Today's Message Index:
----------------------
1. 06:09 AM - Battery Charging CJ-6 (jay-dub)
2. 06:16 AM - Re: [Non-DoD Source] Engine mount rubbers - YAK-50 (Roger Kemp)
3. 06:21 AM - Re: [Non-DoD Source] Engine mount rubbers - YAK-50 (Roger Kemp)
4. 06:59 AM - Re: [Non-DoD Source] Engine mount rubbers - YAK-50 (Gordon Price)
5. 11:40 AM - Re: [Non-DoD Source] Engine mount rubbers - YAK-50 (Walter Lannon)
6. 01:02 PM - Re: [Non-DoD Source] Engine mount rubbers - YAK-50 (Gordon Price)
7. 02:27 PM - Re: [Non-DoD Source] Engine mount rubbers - YAK-50 (Roger Kemp)
8. 02:39 PM - Re: [Non-DoD Source] Engine mount rubbers - YAK-50 (A. Dennis Savarese)
9. 03:44 PM - Re: Battery Charging CJ-6 (Looigi)
10. 05:37 PM - Re: [Non-DoD Source] Engine mount rubbers - YAK-50 (Walter Lannon)
Message 1
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| Subject: | Battery Charging CJ-6 |
Is it possible to charge the CJ battery without removing it from the aircraft?
If so, is it possible to do it via the ground power receptacle?
... and if anyone has the same answer for the Yak-52, that would also be useful.
Thanks.
--------
CJ and Yak-52 owner
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=471046#471046
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| Subject: | Re: Engine mount rubbers - YAK-50 |
=F0=9F=91=8D=F0=9F=91=8D=F0=9F=91=8D=F0=9F=91=8D=F0=9F=91=8D, Doug.
Doc
Sent from my iPad
> On Jul 14, 2017, at 10:54 AM, doug sapp <dougsappllc@gmail.com> wrote:
>
> Gents,
> Addressing the "mount rubber" issue only.
> Are we 100% sure that the bonding or the failure of bonding to the washer o
r to the bushing is the problem here? I suspect that it is not. I suspect t
hat the mount rubber were incorrectly installed. Since there is no actual t
orque value stated in anything I have read it seems that there exists a larg
e opportunity to install them without enough torque, meaning not tight enoug
h. In a "normal situation" (gentleman's acro) I would think that proper ins
tallation would not be as critical as is would be in this rather unusual hi
gh g loading situation. This would help explain why this problem/situation h
as not been seen much in the past.
>
> Just a WAG on my part, YMMV.
>
> Doug
>
>> On Fri, Jul 14, 2017 at 5:32 AM, Gordon Price <gord@thedampub.ca> wrote:
>> As I recall Richard you did say that the YAK 50 could be flown forever at
>>
>> As I said SOMETIMES I see +8 and -5 G. Just being honest. A normal airs
how routine is +6 and -4 and yes the airplane has all the mods and lightweig
ht equipment. As for the pilot weight I am always working on that.
>>
>> You are right . The engine is spectacular and increased power has changed
the flying characteristics of the airplane which I am still getting used to
. I should be fully up to speed by the end of August when I fly the CNE Ca
nadian International Air Show in Toronto.
>>
>>
>> Back to the subject I have been to introduce for discussion
..
>>
>>
>> Attached is a picture of the different engine mount rubbers.
>>
>> On the left 2 new ones with the rubber bonded to the steel insert and on
the right one of the damaged mounts where the steel insert is not bonded an
d can turn and cut the rubber.
>>
>> <rubber.jpeg>
>>
>>
>>
>>> On Jul 14, 2017, at 2:20 AM, That's looking at his note <richard.goode@r
ussianaeros.com> wrote:
>>>
>>> Firstly I would like to make it clear that we supplied the engine togeth
er with the engine mount rubbers to Gordon Price. But we have used exactly t
he same rubbers on around 300 engines that we have supplied to a wide variet
y of aircraft, including competition Sukhois and have never had this problem
before. But we will sort it out, and we know from Gordon that the engine is
performing spectacularly well.
>>>
>>> But it raises an issue which I think is far more important, and that is f
lying a Yak 50 to its design limits of plus 9G and minus 6G. I have done a l
ot of research on this topic, and the 50 was unfortunate in that it was intr
oduced at a time that aerobatics changing from being big graceful manoeuvres
to sharp angles. The Russian team was well funded and incredibly well motiv
ated, and they were flying them beyond these limits, and had four fatal acc
idents to team members. During this period Yakovlev issued a series of servi
ce bulletins to reinforce the last bit of the aircraft that had broken, culm
inating in bulletin 79 =93 a 4.5 mm steel plate on top and bottom of t
he centre section.
>>>
>>> But firstly, remember that the Russian pilots were all relatively light;
the aeroplane was flown only with one fuel tank; no generator; air compress
or; a light battery. Then, the TOTAL service life of a team aircraft was 47 h
ours. After that it was scrapped. And for any other aircraft, the total serv
ice life was 300 hours, and then it was scrapped!
>>>
>>> I have a serious concern that many pilots today are flying aircraft that
have done far more hours than this; are ignorant of these issues, and yet f
eel that they still have a plus 9G aircraft, with a heavy Western pilot; smo
ke system; both fuel tanks et cetera!
>>>
>>> I prepared a detailed paper some years ago following discussions with Ya
kovlev describing the individual failures and then the subsequent service bu
lletins. I will send this to anyone who is interested.
>>>
>>> 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 Gordon Price
>>> Sent: 13 July 2017 19:31
>>> To: yak-list@matronics.com
>>> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
>>>
>>> Thanks for the advice Frank however it would be nice on this forum if we
could just stick to the topic at hand.
>>>
>>> In this case the topic it is a problem with engine mount rubb
ers and the fact that the ones supplied did not have the sleeve bonded to th
e rubber.
>>>
>>> Has anyone ever experienced this?
>>>
>>>> On Jul 13, 2017, at 1:44 PM, Frank Stelwagon <pfstelwagon@earthlink.net
> wrote:
>>>>
>>>> Mark wasn=99t lecturing you! He was telling you what he knows fr
om experience (lots of it). It might be safer to listen.
>>>>
>>>> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server
@matronics.com] On Behalf Of Gord Price
>>>> Sent: Thursday, July 13, 2017 10:22 AM
>>>> To: yak-list@matronics.com
>>>> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
>>>>
>>>> Mark. I asked for help .....not a lecture on a subject that I am well v
ersed in nor assumptions that are incorrect
>>>>
>>>> I have solved the problem and I am surprised you did not offer the advi
ce that the sleeve does not require bonding....if it is the correct mounting
rubber.
>>>>
>>>> The rubbers that were supplied and installed by my mechanic do not have
the sleeve bonded. In fact the front rubbers do not even have a sleeve. No
wonder they were coming apart.
>>>>
>>>> A new 'proper' set is being installed this weekend. I never had this p
roblem with the old engine because it had the correct rubber mounts which we
re sold with the engine.
>>>>
>>>> I believe this will solve the problem and I will carry on flying a very
aggressive and dynamic AIRSHOW routine that is well within the limits of my
airplane which is constantly being inspected.
>>>>
>>>> It is not the type of flying that most YAK owners engage in however I a
m quite at ease flying it this way. I first flew Victor Smolin's YAK 50 in 1
982 and I was taught the Lomcevak by its inventor Ladislav Bezak in 1980.
>>>>
>>>> 331 826 9942. Gord cell Mexico
>>>> 333 495 5044 Sandy cell Mexico
>>>> 519 375 6233 Gord cell Canada
>>>> 519 378 6800 Sandy cell Canada
>>>> 519 538 2868 House Canada
>>>> 226 777 4383 Email voice message anywhere
>>>> Sent from my iPhone
>>>>
>>>>
>>>>> On Jul 13, 2017, at 12:00 PM, Bitterlich, Mark G CIV NAVAIR, WD <mark.
bitterlich@navy.mil> wrote:
ark.bitterlich@navy.mil>
>>>>>
>>>>> Typically, the rubber used in these engine mounts deteriorates with ag
e. Personally what I would try to do under your circumstance is to measure a
new one with a durometer, and then have a mold constructed and replace them
with a polyurethane equivalent.
>>>>>
>>>>> You did not ask this, and I am sorry for sticking my nose into the top
ic and changing the subject somewhat, but I would suggest that you also make
sure you have the Russian recording accelerometer installed in your 50, (or
a suitable replacement) and are keeping track of the cycles. The 50 is ind
eed rated to +9/-6 assuming all the mods are incorporated. However that was
not an unlimited qualification. Meaning that after so many "cycles" (as do
cumented on the recording accelerometer), it was a requirement to replace th
e wings. Considering most 50's that were flown in unlimited events were us
ually retired under 100 hours of flight time, it might be worth keeping in m
ind.
>>>>>
>>>>> The kind of damage to engine mount rubbers that you are describing is s
omething commonly seen on Sukhoi's flying Unlimited level aerobatic competi
tion, usually with engines just like yours and MTV9-260 props, thus I suspec
t you are approaching that kind of G loading. That said, the Suke construc
tion otherwise is much stronger than the 50. Another thing that generates t
his kind of stress is gyroscopic maneuvers usually accompanied by prop shaft
seal damage.
>>>>>
>>>>> Good luck.
>>>>>
>>>>> Mark
>>>>>
>>>>>
>>>>> -----Original Message-----
>>>>> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-serve
r@matronics.com] On Behalf Of Gordon Price
>>>>> Sent: Thursday, July 13, 2017 8:05 AM
>>>>> To: yak-list@matronics.com
>>>>> Subject: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
>>>>>
>>>>>
>>>>>
>>>>> We just installed a zero=99d M-13PF with Barrett Pistons which d
yno'd at 435 HP on my YAK 50. Performance is much enhanced however we have
just found some engine mount rubbers are being torn up because the metal s
leeve is moving and cutting the rubber. The airplane is being flown under t
he G limits however during the air show sequence I am sometimes seeing +8 an
d -5 G. We never had this problem with the old 360 HP engine. We have a n
ew set being installed in the next few days which should yield more informat
ion. Does anyone have experience in this area? Thinking of bonding the sle
eve to the rubber to prevent the sleeve movement. Thanks in advance. Gord
>>>>>
>>>>>
>>>>>
>>>>> http://www.matronics.com/Navigator?Yak-List
>>>>> <=======================
=== &nb --> MailScanner has detected a possible fraud at
tempt from "forums.matronics.com" claiming to behttp://forums.ma====
=======================; --> M
ailScanner has detected a possible fraud attempt from "wiki.matronics.com" c
laiming to behttp://wiki.matronics.co=============
=============; - List Conbsp;
-Matt Dralle, List Ads.com/contribution">http://www.matronics.com/
contribution
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>
>>>
>>>
>>> --
>>> This message has been scanned for viruses and
>>> dangerous content by MailScanner, and is
>>> believed to be clean.
>>
>
Message 3
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| Subject: | Re: Engine mount rubbers - YAK-50 |
Gord,
The instructions I got were to compress to 44.5 mm.
Doc
Sent from my iPad
> On Jul 14, 2017, at 11:31 AM, Gordon Price <gord@thedampub.ca> wrote:
>
>
> Good point Doug and thank you for that. There is a measurement of 34.5 mm
on the plans sent to me by George Coy. At that point should the metal sle
eves inside touch?
>
> Does anyone have method of torquing that would be helpful or sod you just
compress to 34.5 mm.
>
> Could not enough torque could cause this problem? Could too much torque c
ause the problem? We don=99t know so if someone has experience please
let us know.
>
> We have yet to remove the engine since work is backed up in the shop howev
er I am told that the forward rubber mounts that are installed did not have t
he washer with a sleeve. Only a washer..no sleeve.
>
> Also, which mounts do you sell Doug? With or without the sleeve?
>
> Thanks
>
> Gord
>
>> On Jul 14, 2017, at 11:54 AM, doug sapp <dougsappllc@gmail.com> wrote:
>>
>> Gents,
>> Addressing the "mount rubber" issue only.
>> Are we 100% sure that the bonding or the failure of bonding to the washer
or to the bushing is the problem here? I suspect that it is not. I suspec
t that the mount rubber were incorrectly installed. Since there is no actua
l torque value stated in anything I have read it seems that there exists a l
arge opportunity to install them without enough torque, meaning not tight en
ough. In a "normal situation" (gentleman's acro) I would think that proper i
nstallation would not be as critical as is would be in this rather unusual h
igh g loading situation. This would help explain why this problem/situation
has not been seen much in the past.
>>
>> Just a WAG on my part, YMMV.
>>
>> Doug
>>
>>> On Fri, Jul 14, 2017 at 5:32 AM, Gordon Price <gord@thedampub.ca> wrote:
>>> As I recall Richard you did say that the YAK 50 could be flown forever a
t +5 and -3.
>>>
>>> As I said SOMETIMES I see +8 and -5 G. Just being honest. A normal air
show routine is +6 and -4 and yes the airplane has all the mods and lightwei
ght equipment. As for the pilot weight I am always working on that.
>>>
>>> You are right . The engine is spectacular and increased power has change
d the flying characteristics of the airplane which I am still getting used t
o. I should be fully up to speed by the end of August when I fly the CNE C
anadian International Air Show in Toronto.
>>>
>>>
>>> Back to the subject I have been to introduce for discussion
..
>>>
>>>
>>> Attached is a picture of the different engine mount rubbers.
>>>
>>> On the left 2 new ones with the rubber bonded to the steel insert and o
n the right one of the damaged mounts where the steel insert is not bonded a
nd can turn and cut the rubber.
>>>
>>> <rubber.jpeg>
>>>
>>>
>>>
>>>> On Jul 14, 2017, at 2:20 AM, That's looking at his note <richard.goode@
russianaeros.com> wrote:
>>>>
>>>> Firstly I would like to make it clear that we supplied the engine toget
her with the engine mount rubbers to Gordon Price. But we have used exactly t
he same rubbers on around 300 engines that we have supplied to a wide variet
y of aircraft, including competition Sukhois and have never had this problem
before. But we will sort it out, and we know from Gordon that the engine is
performing spectacularly well.
>>>>
>>>> But it raises an issue which I think is far more important, and that is
flying a Yak 50 to its design limits of plus 9G and minus 6G. I have done a
lot of research on this topic, and the 50 was unfortunate in that it was in
troduced at a time that aerobatics changing from being big graceful manoeuvr
es to sharp angles. The Russian team was well funded and incredibly well mot
ivated, and they were flying them beyond these limits, and had four fatal a
ccidents to team members. During this period Yakovlev issued a series of ser
vice bulletins to reinforce the last bit of the aircraft that had broken, cu
lminating in bulletin 79 =93 a 4.5 mm steel plate on top and bottom of
the centre section.
>>>>
>>>> But firstly, remember that the Russian pilots were all relatively light
; the aeroplane was flown only with one fuel tank; no generator; air compres
sor; a light battery. Then, the TOTAL service life of a team aircraft was 47
hours. After that it was scrapped. And for any other aircraft, the total se
rvice life was 300 hours, and then it was scrapped!
>>>>
>>>> I have a serious concern that many pilots today are flying aircraft tha
t have done far more hours than this; are ignorant of these issues, and yet f
eel that they still have a plus 9G aircraft, with a heavy Western pilot; smo
ke system; both fuel tanks et cetera!
>>>>
>>>> I prepared a detailed paper some years ago following discussions with Y
akovlev describing the individual failures and then the subsequent service b
ulletins. I will send this to anyone who is interested.
>>>>
>>>> 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 Gordon Price
>>>> Sent: 13 July 2017 19:31
>>>> To: yak-list@matronics.com
>>>> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
>>>>
>>>> Thanks for the advice Frank however it would be nice on this forum if w
e could just stick to the topic at hand.
>>>>
>>>> In this case the topic it is a problem with engine mount rub
bers and the fact that the ones supplied did not have the sleeve bonded to t
he rubber.
>>>>
>>>> Has anyone ever experienced this?
>>>>
>>>>> On Jul 13, 2017, at 1:44 PM, Frank Stelwagon <pfstelwagon@earthlink.ne
t> wrote:
>>>>>
>>>>> Mark wasn=99t lecturing you! He was telling you what he knows f
rom experience (lots of it). It might be safer to listen.
>>>>>
>>>>> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-serve
r@matronics.com] On Behalf Of Gord Price
>>>>> Sent: Thursday, July 13, 2017 10:22 AM
>>>>> To: yak-list@matronics.com
>>>>> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
>>>>>
>>>>> Mark. I asked for help .....not a lecture on a subject that I am well
versed in nor assumptions that are incorrect
>>>>>
>>>>> I have solved the problem and I am surprised you did not offer the adv
ice that the sleeve does not require bonding....if it is the correct mountin
g rubber.
>>>>>
>>>>> The rubbers that were supplied and installed by my mechanic do not hav
e the sleeve bonded. In fact the front rubbers do not even have a sleeve. N
o wonder they were coming apart.
>>>>>
>>>>> A new 'proper' set is being installed this weekend. I never had this p
roblem with the old engine because it had the correct rubber mounts which we
re sold with the engine.
>>>>>
>>>>> I believe this will solve the problem and I will carry on flying a ver
y aggressive and dynamic AIRSHOW routine that is well within the limits of m
y airplane which is constantly being inspected.
>>>>>
>>>>> It is not the type of flying that most YAK owners engage in however I
am quite at ease flying it this way. I first flew Victor Smolin's YAK 50 i
n 1982 and I was taught the Lomcevak by its inventor Ladislav Bezak in 1980
.
>>>>>
>>>>> 331 826 9942. Gord cell Mexico
>>>>> 333 495 5044 Sandy cell Mexico
>>>>> 519 375 6233 Gord cell Canada
>>>>> 519 378 6800 Sandy cell Canada
>>>>> 519 538 2868 House Canada
>>>>> 226 777 4383 Email voice message anywhere
>>>>> Sent from my iPhone
>>>>>
>>>>>
>>>>>> On Jul 13, 2017, at 12:00 PM, Bitterlich, Mark G CIV NAVAIR, WD <mark
.bitterlich@navy.mil> wrote:
mark.bitterlich@navy.mil>
>>>>>>
>>>>>> Typically, the rubber used in these engine mounts deteriorates with a
ge. Personally what I would try to do under your circumstance is to measure
a new one with a durometer, and then have a mold constructed and replace th
em with a polyurethane equivalent.
>>>>>>
>>>>>> You did not ask this, and I am sorry for sticking my nose into the to
pic and changing the subject somewhat, but I would suggest that you also mak
e sure you have the Russian recording accelerometer installed in your 50, (o
r a suitable replacement) and are keeping track of the cycles. The 50 is in
deed rated to +9/-6 assuming all the mods are incorporated. However that wa
s not an unlimited qualification. Meaning that after so many "cycles" (as d
ocumented on the recording accelerometer), it was a requirement to replace t
he wings. Considering most 50's that were flown in unlimited events were u
sually retired under 100 hours of flight time, it might be worth keeping in m
ind.
