Today's Message Index:
----------------------
1. 01:26 AM - Re: Re: Engine stumble in flight (Richard Goode)
2. 01:33 AM - Re: Re: Oil - where can it go? (Richard Goode)
3. 04:48 AM - Re: Re: Engine stumble in flight (A. Dennis Savarese)
4. 06:34 AM - Re: Engine stumble in flight (Vic)
5. 09:26 AM - Re: Re: Engine stumble in flight (Roger Kemp)
6. 09:29 AM - Re: Re: Engine stumble in flight (Roger Kemp)
7. 10:17 AM - Re: Exhaust Spanner Tool (Roger Kemp)
8. 12:32 PM - Re: Oil - where can it go? (Ttail)
9. 12:37 PM - CJ6 Gill vanes tend to close at Higher IAS (Ttail)
10. 06:16 PM - Re: Engine stumble in flight (\)
11. 09:08 PM - Housai Engine For Sale (Chrisw)
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| Subject: | Re: Engine stumble in flight |
Not correct, I'm afraid! For reasons that I can't explain, a failing
coil in one magneto will cause the whole engine to "stumble", and indeed
when seriously deteriorated, will cause the engine to completely stop
for a short time, which can be extremely disconcerting. We have seen
this on a number of aircraft!
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 John B
Sent: 18 February 2018 05:48
Subject: Re: Yak-List: Re: Engine stumble in flight
This may be a coil problem. But having one coil fail would cause the
engine to lose a slight bit of power, as if one grounded one magneto.
Replacing the coils on both mags would likely cure this problem.
The auto plug conversion is worthwhile. The engine will run better.
On Sat, Feb 17, 2018 at 11:32 PM, Looigi <cdoburton@gmail.com
<mailto:cdoburton@gmail.com> > wrote:
<mailto:cdoburton@gmail.com> >
Thanks Doc, I was wondering about that. Is there any way to test for
this? I would like to confirm the fault, or at least which one it is.
Or is it the tried and true shotgun method?
No, Old school Russian plugs.
Cheers
Chris
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| Subject: | Re: Oil - where can it go? |
The Russian manuals actually permit 3 L per hour of oil consumption - which
I consider to be dramatically excessive. Half L per hour is extremely good;
three quarters good; 1 L acceptable, and beyond that the engine is probably
worn or leaking. But still serviceable.
I see that another pilot is claiming zero oil consumption in seven hours of
flight - after over 30 years on these radials, I find that difficult to
believe!
Then, few people actually measure oil level and therefore consumption
correctly. There is only one correct Way to do this, which is to start; warm
the engine very thoroughly - probably 20 minutes - then properly scavenge
excess oil from the engine into the oil tank. This means running at least
60% for at least 15 seconds; then measure the oil. Then fly for one hour,
but absolutely straight and level and no aerobatics; land and repeat the oil
scavenging and then check the oil level.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Looigi
Sent: 17 February 2018 19:34
Subject: Yak-List: Re: Oil - where can it go?
Hi Andrew,
You have made me feel a lot better about the 1.5l/h oil consumption on our
Yak-52.
I have also fixed the odd oil leak and poked and prodded the engine, but the
seemingly high oil consumption is still there. I have come to the
conclusion that 'it is what it is' and as long as the consumption rate
doesn't change I am going to live with it.
Chris
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| Subject: | Re: Engine stumble in flight |
A coil that is failing in flight typically occurs between 20 and 40 minutes
of flight, depending on the outside air temperature.=C2- When a coil doe
s fail in flight, it is due to heat breakdown.=C2- Termikas did some test
ing in a heat chamber with a fulling operational magneto with a questionabl
e coil. The heat in the heat chamber was continually increased as the magne
to was operating.=C2- At 60 degrees C, the questionable coil began to fai
l.=C2- The test fixture and heat chamber was configured to display all 9
spark outputs as they occurred.=C2- Once the coil reached 60 degrees C, w
e could see the display becoming intermittent and as the heat built up even
further, one could see the coil go into complete failure.
