).
First, I would like to learn how to fly the aircraft (aerobatics as well).
I'm looking for YAK52 instructors /training facility (USA, Canada or even Eu
rope).
I'm very flexible on my schedule.
Thank you
Jones Uzan (jouzan@gmail.com)
Santa Clara, California USA , 6507504132
>
>
>
Message 10
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| Subject: | Re: Mag timing HS6A is the book wrong? |
Perhaps the question should be "which book is wrong?"
Start with the "Technical Specification for Service and Maintenance", Chap.
6, Power plant, Sec. 1, "Technical data of Huosai-6 Engine".
Page 122, item 42, shows Max. advance angle (CRANK) at 31 +/- 1* BTDC
This corresponds nicely with the Polish AI14 R (also 260 HP/TO) and the
Czech M462 RF (315 HP/TO) both at 30*BTDC.
Now to CHAP. 8 , Supplement. Sec, 1 Huosai -6 JIA Engine (285 HP/TO) -
Note 3, Pg. 189 clearly reduces the max. advance angle to 27*BTDC.
But then we have the PT6 Maintenance Manual which shows 31* for both Huosai
models! Which is correct? Damned if I know but I use 30* just cuz!
And then we have the M14P ---------- 75 more HP and a max. advance angle of
23*BTDC. Finally getting close to the real ones (P&W 985, 1340, etc. at
25*).
Walt
-----Original Message-----
From: JL2A
Sent: Monday, July 03, 2017 7:07 PM
Subject: Yak-List: Mag timing HS6A is the book wrong?
Disclaimer: We have been timing our stock CJ as per the book values for
years, over multiple engines and mags with never an issue.
BUT
Someone that is in a workshop working on aircraft everyday says he times the
HS6A as follows:
say 27d mag, max advance in book is 31d.
difference is 4d
multiply by 0.787 prop reduction = 3.1d at the propeller
The book says 5.5d +/- 0.7
His claim is that the chart published in the maintenance manual (and Craig
Payne's publication on the matter) are wrong, they are dividing by 0.787
whereas it should be multiplied (the propeller goes through less angular
distance than the engine)
Not being a quick thinker, at the time I could not fault his logic, simply
saying we just did it by the book and have never had a problem.
This engine in question always drops 100rpm or more on a single mag. This is
out of limits. Plugs etc are fine, it does it anytime, not just oily plug
mornings.
Now this has got me real curious as like I said, can't fault his logic, but
not being an expert maybe there is something else going on that is not
accounted for here, that they knew about when publishing this chart... or
did they?
Is the chart simply wrong and everyone has been running around with
too-advanced HS6As for 60 years
Maybe they took into account the difference between static and dynamic
timing?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=470672#470672
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