>>>>>>
>>>>>> The kind of damage to engine mount rubbers that you are describing is
something commonly seen on Sukhoi's flying Unlimited level aerobatic compe
tition, usually with engines just like yours and MTV9-260 props, thus I susp
ect you are approaching that kind of G loading. That said, the Suke constr
uction otherwise is much stronger than the 50. Another thing that generates
this kind of stress is gyroscopic maneuvers usually accompanied by prop sha
ft seal damage.
>>>>>>
>>>>>> Good luck.
>>>>>>
>>>>>> Mark
>>>>>>
>>>>>>
>>>>>> -----Original Message-----
>>>>>> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-serv
er@matronics.com] On Behalf Of Gordon Price
>>>>>> Sent: Thursday, July 13, 2017 8:05 AM
>>>>>> To: yak-list@matronics.com
>>>>>> Subject: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
>>>>>>
>>>>>>
>>>>>>
>>>>>> We just installed a zero=99d M-13PF with Barrett Pistons which d
yno'd at 435 HP on my YAK 50. Performance is much enhanced however we have
just found some engine mount rubbers are being torn up because the metal s
leeve is moving and cutting the rubber. The airplane is being flown under t
he G limits however during the air show sequence I am sometimes seeing +8 an
d -5 G. We never had this problem with the old 360 HP engine. We have a n
ew set being installed in the next few days which should yield more informat
ion. Does anyone have experience in this area? Thinking of bonding the sle
eve to the rubber to prevent the sleeve movement. Thanks in advance. Gord
>>>>>>
>>>>>>
>>>>>>
>>>>>> http://www.matronics.com/Navigator?Yak-List
>>>>>> <=======================
=== &nb --> MailScanner has detected a possible fraud at
tempt from "forums.matronics.com" claiming to behttp://forums.ma====
=======================; --> M
ailScanner has detected a possible fraud attempt from "wiki.matronics.com" c
laiming to behttp://wiki.matronics.co=============
=============; - List Conbsp;
-Matt Dralle, List Ads.com/contribution">http://www.matronics.com/
contribution
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>
>>>>
>>>>
>>>> --
>>>> This message has been scanned for viruses and
>>>> dangerous content by MailScanner, and is
>>>> believed to be clean.
>>>
>>
>
Message 4
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| Subject: | Re: Engine mount rubbers - YAK-50 |
Thanks Doc
That is a big difference!
Here is the drawing George Coy sent to me.
Do you know if the rubber is bonded to the sleeve and are there sleeves
on both the front and back rubbers?
We will know more once we get the engine off the mount on Wednesday.
Gord
> On Jul 16, 2017, at 9:19 AM, Roger Kemp <f16viperdoc@me.com> wrote:
>
> Gord,
> The instructions I got were to compress to 44.5 mm.
> Doc
>
> Sent from my iPad
>
> On Jul 14, 2017, at 11:31 AM, Gordon Price <gord@thedampub.ca
<mailto:gord@thedampub.ca>> wrote:
>
>>
>> Good point Doug and thank you for that. There is a measurement of
34.5 mm on the plans sent to me by George Coy. At that point should
the metal sleeves inside touch?
>>
>> Does anyone have method of torquing that would be helpful or sod you
just compress to 34.5 mm.
>>
>> Could not enough torque could cause this problem? Could too much
torque cause the problem? We don=99t know so if someone has
experience please let us know.
>>
>> We have yet to remove the engine since work is backed up in the shop
however I am told that the forward rubber mounts that are installed did
not have the washer with a sleeve. Only a washer..no sleeve.
>>
>> Also, which mounts do you sell Doug? With or without the sleeve?
>>
>> Thanks
>>
>> Gord
>>
>>> On Jul 14, 2017, at 11:54 AM, doug sapp <dougsappllc@gmail.com
<mailto:dougsappllc@gmail.com>> wrote:
>>>
>>> Gents,
>>> Addressing the "mount rubber" issue only.
>>> Are we 100% sure that the bonding or the failure of bonding to the
washer or to the bushing is the problem here? I suspect that it is not.
I suspect that the mount rubber were incorrectly installed. Since
there is no actual torque value stated in anything I have read it seems
that there exists a large opportunity to install them without enough
torque, meaning not tight enough. In a "normal situation" (gentleman's
acro) I would think that proper installation would not be as critical as
is would be in this rather unusual high g loading situation. This
would help explain why this problem/situation has not been seen much in
the past.
>>>
>>> Just a WAG on my part, YMMV.
>>>
>>> Doug
>>>
>>> On Fri, Jul 14, 2017 at 5:32 AM, Gordon Price <gord@thedampub.ca
<mailto:gord@thedampub.ca>> wrote:
>>> As I recall Richard you did say that the YAK 50 could be flown
forever at +5 and -3.
>>>
>>> As I said SOMETIMES I see +8 and -5 G. Just being honest. A normal
airshow routine is +6 and -4 and yes the airplane has all the mods and
lightweight equipment. As for the pilot weight I am always
working on that.
>>>
>>> You are right . The engine is spectacular and increased power has
changed the flying characteristics of the airplane which I am still
getting used to. I should be fully up to speed by the end of August
when I fly the CNE Canadian International Air Show in Toronto.
>>>
>>>
>>> Back to the subject I˙˙˙˙e be˙˙˙˙o in˙˙˙˙uce ˙˙˙˙
˙˙˙˙iscu˙˙˙˙n..
˙˙˙˙ &g˙˙˙˙t;&g˙˙˙˙ ˙˙˙˙t;&g˙˙˙˙t;
˙˙˙˙ &g˙˙˙˙t;&g˙˙˙˙ttac˙˙˙˙is a˙˙˙˙ture˙˙˙˙the ˙˙˙˙eren˙˙˙˙gine˙˙˙˙nt r˙˙˙˙rs.
˙˙˙˙ &g˙˙˙˙t;&g˙˙˙˙ ˙˙˙˙t;&g˙˙˙˙t; O˙˙˙˙e le˙˙˙˙ new˙˙˙˙s wi˙˙˙˙he r˙˙˙˙r bo˙˙˙˙ to ˙˙˙˙stee˙˙˙˙sert˙˙˙˙ ˙˙˙˙ on ˙˙˙˙righ˙˙˙˙e of˙˙˙˙ dam˙˙˙˙ mou˙˙˙˙wher˙˙˙˙e st˙˙˙˙inse˙˙˙˙s no˙˙˙˙ ˙˙˙˙ded ˙˙˙˙can ˙˙˙˙ and˙˙˙˙ the˙˙˙˙ber.˙˙˙˙ &˙˙˙˙gt;&˙˙˙˙
˙˙˙˙gt;&˙˙˙˙gt; ˙˙˙˙rubb˙˙˙˙peg&˙˙˙˙ ˙˙˙˙t;&g˙˙˙˙t;
˙˙˙˙ &g˙˙˙˙t;&g˙˙˙˙ ˙˙˙˙t;&g˙˙˙˙t;
˙˙˙˙ &g˙˙˙˙t;&g˙˙˙˙t; O˙˙˙˙l 14˙˙˙˙17, ˙˙˙˙:20 ˙˙˙˙That˙˙˙˙ooki˙˙˙˙t hi˙˙˙˙te
˙˙˙˙ &l˙˙˙˙char˙˙˙˙5492˙˙˙˙2663˙˙˙˙Appl˙˙˙˙terc˙˙˙˙e-ne˙˙˙˙e"&g˙˙˙˙ ˙˙˙˙t;ma˙˙˙˙:r˙˙˙˙rd.g˙˙˙˙@rus˙˙˙˙aero˙˙˙˙m˙˙˙˙ard.˙˙˙˙e@ru˙˙˙˙naer˙˙˙˙omri˙˙˙˙d.go˙˙˙˙russ˙˙˙˙eros˙˙˙˙˙˙˙˙+44 ˙˙˙˙1544˙˙˙˙120 ˙˙˙˙ &˙˙˙˙el:+˙˙˙˙0154˙˙˙˙3401˙˙˙˙t;
˙˙˙˙ >˙˙˙˙;>˙˙˙˙; Fa˙˙˙˙44 (˙˙˙˙544 ˙˙˙˙29 &˙˙˙˙el:+˙˙˙˙0154˙˙˙˙3401˙˙˙˙t;
˙˙˙˙ >˙˙˙˙;>˙˙˙˙; ww˙˙˙˙ssia˙˙˙˙os.c˙˙˙˙lt;<˙˙˙˙rget˙˙˙˙herp˙˙˙˙" hr˙˙˙˙http˙˙˙˙ww.r˙˙˙˙anae˙˙˙˙com/˙˙˙˙">ht˙˙˙˙/www˙˙˙˙sian˙˙˙˙s.co˙˙˙˙t;owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>
[mailto:owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>] On Behalf Of Gordon Price
>>>> Sent: 13 July 2017 19:31
>>>> To: yak-list@matronics.com <mailto:yak-list@matronics.com>
>>>> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers -
YAK-50
>>>>
>>>> Thanks for the advice Frank however it would be nice on this forum
if we could just stick to the topic at hand.
>>>>
>>>> In this case the topic it is a problem with engine mount
rubbers and the fact that the ones supplied did not have the sleeve
bonded to the rubber.
>>>>
>>>> Has anyone ever experienced this?
>>>>
>>>>> On Jul 13, 2017, at 1:44 PM, Frank Stelwagon
<pfstelwagon@earthlink.net <mailto:pfstelwagon@earthlink.net>> wrote:
>>>>>
>>>>> Mark wasn=99t lecturing you! He was telling you what he
knows from experience (lots of it). It might be safer to listen.
>>>>>
>>>>> From: owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>
[mailto:owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>] On Behalf Of Gord Price
>>>>> Sent: Thursday, July 13, 2017 10:22 AM
>>>>> To: yak-list@matronics.com <mailto:yak-list@matronics.com>
>>>>> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers -
YAK-50
>>>>>
>>>>> Mark. I asked for help .....not a lecture on a subject that I am
well versed in nor assumptions that are incorrect
>>>>>
>>>>> I have solved the problem and I am surprised you did not offer the
advice that the sleeve does not require bonding....if it is the correct
mounting rubber.
>>>>>
>>>>> The rubbers that were supplied and installed by my mechanic do not
have the sleeve bonded. In fact the front rubbers do not even have a
sleeve. No wonder they were coming apart.
>>>>>
>>>>> A new 'proper' set is being installed this weekend. I never had
this problem with the old engine because it had the correct rubber
mounts which were sold with the engine.
>>>>>
>>>>> I believe this will solve the problem and I will carry on flying a
very aggressive and dynamic AIRSHOW routine that is well within the
limits of my airplane which is constantly being inspected.
>>>>>
>>>>> It is not the type of flying that most YAK owners engage in
however I am quite at ease flying it this way. I first flew Victor
Smolin's YAK 50 in 1982 and I was taught the Lomcevak by its inventor
Ladislav Bezak in 1980.
>>>>>
>>>>> 331 826 9942 <tel:331%20826%209942>. Gord cell Mexico
>>>>> 333 495 5044 <tel:333%20495%205044> Sandy cell Mexico
>>>>> 519 375 6233 <tel:519%20375%206233> Gord cell Canada
>>>>> 519 378 6800 <tel:519%20378%206800> Sandy cell Canada
>>>>> 519 538 2868 <tel:519%20538%202868> House Canada
>>>>> 226 777 4383 <tel:226%20777%204383> Email voice message anywhere
>>>>> Sent from my iPhone
>>>>>
>>>>>
>>>>> On Jul 13, 2017, at 12:00 PM, Bitterlich, Mark G CIV NAVAIR, WD
<mark.bitterlich@navy.mil <mailto:mark.bitterlich@navy.mil>> wrote:
>>>>>
WD" <mark.bitterlich@navy.mil <mailto:mark.bitterlich@navy.mil>>
>>>>>>
>>>>>> Typically, the rubber used in these engine mounts deteriorates
with age. Personally what I would try to do under your circumstance is
to measure a new one with a durometer, and then have a mold constructed
and replace them with a polyurethane equivalent.
>>>>>>
>>>>>> You did not ask this, and I am sorry for sticking my nose into
the topic and changing the subject somewhat, but I would suggest that
you also make sure you have the Russian recording accelerometer
installed in your 50, (or a suitable replacement) and are keeping track
of the cycles. The 50 is indeed rated to +9/-6 assuming all the mods
are incorporated. However that was not an unlimited qualification.
Meaning that after so many "cycles" (as documented on the recording
accelerometer), it was a requirement to replace the wings. Considering
most 50's that were flown in unlimited events were usually retired under
100 hours of flight time, it might be worth keeping in mind.
>>>>>>
>>>>>> The kind of damage to engine mount rubbers that you are
describing is something commonly seen on Sukhoi's flying Unlimited level
aerobatic competition, usually with engines just like yours and
MTV9-260 props, thus I suspect you are approaching that kind of G
loading. That said, the Suke construction otherwise is much stronger
than the 50. Another thing that generates this kind of stress is
gyroscopic maneuvers usually accompanied by prop shaft seal damage.
>>>>>>
>>>>>> Good luck.
>>>>>>
>>>>>> Mark
>>>>>>
>>>>>>
>>>>>> -----Original Message-----
>>>>>> From: owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>
[mailto:owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>] On Behalf Of Gordon Price
>>>>>> yak-list@matronics.com <mailto:yak-list@matronics.com>
>>>>>> Subject: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
>>>>>>
<mailto:gord@thedampub.ca>>
>>>>>>
>>>>>>
>>>>>> We just installed a zero=99d M-13PF with Barrett Pistons
which dyno'd at 435 HP on my YAK 50. Performance is much enhanced
however we have just found some engine mount rubbers are being torn up
because the metal sleeve is moving and cutting the rubber. The airplane
is being flown under the G limits however during the air show sequence I
am sometimes seeing +8 and -5 G. We never had this problem with the
old 360 HP engine. We have a new set being installed in the next few
days which should yield more information. Does anyone have experience
in this area? Thinking of bonding the sleeve to the rubber to prevent
the sleeve movement. Thanks in advance. Gord
>>>>>>
>>>>>>
>>>>>>
>>>>>> http://www.matronics.com/Navigator?Yak-List
<http://www.matronics.com/Navigator?Yak-List>
>>>>>> <======================
==== &nb --> MailScanner has detected a possible
fraud attempt from "forums.matronics.com" claiming to
behttp://forums.ma===================
========;=C2--->=C2-
<http://forums.matronics.com/>MailScanner has detected a possible fraud
attempt from "wiki.matronics.com" claiming to
behttp://wiki.matronics.co================
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-=C2-=C2-=C2-- List
Conbsp;=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
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List Ads.com/contribution">http://www.matronics.com/contribution
<http://wiki.matronics.com/>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>
>>>>
>>>>
>>>> --
>>>> This message has been scanned for viruses and
>>>> dangerous content by MailScanner <http://www.mailscanner.info/>,
and is
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Message 5
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| Subject: | Re: Engine mount rubbers - YAK-50 |
This has been an area of concern since my first CJ6/Huosai experience in 19
93.
Gord: Could you please explain what you mean by =9Csleeve=9D.
It would appear you are referring to the damper support washers.
The reason for my confusion is years of experience with this type of damper
installation on other aircraft using the small P&W radials (R1340 & R985).
In particular the Harvard and T6.
Kind of blew my mind to find a rubber vibration damper with no internal ste
el bushing (sleeve?) to control the compression of the rubber. Eventually
got used to guessing at the torque and forgot about it.
In the P&W case (and probably most, if not all, engine manufacturers) this
is not an engine component. It was usually left to the determinations of t
he airframe manufacturer.
Question for Yak 50, 52, 55, 18T, Sukhoi, etc. owners: Does your M14P ins
tallation use internal bushings to establish damper compression? If so co
uld someone measure the exact bushing length?
Walt
F rom: Gordon Price
Sent: Sunday, July 16, 2017 6:50 AM
Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
Thanks Doc
That is a big difference!
Here is the drawing George Coy sent to me.
Do you know if the rubber is bonded to the sleeve and are there sleeves on
both the front and back rubbers?
We will know more once we get the engine off the mount on Wednesday.
Gord
---------------------------------------------------------------------------
-----
On Jul 16, 2017, at 9:19 AM, Roger Kemp <f16viperdoc@me.com> wrote:
Gord,
The instructions I got were to compress to 44.5 mm.
Doc
Sent from my iPad
On Jul 14, 2017, at 11:31 AM, Gordon Price <gord@thedampub.ca> wrote:
Good point Doug and thank you for that. There is a measurement of 34.5
mm on the plans sent to me by George Coy. At that point should the metal
sleeves inside touch?
Does anyone have method of torquing that would be helpful or sod you j
ust compress to 34.5 mm.
Could not enough torque could cause this problem? Could too much torqu
e cause the problem? We don=99t know so if someone has experience pl
ease let us know.
We have yet to remove the engine since work is backed up in the shop ho
wever I am told that the forward rubber mounts that are installed did not h
ave the washer with a sleeve. Only a washer..no sleeve.
Also, which mounts do you sell Doug? With or without the sleeve?
Thanks
Gord
On Jul 14, 2017, at 11:54 AM, doug sapp <dougsappllc@gmail.com> wrote
:
Gents,
Addressing the "mount rubber" issue only.
Are we 100% sure that the bonding or the failure of bonding to the wa
sher or to the bushing is the problem here? I suspect that it is not. I s
uspect that the mount rubber were incorrectly installed. Since there is no
actual torque value stated in anything I have read it seems that there exi
sts a large opportunity to install them without enough torque, meaning not
tight enough. In a "normal situation" (gentleman's acro) I would think tha
t proper installation would not be as critical as is would be in this rathe
r unusual high g loading situation. This would help explain why this prob
lem/situation has not been seen much in the past.
Just a WAG on my part, YMMV.
Doug
On Fri, Jul 14, 2017 at 5:32 AM, Gordon Price <gord@thedampub.ca> wro
te:
As I recall Richard you did say that the YAK 50 could be flown fore
ver at +5 and -3.
As I said SOMETIMES I see +8 and -5 G. Just being honest. A norma
l airshow routine is +6 and -4 and yes the airplane has all the mods and li
ghtweight equipment. As for the pilot weight I am always working o
n that.
You are right . The engine is spectacular and increased power has c
hanged the flying characteristics of the airplane which I am still getting
used to. I should be fully up to speed by the end of August when I fly the
CNE Canadian International Air Show in Toronto.
Back to the subject I have been to introduce for discussion
..
Attached is a picture of the different engine mount rubbers.
On the left 2 new ones with the rubber bonded to the steel insert
and on the right one of the damaged mounts where the steel insert is not bo
nded and can turn and cut the rubber.