A single coil failing in flight will virtually shut the engine down for "on
e heartbeat"; YOUR heart beat, and then pick up rpm again.=C2- Sometimes
an exhaust pop can be heard and ;during a formation flight, I personally ha
ve seen a short puff of smoke out of one exhaust stack when the pilot of th
e aircraft with the suspected coil problem, was saying "it happened again".
Two ways to identify which magneto coil is failing:- In the air, when you f
irst feel the engine "shut down for one heart beat", do a mag check but lea
ve the mag on one mag to see if that mag coil is failing.=C2- If the engi
ne continues to run smooth, switch to the other mag and let the engine run
on that mag.- On the ground, you must run the engine with the cooling louve
rs closed until the CHT is well over 200C.=C2- What you're trying to do i
s build up the heat under the cowl so the suspect coil will eventually begi
n to fail.=C2- Once the coil starts to act up, switch to one mag and see
if the misfiring is on that mag.=C2- If not, run it on the other mag.=C2
- Believe me, if you have a bad coil, it WILL show up on the ground if yo
u get the engine hot enough.Dennis
From: Looigi <cdoburton@gmail.com>
To: yak-list@matronics.com
Sent: Sunday, February 18, 2018 12:34 AM
Subject: Yak-List: Re: Engine stumble in flight
Thanks Doc, I was wondering about that.=C2- Is there any way to test for
this?=C2- I would like to confirm the fault, or at least which one it is.
=C2- Or is it the tried and true shotgun method?
No, Old school Russian plugs.
Cheers
Chris
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478069#478069
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=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
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| Subject: | Re: Engine stumble in flight |
We had quite some troubles with bad/new coils in past years and this took some
time to find out all sides of the problem. Since we do a mag run up AFTER most
flights after clearing the runway and have min. 70 percent , better 80 percent
revs to get a reliable check of ignition system.
I built my own heat chamber and did 5 hour runs at min. 70 degrees C to test
coil and capacitor. Remember, the alu foil capacitor is wound between primary
and secondary windings within the coil - the worst place to put a capacitor. My
guess is that the dielectric material and materials in the coil wires may age
and since the electrical properties of components will become unsuitable to
operate.
Why do we NOT see the same hiccup of the engine when we do the mag check on
the ground , switching off one mag, compared to a short failure in flight ???
I just cannot figure that out . . .
Vic
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| Subject: | Re: Engine stumble in flight |
As Dennis said. I was one of the ones that Dennis observed having the inflight
mag failure. I did an inflight mag check to find the bad coil. Not so excited
about heating the engine up on the ground to above 200C but it can be done.
Altitude is your friend when doing the airborne mag check.
Doc
Sent from my iPad
> On Feb 17, 2018, at 11:32 PM, Looigi <cdoburton@gmail.com> wrote:
>
>
> Thanks Doc, I was wondering about that. Is there any way to test for this?
I would like to confirm the fault, or at least which one it is. Or is it the
tried and true shotgun method?
>
> No, Old school Russian plugs.
>
> Cheers
> Chris
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=478069#478069
>
>
>
>
>
>
>
>
>
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| Subject: | Re: Engine stumble in flight |
Having personally experienced it on three occasions it does shut the "Whole"
engine down for a heartbeat. Then it comes back up like nothing happened.
Doc
Sent from my iPad
> On Feb 18, 2018, at 3:24 AM, Richard Goode <richard.goode@russianaeros.com
> wrote:
>
> Not correct, I'm afraid! For reasons that I can't explain, a failing coil i
n one magneto will cause the whole engine to "stumble", and indeed when seri
ously deteriorated, will cause the engine to completely stop for a short tim
e, which can be extremely disconcerting. We have seen this on a number of ai
rcraft!
>
> 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@ma
tronics.com] On Behalf Of John B
> Sent: 18 February 2018 05:48
> To: Yak-List Digest Server <yak-list@matronics.com>
> Subject: Re: Yak-List: Re: Engine stumble in flight
>
> This may be a coil problem. But having one coil fail would cause the engi
ne to lose a slight bit of power, as if one grounded one magneto.
> Replacing the coils on both mags would likely cure this problem.
> The auto plug conversion is worthwhile. The engine will run better.