<rubber.jpeg>
On Jul 14, 2017, at 2:20 AM, That's looking at his note <richard2
835492219526631817Apple-interchange-newline">
Firstly I would like to make it clear that we supplied the engine
together with the engine mount rubbers to Gordon Price. But we have used e
xactly the same rubbers on around 300 engines that we have supplied to a wi
de variety of aircraft, including competition Sukhois and have never had th
is problem before. But we will sort it out, and we know from Gordon that th
e engine is performing spectacularly well.
But it raises an issue which I think is far more important, and t
hat is flying a Yak 50 to its design limits of plus 9G and minus 6G. I have
done a lot of research on this topic, and the 50 was unfortunate in that i
t was introduced at a time that aerobatics changing from being big graceful
manoeuvres to sharp angles. The Russian team was well funded and incredibl
y well motivated, and they were flying them beyond these limits, and had f
our fatal accidents to team members. During this period Yakovlev issued a s
eries of service bulletins to reinforce the last bit of the aircraft that h
ad broken, culminating in bulletin 79 =93 a 4.5 mm steel plate on top
and bottom of the centre section.
But firstly, remember that the Russian pilots were all relatively
light; the aeroplane was flown only with one fuel tank; no generator; air
compressor; a light battery. Then, the TOTAL service life of a team aircraf
t was 47 hours. After that it was scrapped. And for any other aircraft, the
total service life was 300 hours, and then it was scrapped!
I have a serious concern that many pilots today are flying aircra
ft that have done far more hours than this; are ignorant of these issues, a
nd yet feel that they still have a plus 9G aircraft, with a heavy Western p
ilot; smoke system; both fuel tanks et cetera!
I prepared a detailed paper some years ago following discussions
with Yakovlev describing the individual failures and then the subsequent se
rvice bulletins. I will send this to anyone who is interested.
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 Gordon Price
Sent: 13 July 2017 19:31
To: yak-list@matronics.com
Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YA
K-50
Thanks for the advice Frank however it would be nice on this foru
m if we could just stick to the topic at hand.
In this case the topic it is a problem with engine mou
nt rubbers and the fact that the ones supplied did not have the sleeve bond
ed to the rubber.
Has anyone ever experienced this?
On Jul 13, 2017, at 1:44 PM, Frank Stelwagon <pfstelwagon@earth
link.net> wrote:
Mark wasn=99t lecturing you! He was telling you what he
knows from experience (lots of it). It might be safer to listen.
From: owner-yak-list-server@matronics.com [mailto:owner-yak-lis
t-server@matronics.com] On Behalf Of Gord Price
Sent: Thursday, July 13, 2017 10:22 AM
To: yak-list@matronics.com
Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers -
YAK-50
Mark. I asked for help .....not a lecture on a subject that I
am well versed in nor assumptions that are incorrect
I have solved the problem and I am surprised you did not offer
the advice that the sleeve does not require bonding....if it is the correct
mounting rubber.
The rubbers that were supplied and installed by my mechanic do
not have the sleeve bonded. In fact the front rubbers do not even have a sl
eeve. No wonder they were coming apart.
A new 'proper' set is being installed this weekend. I never ha
d this problem with the old engine because it had the correct rubber mounts
which were sold with the engine.
I believe this will solve the problem and I will carry on flyin
g a very aggressive and dynamic AIRSHOW routine that is well within the lim
its of my airplane which is constantly being inspected.
It is not the type of flying that most YAK owners engage in how
ever I am quite at ease flying it this way. I first flew Victor Smolin's Y
AK 50 in 1982 and I was taught the Lomcevak by its inventor Ladislav Bezak
in 1980.
331 826 9942. Gord cell Mexico
333 495 5044 Sandy cell Mexico
519 375 6233 Gord cell Canada
519 378 6800 Sandy cell Canada
519 538 2868 House Canada
226 777 4383 Email voice message anywhere
Sent from my iPhone
On Jul 13, 2017, at 12:00 PM, Bitterlich, Mark G CIV NAVAIR, WD
<mark.bitterlich@navy.mil> wrote:
R, WD" <mark.bitterlich@navy.mil>
Typically, the rubber used in these engine mounts deteriorate
s with age. Personally what I would try to do under your circumstance is t
o measure a new one with a durometer, and then have a mold constructed and
replace them with a polyurethane equivalent.
You did not ask this, and I am sorry for sticking my nose int
o the topic and changing the subject somewhat, but I would suggest that you
also make sure you have the Russian recording accelerometer installed in y
our 50, (or a suitable replacement) and are keeping track of the cycles. T
he 50 is indeed rated to +9/-6 assuming all the mods are incorporated. How
ever that was not an unlimited qualification. Meaning that after so many "
cycles" (as documented on the recording accelerometer), it was a requiremen
t to replace the wings. Considering most 50's that were flown in unlimite
d events were usually retired under 100 hours of flight time, it might be w
orth keeping in mind.
The kind of damage to engine mount rubbers that you are descr
ibing is something commonly seen on Sukhoi's flying Unlimited level aerobat
ic competition, usually with engines just like yours and MTV9-260 props, t
hus I suspect you are approaching that kind of G loading. That said, the
Suke construction otherwise is much stronger than the 50. Another thing th
at generates this kind of stress is gyroscopic maneuvers usually accompanie
d by prop shaft seal damage.
Good luck.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-l
ist-server@matronics.com] On Behalf Of Gordon Price
yak-list@matronics.com
Subject: [Non-DoD Source] Yak-List: Engine mount rubbers - YA
K-50
ca>
We just installed a zero=99d M-13PF with Barrett Piston
s which dyno'd at 435 HP on my YAK 50. Performance is much enhanced howev
er we have just found some engine mount rubbers are being torn up because
the metal sleeve is moving and cutting the rubber. The airplane is being f
lown under the G limits however during the air show sequence I am sometimes
seeing +8 and -5 G. We never had this problem with the old 360 HP engine
=2E We have a new set being installed in the next few days which should yi
eld more information. Does anyone have experience in this area? Thinking
of bonding the sleeve to the rubber to prevent the sleeve movement. Thanks
in advance. Gord
http://www.matronics.com/Navigator?Yak-List
<====================
====== &nb --> MailScanner has detected a possibl
e fraud attempt from "forums.matronics.com" claiming to behttp://forums.ma
==; --> MailScanner has detected a possible fraud attempt from "wiki.ma
tronics.com" claiming to behttp://wiki.matronics.co========
==================; - List Co
nbsp; -Matt Dralle, List Ads.com/contribution">http://w
ww.matronics.com/contribution
--
This message has been scanned for viruses and
dangerous content by MailScanner, and is
believed to be clean.
---------------------------------------------------------------------------
-----
Thanks Doc
That is a big difference!
Here is the drawing George Coy sent to me.
Do you know if the rubber is bonded to the sleeve and are there sleeves on
both the front and back rubbers?
We will know more once we get the engine off the mount on Wednesday.
Gord
> On Jul 16, 2017, at 9:19 AM, Roger Kemp <f16viperdoc@me.com> wrote:
>
> Gord,
> The instructions I got were to compress to 44.5 mm.
> Doc
>
> Sent from my iPad
>
> On Jul 14, 2017, at 11:31 AM, Gordon Price <gord@thedampub.ca <mailto:gor
d@thedampub.ca>> wrote:
>
>>
>> Good point Doug and thank you for that. There is a measurement of 34.5
mm on the plans sent to me by George Coy. At that point should the metal
sleeves inside touch?
>>
>> Does anyone have method of torquing that would be helpful or sod you ju
st compress to 34.5 mm.
>>
>> Could not enough torque could cause this problem? Could too much torque
cause the problem? We don=99t know so if someone has experience ple
ase let us know.
>>
>> We have yet to remove the engine since work is backed up in the shop how
ever I am told that the forward rubber mounts that are installed did not ha
ve the washer with a sleeve. Only a washer..no sleeve.
>>
>> Also, which mounts do you sell Doug? With or without the sleeve?
>>
>> Thanks
>>
>> Gord
>>
>>> On Jul 14, 2017, at 11:54 AM, doug sapp <dougsappllc@gmail.com <mailto:
dougsappllc@gmail.com>> wrote:
>>>
>>> Gents,
>>> Addressing the "mount rubber" issue only.
>>> Are we 100% sure that the bonding or the failure of bonding to the wash
er or to the bushing is the problem here? I suspect that it is not. I sus
pect that the mount rubber were incorrectly installed. Since there is no a
ctual torque value stated in anything I have read it seems that there exist
s a large opportunity to install them without enough torque, meaning not ti
ght enough. In a "normal situation" (gentleman's acro) I would think that
proper installation would not be as critical as is would be in this rather
unusual high g loading situation. This would help explain why this proble
m/situation has not been seen much in the past.
>>>
>>> Just a WAG on my part, YMMV.
>>>
>>> Doug
>>>
>>> On Fri, Jul 14, 2017 at 5:32 AM, Gordon Price <gord@thedampub.ca <mailt
o:gord@thedampub.ca>> wrote:
>>> As I recall Richard you did say that the YAK 50 could be flown forever
at +5 and -3.
>>>
>>> As I said SOMETIMES I see +8 and -5 G. Just being honest. A normal ai
rshow routine is +6 and -4 and yes the airplane has all the mods and lightw
eight equipment. As for the pilot weight I am always working on th
at.
>>>
>>> You are right . The engine is spectacular and increased power has chang
ed the flying characteristics of the airplane which I am still getting used
to. I should be fully up to speed by the end of August when I fly the CNE
Canadian International Air Show in Toronto.
>>>
>>>
>>> Back to the subject I have been to introduce for discussion
..
>>>
>>>
>>> Attached is a picture of the different engine mount rubbers.
>>>
>>> On the left 2 new ones with the rubber bonded to the steel insert and
on the right one of the damaged mounts where the steel insert is not bonded
and can turn and cut the rubber.
>>>
>>> <rubber.jpeg>
>>>
>>>
>>>
>>>> On Jul 14, 2017, at 2:20 AM, That's looking at his note <richard283549
2219526631817Apple-interchange-newline"> <mailto:richard.goode@russianaeros
=2Ecom>
>>>> <mailto:richard.goode@russianaeros.com>Firstly I would like to make i
t clear that we supplied the engine together with the engine mount rubbers
to Gordon Price. But we have used exactly the same rubbers on around 300 en
gines that we have supplied to a wide variety of aircraft, including compet
ition Sukhois and have never had this problem before. But we will sort it o
ut, and we know from Gordon that the engine is performing spectacularly wel
l.
>>>>
>>>> But it raises an issue which I think is far more important, and that i
s flying a Yak 50 to its design limits of plus 9G and minus 6G. I have done
a lot of research on this topic, and the 50 was unfortunate in that it was
introduced at a time that aerobatics changing from being big graceful mano
euvres to sharp angles. The Russian team was well funded and incredibly wel
l motivated, and they were flying them beyond these limits, and had four f
atal accidents to team members. During this period Yakovlev issued a series
of service bulletins to reinforce the last bit of the aircraft that had br
oken, culminating in bulletin 79 =93 a 4.5 mm steel plate on top and
bottom of the centre section.
>>>>
>>>> But firstly, remember that the Russian pilots were all relatively ligh
t; the aeroplane was flown only with one fuel tank; no generator; air compr
essor; a light battery. Then, the TOTAL service life of a team aircraft was
47 hours. After that it was scrapped. And for any other aircraft, the tota
l service life was 300 hours, and then it was scrapped!
>>>>
>>>> I have a serious concern that many pilots today are flying aircraft th
at have done far more hours than this; are ignorant of these issues, and ye
t feel that they still have a plus 9G aircraft, with a heavy Western pilot;
smoke system; both fuel tanks et cetera!
>>>>
>>>> I prepared a detailed paper some years ago following discussions with
Yakovlev describing the individual failures and then the subsequent service
bulletins. I will send this to anyone who is interested.
>>>>
>>>> <mailto:richard.goode@russianaeros.com>Richard Goode Aerobatics
>>>> Rhodds Farm
>>>> Lyonshall
>>>> Hereford
>>>> HR5 3LW
>>>>
>>>> <mailto:richard.goode@russianaeros.com>Tel: <mailto:richard.goode@r
ussianaeros.com>+44 (0) 1544 340120 <tel:+44%201544%20340120>
>>>> Fax: +44 (0) 1544 340129 <tel:+44%201544%20340129>
>>>> www.russianaeros.com <http://www.russianaeros.com/>
>>>>
>>>> From: owner-yak-list-server@matronics.com <mailto:owner-yak-list-serve
r@matronics.com> [mailto:owner-yak-list-server@matronics.com <mailto:owner-
yak-list-server@matronics.com>] On Behalf Of Gordon Price
>>>> Sent: 13 July 2017 19:31
>>>> To: yak-list@matronics.com <mailto:yak-list@matronics.com>
>>>> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
>>>>
>>>> Thanks for the advice Frank however it would be nice on this forum if
we could just stick to the topic at hand.
>>>>
>>>> In this case the topic it is a problem with engine mount ru
bbers and the fact that the ones supplied did not have the sleeve bonded to
the rubber.
>>>>
>>>> Has anyone ever experienced this?
>>>>
>>>>> On Jul 13, 2017, at 1:44 PM, Frank Stelwagon <pfstelwagon@earthlink.n
et <mailto:pfstelwagon@earthlink.net>> wrote:
>>>>>
>>>>> Mark wasn=99t lecturing you! He was telling you what he knows
from experience (lots of it). It might be safer to listen.
>>>>>
>>>>> From: owner-yak-list-server@matronics.com <mailto:owner-yak-list-serv
er@matronics.com> [mailto:owner-yak-list-server@matronics.com <mailto:owner
-yak-list-server@matronics.com>] On Behalf Of Gord Price
>>>>> Sent: Thursday, July 13, 2017 10:22 AM
>>>>> To: yak-list@matronics.com <mailto:yak-list@matronics.com>
>>>>> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
>>>>>
>>>>> Mark. I asked for help .....not a lecture on a subject that I am wel
l versed in nor assumptions that are incorrect
>>>>>
>>>>> I have solved the problem and I am surprised you did not offer the ad
vice that the sleeve does not require bonding....if it is the correct mount
ing rubber.
>>>>>
>>>>> The rubbers that were supplied and installed by my mechanic do not ha
ve the sleeve bonded. In fact the front rubbers do not even have a sleeve.
No wonder they were coming apart.
>>>>>
>>>>> A new 'proper' set is being installed this weekend. I never had this
problem with the old engine because it had the correct rubber mounts which
were sold with the engine.
>>>>>
>>>>> I believe this will solve the problem and I will carry on flying a ve
ry aggressive and dynamic AIRSHOW routine that is well within the limits of
my airplane which is constantly being inspected.
>>>>>
>>>>> It is not the type of flying that most YAK owners engage in however
I am quite at ease flying it this way. I first flew Victor Smolin's YAK 50
in 1982 and I was taught the Lomcevak by its inventor Ladislav Bezak in 1
980.
>>>>>
>>>>> 331 826 9942 <tel:331%20826%209942>. Gord cell Mexico
>>>>> 333 495 5044 <tel:333%20495%205044> Sandy cell Mexico
>>>>> 519 375 6233 <tel:519%20375%206233> Gord cell Canada
>>>>> 519 378 6800 <tel:519%20378%206800> Sandy cell Canada
>>>>> 519 538 2868 <tel:519%20538%202868> House Canada
>>>>> 226 777 4383 <tel:226%20777%204383> Email voice message anywhere
>>>>> Sent from my iPhone
>>>>>
>>>>>
>>>>> On Jul 13, 2017, at 12:00 PM, Bitterlich, Mark G CIV NAVAIR, WD <mark
=2Ebitterlich@navy.mil <mailto:mark.bitterlich@navy.mil>> wrote:
>>>>>
<mark.bitterlich@navy.mil <mailto:mark.bitterlich@navy.mil>>
>>>>>>
>>>>>> Typically, the rubber used in these engine mounts deteriorates with
age. Personally what I would try to do under your circumstance is to measu
re a new one with a durometer, and then have a mold constructed and replace
them with a polyurethane equivalent.
>>>>>>
>>>>>> You did not ask this, and I am sorry for sticking my nose into the t
opic and changing the subject somewhat, but I would suggest that you also m
ake sure you have the Russian recording accelerometer installed in your 50,
(or a suitable replacement) and are keeping track of the cycles. The 50 i
s indeed rated to +9/-6 assuming all the mods are incorporated. However th
at was not an unlimited qualification. Meaning that after so many "cycles"
(as documented on the recording accelerometer), it was a requirement to re
place the wings. Considering most 50's that were flown in unlimited event
s were usually retired under 100 hours of flight time, it might be worth ke
eping in mind.
>>>>>>
>>>>>> The kind of damage to engine mount rubbers that you are describing i
s something commonly seen on Sukhoi's flying Unlimited level aerobatic com
petition, usually with engines just like yours and MTV9-260 props, thus I s
uspect you are approaching that kind of G loading. That said, the Suke co
nstruction otherwise is much stronger than the 50. Another thing that gene
rates this kind of stress is gyroscopic maneuvers usually accompanied by pr
op shaft seal damage.
>>>>>>
>>>>>> Good luck.
>>>>>>
>>>>>> Mark
>>>>>>
>>>>>>
>>>>>> -----Original Message-----
>>>>>> From: owner-yak-list-server@matronics.com <mailto:owner-yak-list-ser
ver@matronics.com> [mailto:owner-yak-list-server@matronics.com <mailto:owne
r-yak-list-server@matronics.com>] On Behalf Of Gordon Price
>>>>>> yak-list@matronics.com <mailto:yak-list@matronics.com>
>>>>>> Subject: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
>>>>>>
lto:gord@thedampub.ca>>
>>>>>>
>>>>>>
>>>>>> We just installed a zero=99d M-13PF with Barrett Pistons which
dyno'd at 435 HP on my YAK 50. Performance is much enhanced however we h
ave just found some engine mount rubbers are being torn up because the met
al sleeve is moving and cutting the rubber. The airplane is being flown un
der the G limits however during the air show sequence I am sometimes seeing
ave a new set being installed in the next few days which should yield more
information. Does anyone have experience in this area? Thinking of bondin
g the sleeve to the rubber to prevent the sleeve movement. Thanks in advan
ce. Gord
>>>>>>
>>>>>>
>>>>>>
>>>>>> http://www.matronics.com/Navigator?Yak-List <http://www.matronics.co
m/Navigator?Yak-List>
>>>>>> <======================
==== &nb --> MailScanner has detected a possible frau
d attempt from "forums.matronics.com" claiming to behttp://forums.ma==
; --> <http://forums.matronics.com/>MailScanner has detected a possible fr
aud attempt from "wiki.matronics.com" claiming to behttp://wiki.matronics.c
o========================
==; - List Conbsp; -Matt Dralle, List Ads
=2Ecom/contribution">http://www.matronics.com/contribution <http://wiki.mat
ronics.com/>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>
>>>>
>>>>
>>>> --
>>>> This message has been scanned for viruses and
>>>> dangerous content by MailScanner <http://www.mailscanner.info/>, and i
s
>>>> believed to be clean.
---
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
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| Subject: | Re: Engine mount rubbers - YAK-50 |
Hi Walt.
Hopefully these pictures will help explain the dilemma.
After 20 hrs on the engine.
This shows a new mount on top. The old sleeve/washer is sitting on
top of the new mount. It is smaller
This is the old rear rubber mount. The sleeve/washer has cut the
rubber
This is the old mount and sleeve/washer another view
another view of the old sleeve/washer and rubber mount
I was in Mexico when the engine was put on the airplane last winter. I
was told that there is no washer/sleeve on the front rubber, only a
washer. We won=99t know until we get the engine off on Wednesday
what exactly is there.
The new rubber mounts I have purchased have the metal bonded to the
rubber, both front and back rubbers.
I agree. I too, am confused with no internal bushing in the mounts. I
have been told that the measurement between the washers is to be 34.5
mm.
Gord
> On Jul 16, 2017, at 2:36 PM, Walter Lannon <wlannon@shaw.ca> wrote:
>
> This has been an area of concern since my first CJ6/Huosai experience
in 1993.
>
> Gord: Could you please explain what you mean by =9Csleeve=9D
. It would appear you are referring to the damper support washers.
>
> The reason for my confusion is years of experience with this type of
damper installation on other aircraft using the small P&W radials (R1340
& R985). In particular the Harvard and T6.
>
> Kind of blew my mind to find a rubber vibration damper with no
internal steel bushing (sleeve?) to control the compression of the
rubber. Eventually got used to guessing at the torque and forgot about
it.
>
> In the P&W case (and probably most, if not all, engine manufacturers)
this is not an engine component. It was usually left to the
determinations of the airframe manufacturer.
>
> Question for Yak 50, 52, 55, 18T, Sukhoi, etc. owners: Does your
M14P installation use internal bushings to establish damper compression?
If so could someone measure the exact bushing length?
>
> Walt
>
> F rom: Gordon Price <mailto:gord@thedampub.ca>
> Sent: Sunday, July 16, 2017 6:50 AM
> To: yak-list@matronics.com <mailto:yak-list@matronics.com>
> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
>
> Thanks Doc
>
> That is a big difference!
>
> Here is the drawing George Coy sent to me.
>
> Do you know if the rubber is bonded to the sleeve and are there
sleeves on both the front and back rubbers?
>
> We will know more once we get the engine off the mount on Wednesday.
>
> Gord
>
>
>
>> On Jul 16, 2017, at 9:19 AM, Roger Kemp <f16viperdoc@me.com
<mailto:f16viperdoc@me.com>> wrote:
>>
>> Gord,
>> The instructions I got were to compress to 44.5 mm.
>> Doc
>>
>> Sent from my iPad
>>
>> On Jul 14, 2017, at 11:31 AM, Gordon Price <gord@thedampub.ca
<mailto:gord@thedampub.ca>> wrote:
>>
>>>
>>> Good point Doug and thank you for that. There is a measurement of
34.5 mm on the plans sent to me by George Coy. At that point should
the metal sleeves inside touch?
>>>
>>> Does anyone have method of torquing that would be helpful or sod
you just compress to 34.5 mm.
>>>
>>> Could not enough torque could cause this problem? Could too much
torque cause the problem? We don=99t know so if someone has
experience please let us know.
>>>
>>> We have yet to remove the engine since work is backed up in the shop
however I am told that the forward rubber mounts that are installed did
not have the washer with a sleeve. Only a washer..no sleeve.
>>>
>>> Also, which mounts do you sell Doug? With or without the sleeve?
>>>
>>> Thanks
>>>
>>> Gord
>>>
>>>> On Jul 14, 2017, at 11:54 AM, doug sapp <dougsappllc@gmail.com
<mailto:dougsappllc@gmail.com>> wrote:
>>>>
>>>> Gents,
>>>> Addressing the "mount rubber" issue only.
>>>> Are we 100% sure that the bonding or the failure of bonding to the
washer or to the bushing is the problem here? I suspect that it is not.
I suspect that the mount rubber were incorrectly installed. Since
there is no actual torque value stated in anything I have read it seems
that there exists a large opportunity to install them without enough
torque, meaning not tight enough. In a "normal situation" (gentleman's
acro) I would think that proper installation would not be as critical as
is would be in this rather unusual high g loading situation. This
would help explain why this problem/situation has not been seen much in
the past.
>>>>
>>>> Just a WAG on my part, YMMV.
>>>>
>>>> Doug
>>>>
>>>> On Fri, Jul 14, 2017 at 5:32 AM, Gordon Price <gord@thedampub.ca
<mailto:gord@thedampub.ca>> wrote:
>>>>> As I recall Richard you did say that the YAK 50 could be flown
forever at +5 and -3.
>>>>>
>>>>> As I said SOMETIMES I see +8 and -5 G. Just being honest. A
normal airshow routine is +6 and -4 and yes the airplane has all the
mods and lightweight equipment. As for the pilot weight I am
always working on that.
>>>>>
>>>>> You are right . The engine is spectacular and increased power has
changed the flying characteristics of the airplane which I am still
getting used to. I should be fully up to speed by the end of August
when I fly the CNE Canadian International Air Show in Toronto.
>>>>>
>>>>>
>>>>> Back to the subject I have been to introduce for
discussion..
>>>>>
>>>>>
>>>>> Attached is a picture of the different engine mount rubbers.
>>>>>
>>>>> On the left 2 new ones with the rubber bonded to the steel insert
and on the right one of the damaged mounts where the steel insert is not
bonded and can turn and cut the rubber.
>>>>>
>>>>> <rubber.jpeg>
>>>>>
>>>>>
>>>>>
>>>>>> On Jul 14, 2017, at 2:20 AM, That's looking at his note
<richard2835492219526631817Apple-interchange-newline">
<mailto:richard.goode@russianaeros.com>
>>>>>> Firstly I would like to make it clear that we supplied the engine
together with the engine mount rubbers to Gordon Price. But we have used
exactly the same rubbers on around 300 engines that we have supplied to
a wide variety of aircraft, including competition Sukhois and have never
had this problem before. But we will sort it out, and we know from
Gordon that the engine is performing spectacularly well.
>>>>>> =C2-
>>>>>> But it raises an issue which I think is far more important, and
that is flying a Yak 50 to its design limits of plus 9G and minus 6G. I
have done a lot of research on this topic, and the 50 was unfortunate in
that it was introduced at a time that aerobatics changing from being big
graceful manoeuvres to sharp angles. The Russian team was well funded
and incredibly well motivated, and they were flying them=C2- beyond
these limits, and had four fatal accidents to team members. During this
period Yakovlev issued a series of service bulletins to reinforce the
last bit of the aircraft that had broken, culminating in bulletin 79
=93 a 4.5 mm steel plate on top and bottom of the centre section.
>>>>>> =C2-
>>>>>> But firstly, remember that the Russian pilots were all relatively
light; the aeroplane was flown only with one fuel tank; no generator;
air compressor; a light battery. Then, the TOTAL service life of a team
aircraft was 47 hours. After that it was scrapped. And for any other
aircraft, the total service life was 300 hours, and then it was
scrapped!
>>>>>> =C2-
>>>>>> I have a serious concern that many pilots today are flying
aircraft that have done far more hours than this; are ignorant of these
issues, and yet feel that they still have a plus 9G aircraft, with a
heavy Western pilot; smoke system; both fuel tanks et cetera!
>>>>>> =C2-
>>>>>> I prepared a detailed paper some years ago following discussions
with Yakovlev describing the individual failures and then the subsequent
service bulletins. I will send this to anyone who is interested.
>>>>>> =C2-
>>>>>> <mailto:richard.goode@russianaeros.com>Richard Goode Aerobatics
>>>>>> Rhodds Farm
>>>>>> Lyonshall
>>>>>> Hereford
>>>>>> HR5 3LW
>>>>>> =C2-
>>>>>> <mailto:richard.goode@russianaeros.com>Tel:=C2-=C2-
<mailto:richard.goode@russianaeros.com>+44 (0) 1544 340120
<tel:+44%201544%20340120>
>>>>>> Fax: +44 (0) 1544 340129 <tel:+44%201544%20340129>
>>>>>> www.russianaeros.com <http://www.russianaeros.com/>
>>>>>>
>>>>>> From: owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>
[mailto:owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>] On Behalf Of Gordon Price
>>>>>> Sent: 13 July 2017 19:31
>>>>>> To: yak-list@matronics.com <mailto:yak-list@matronics.com>
>>>>>> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers -
YAK-50
>>>>>>
>>>>>> Thanks for the advice Frank however it would be nice on this
forum if we could just stick to the topic at hand.
>>>>>>
>>>>>> In this case the topic it is a problem with engine
mount rubbers and the fact that the ones supplied did not have the
sleeve bonded to the rubber.
>>>>>>
>>>>>> Has anyone ever experienced this?
>>>>>>
>>>>>>> On Jul 13, 2017, at 1:44 PM, Frank Stelwagon
<pfstelwagon@earthlink.net <mailto:pfstelwagon@earthlink.net>> wrote:
>>>>>>>
>>>>>>> Mark wasn=99t lecturing you! He was telling you what he
knows from experience (lots of it). It might be safer to listen.
>>>>>>>
>>>>>>> From: owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>
[mailto:owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>] On Behalf Of Gord Price
>>>>>>> Sent: Thursday, July 13, 2017 10:22 AM
>>>>>>> To: yak-list@matronics.com <mailto:yak-list@matronics.com>
>>>>>>> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers -
YAK-50
>>>>>>>
>>>>>>> Mark. I asked for help .....not a lecture on a subject that I
am well versed in nor assumptions that are incorrect
>>>>>>>
>>>>>>> I have solved the problem and I am surprised you did not offer
the advice that the sleeve does not require bonding....if it is the
correct mounting rubber.
>>>>>>>
>>>>>>> The rubbers that were supplied and installed by my mechanic do
not have the sleeve bonded. In fact the front rubbers do not even have a
sleeve. No wonder they were coming apart.
>>>>>>>
>>>>>>> A new 'proper' set is being installed this weekend. I never had
this problem with the old engine because it had the correct rubber
mounts which were sold with the engine.
>>>>>>>
>>>>>>> I believe this will solve the problem and I will carry on flying
a very aggressive and dynamic AIRSHOW routine that is well within the
limits of my airplane which is constantly being inspected.
>>>>>>>
>>>>>>> It is not the type of flying that most YAK owners engage in
however I am quite at ease flying it this way. I first flew Victor
Smolin's YAK 50 in 1982 and I was taught the Lomcevak by
its inventor Ladislav Bezak in 1980.
>>>>>>>
>>>>>>> 331 826 9942 <tel:331%20826%209942>. Gord cell Mexico
>>>>>>> 333 495 5044 <tel:333%20495%205044> Sandy cell Mexico
>>>>>>> 519 375 6233 <tel:519%20375%206233> Gord cell Canada
>>>>>>> 519 378 6800 <tel:519%20378%206800> Sandy cell Canada
>>>>>>> 519 538 2868 <tel:519%20538%202868> House Canada
>>>>>>> 226 777 4383 <tel:226%20777%204383> Email voice message anywhere
>>>>>>> Sent from my iPhone
>>>>>>>
>>>>>>>
>>>>>>> On Jul 13, 2017, at 12:00 PM, Bitterlich, Mark G CIV NAVAIR, WD
<mark.bitterlich@navy.mil <mailto:mark.bitterlich@navy.mil>> wrote:
>>>>>>>
WD" <mark.bitterlich@navy.mil <mailto:mark.bitterlich@navy.mil>>
>>>>>>>>
>>>>>>>> Typically, the rubber used in these engine mounts deteriorates
with age. Personally what I would try to do under your circumstance is
to measure a new one with a durometer, and then have a mold constructed
and replace them with a polyurethane equivalent.
>>>>>>>>
>>>>>>>> You did not ask this, and I am sorry for sticking my nose into
the topic and changing the subject somewhat, but I would suggest that
you also make sure you have the Russian recording accelerometer
installed in your 50, (or a suitable replacement) and are keeping track
of the cycles. The 50 is indeed rated to +9/-6 assuming all the mods
are incorporated. However that was not an unlimited qualification.
Meaning that after so many "cycles" (as documented on the recording
accelerometer), it was a requirement to replace the wings. Considering
most 50's that were flown in unlimited events were usually retired under
100 hours of flight time, it might be worth keeping in mind.
>>>>>>>>
>>>>>>>> The kind of damage to engine mount rubbers that you are
describing is something commonly seen on Sukhoi's flying Unlimited level
aerobatic competition, usually with engines just like
yours and MTV9-260 props, thus I suspect you are approaching that kind
of G loading. That said, the Suke construction otherwise is much
stronger than the 50. Another thing that generates this kind of stress
is gyroscopic maneuvers usually accompanied by prop shaft seal damage.
>>>>>>>>
>>>>>>>> Good luck.
>>>>>>>>
>>>>>>>> Mark
>>>>>>>>
>>>>>>>>
>>>>>>>> -----Original Message-----
>>>>>>>> From: owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>
[mailto:owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>] On Behalf Of Gordon Price
>>>>>>>> yak-list@matronics.com <mailto:yak-list@matronics.com>
>>>>>>>> Subject: [Non-DoD Source] Yak-List: Engine mount rubbers -
YAK-50
>>>>>>>>
<mailto:gord@thedampub.ca>>
>>>>>>>>
>>>>>>>>
>>>>>>>> We just installed a zero=99d M-13PF with Barrett Pistons
which dyno'd at 435 HP on my YAK 50. Performance is much enhanced
however we have just found some engine mount rubbers are being torn up
because the metal sleeve is moving and cutting the rubber. The airplane
is being flown under the G limits however during the air show sequence I
am sometimes seeing +8 and -5 G. We never had this problem with the
old 360 HP engine. We have a new set being installed in the next few
days which should yield more information. Does anyone have experience
in this area? Thinking of bonding the sleeve to the rubber to prevent
the sleeve movement. Thanks in advance. Gord
>>>>>>>>
>>>>>>>>
>>>>>>>>
>>>>>>>> http://www.matronics.com/Navigator?Yak-List
<http://www.matronics.com/Navigator?Yak-List>
>>>>>>>> <======================
==== &nb --> MailScanner has detected a possible
fraud attempt from "forums.matronics.com" claiming to
behttp://forums.ma===================
========; -->=C2-
<http://forums.matronics.com/>MailScanner has detected a possible fraud
attempt from "wiki.matronics.com" claiming to
behttp://wiki.matronics.co================
==========;=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2- - List Conbsp;=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
-Matt Dralle, List
Ads.com/contribution">http://www.matronics.com/contribution
<http://wiki.matronics.com/>
>>>>>>>>
>>>>>>>>
>>>>>>>>
>>>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>> --
>>>>>> This message has been scanned for viruses and
>>>>>> dangerous content by MailScanner <http://www.mailscanner.info/>,
and is
>>>>>> believed to be clean.
>
>
>
> Thanks Doc
>
> That is a big difference!
>
> Here is the drawing George Coy sent to me.
>
> Do you know if the rubber is bonded to the sleeve and are there
sleeves on both the front and back rubbers?
>
> We will know more once we get the engine off the mount on Wednesday.
>
> Gord
>
>
>
> > On Jul 16, 2017, at 9:19 AM, Roger Kemp <f16viperdoc@me.com
<mailto:f16viperdoc@me.com>> wrote:
> >
> > Gord,
> > The instructions I got were to compress to 44.5 mm.
> > Doc
> >
> > Sent from my iPad
> >
> > On Jul 14, 2017, at 11:31 AM, Gordon Price <gord@thedampub.ca
<mailto:gord@thedampub.ca> <mailto:gord@thedampub.ca
<mailto:gord@thedampub.ca>>> wrote:
> >
> >>
> >> Good point Doug and thank you for that. There is a measurement of
34.5 mm on the plans sent to me by George Coy. At that point should
the metal sleeves inside touch?
> >>
> >> Does anyone have method of torquing that would be helpful or sod
you just compress to 34.5 mm.
> >>
> >> Could not enough torque could cause this problem? Could too much
torque cause the problem? We don=99t know so if someone has
experience please let us know.
> >>
> >> We have yet to remove the engine since work is backed up in the
shop however I am told that the forward rubber mounts that are installed
did not have the washer with a sleeve. Only a washer..no sleeve.
> >>
> >> Also, which mounts do you sell Doug? With or without the sleeve?
> >>
> >> Thanks
> >>
> >> Gord
> >>
> >>> On Jul 14, 2017, at 11:54 AM, doug sapp <dougsappllc@gmail.com
<mailto:dougsappllc@gmail.com> <mailto:dougsappllc@gmail.com
<mailto:dougsappllc@gmail.com>>> wrote:
> >>>
> >>> Gents,
> >>> Addressing the "mount rubber" issue only.
> >>> Are we 100% sure that the bonding or the failure of bonding to the
washer or to the bushing is the problem here? I suspect that it is not.
I suspect that the mount rubber were incorrectly installed. Since
there is no actual torque value stated in anything I have read it seems
that there exists a large opportunity to install them without enough
torque, meaning not tight enough. In a "normal situation" (gentleman's
acro) I would think that proper installation would not be as critical as
is would be in this rather unusual high g loading situation. This
would help explain why this problem/situation has not been seen much in
the past.
> >>>
> >>> Just a WAG on my part, YMMV.
> >>>
> >>> Doug
> >>>
> >>> On Fri, Jul 14, 2017 at 5:32 AM, Gordon Price <gord@thedampub.ca
<mailto:gord@thedampub.ca> <mailto:gord@thedampub.ca
<mailto:gord@thedampub.ca>>> wrote:
> >>> As I recall Richard you did say that the YAK 50 could be flown
forever at +5 and -3.
> >>>
> >>> As I said SOMETIMES I see +8 and -5 G. Just being honest. A
normal airshow routine is +6 and -4 and yes the airplane has all the
mods and lightweight equipment. As for the pilot weight I am
always working on that.
> >>>
> >>> You are right . The engine is spectacular and increased power has
changed the flying characteristics of the airplane which I am still
getting used to. I should be fully up to speed by the end of August
when I fly the CNE Canadian International Air Show in Toronto.
> >>>
> >>>
> >>> Back to the subject I have been to introduce for
discussion..
> >>>
> >>>
> >>> Attached is a picture of the different engine mount rubbers.
> >>>
> >>> On the left 2 new ones with the rubber bonded to the steel insert
and on the right one of the damaged mounts where the steel insert is not
bonded and can turn and cut the rubber.