>
> On Sat, Feb 17, 2018 at 11:32 PM, Looigi <cdoburton@gmail.com> wrote:
>
> Thanks Doc, I was wondering about that. Is there any way to test for this
? I would like to confirm the fault, or at least which one it is. Or is it
the tried and true shotgun method?
>
> No, Old school Russian plugs.
>
> Cheers
> Chris
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=478069#478069
>
>
>
>
>
>
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| Subject: | Re: Exhaust Spanner Tool |
I'll take one. Will have to call you a updated credit card for your file.
Doc
Sent from my iPad
> On Feb 1, 2018, at 10:56 AM, doug sapp <dougsappllc@gmail.com> wrote:
>
> We are doing a small run of 50 of the pin wrenches now. Stronger pin (act
ually a roller bearing), pin is replaceable. it is a all round better tool t
han we have been able to offer in the past.
> Will have them in stock in about 30 days.
>
> Doug
>
>> On Thu, Feb 1, 2018 at 8:36 AM, BTLYak <btlyak1@gmail.com> wrote:
>>
>> Anyone have an exhaust spanner tool available?
>>
>> Prefer something that won't break.
>>
>> --------
>> "Battle Yak"
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=477744#477744
>>
>>
>>
>>
>>
>>
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n
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>>
>>
>
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| Subject: | Re: Oil - where can it go? |
I now have a manual Sump drain kit installed that I use in between flights. Regardless
of the scavenge run I see around 1.75l in sump drain container overnight.
Just how much is "not" scavenged surprised me.
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| Subject: | CJ6 Gill vanes tend to close at Higher IAS |
I have M14PF installed on a CJ6. I used the original Housai Gill vanes and one
of Doug's nose conversion rings. The cable between the hand control and nose ring
was replaced around 12 months ago.
The issue I have is that with Gill vanes Full open accelerating through 140Kias
the gill vanes close up to around the 2/3rd open position. Is there a way or
something that can be adjusted that keeps the Gills in the selected full open
position as IAS increases ?
Read this topic online here:
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| Subject: | Re: Engine stumble in flight |
This happened to me numberer of years ago. =C2-I was chasing=C2-the pro
blem for quite a while., when on the way to OSH over Americus Ga. it really
gave me a scare. =C2-Landing there a local kid who worked on crop duster
s figured that my harness was breaking down. =C2-Doing a high tension tes
t it turned out a least 3 plug wires were bad. =C2-I noted you said that
you use Russian plugs which means that you more than likely have original
=C2-ignition=C2-harness. =C2-Age will cause the wires insulation to b
reak down and you get cross firing. =C2-I changed to Dennis's auto conver
sion and have not had that problem since. Its an easy conversion and much c
heaper in the long run. =C2-Suggest you have the harness tested. =C2-Wi
lling to bet that's your problem.
Jim "Pappy" Goolsby=C2-
-----Original Message-----
From: John B <jbsoar@gmail.com>
Sent: Sat, Feb 17, 2018 11:47 pm
Subject: Re: Yak-List: Engine stumble in flight
1-2 seconds is an eternity.=C2- An ignition problem would be quite possib
le.=C2- Does this aircraft have the auto plug conversion?
On Sat, Feb 17, 2018 at 10:14 PM, Looigi <cdoburton@gmail.com> wrote:
I thought I would consult the Oracle before I rip into pulling things apart
.
One of the boys was flying the Yak today and he had a bit of a scare.=C2-
He was cruising at about 800=99, 70% RPM and 700mm manifold pressure
when the engine stopped running for 1-2 seconds.=C2- When the engine sta
rted again, there was lots of smoke out the exhaust.=C2- He continued wit
h his flight, but when it happened again he returned and landed safely.
I had him do a run up and the mag drops were fine, oil level was normal and
the engine ran fine.=C2- I am suspecting a fuel issue?
He said however that the engine had been harder to start (slow to turn over
) on the last couple of flights - I am thinking that this is a seperate pro
blem though.
Any thoughts?
Chris
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| Subject: | Housai Engine For Sale |
Just exchanged my Housai for an M14P.
1406 TTSN, 778 SMOH. Also have a spare core with a bent connection rod (unknown
history). $5,000 for both. Located in Victoria BC, Canada call 1+(250)882-1895
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