> >>>
> >>> <rubber.jpeg>
> >>>
> >>>
> >>>
> >>>> On Jul 14, 2017, at 2:20 AM, That's looking at his note
<richard2835492219526631817Apple-interchange-newline">
<mailto:richard.goode@russianaeros.com
<mailto:richard.goode@russianaeros.com>>
> >>>> <mailto:richard.goode@russianaeros.com
<mailto:richard.goode@russianaeros.com>>Firstly I would like to make it
clear that we supplied the engine together with the engine mount rubbers
to Gordon Price. But we have used exactly the same rubbers on around 300
engines that we have supplied to a wide variety of aircraft, including
competition Sukhois and have never had this problem before. But we will
sort it out, and we know from Gordon that the engine is performing
spectacularly well.
> >>>>
> >>>> But it raises an issue which I think is far more important, and
that is flying a Yak 50 to its design limits of plus 9G and minus 6G. I
have done a lot of research on this topic, and the 50 was unfortunate in
that it was introduced at a time that aerobatics changing from being big
graceful manoeuvres to sharp angles. The Russian team was well funded
and incredibly well motivated, and they were flying them beyond these
limits, and had four fatal accidents to team members. During this period
Yakovlev issued a series of service bulletins to reinforce the last bit
of the aircraft that had broken, culminating in bulletin 79 =93 a
4.5 mm steel plate on top and bottom of the centre section.
> >>>>
> >>>> But firstly, remember that the Russian pilots were all relatively
light; the aeroplane was flown only with one fuel tank; no generator;
air compressor; a light battery. Then, the TOTAL service life of a team
aircraft was 47 hours. After that it was scrapped. And for any other
aircraft, the total service life was 300 hours, and then it was
scrapped!
> >>>>
> >>>> I have a serious concern that many pilots today are flying
aircraft that have done far more hours than this; are ignorant of these
issues, and yet feel that they still have a plus 9G aircraft, with a
heavy Western pilot; smoke system; both fuel tanks et cetera!
> >>>>
> >>>> I prepared a detailed paper some years ago following discussions
with Yakovlev describing the individual failures and then the subsequent
service bulletins. I will send this to anyone who is interested.
> >>>>
> >>>> <mailto:richard.goode@russianaeros.com
<mailto:richard.goode@russianaeros.com>>Richard Goode Aerobatics
> >>>> Rhodds Farm
> >>>> Lyonshall
> >>>> Hereford
> >>>> HR5 3LW
> >>>>
> >>>> <mailto:richard.goode@russianaeros.com
<mailto:richard.goode@russianaeros.com>>Tel:
<mailto:richard.goode@russianaeros.com
<mailto:richard.goode@russianaeros.com>>+44 (0) 1544 340120
<tel:+44%201544%20340120 <tel:+44%201544%20340120>>
> >>>> Fax: +44 (0) 1544 340129 <tel:+44%201544%20340129
<tel:+44%201544%20340129>>
> >>>> www.russianaeros.com <http://www.russianaeros.com/>
<http://www.russianaeros.com/ <http://www.russianaeros.com/>>
> >>>>
> >>>> From: owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>
<mailto:owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>>
[mailto:owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>
<mailto:owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>>] On Behalf Of Gordon Price
> >>>> Sent: 13 July 2017 19:31
> >>>> To: yak-list@matronics.com <mailto:yak-list@matronics.com>
<mailto:yak-list@matronics.com <mailto:yak-list@matronics.com>>
> >>>> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers -
YAK-50
> >>>>
> >>>> Thanks for the advice Frank however it would be nice on this
forum if we could just stick to the topic at hand.
> >>>>
> >>>> In this case the topic it is a problem with engine
mount rubbers and the fact that the ones supplied did not have the
sleeve bonded to the rubber.
> >>>>
> >>>> Has anyone ever experienced this?
> >>>>
> >>>>> On Jul 13, 2017, at 1:44 PM, Frank Stelwagon
<pfstelwagon@earthlink.net <mailto:pfstelwagon@earthlink.net>
<mailto:pfstelwagon@earthlink.net <mailto:pfstelwagon@earthlink.net>>>
wrote:
> >>>>>
> >>>>> Mark wasn=99t lecturing you! He was telling you what he
knows from experience (lots of it). It might be safer to listen.
> >>>>>
> >>>>> From: owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>
<mailto:owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>>
[mailto:owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>
<mailto:owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>>] On Behalf Of Gord Price
> >>>>> Sent: Thursday, July 13, 2017 10:22 AM
> >>>>> To: yak-list@matronics.com <mailto:yak-list@matronics.com>
<mailto:yak-list@matronics.com <mailto:yak-list@matronics.com>>
> >>>>> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers -
YAK-50
> >>>>>
> >>>>> Mark. I asked for help .....not a lecture on a subject that I
am well versed in nor assumptions that are incorrect
> >>>>>
> >>>>> I have solved the problem and I am surprised you did not offer
the advice that the sleeve does not require bonding....if it is the
correct mounting rubber.
> >>>>>
> >>>>> The rubbers that were supplied and installed by my mechanic do
not have the sleeve bonded. In fact the front rubbers do not even have a
sleeve. No wonder they were coming apart.
> >>>>>
> >>>>> A new 'proper' set is being installed this weekend. I never had
this problem with the old engine because it had the correct rubber
mounts which were sold with the engine.
> >>>>>
> >>>>> I believe this will solve the problem and I will carry on flying
a very aggressive and dynamic AIRSHOW routine that is well within the
limits of my airplane which is constantly being inspected.
> >>>>>
> >>>>> It is not the type of flying that most YAK owners engage in
however I am quite at ease flying it this way. I first flew Victor
Smolin's YAK 50 in 1982 and I was taught the Lomcevak by its inventor
Ladislav Bezak in 1980.
> >>>>>
> >>>>> 331 826 9942 <tel:331%20826%209942 <tel:331%20826%209942>>. Gord
cell Mexico
> >>>>> 333 495 5044 <tel:333%20495%205044 <tel:333%20495%205044>> Sandy
cell Mexico
> >>>>> 519 375 6233 <tel:519%20375%206233 <tel:519%20375%206233>> Gord
cell Canada
> >>>>> 519 378 6800 <tel:519%20378%206800 <tel:519%20378%206800>> Sandy
cell Canada
> >>>>> 519 538 2868 <tel:519%20538%202868 <tel:519%20538%202868>> House
Canada
> >>>>> 226 777 4383 <tel:226%20777%204383 <tel:226%20777%204383>> Email
voice message anywhere
> >>>>> Sent from my iPhone
> >>>>>
> >>>>>
> >>>>> On Jul 13, 2017, at 12:00 PM, Bitterlich, Mark G CIV NAVAIR, WD
<mark.bitterlich@navy.mil <mailto:mark.bitterlich@navy.mil>
<mailto:mark.bitterlich@navy.mil <mailto:mark.bitterlich@navy.mil>>>
wrote:
> >>>>>
WD" <mark.bitterlich@navy.mil <mailto:mark.bitterlich@navy.mil>
<mailto:mark.bitterlich@navy.mil <mailto:mark.bitterlich@navy.mil>>>
> >>>>>>
> >>>>>> Typically, the rubber used in these engine mounts deteriorates
with age. Personally what I would try to do under your circumstance is
to measure a new one with a durometer, and then have a mold constructed
and replace them with a polyurethane equivalent.
> >>>>>>
> >>>>>> You did not ask this, and I am sorry for sticking my nose into
the topic and changing the subject somewhat, but I would suggest that
you also make sure you have the Russian recording accelerometer
installed in your 50, (or a suitable replacement) and are keeping track
of the cycles. The 50 is indeed rated to +9/-6 assuming all the mods
are incorporated. However that was not an unlimited qualification.
Meaning that after so many "cycles" (as documented on the recording
accelerometer), it was a requirement to replace the wings. Considering
most 50's that were flown in unlimited events were usually retired under
100 hours of flight time, it might be worth keeping in mind.
> >>>>>>
> >>>>>> The kind of damage to engine mount rubbers that you are
describing is something commonly seen on Sukhoi's flying Unlimited level
aerobatic competition, usually with engines just like yours and
MTV9-260 props, thus I suspect you are approaching that kind of G
loading. That said, the Suke construction otherwise is much stronger
than the 50. Another thing that generates this kind of stress is
gyroscopic maneuvers usually accompanied by prop shaft seal damage.
> >>>>>>
> >>>>>> Good luck.
> >>>>>>
> >>>>>> Mark
> >>>>>>
> >>>>>>
> >>>>>> -----Original Message-----
> >>>>>> From: owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>
<mailto:owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>>
[mailto:owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>
<mailto:owner-yak-list-server@matronics.com
<mailto:owner-yak-list-server@matronics.com>>] On Behalf Of Gordon Price
> >>>>>> yak-list@matronics.com <mailto:yak-list@matronics.com>
<mailto:yak-list@matronics.com <mailto:yak-list@matronics.com>>
> >>>>>> Subject: [Non-DoD Source] Yak-List: Engine mount rubbers -
YAK-50
> >>>>>>
<mailto:gord@thedampub.ca> <mailto:gord@thedampub.ca
<mailto:gord@thedampub.ca>>>
> >>>>>>
> >>>>>>
> >>>>>> We just installed a zero=99d M-13PF with Barrett Pistons
which dyno'd at 435 HP on my YAK 50. Performance is much enhanced
however we have just found some engine mount rubbers are being torn up
because the metal sleeve is moving and cutting the rubber. The airplane
is being flown under the G limits however during the air show sequence I
am sometimes seeing +8 and -5 G. We never had this problem with the
old 360 HP engine. We have a new set being installed in the next few
days which should yield more information. Does anyone have experience
in this area? Thinking of bonding the sleeve to the rubber to prevent
the sleeve movement. Thanks in advance. Gord
> >>>>>>
> >>>>>>
> >>>>>>
> >>>>>> http://www.matronics.com/Navigator?Yak-List
<http://www.matronics.com/Navigator?Yak-List>
<http://www.matronics.com/Navigator?Yak-List
<http://www.matronics.com/Navigator?Yak-List>>
> >>>>>> <======================
==== &nb --> MailScanner has detected a possible
fraud attempt from "forums.matronics.com <http://forums.matronics.com/>"
claiming to behttp://forums.ma===============
============
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<http://forums.matronics.com/>>MailScanner has detected a possible fraud
attempt from "wiki.matronics.com <http://wiki.matronics.com/>" claiming
to behttp://wiki.matronics.co===============
===========
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==========>; - List Conbsp;
-Matt Dralle, List Ads.com/contribution
<http://ads.com/contribution>">http://www.matronics.com/contribution
<http://www.matronics.com/contribution> <http://wiki.matronics.com/
<http://wiki.matronics.com/>>
> >>>>>>
> >>>>>>
> >>>>>>
> >>>>>>
> >>>>
> >>>>
> >>>>
> >>>> --
> >>>> This message has been scanned for viruses and
> >>>> dangerous content by MailScanner <http://www.mailscanner.info/
<http://www.mailscanner.info/>>, and is
> >>>> believed to be clean.
>
>
>
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Message 7
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| Subject: | Re: Engine mount rubbers - YAK-50 |
Gordon,
Not at hanger today. Will look in my spares. I have a set of new motor mount
s from Aerostar.
Doc
Sent from my iPad
> On Jul 16, 2017, at 8:50 AM, Gordon Price <gord@thedampub.ca> wrote:
>
> Thanks Doc
>
> That is a big difference!
>
> Here is the drawing George Coy sent to me.
>
> Do you know if the rubber is bonded to the sleeve and are there sleeves on
both the front and back rubbers?
>
> We will know more once we get the engine off the mount on Wednesday.
>
> Gord
>
> <DAMPERS INSTALL ING Model (1).pdf>
>
>> On Jul 16, 2017, at 9:19 AM, Roger Kemp <f16viperdoc@me.com> wrote:
>>
>> Gord,
>> The instructions I got were to compress to 44.5 mm.
>> Doc
>>
>> Sent from my iPad
>>
>>> On Jul 14, 2017, at 11:31 AM, Gordon Price <gord@thedampub.ca> wrote:
>>>
>>>
>>> Good point Doug and thank you for that. There is a measurement of 34.5 m
m on the plans sent to me by George Coy. At that point should the metal sl
eeves inside touch?
>>>
>>> Does anyone have method of torquing that would be helpful or sod you ju
st compress to 34.5 mm.
>>>
>>> Could not enough torque could cause this problem? Could too much torque
cause the problem? We don=99t know so if someone has experience plea
se let us know.
>>>
>>> We have yet to remove the engine since work is backed up in the shop how
ever I am told that the forward rubber mounts that are installed did not hav
e the washer with a sleeve. Only a washer..no sleeve.
>>>
>>> Also, which mounts do you sell Doug? With or without the sleeve?
>>>
>>> Thanks
>>>
>>> Gord
>>>
>>>> On Jul 14, 2017, at 11:54 AM, doug sapp <dougsappllc@gmail.com> wrote:
>>>>
>>>> Gents,
>>>> Addressing the "mount rubber" issue only.
>>>> Are we 100% sure that the bonding or the failure of bonding to the wash
er or to the bushing is the problem here? I suspect that it is not. I susp
ect that the mount rubber were incorrectly installed. Since there is no act
ual torque value stated in anything I have read it seems that there exists a
large opportunity to install them without enough torque, meaning not tight e
nough. In a "normal situation" (gentleman's acro) I would think that proper
installation would not be as critical as is would be in this rather unusual
high g loading situation. This would help explain why this problem/situat
ion has not been seen much in the past.
>>>>
>>>> Just a WAG on my part, YMMV.
>>>>
>>>> Doug
>>>>
>>>>> On Fri, Jul 14, 2017 at 5:32 AM, Gordon Price <gord@thedampub.ca> wrot
e:
>>>>> As I recall Richard you did say that the YAK 50 could be flown forever
at +5 and -3.
>>>>>
>>>>> As I said SOMETIMES I see +8 and -5 G. Just being honest. A normal a
irshow routine is +6 and -4 and yes the airplane has all the mods and lightw
eight equipment. As for the pilot weight I am always working on tha
t.
>>>>>
>>>>> You are right . The engine is spectacular and increased power has chan
ged the flying characteristics of the airplane which I am still getting used
to. I should be fully up to speed by the end of August when I fly the CNE
Canadian International Air Show in Toronto.
>>>>>
>>>>>
>>>>> Back to the subject I have been to introduce for discussion
..
>>>>>
>>>>>
>>>>> Attached is a picture of the different engine mount rubbers.
>>>>>
>>>>> On the left 2 new ones with the rubber bonded to the steel insert and
on the right one of the damaged mounts where the steel insert is not bonded
and can turn and cut the rubber.
>>>>>
>>>>> <rubber.jpeg>
>>>>>
>>>>>
>>>>>
>>>>>> On Jul 14, 2017, at 2:20 AM, That's looking at his note <richard28354
92219526631817Apple-interchange-newline">
>>>>>> Firstly I would like to make it clear that we supplied the engine tog
ether with the engine mount rubbers to Gordon Price. But we have used exactl
y the same rubbers on around 300 engines that we have supplied to a wide var
iety of aircraft, including competition Sukhois and have never had this prob
lem before. But we will sort it out, and we know from Gordon that the engine
is performing spectacularly well.
>>>>>>
>>>>>> But it raises an issue which I think is far more important, and that i
s flying a Yak 50 to its design limits of plus 9G and minus 6G. I have done a
lot of research on this topic, and the 50 was unfortunate in that it was in
troduced at a time that aerobatics changing from being big graceful manoeuvr
es to sharp angles. The Russian team was well funded and incredibly well mot
ivated, and they were flying them beyond these limits, and had four fatal a
ccidents to team members. During this period Yakovlev issued a series of ser
vice bulletins to reinforce the last bit of the aircraft that had broken, cu
lminating in bulletin 79 =93 a 4.5 mm steel plate on top and bottom of
the centre section.
>>>>>>
>>>>>> But firstly, remember that the Russian pilots were all relatively lig
ht; the aeroplane was flown only with one fuel tank; no generator; air compr
essor; a light battery. Then, the TOTAL service life of a team aircraft was 4
7 hours. After that it was scrapped. And for any other aircraft, the total s
ervice life was 300 hours, and then it was scrapped!
>>>>>>
>>>>>> I have a serious concern that many pilots today are flying aircraft t
hat have done far more hours than this; are ignorant of these issues, and ye
t feel that they still have a plus 9G aircraft, with a heavy Western pilot; s
moke system; both fuel tanks et cetera!
>>>>>>
>>>>>> I prepared a detailed paper some years ago following discussions with
Yakovlev describing the individual failures and then the subsequent service
bulletins. I will send this to anyone who is interested.
>>>>>>
>>>>>> 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-serv
er@matronics.com] On Behalf Of Gordon Price
>>>>>> Sent: 13 July 2017 19:31
>>>>>> To: yak-list@matronics.com
>>>>>> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
>>>>>>
>>>>>> Thanks for the advice Frank however it would be nice on this forum if
we could just stick to the topic at hand.
>>>>>>
>>>>>> In this case the topic it is a problem with engine mount r
ubbers and the fact that the ones supplied did not have the sleeve bonded to
the rubber.
>>>>>>
>>>>>> Has anyone ever experienced this?
>>>>>>
>>>>>>> On Jul 13, 2017, at 1:44 PM, Frank Stelwagon <pfstelwagon@earthlink.
net> wrote:
>>>>>>>
>>>>>>> Mark wasn=99t lecturing you! He was telling you what he knows
from experience (lots of it). It might be safer to listen.
>>>>>>>
>>>>>>> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-ser
ver@matronics.com] On Behalf Of Gord Price
>>>>>>> Sent: Thursday, July 13, 2017 10:22 AM
>>>>>>> To: yak-list@matronics.com
>>>>>>> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-5
0
>>>>>>>
>>>>>>> Mark. I asked for help .....not a lecture on a subject that I am we
ll versed in nor assumptions that are incorrect
>>>>>>>
>>>>>>> I have solved the problem and I am surprised you did not offer the a
dvice that the sleeve does not require bonding....if it is the correct mount
ing rubber.
>>>>>>>
>>>>>>> The rubbers that were supplied and installed by my mechanic do not h
ave the sleeve bonded. In fact the front rubbers do not even have a sleeve.
No wonder they were coming apart.
>>>>>>>
>>>>>>> A new 'proper' set is being installed this weekend. I never had thi
s problem with the old engine because it had the correct rubber mounts which
were sold with the engine.
>>>>>>>
>>>>>>> I believe this will solve the problem and I will carry on flying a v
ery aggressive and dynamic AIRSHOW routine that is well within the limits of
my airplane which is constantly being inspected.
>>>>>>>
>>>>>>> It is not the type of flying that most YAK owners engage in however
I am quite at ease flying it this way. I first flew Victor Smolin's YAK 50
in 1982 and I was taught the Lomcevak by its inventor Ladislav Bezak in 19
80.
>>>>>>>
>>>>>>> 331 826 9942. Gord cell Mexico
>>>>>>> 333 495 5044 Sandy cell Mexico
>>>>>>> 519 375 6233 Gord cell Canada
>>>>>>> 519 378 6800 Sandy cell Canada
>>>>>>> 519 538 2868 House Canada
>>>>>>> 226 777 4383 Email voice message anywhere
>>>>>>> Sent from my iPhone
>>>>>>>
>>>>>>>
>>>>>>>> On Jul 13, 2017, at 12:00 PM, Bitterlich, Mark G CIV NAVAIR, WD <ma
rk.bitterlich@navy.mil> wrote:
>>>>>>>>
<mark.bitterlich@navy.mil>
>>>>>>>>
>>>>>>>> Typically, the rubber used in these engine mounts deteriorates with
age. Personally what I would try to do under your circumstance is to measu
re a new one with a durometer, and then have a mold constructed and replace t
hem with a polyurethane equivalent.
>>>>>>>>
>>>>>>>> You did not ask this, and I am sorry for sticking my nose into the t
opic and changing the subject somewhat, but I would suggest that you also ma
ke sure you have the Russian recording accelerometer installed in your 50, (
or a suitable replacement) and are keeping track of the cycles. The 50 is i
ndeed rated to +9/-6 assuming all the mods are incorporated. However that w
as not an unlimited qualification. Meaning that after so many "cycles" (as d
ocumented on the recording accelerometer), it was a requirement to replace t
he wings. Considering most 50's that were flown in unlimited events were u
sually retired under 100 hours of flight time, it might be worth keeping in m
ind.
>>>>>>>>
>>>>>>>> The kind of damage to engine mount rubbers that you are describing i
s something commonly seen on Sukhoi's flying Unlimited level aerobatic comp
etition, usually with engines just like yours and MTV9-260 props, thus I sus
pect you are approaching that kind of G loading. That said, the Suke const
ruction otherwise is much stronger than the 50. Another thing that generate
s this kind of stress is gyroscopic maneuvers usually accompanied by prop sh
aft seal damage.
>>>>>>>>
>>>>>>>> Good luck.
>>>>>>>>
>>>>>>>> Mark
>>>>>>>>
>>>>>>>>
>>>>>>>> -----Original Message-----
>>>>>>>> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-se
rver@matronics.com] On Behalf Of Gordon Price
>>>>>>>> yak-list@matronics.com
>>>>>>>> Subject: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
>>>>>>>>
>>>>>>>>
>>>>>>>>
>>>>>>>> We just installed a zero=99d M-13PF with Barrett Pistons whic
h dyno'd at 435 HP on my YAK 50. Performance is much enhanced however we h
ave just found some engine mount rubbers are being torn up because the meta
l sleeve is moving and cutting the rubber. The airplane is being flown unde
r the G limits however during the air show sequence I am sometimes seeing +8
and -5 G. We never had this problem with the old 360 HP engine. We have a
new set being installed in the next few days which should yield more inform
ation. Does anyone have experience in this area? Thinking of bonding the s
leeve to the rubber to prevent the sleeve movement. Thanks in advance. Gor
d
>>>>>>>>
>>>>>>>>
>>>>>>>>
>>>>>>>> http://www.matronics.com/Navigator?Yak-List
>>>>>>>> <======================
==== &nb --> MailScanner has detected a possible fraud
attempt from "forums.matronics.com" claiming to behttp://forums.ma===
========================; --
> MailScanner has detected a possible fraud attempt from "wiki.matronics.com
" claiming to behttp://wiki.matronics.co============
==============; - List Conbsp;
-Matt Dralle, List Ads.com/contribution">http://www.matronics.c
om/contribution
>>>>>>>>
>>>>>>>>
>>>>>>>>
>>>>>>>>
>>>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>> --
>>>>>> This message has been scanned for viruses and
>>>>>> dangerous content by MailScanner, and is
>>>>>> believed to be clean.
>
Message 8
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| Subject: | Re: Engine mount rubbers - YAK-50 |
A comment regarding the two dimension mentioned in this thread:=C2- 44.5
mm vs.34.5 mm.=C2- The 34.5 mm compression dimension comes directly from
an Aeromotors document/diagram 14-000-40DMFI.=C2- If one were to use the
44.5 mm compression dimension, that would be 10mm (or about 3/8") LESS comp
ression on the engine mount rubbers.=C2- I seriously doubt one could decr
ease the compression dimension by 3/8" and still get the cotter pins into t
he castellated nuts on the end of the mounting thru-bolt.=C2- I've attach
ed a copy of the Aeromotors document/diagram for reference.
Dennis
From: Gordon Price <gord@thedampub.ca>
To: yak-list@matronics.com
Sent: Sunday, July 16, 2017 4:04 PM
Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
Hi Walt. =C2-
Hopefully these pictures will help explain the dilemma.
After 20 hrs on the engine.
=C2- =C2-This shows a new mount on top. =C2-The old sleeve/washer =C2
-is sitting on top of the new mount. It is smaller
=C2-=C2-=C2-This is the old rear rubber mount. =C2-The sleeve/washe
r has cut the rubber
=C2- This is the old mount and sleeve/washer another view
=C2- =C2- =C2-another view of the old sleeve/washer and rubber mount
I was in Mexico when the engine was put on the airplane last winter. I was
told that there is no washer/sleeve on the front rubber, only a washer. =C2
-We won=99t know until =C2-we get the engine off on Wednesday wha
t exactly is there.
The new rubber mounts I have purchased have the metal bonded to the rubber,
both front and back rubbers.
I agree. I too, am confused with no internal bushing in the mounts. I have
been told that the measurement between the washers is to be 34.5 mm.
Gord
On Jul 16, 2017, at 2:36 PM, Walter Lannon <wlannon@shaw.ca> wrote:
This has been an area of concern since my first CJ6/Huosai experience in 19
93.=C2-Gord:=C2- Could you please explain what you mean by =9Csle
eve=9D.=C2-=C2- It would appear you are referring to the damper s
upport washers.=C2-The reason for my confusion is years of experience wit
h this type of damper installation on other aircraft using the small P&W ra
dials (R1340 & R985).=C2- In particular the Harvard and T6.=C2-Kind of
blew my mind to find a rubber vibration damper with no internal steel bushi
ng (sleeve?) to control the compression of the rubber.=C2- Eventually got
used to guessing at the torque and forgot about it.=C2-=C2-In the P&W
case (and probably most, if not all, engine manufacturers) this is not an e
ngine component.=C2- It was usually left to the determinations of the air
frame manufacturer.=C2-Question for Yak 50, 52, 55, 18T, Sukhoi, etc. own
ers:=C2-=C2- Does your M14P installation use internal bushings to estab
lish damper compression?=C2-=C2- If so could someone measure the exact
bushing length?=C2-Walt=C2-F=C2-rom:=C2-Gordon PriceSent:=C2-Sund
ay, July 16, 2017 6:50 AMTo:=C2-yak-list@matronics.comSubject:=C2-Re: [
Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50=C2-Thanks Doc=C2
-=C2-That is a big difference!=C2-Here is the drawing George Coy sent
to me.=C2-Do you know if the rubber is bonded to the sleeve and are ther
e sleeves on both the front and back rubbers?=C2-We will know more once w
e get the engine off the mount on Wednesday.=C2-Gord=C2-
=C2-
On Jul 16, 2017, at 9:19 AM, Roger Kemp <f16viperdoc@me.com> wrote:=C2-Go
rd,The instructions I got were to compress to 44.5 mm.Doc
Sent from my iPad
On Jul 14, 2017, at 11:31 AM, Gordon Price <gord@thedampub.ca> wrote:
=C2-Good point Doug and thank you for that.=C2- There is a measurement
of 34.5 mm on the plans sent to me by George Coy.=C2-=C2- At that point
should the metal sleeves inside touch?=C2-=C2-=C2-=C2-Does anyone
have method of torquing=C2- that would be helpful or sod you just compres
s to 34.5 mm.=C2-Could not enough torque could cause this problem?=C2-
Could too much torque cause the problem?=C2- We don=99t know so if
someone has experience please let us know.=C2-We have yet to remove the e
ngine since work is backed up in the shop however I am told that the forwar
d rubber mounts that are installed did not have the washer with a sleeve. O
nly a washer..no sleeve.=C2-=C2-Also, which mounts do you sell Doug?=C2
- With or without the sleeve?=C2-Thanks=C2-=C2-=C2-Gord=C2-
On Jul 14, 2017, at 11:54 AM, doug sapp <dougsappllc@gmail.com> wrote:=C2
-Gents,Addressing the "mount rubber" issue only.=C2-=C2-Are we 100% s
ure that the bonding or the failure of bonding to the washer or to the bush
ing is the problem here?=C2- I suspect that it is not.=C2- I suspect th
at the mount rubber were incorrectly installed.=C2- Since there is no act
ual torque value stated in anything I have read it seems that there exists
a large opportunity to install them without enough torque, meaning not tigh
t enough.=C2- In a "normal situation" (gentleman's acro) I would think th
at proper installation would not be as critical as is would be in this rath
er unusual=C2- high g loading situation.=C2- This would help explain wh
y this problem/situation has not been seen much in the past.=C2-=C2-=C2
-Just a WAG on my part, YMMV.=C2-Doug=C2-On Fri, Jul 14, 2017 at 5:32
AM, Gordon Price=C2-<gord@thedampub.ca>=C2-wrote:
As I recall Richard you did say that the YAK 50 could be flown forever at +
5 and -3.=C2-As I said SOMETIMES I see +8 and -5 G.=C2- Just being hone
st.=C2- A normal airshow routine is +6 and -4 and yes the airplane has al
l the mods and lightweight equipment. As for the pilot weight I am
always working on that.=C2-You are right . The engine is spectacular and
increased power has changed the flying characteristics of the airplane whi
ch I am still getting used to.=C2- I should be fully up to speed by the e
nd of August when I fly the CNE=C2- Canadian International Air Show in To
ronto.=C2-=C2-Back to the subject I have been to introduce for discussi
on..=C2-=C2-Attached is a picture of the dif
ferent engine mount rubbers.=C2-On the left 2 new ones with the rubber bo
nded to the steel insert=C2- and on the right one of the damaged mounts w
here the steel insert is not bonded and can turn and cut the rubber.=C2-<
rubber.jpeg>=C2-=C2-=C2-
On Jul 14, 2017, at 2:20 AM, That's looking at his note <richard28354922195
26631817Apple-interchange-newline">Firstly I would like to make it clear th
at we supplied the engine together with the engine mount rubbers to Gordon
Price. But we have used exactly the same rubbers on around 300 engines that
we have supplied to a wide variety of aircraft, including competition Sukh
ois and have never had this problem before. But we will sort it out, and we
know from Gordon that the engine is performing spectacularly well.=C2-Bu
t it raises an issue which I think is far more important, and that is flyin
g a Yak 50 to its design limits of plus 9G and minus 6G. I have done a lot
of research on this topic, and the 50 was unfortunate in that it was introd
uced at a time that aerobatics changing from being big graceful manoeuvres
to sharp angles. The Russian team was well funded and incredibly well motiv
ated, and they were flying them=C2- beyond these limits, and had four fat
al accidents to team members. During this period Yakovlev issued a series o
f service bulletins to reinforce the last bit of the aircraft that had brok
en, culminating in bulletin 79 =93 a 4.5 mm steel plate on top and bo
ttom of the centre section.=C2-But firstly, remember that the Russian pil
ots were all relatively light; the aeroplane was flown only with one fuel t
ank; no generator; air compressor; a light battery. Then, the TOTAL service
life of a team aircraft was 47 hours. After that it was scrapped. And for
any other aircraft, the total service life was 300 hours, and then it was s
crapped!=C2-I have a serious concern that many pilots today are flying ai
rcraft that have done far more hours than this; are ignorant of these issue
s, and yet feel that they still have a plus 9G aircraft, with a heavy Weste
rn pilot; smoke system; both fuel tanks et cetera!=C2-I prepared a detail
ed paper some years ago following discussions with Yakovlev describing the
individual failures and then the subsequent service bulletins. I will send
this to anyone who is interested.=C2-Richard Goode AerobaticsRhodds FarmL
yonshallHerefordHR5 3LW=C2-Tel:=C2-=C2-+44 (0) 1544 340120Fax:=C2-+
44 (0) 1544 340129www.russianaeros.com=C2-From:=C2-owner-yak-list-serve
r@ matronics.com=C2-[mailto:owner- yak-list-server@matronics.com] =C2-O
n Behalf Of=C2-Gordon Price
Sent:=C2-13 July 2017 19:31
To:=C2-yak-list@matronics.com
Subject:=C2-Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
=C2-Thanks for the advice Frank however it would be nice on this forum if
we could just stick to the topic at hand.=C2-=C2-In this case
the=C2- topic it is a problem with=C2- engine mount rubbers and the fa
ct that the ones supplied did not have the sleeve bonded to the rubber.=C2
-=C2-Has anyone ever experienced this?=C2-=C2-
On Jul 13, 2017, at 1:44 PM, Frank Stelwagon <pfstelwagon@earthlink.net> wr
ote:=C2-Mark wasn=99t lecturing you!=C2- He was telling you what
he knows from experience (lots of it).=C2- It might be safer to listen.
=C2-From:=C2-owner-yak-list-server@ matronics.com=C2-[mailto:owner- y
ak-list-server@matronics.com] =C2-On Behalf Of=C2-Gord Price
Sent:=C2-Thursday, July 13, 2017 10:22 AM
To:=C2-yak-list@matronics.com
Subject:=C2-Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
=C2-Mark.=C2- I asked for help .....not a lecture on a subject that I a
m well versed in nor assumptions that are incorrect=C2-I have solved the
problem and I am surprised you did not offer the advice that the sleeve doe
s not require bonding....if it is the correct mounting rubber.=C2-=C2-
=C2-The rubbers that were supplied and installed by my mechanic do not ha
ve the sleeve bonded. In fact the front rubbers do not even have a sleeve.
=C2- No wonder they were coming apart.=C2-A new 'proper' set is being i
nstalled this weekend.=C2- I never had this problem with the old engine b
ecause it had the correct rubber mounts which were sold with the engine.=C2
-=C2-I believe this will solve the problem and I will carry on flying a
very aggressive and dynamic AIRSHOW routine that is well within the limits
of my airplane which is constantly being inspected.=C2-It is not the typ
e of flying that most YAK owners engage in however I am quite at ease flyin
g it this way. I first flew Victor Smolin's=C2- YAK =C2- =C2-=C2-
=C2-=C2- =C2-=C2- =C2-50 in 1982 and I was taught the Lomcevak by
its inventor Ladislav=C2- Bezak in 1980.331 826 9942. Gord cell Mexico33
3 495 5044=C2-Sandy cell Mexico519 375 6233=C2-Gord cell Canada519 378
6800=C2-Sandy cell Canada519 538 2868=C2-House Canada226 777 4383=C2-
Email voice message anywhereSent from my iPhone
On Jul 13, 2017, at 12:00 PM, Bitterlich, Mark G CIV NAVAIR, WD <mark.bitte
rlich@navy.mil> wrote:=C2-
itterlich@navy.mil>
Typically, the rubber used in these engine mounts deteriorates with age.=C2
- Personally what I would try to do under your circumstance is to measure
a new one with a durometer, and then have a mold constructed and replace t
hem with a polyurethane equivalent.=C2-=C2-=C2-
You did not ask this, and I am sorry for sticking my nose into the topic an
d changing the subject somewhat, but I would suggest that you also make sur
e you have the Russian recording accelerometer installed in your 50, (or a
suitable replacement) and are keeping track of the cycles.=C2- The 50 is
indeed rated to +9/-6 assuming all the mods are incorporated.=C2- However
that was not an unlimited qualification.=C2- Meaning that after so many
"cycles" (as documented on the recording accelerometer), it was a requireme
nt to replace the wings.=C2-=C2- Considering most 50's that were flown
in unlimited events were usually retired under 100 hours of flight time, it
might be worth keeping in mind.=C2-=C2-
The kind of damage to engine mount rubbers that you are describing is somet
hing commonly seen on Sukhoi's flying Unlimited level=C2- =C2-=C2-
=C2-=C2- =C2-=C2- =C2-=C2- =C2-aerobatic=C2- competition, u
sually with engines just like yours and MTV9-260 props, thus I suspect you
are approaching that kind of G loading.=C2-=C2- That said, the Suke con
struction otherwise is much stronger than the 50.=C2- Another thing that
generates this kind of stress is gyroscopic maneuvers usually accompanied b
y prop shaft seal damage.=C2-=C2-
Good luck.=C2-
Mark
-----Original Message-----
From:=C2-owner-yak-list-server@ matronics.com=C2-[mailto:owner- yak-lis
t-server@matronics.com] On Behalf Of Gordon Price
=C2-yak-list@matronics.com
Subject: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
We just installed a zero=99d M-13PF with Barrett Pistons which dyno'd
at 435 HP on my YAK 50.=C2-=C2- Performance is much enhanced however w
e have just found some engine mount rubbers=C2- are being torn up because
the metal sleeve is moving and cutting the rubber.=C2- The airplane is b
eing flown under the G limits however during the air show sequence I am som
etimes seeing +8 and -5 G.=C2-=C2- We never had this problem with the o
ld 360 HP engine.=C2- We have a new set being installed in the next few d
ays which should yield more information.=C2- Does anyone have experience
in this area?=C2- Thinking of bonding the sleeve to the rubber to prevent
the sleeve movement.=C2- Thanks in advance.=C2- Gord=C2-
http://www.matronics.com/ Navigator?Yak-List
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Thanks Doc=C2-
That is a big difference!
Here is the drawing George Coy sent to me.
Do you know if the rubber is bonded to the sleeve and are there sleeves on
both the front and back rubbers?
We will know more once we get the engine off the mount on Wednesday.
Gord
> On Jul 16, 2017, at 9:19 AM, Roger Kemp <f16viperdoc@me.com> wrote:
>=C2-
> Gord,
> The instructions I got were to compress to 44.5 mm.
> Doc
>=C2-
> Sent from my iPad
>=C2-
> On Jul 14, 2017, at 11:31 AM, Gordon Price <gord@thedampub.ca=C2-<mailt
o:gord@thedampub.ca>> wrote:
>=C2-
>>=C2-
>> Good point Doug and thank you for that.=C2- There is a measurement of
34.5 mm on the plans sent to me by George Coy.=C2-=C2- At that point sh
ould the metal sleeves inside touch?=C2-=C2-=C2-
>>=C2-
>> Does anyone have method of torquing=C2- that would be helpful or sod y
ou just compress to 34.5 mm.
>>=C2-
>> Could not enough torque could cause this problem?=C2- Could too much t
orque cause the problem?=C2- We don=99t know so if someone has expe
rience please let us know.
>>=C2-
>> We have yet to remove the engine since work is backed up in the shop how
ever I am told that the forward rubber mounts that are installed did not ha
ve the washer with a sleeve. Only a washer..no sleeve.=C2-
>>=C2-
>> Also, which mounts do you sell Doug?=C2- With or without the sleeve?
>>=C2-
>> Thanks=C2-=C2-
>>=C2-
>> Gord
>>=C2-
>>> On Jul 14, 2017, at 11:54 AM, doug sapp <dougsappllc@gmail.com=C2-<ma
ilto:dougsappllc@gmail.com>> wrote:
>>>=C2-
>>> Gents,
>>> Addressing the "mount rubber" issue only.=C2-=C2-
>>> Are we 100% sure that the bonding or the failure of bonding to the wash
er or to the bushing is the problem here?=C2- I suspect that it is not.
=C2- I suspect that the mount rubber were incorrectly installed.=C2- Si
nce there is no actual torque value stated in anything I have read it seems
that there exists a large opportunity to install them without enough torqu
e, meaning not tight enough.=C2- In a "normal situation" (gentleman's acr
o) I would think that proper installation would not be as critical as is wo
uld be in this rather unusual=C2- high g loading situation.=C2- This wo
uld help explain why this problem/situation has not been seen much in the p
ast.=C2-=C2-
>>>=C2-
>>> Just a WAG on my part, YMMV.
>>>=C2-
>>> Doug
>>>=C2-
>>> On Fri, Jul 14, 2017 at 5:32 AM, Gordon Price <gord@thedampub.ca=C2-<
mailto:gord@thedampub.ca>> wrote:
>>> As I recall Richard you did say that the YAK 50 could be flown forever
at +5 and -3.
>>>=C2-
>>> As I said SOMETIMES I see +8 and -5 G.=C2- Just being honest.=C2- A
normal airshow routine is +6 and -4 and yes the airplane has all the mods
and lightweight equipment. As for the pilot weight I am always wor
king on that.
>>>=C2-
>>> You are right . The engine is spectacular and increased power has chang
ed the flying characteristics of the airplane which I am still getting used
to.=C2- I should be fully up to speed by the end of August when I fly th
e CNE=C2- Canadian International Air Show in Toronto.
>>>=C2-
>>>=C2-
>>> Back to the subject I have been to introduce for discussion
..
>>>=C2-
>>>=C2-
>>> Attached is a picture of the different engine mount rubbers.
>>>=C2-
>>> On the left 2 new ones with the rubber bonded to the steel insert=C2-
and on the right one of the damaged mounts where the steel insert is not b
onded and can turn and cut the rubber.
>>>=C2-
>>> <rubber.jpeg>
>>>=C2-
>>>=C2-
>>>=C2-
>>>> On Jul 14, 2017, at 2:20 AM, That's looking at his note <richard283549
2219526631817Apple-interchange-newline"> <mailto:richard.goode@russianaeros
.com>
>>>>=C2- <mailto:richard.goode@russianaeros.com>Firstly I would like to m
ake it clear that we supplied the engine together with the engine mount rub
bers to Gordon Price. But we have used exactly the same rubbers on around 3
00 engines that we have supplied to a wide variety of aircraft, including c
ompetition Sukhois and have never had this problem before. But we will sort
it out, and we know from Gordon that the engine is performing spectacularl
y well.
>>>>=C2-=C2-
>>>> But it raises an issue which I think is far more important, and that i
s flying a Yak 50 to its design limits of plus 9G and minus 6G. I have done
a lot of research on this topic, and the 50 was unfortunate in that it was
introduced at a time that aerobatics changing from being big graceful mano
euvres to sharp angles. The Russian team was well funded and incredibly wel
l motivated, and they were flying them=C2- beyond these limits, and had f
our fatal accidents to team members. During this period Yakovlev issued a s
eries of service bulletins to reinforce the last bit of the aircraft that h
ad broken, culminating in bulletin 79 =93 a 4.5 mm steel plate on top
and bottom of the centre section.
>>>>=C2-=C2-
>>>> But firstly, remember that the Russian pilots were all relatively ligh
t; the aeroplane was flown only with one fuel tank; no generator; air compr
essor; a light battery. Then, the TOTAL service life of a team aircraft was
47 hours. After that it was scrapped. And for any other aircraft, the tota
l service life was 300 hours, and then it was scrapped!
>>>>=C2-=C2-
>>>> I have a serious concern that many pilots today are flying aircraft th
at have done far more hours than this; are ignorant of these issues, and ye
t feel that they still have a plus 9G aircraft, with a heavy Western pilot;
smoke system; both fuel tanks et cetera!
>>>>=C2-=C2-
>>>> I prepared a detailed paper some years ago following discussions with
Yakovlev describing the individual failures and then the subsequent service
bulletins. I will send this to anyone who is interested.
>>>>=C2-=C2-
>>>>=C2- <mailto:richard.goode@russianaeros.com>Richard Goode Aerobatics
>>>> Rhodds Farm
>>>> Lyonshall
>>>> Hereford
>>>> HR5 3LW
>>>>=C2-=C2-
>>>>=C2- <mailto:richard.goode@russianaeros.com>Tel:=C2-=C2- <mailto:
richard.goode@russianaeros.com>+44 (0) 1544 340120 <tel:+44%201544%20340120
>
>>>> Fax: +44 (0) 1544 340129 <tel:+44%201544%20340129>
>>>>=C2-www.russianaeros.com=C2-<http://www.russianaeros.com/>
>>>>=C2-=C2-
>>>> From:=C2-owner-yak-list-server@matronics.com=C2-<mailto:owner-yak-
list-server@matronics.com> [mailto:owner-yak-list-server@matronics.com=C2
-<mailto:owner-yak-list-server@matronics.com>] On Behalf Of Gordon Price
>>>> Sent: 13 July 2017 19:31
>>>> To:=C2-yak-list@matronics.com=C2-<mailto:yak-list@matronics.com>
>>>> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
>>>>=C2-=C2-
>>>> Thanks for the advice Frank however it would be nice on this forum if
we could just stick to the topic at hand.=C2-
>>>>=C2-=C2-
>>>> In this case the=C2- topic it is a problem with=C2- engin
e mount rubbers and the fact that the ones supplied did not have the sleeve
bonded to the rubber.=C2-
>>>>=C2-=C2-
>>>> Has anyone ever experienced this?=C2-
>>>>=C2-=C2-
>>>>> On Jul 13, 2017, at 1:44 PM, Frank Stelwagon <pfstelwagon@earthlink.n
et=C2-<mailto:pfstelwagon@earthlink.net>> wrote:
>>>>>=C2-=C2-
>>>>> Mark wasn=99t lecturing you!=C2- He was telling you what he k
nows from experience (lots of it).=C2- It might be safer to listen.
>>>>>=C2-=C2-
>>>>> From:=C2-owner-yak-list-server@matronics.com=C2-<mailto:owner-yak
-list-server@matronics.com> [mailto:owner-yak-list-server@matronics.com=C2
-<mailto:owner-yak-list-server@matronics.com>] On Behalf Of Gord Price
>>>>> Sent: Thursday, July 13, 2017 10:22 AM
>>>>> To:=C2-yak-list@matronics.com=C2-<mailto:yak-list@matronics.com>
>>>>> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
>>>>>=C2-=C2-
>>>>> Mark.=C2- I asked for help .....not a lecture on a subject that I a
m well versed in nor assumptions that are incorrect
>>>>>=C2-=C2-
>>>>> I have solved the problem and I am surprised you did not offer the ad
vice that the sleeve does not require bonding....if it is the correct mount
ing rubber.=C2-=C2-
>>>>>=C2-=C2-
>>>>> The rubbers that were supplied and installed by my mechanic do not ha
ve the sleeve bonded. In fact the front rubbers do not even have a sleeve.
=C2- No wonder they were coming apart.=C2-
>>>>>=C2-=C2-
>>>>> A new 'proper' set is being installed this weekend.=C2- I never had
this problem with the old engine because it had the correct rubber mounts
which were sold with the engine.=C2-=C2-
>>>>>=C2-=C2-
>>>>> I believe this will solve the problem and I will carry on flying a ve
ry aggressive and dynamic AIRSHOW routine that is well within the limits of
my airplane which is constantly being inspected.=C2-
>>>>>=C2-=C2-
>>>>>=C2- It is not the type of flying that most YAK owners engage in how
ever I am quite at ease flying it this way. I first flew Victor Smolin's=C2
- YAK 50 in 1982 and I was taught the Lomcevak by its inventor Ladislav
=C2- Bezak in 1980.
>>>>>=C2-
>>>>> 331 826 9942 <tel:331%20826%209942>. Gord cell Mexico
>>>>> 333 495 5044 <tel:333%20495%205044> Sandy cell Mexico
>>>>> 519 375 6233 <tel:519%20375%206233> Gord cell Canada
>>>>> 519 378 6800 <tel:519%20378%206800> Sandy cell Canada
>>>>> 519 538 2868 <tel:519%20538%202868> House Canada
>>>>> 226 777 4383 <tel:226%20777%204383> Email voice message anywhere
>>>>> Sent from my iPhone
>>>>>=C2-
>>>>>=C2-
>>>>> On Jul 13, 2017, at 12:00 PM, Bitterlich, Mark G CIV NAVAIR, WD <mark
.bitterlich@navy.mil=C2-<mailto:mark.bitterlich@navy.mil>> wrote:
>>>>>=C2-
<mark.bitterlich@navy.mil=C2-<mailto:mark.bitterlich@navy.mil>>
>>>>>>=C2-
>>>>>> Typically, the rubber used in these engine mounts deteriorates with
age.=C2- Personally what I would try to do under your circumstance is to
measure a new one with a durometer, and then have a mold constructed and re
place them with a polyurethane equivalent.=C2-=C2-=C2-
>>>>>>=C2-
>>>>>> You did not ask this, and I am sorry for sticking my nose into the t
opic and changing the subject somewhat, but I would suggest that you also m
ake sure you have the Russian recording accelerometer installed in your 50,
(or a suitable replacement) and are keeping track of the cycles.=C2- The
50 is indeed rated to +9/-6 assuming all the mods are incorporated.=C2-
However that was not an unlimited qualification.=C2- Meaning that after s
o many "cycles" (as documented on the recording accelerometer), it was a re
quirement to replace the wings.=C2-=C2- Considering most 50's that were
flown in unlimited events were usually retired under 100 hours of flight t
ime, it might be worth keeping in mind.=C2-=C2-
>>>>>>=C2-
>>>>>> The kind of damage to engine mount rubbers that you are describing i
s something commonly seen on Sukhoi's flying Unlimited level aerobatic=C2
- competition, usually with engines just like yours and MTV9-260 props, t
hus I suspect you are approaching that kind of G loading.=C2-=C2- That
said, the Suke construction otherwise is much stronger than the 50.=C2- A
nother thing that generates this kind of stress is gyroscopic maneuvers usu
ally accompanied by prop shaft seal damage.=C2-=C2-
>>>>>>=C2-
>>>>>> Good luck.=C2-
>>>>>>=C2-
>>>>>> Mark
>>>>>>=C2-
>>>>>>=C2-
>>>>>> -----Original Message-----
>>>>>> From:=C2-owner-yak-list-server@matronics.com=C2-<mailto:owner-ya
k-list-server@matronics.com> [mailto:owner-yak-list-server@matronics.com=C2
-<mailto:owner-yak-list-server@matronics.com>] On Behalf Of Gordon Price
>>>>>>=C2-=C2-yak-list@matronics.com=C2-<mailto:yak-list@matronics.co
m>
>>>>>> Subject: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
>>>>>>=C2-
-<mailto:gord@thedampub.ca>>
>>>>>>=C2-
>>>>>>=C2-
>>>>>> We just installed a zero=99d M-13PF with Barrett Pistons which
dyno'd at 435 HP on my YAK 50.=C2-=C2- Performance is much enhanced ho
wever we have just found some engine mount rubbers=C2- are being torn up
because the metal sleeve is moving and cutting the rubber.=C2- The airpla
ne is being flown under the G limits however during the air show sequence I
am sometimes seeing +8 and -5 G.=C2-=C2- We never had this problem wit
h the old 360 HP engine.=C2- We have a new set being installed in the nex
t few days which should yield more information.=C2- Does anyone have expe
rience in this area?=C2- Thinking of bonding the sleeve to the rubber to
prevent the sleeve movement.=C2- Thanks in advance.=C2- Gord=C2-
>>>>>>=C2-
>>>>>>=C2-
>>>>>>=C2-
>>>>>>=C2-http://www.matronics.com/Navigator?Yak-List=C2-<http://www.ma
tronics.com/Navigator?Yak-List>
>>>>>> <======================
=====C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2- &nb=C2-=C2- --> MailScanner has detected a possible fraud att
empt from "forums.matronics.com" claiming to=C2-behttp://forums.ma==
; -->=C2- <http://forums.matronics.com/>MailScanner has detected a possib
le fraud attempt from "wiki.matronics.com" claiming to=C2-behttp://wiki.m
atronics.co=====================
=====;=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
- - List Conbsp;=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2- -Matt Drall
e, List=C2-Ads.com/contribution">http://www.matronics.com/contribution=C2
-<http://wiki.matronics.com/>
>>>>>>=C2-
>>>>>>=C2-
>>>>>>=C2-
>>>>>>=C2-
>>>>=C2-
>>>>=C2-
>>>>=C2-
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| Subject: | Re: Battery Charging CJ-6 |
Hi there,
I can't speak for the CJ, but on the Yak.... No.
The aircraft can take power from the Battery OR the ground power socket. this
would imply that you can't poke power back the other way from the ground power
socket to the battery.
You could possibly put a separate charging plug hot wired to the battery, but for
my money I would just drop the hatch and connect directly to the battery.
I get nervous charging batteries in situ.... better have them where you can see
them and with a bit of ventilation. I know they are charged in the air in their
enclosure, but with a system designed for that purpose. I have seen the
results of an overcharged battery on a charger and believe me when I tell you
that you would want that as far away from your plane as possible!
My two cents,
Chris
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=471074#471074
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| Subject: | Re: Engine mount rubbers - YAK-50 |
Thanks Gord;
Explains a whole bunch. The corresponding part for the Huosai is a simple
washer, same shape but no sleeve.
I will call the M14 version a sleeved washer. Noted on the Motorstar drawi
ng that the two sleeves cannot touch each other so not sure of advantage th
ough possibly improved torque load resistance.
One wonders how many M14 powered CJ=99s around with Huosai dampers.
Walt
From: Gordon Price
Sent: Sunday, July 16, 2017 12:53 PM
Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
Hi Walt.
Hopefully these pictures will help explain the dilemma.
After 20 hrs on the engine.
This shows a new mount on top. The old sleeve/washer is sitting on top
of the new mount. It is smaller
This is the old rear rubber mount. The sleeve/washer has cut the rubber
This is the old mount and sleeve/washer another view
another view of the old sleeve/washer and rubber mount
I was in Mexico when the engine was put on the airplane last winter. I was
told that there is no washer/sleeve on the front rubber, only a washer. We
won=99t know until we get the engine off on Wednesday what exactly
is there.
The new rubber mounts I have purchased have the metal bonded to the rubber,
both front and back rubbers.
I agree. I too, am confused with no internal bushing in the mounts. I have
been told that the measurement between the washers is to be 34.5 mm.
Gord
On Jul 16, 2017, at 2:36 PM, Walter Lannon <wlannon@shaw.ca> wrote:
This has been an area of concern since my first CJ6/Huosai experience in
1993.
Gord: Could you please explain what you mean by =9Csleeve=9D
=2E It would appear you are referring to the damper support washers.
The reason for my confusion is years of experience with this type of damp
er installation on other aircraft using the small P&W radials (R1340 & R985
). In particular the Harvard and T6.
Kind of blew my mind to find a rubber vibration damper with no internal s
teel bushing (sleeve?) to control the compression of the rubber. Eventuall
y got used to guessing at the torque and forgot about it.
In the P&W case (and probably most, if not all, engine manufacturers) thi
s is not an engine component. It was usually left to the determinations of
the airframe manufacturer.
Question for Yak 50, 52, 55, 18T, Sukhoi, etc. owners: Does your M14P i
nstallation use internal bushings to establish damper compression? If so
could someone measure the exact bushing length?
Walt
F rom: Gordon Price
Sent: Sunday, July 16, 2017 6:50 AM
To: yak-list@matronics.com
Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
Thanks Doc
That is a big difference!
Here is the drawing George Coy sent to me.
Do you know if the rubber is bonded to the sleeve and are there sleeves o
n both the front and back rubbers?
We will know more once we get the engine off the mount on Wednesday.
Gord
---------------------------------------------------------------------------
---
On Jul 16, 2017, at 9:19 AM, Roger Kemp <f16viperdoc@me.com> wrote:
Gord,
The instructions I got were to compress to 44.5 mm.
Doc
Sent from my iPad
On Jul 14, 2017, at 11:31 AM, Gordon Price <gord@thedampub.ca> wrote:
Good point Doug and thank you for that. There is a measurement of 34
=2E5 mm on the plans sent to me by George Coy. At that point should the m
etal sleeves inside touch?
Does anyone have method of torquing that would be helpful or sod you
just compress to 34.5 mm.
Could not enough torque could cause this problem? Could too much tor
que cause the problem? We don=99t know so if someone has experience
please let us know.
We have yet to remove the engine since work is backed up in the shop
however I am told that the forward rubber mounts that are installed did not
have the washer with a sleeve. Only a washer..no sleeve.
Also, which mounts do you sell Doug? With or without the sleeve?
Thanks
Gord
On Jul 14, 2017, at 11:54 AM, doug sapp <dougsappllc@gmail.com> wro
te:
Gents,
Addressing the "mount rubber" issue only.
Are we 100% sure that the bonding or the failure of bonding to the
washer or to the bushing is the problem here? I suspect that it is not. I
suspect that the mount rubber were incorrectly installed. Since there is
no actual torque value stated in anything I have read it seems that there e
xists a large opportunity to install them without enough torque, meaning no
t tight enough. In a "normal situation" (gentleman's acro) I would think t
hat proper installation would not be as critical as is would be in this rat
her unusual high g loading situation. This would help explain why this pr
oblem/situation has not been seen much in the past.
Just a WAG on my part, YMMV.
Doug
On Fri, Jul 14, 2017 at 5:32 AM, Gordon Price <gord@thedampub.ca> w
rote:
As I recall Richard you did say that the YAK 50 could be flown fo
rever at +5 and -3.
As I said SOMETIMES I see +8 and -5 G. Just being honest. A nor
mal airshow routine is +6 and -4 and yes the airplane has all the mods and
lightweight equipment. As for the pilot weight I am always working
on that.
You are right . The engine is spectacular and increased power has
changed the flying characteristics of the airplane which I am still gettin
g used to. I should be fully up to speed by the end of August when I fly t
he CNE Canadian International Air Show in Toronto.
Back to the subject I have been to introduce for discussion
..
Attached is a picture of the different engine mount rubbers.
On the left 2 new ones with the rubber bonded to the steel insert
and on the right one of the damaged mounts where the steel insert is not
bonded and can turn and cut the rubber.
<rubber.jpeg>
On Jul 14, 2017, at 2:20 AM, That's looking at his note <richar
d2835492219526631817Apple-interchange-newline">
Firstly I would like to make it clear that we supplied the engi
ne together with the engine mount rubbers to Gordon Price. But we have used
exactly the same rubbers on around 300 engines that we have supplied to a
wide variety of aircraft, including competition Sukhois and have never had
this problem before. But we will sort it out, and we know from Gordon that
the engine is performing spectacularly well.
But it raises an issue which I think is far more important, and
that is flying a Yak 50 to its design limits of plus 9G and minus 6G. I ha
ve done a lot of research on this topic, and the 50 was unfortunate in that
it was introduced at a time that aerobatics changing from being big gracef
ul manoeuvres to sharp angles. The Russian team was well funded and incredi
bly well motivated, and they were flying them beyond these limits, and had
four fatal accidents to team members. During this period Yakovlev issued a
series of service bulletins to reinforce the last bit of the aircraft that
had broken, culminating in bulletin 79 =93 a 4.5 mm steel plate on t
op and bottom of the centre section.
But firstly, remember that the Russian pilots were all relative
ly light; the aeroplane was flown only with one fuel tank; no generator; ai
r compressor; a light battery. Then, the TOTAL service life of a team aircr
aft was 47 hours. After that it was scrapped. And for any other aircraft, t
he total service life was 300 hours, and then it was scrapped!
I have a serious concern that many pilots today are flying airc
raft that have done far more hours than this; are ignorant of these issues,
and yet feel that they still have a plus 9G aircraft, with a heavy Western
pilot; smoke system; both fuel tanks et cetera!
I prepared a detailed paper some years ago following discussion
s with Yakovlev describing the individual failures and then the subsequent
service bulletins. I will send this to anyone who is interested.
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-lis
t-server@matronics.com] On Behalf Of Gordon Price
Sent: 13 July 2017 19:31
To: yak-list@matronics.com
Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers -
YAK-50
Thanks for the advice Frank however it would be nice on this fo
rum if we could just stick to the topic at hand.
In this case the topic it is a problem with engine m
ount rubbers and the fact that the ones supplied did not have the sleeve bo
nded to the rubber.
Has anyone ever experienced this?
On Jul 13, 2017, at 1:44 PM, Frank Stelwagon <pfstelwagon@ear
thlink.net> wrote:
Mark wasn=99t lecturing you! He was telling you what h
e knows from experience (lots of it). It might be safer to listen.
From: owner-yak-list-server@matronics.com [mailto:owner-yak-l
ist-server@matronics.com] On Behalf Of Gord Price
Sent: Thursday, July 13, 2017 10:22 AM
To: yak-list@matronics.com
Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers
- YAK-50
Mark. I asked for help .....not a lecture on a subject that
I am well versed in nor assumptions that are incorrect
I have solved the problem and I am surprised you did not offe
r the advice that the sleeve does not require bonding....if it is the corre
ct mounting rubber.
The rubbers that were supplied and installed by my mechanic d
o not have the sleeve bonded. In fact the front rubbers do not even have a
sleeve. No wonder they were coming apart.
A new 'proper' set is being installed this weekend. I never
had this problem with the old engine because it had the correct rubber moun
ts which were sold with the engine.
I believe this will solve the problem and I will carry on fly
ing a very aggressive and dynamic AIRSHOW routine that is well within the l
imits of my airplane which is constantly being inspected.
It is not the type of flying that most YAK owners engage in h
owever I am quite at ease flying it this way. I first flew Victor Smolin's
YAK 50 in 1982 and I was taught the Lomcevak by its inventor L
adislav Bezak in 1980.
331 826 9942. Gord cell Mexico
333 495 5044 Sandy cell Mexico
519 375 6233 Gord cell Canada
519 378 6800 Sandy cell Canada
519 538 2868 House Canada
226 777 4383 Email voice message anywhere
Sent from my iPhone
On Jul 13, 2017, at 12:00 PM, Bitterlich, Mark G CIV NAVAIR,
WD <mark.bitterlich@navy.mil> wrote:
AIR, WD" <mark.bitterlich@navy.mil>
Typically, the rubber used in these engine mounts deteriora
tes with age. Personally what I would try to do under your circumstance is
to measure a new one with a durometer, and then have a mold constructed an
d replace them with a polyurethane equivalent.
You did not ask this, and I am sorry for sticking my nose i
nto the topic and changing the subject somewhat, but I would suggest that y
ou also make sure you have the Russian recording accelerometer installed in
your 50, (or a suitable replacement) and are keeping track of the cycles.
The 50 is indeed rated to +9/-6 assuming all the mods are incorporated. H
owever that was not an unlimited qualification. Meaning that after so many
"cycles" (as documented on the recording accelerometer), it was a requirem
ent to replace the wings. Considering most 50's that were flown in unlimi
ted events were usually retired under 100 hours of flight time, it might be
worth keeping in mind.
The kind of damage to engine mount rubbers that you are des
cribing is something commonly seen on Sukhoi's flying Unlimited level
aerobatic competition, usually with engines just like yours and M
TV9-260 props, thus I suspect you are approaching that kind of G loading.
That said, the Suke construction otherwise is much stronger than the 50.
Another thing that generates this kind of stress is gyroscopic maneuvers us
ually accompanied by prop shaft seal damage.
Good luck.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak
-list-server@matronics.com] On Behalf Of Gordon Price
yak-list@matronics.com
Subject: [Non-DoD Source] Yak-List: Engine mount rubbers -
YAK-50
b.ca>
We just installed a zero=99d M-13PF with Barrett Pist
ons which dyno'd at 435 HP on my YAK 50. Performance is much enhanced how
ever we have just found some engine mount rubbers are being torn up becaus
e the metal sleeve is moving and cutting the rubber. The airplane is being
flown under the G limits however during the air show sequence I am sometim
es seeing +8 and -5 G. We never had this problem with the old 360 HP engi
ne. We have a new set being installed in the next few days which should yi
eld more information. Does anyone have experience in this area? Thinking
of bonding the sleeve to the rubber to prevent the sleeve movement. Thanks
in advance. Gord
http://www.matronics.com/Navigator?Yak-List
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Thanks Doc
That is a big difference!
Here is the drawing George Coy sent to me.
Do you know if the rubber is bonded to the sleeve and are there sleeves o
n both the front and back rubbers?
We will know more once we get the engine off the mount on Wednesday.
Gord
> On Jul 16, 2017, at 9:19 AM, Roger Kemp <f16viperdoc@me.com> wrote:
>
> Gord,
> The instructions I got were to compress to 44.5 mm.
> Doc
>
> Sent from my iPad
>
> On Jul 14, 2017, at 11:31 AM, Gordon Price <gord@thedampub.ca <mailto:g
ord@thedampub.ca>> wrote:
>
>>
>> Good point Doug and thank you for that. There is a measurement of 34.
5 mm on the plans sent to me by George Coy. At that point should the meta
l sleeves inside touch?
>>
>> Does anyone have method of torquing that would be helpful or sod you
just compress to 34.5 mm.
>>
>> Could not enough torque could cause this problem? Could too much torq
ue cause the problem? We don=99t know so if someone has experience p
lease let us know.
>>
>> We have yet to remove the engine since work is backed up in the shop h
owever I am told that the forward rubber mounts that are installed did not
have the washer with a sleeve. Only a washer..no sleeve.
>>
>> Also, which mounts do you sell Doug? With or without the sleeve?
>>
>> Thanks
>>
>> Gord
>>
>>> On Jul 14, 2017, at 11:54 AM, doug sapp <dougsappllc@gmail.com <mailt
o:dougsappllc@gmail.com>> wrote:
>>>
>>> Gents,
>>> Addressing the "mount rubber" issue only.
>>> Are we 100% sure that the bonding or the failure of bonding to the wa
sher or to the bushing is the problem here? I suspect that it is not. I s
uspect that the mount rubber were incorrectly installed. Since there is no
actual torque value stated in anything I have read it seems that there exi
sts a large opportunity to install them without enough torque, meaning not
tight enough. In a "normal situation" (gentleman's acro) I would think tha
t proper installation would not be as critical as is would be in this rathe
r unusual high g loading situation. This would help explain why this prob
lem/situation has not been seen much in the past.
>>>
>>> Just a WAG on my part, YMMV.
>>>
>>> Doug
>>>
>>> On Fri, Jul 14, 2017 at 5:32 AM, Gordon Price <gord@thedampub.ca <mai
lto:gord@thedampub.ca>> wrote:
>>> As I recall Richard you did say that the YAK 50 could be flown foreve
r at +5 and -3.
>>>
>>> As I said SOMETIMES I see +8 and -5 G. Just being honest. A normal
airshow routine is +6 and -4 and yes the airplane has all the mods and ligh
tweight equipment. As for the pilot weight I am always working on
that.
>>>
>>> You are right . The engine is spectacular and increased power has cha
nged the flying characteristics of the airplane which I am still getting us
ed to. I should be fully up to speed by the end of August when I fly the C
NE Canadian International Air Show in Toronto.
>>>
>>>
>>> Back to the subject I have been to introduce for discussion
..
>>>
>>>
>>> Attached is a picture of the different engine mount rubbers.
>>>
>>> On the left 2 new ones with the rubber bonded to the steel insert an
d on the right one of the damaged mounts where the steel insert is not bond
ed and can turn and cut the rubber.
>>>
>>> <rubber.jpeg>
>>>
>>>
>>>
>>>> On Jul 14, 2017, at 2:20 AM, That's looking at his note <richard2835
492219526631817Apple-interchange-newline"> <mailto:richard.goode@russianaer
os.com>
>>>> <mailto:richard.goode@russianaeros.com>Firstly I would like to make
it clear that we supplied the engine together with the engine mount rubber
s to Gordon Price. But we have used exactly the same rubbers on around 300
engines that we have supplied to a wide variety of aircraft, including comp
etition Sukhois and have never had this problem before. But we will sort it
out, and we know from Gordon that the engine is performing spectacularly w
ell.
>>>>
>>>> But it raises an issue which I think is far more important, and that
is flying a Yak 50 to its design limits of plus 9G and minus 6G. I have do
ne a lot of research on this topic, and the 50 was unfortunate in that it w
as introduced at a time that aerobatics changing from being big graceful ma
noeuvres to sharp angles. The Russian team was well funded and incredibly w
ell motivated, and they were flying them beyond these limits, and had four
fatal accidents to team members. During this period Yakovlev issued a seri
es of service bulletins to reinforce the last bit of the aircraft that had
broken, culminating in bulletin 79 =93 a 4.5 mm steel plate on top an
d bottom of the centre section.
>>>>
>>>> But firstly, remember that the Russian pilots were all relatively li
ght; the aeroplane was flown only with one fuel tank; no generator; air com
pressor; a light battery. Then, the TOTAL service life of a team aircraft w
as 47 hours. After that it was scrapped. And for any other aircraft, the to
tal service life was 300 hours, and then it was scrapped!
>>>>
>>>> I have a serious concern that many pilots today are flying aircraft
that have done far more hours than this; are ignorant of these issues, and
yet feel that they still have a plus 9G aircraft, with a heavy Western pilo
t; smoke system; both fuel tanks et cetera!
>>>>
>>>> I prepared a detailed paper some years ago following discussions wit
h Yakovlev describing the individual failures and then the subsequent servi
ce bulletins. I will send this to anyone who is interested.
>>>>
>>>> <mailto:richard.goode@russianaeros.com>Richard Goode Aerobatics
>>>> Rhodds Farm
>>>> Lyonshall
>>>> Hereford
>>>> HR5 3LW
>>>>
>>>> <mailto:richard.goode@russianaeros.com>Tel: <mailto:richard.goode
@russianaeros.com>+44 (0) 1544 340120 <tel:+44%201544%20340120>
>>>> Fax: +44 (0) 1544 340129 <tel:+44%201544%20340129>
>>>> www.russianaeros.com <http://www.russianaeros.com/>
>>>>
>>>> From: owner-yak-list-server@matronics.com <mailto:owner-yak-list-ser
ver@matronics.com> [mailto:owner-yak-list-server@matronics.com <mailto:owne
r-yak-list-server@matronics.com>] On Behalf Of Gordon Price
>>>> Sent: 13 July 2017 19:31
>>>> To: yak-list@matronics.com <mailto:yak-list@matronics.com>
>>>> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-5
0
>>>>
>>>> Thanks for the advice Frank however it would be nice on this forum i
f we could just stick to the topic at hand.
>>>>
>>>> In this case the topic it is a problem with engine mount
rubbers and the fact that the ones supplied did not have the sleeve bonded
to the rubber.
>>>>
>>>> Has anyone ever experienced this?
>>>>
>>>>> On Jul 13, 2017, at 1:44 PM, Frank Stelwagon <pfstelwagon@earthlink
=2Enet <mailto:pfstelwagon@earthlink.net>> wrote:
>>>>>
>>>>> Mark wasn=99t lecturing you! He was telling you what he know
s from experience (lots of it). It might be safer to listen.
>>>>>
>>>>> From: owner-yak-list-server@matronics.com <mailto:owner-yak-list-se
rver@matronics.com> [mailto:owner-yak-list-server@matronics.com <mailto:own
er-yak-list-server@matronics.com>] On Behalf Of Gord Price
>>>>> Sent: Thursday, July 13, 2017 10:22 AM
>>>>> To: yak-list@matronics.com <mailto:yak-list@matronics.com>
>>>>> Subject: Re: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-
50
>>>>>
>>>>> Mark. I asked for help .....not a lecture on a subject that I am w
ell versed in nor assumptions that are incorrect
>>>>>
>>>>> I have solved the problem and I am surprised you did not offer the
advice that the sleeve does not require bonding....if it is the correct mou
nting rubber.
>>>>>
>>>>> The rubbers that were supplied and installed by my mechanic do not
have the sleeve bonded. In fact the front rubbers do not even have a sleeve
=2E No wonder they were coming apart.
>>>>>
>>>>> A new 'proper' set is being installed this weekend. I never had th
is problem with the old engine because it had the correct rubber mounts whi
ch were sold with the engine.
>>>>>
>>>>> I believe this will solve the problem and I will carry on flying a
very aggressive and dynamic AIRSHOW routine that is well within the limits
of my airplane which is constantly being inspected.
>>>>>
>>>>> It is not the type of flying that most YAK owners engage in howeve
r I am quite at ease flying it this way. I first flew Victor Smolin's YAK
50 in 1982 and I was taught the Lomcevak by its inventor Ladislav Bezak in
1980.
>>>>>
>>>>> 331 826 9942 <tel:331%20826%209942>. Gord cell Mexico
>>>>> 333 495 5044 <tel:333%20495%205044> Sandy cell Mexico
>>>>> 519 375 6233 <tel:519%20375%206233> Gord cell Canada
>>>>> 519 378 6800 <tel:519%20378%206800> Sandy cell Canada
>>>>> 519 538 2868 <tel:519%20538%202868> House Canada
>>>>> 226 777 4383 <tel:226%20777%204383> Email voice message anywhere
>>>>> Sent from my iPhone
>>>>>
>>>>>
>>>>> On Jul 13, 2017, at 12:00 PM, Bitterlich, Mark G CIV NAVAIR, WD <ma
rk.bitterlich@navy.mil <mailto:mark.bitterlich@navy.mil>> wrote:
>>>>>
" <mark.bitterlich@navy.mil <mailto:mark.bitterlich@navy.mil>>
>>>>>>
>>>>>> Typically, the rubber used in these engine mounts deteriorates wit
h age. Personally what I would try to do under your circumstance is to mea
sure a new one with a durometer, and then have a mold constructed and repla
ce them with a polyurethane equivalent.
>>>>>>
>>>>>> You did not ask this, and I am sorry for sticking my nose into the
topic and changing the subject somewhat, but I would suggest that you also
make sure you have the Russian recording accelerometer installed in your 5
0, (or a suitable replacement) and are keeping track of the cycles. The 50
is indeed rated to +9/-6 assuming all the mods are incorporated. However
that was not an unlimited qualification. Meaning that after so many "cycle
s" (as documented on the recording accelerometer), it was a requirement to
replace the wings. Considering most 50's that were flown in unlimited eve
nts were usually retired under 100 hours of flight time, it might be worth
keeping in mind.
>>>>>>
>>>>>> The kind of damage to engine mount rubbers that you are describing
is something commonly seen on Sukhoi's flying Unlimited level aerobatic c
ompetition, usually with engines just like yours and MTV9-260 props, thus I
suspect you are approaching that kind of G loading. That said, the Suke
construction otherwise is much stronger than the 50. Another thing that ge
nerates this kind of stress is gyroscopic maneuvers usually accompanied by
prop shaft seal damage.
>>>>>>
>>>>>> Good luck.
>>>>>>
>>>>>> Mark
>>>>>>
>>>>>>
>>>>>> -----Original Message-----
>>>>>> From: owner-yak-list-server@matronics.com <mailto:owner-yak-list-s
erver@matronics.com> [mailto:owner-yak-list-server@matronics.com <mailto:ow
ner-yak-list-server@matronics.com>] On Behalf Of Gordon Price
>>>>>> yak-list@matronics.com <mailto:yak-list@matronics.com>
>>>>>> Subject: [Non-DoD Source] Yak-List: Engine mount rubbers - YAK-50
>>>>>>
ailto:gord@thedampub.ca>>
>>>>>>
>>>>>>
>>>>>> We just installed a zero=99d M-13PF with Barrett Pistons whi
ch dyno'd at 435 HP on my YAK 50. Performance is much enhanced however we
have just found some engine mount rubbers are being torn up because the m
etal sleeve is moving and cutting the rubber. The airplane is being flown
under the G limits however during the air show sequence I am sometimes seei
ng +8 and -5 G. We never had this problem with the old 360 HP engine. We
have a new set being installed in the next few days which should yield mor
e information. Does anyone have experience in this area? Thinking of bond
ing the sleeve to the rubber to prevent the sleeve movement. Thanks in adv
ance. Gord
>>>>>>
>>>>>>
>>>>>>
>>>>>> http://www.matronics.com/Navigator?Yak-List <http://www.matronics.
com/Navigator?Yak-List>
>>>>>> <=====================
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>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>
>>>>
>>>>
>>>> --
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