Today's Message Index:
----------------------
1. 12:25 PM - nose tire change (Jon Boede)
2. 12:51 PM - Re: nose tire change (Byron Fox)
3. 01:00 PM - Re: nose tire change (Justin Drafts)
4. 01:43 PM - Re: nose tire change (Hank Gibson)
5. 02:26 PM - Re: Oil - where can it go? (MichaelM)
6. 05:56 PM - Re: Re: Oil - where can it go? (John B)
7. 09:26 PM - Re: Re: Engine stumble in flight (Walter Lannon)
8. 11:13 PM - Re: Re: Engine stumble in flight (John B)
Message 1
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| Subject: | nose tire change |
We changed the nose tire on my CJ on Saturday and I don't recall it being a
three hour process, but it was.
Getting the axle out without buggering it up was the hardest part. I recal
l having the "correct" thing for pushing that through at one time but we wo
und up using a 21mm deep socket (which was too small, but mostly worked) an
d banging it through with much force.
Isn't the "right" way to get the axle banged out to use a hardwood dowel of
just the right size and whack it through? Or is there another method?
Jon
Message 2
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| Subject: | Re: nose tire change |
Doug Sapp has the proper tool. I won one +/- 15 years ago at All Red Star.
On Mon, Feb 19, 2018 at 11:38 AM, Jon Boede <jonboede@hotmail.com> wrote:
> We changed the nose tire on my CJ on Saturday and I don't recall it being
> a three hour process, but it was.
>
>
> Getting the axle out without buggering it up was the hardest part. I
> recall having the "correct" thing for pushing that through at one time but
> we wound up using a 21mm deep socket (which was too small, but mostly
> worked) and banging it through with much force.
>
>
> Isn't the "right" way to get the axle banged out to use a hardwood dowel
> of just the right size and whack it through? Or is there another method?
>
>
> Jon
>
--
... Blitz
Byron M. Fox
80 Milland Drive
Mill Valley, CA 94941
415-307-2405
Message 3
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| Subject: | Re: nose tire change |
Is there a ready-made / printed procedure for changing the CJ6 nose tire?
I've changed the mains before, but never the nose (yet).
If anyone has a proven procedure and list of needed & recommended tools,
please share...
Thanks & much appreciated,
Justin Drafts
N280NC
On Tue, Feb 20, 2018 at 1:20 AM, Byron Fox <byronmfox@gmail.com> wrote:
> Doug Sapp has the proper tool. I won one +/- 15 years ago at All Red Star.
>
> On Mon, Feb 19, 2018 at 11:38 AM, Jon Boede <jonboede@hotmail.com> wrote:
>
>> We changed the nose tire on my CJ on Saturday and I don't recall it being
>> a three hour process, but it was.
>>
>>
>> Getting the axle out without buggering it up was the hardest part. I
>> recall having the "correct" thing for pushing that through at one time but
>> we wound up using a 21mm deep socket (which was too small, but mostly
>> worked) and banging it through with much force.
>>
>>
>> Isn't the "right" way to get the axle banged out to use a hardwood dowel
>> of just the right size and whack it through? Or is there another method?
>>
>>
>> Jon
>>
>
>
> --
> ... Blitz
>
> Byron M. Fox
> 80 Milland Drive
> <https://maps.google.com/?q+Milland+DriveMill+Valley,+CA+94941&entry=gmail&source=g>
> Mill Valley, CA 94941
> <https://maps.google.com/?q+Milland+DriveMill+Valley,+CA+94941&entry=gmail&source=g>
> 415-307-2405 <(415)%20307-2405>
>
>
Message 4
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| Subject: | Re: nose tire change |
Ditto on the CJ nose gear changing procedure; done it once and ended up wit
h two big guys and ugly hammers and air tools wrestling the rubber off the r
im. No fun. What=99s the trick? Pictures help for us former Naval A
viators;). Will search the list to if previously posted.
Hoot
Sent from my iPhone
> On Feb 19, 2018, at 4:00 PM, Justin Drafts <draftsjust417@gmail.com> wrote
:
>
> Is there a ready-made / printed procedure for changing the CJ6 nose tire?
> I've changed the mains before, but never the nose (yet).
>
> If anyone has a proven procedure and list of needed & recommended tools, p
lease share...
>
> Thanks & much appreciated,
>
> Justin Drafts
> N280NC
>
>> On Tue, Feb 20, 2018 at 1:20 AM, Byron Fox <byronmfox@gmail.com> wrote:
>> Doug Sapp has the proper tool. I won one +/- 15 years ago at All Red Star
.
>>
>>> On Mon, Feb 19, 2018 at 11:38 AM, Jon Boede <jonboede@hotmail.com> wrote
:
>>> We changed the nose tire on my CJ on Saturday and I don't recall it bein
g a three hour process, but it was.
>>>
>>> Getting the axle out without buggering it up was the hardest part. I re
call having the "correct" thing for pushing that through at one time but we w
ound up using a 21mm deep socket (which was too small, but mostly worked) an
d banging it through with much force.
>>>
>>> Isn't the "right" way to get the axle banged out to use a hardwood dowel
of just the right size and whack it through? Or is there another method?
>>>
>>> Jon
>>
>>
>>
>> --
>> ... Blitz
>>
>> Byron M. Fox
>> 80 Milland Drive
>> Mill Valley, CA 94941
>> 415-307-2405
>>
>
Message 5
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| Subject: | Re: Oil - where can it go? |
Speaking of "where can it go," the max listed capacity for the M14 tank is 16L,
but many times I've been told "but don't ever fill it above 12 or 13, it will
just blow out anyway." Is that true, or only during aerobatics, or only during
high power flight, or what? It would be nice to be able to pump it up to 16L
before a long cross country and not have to cart around a case of oil on the
back shelf, adding one or two at each stop.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478116#478116
Message 6
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| Subject: | Re: Oil - where can it go? |
The oil seems to be vented during aerobatic flight. There was no
"measurable" oil consumption during a recent 7 hour ferry flight with four
landings.
Because our aircraft have remote oil tanks, it doesn't matter how much is
in the tank, as long as there is "enough." Of course, the lower the
quantity of oil, the more that quantity of oil will circulate. That oil
will get dirtier quicker than a larger quantity of oil. If one looks at
wet sump engine, such as a Continental A-65, the minimum oil quantity of
oil is startlingly low. If memory serves, that sump holds 4 or 5 quarts of
of oil, but the engine can be run safely with as little as 1.2 quarts.
(Someone look this up, please. It's been many years...)
How does this effect oil temperature? It seems that a larger quantity of
oil would warm up slower, and cool down slower. On that recent ferry
flight, I had several quarts of oil stuffed in every nook and cranny in the
cockpit, if needed. It seems safe to fill the tank to 16 L, and go on a
long cross-county flight. One can likely buy a quart of oil at an FBO, if
they need one.
On Mon, Feb 19, 2018 at 4:26 PM, MichaelM <michaelmclaughlin@gmail.com>
wrote:
>
> Speaking of "where can it go," the max listed capacity for the M14 tank is
> 16L, but many times I've been told "but don't ever fill it above 12 or 13,
> it will just blow out anyway." Is that true, or only during aerobatics, or
> only during high power flight, or what? It would be nice to be able to pump
> it up to 16L before a long cross country and not have to cart around a case
> of oil on the back shelf, adding one or two at each stop.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=478116#478116
>
>
Message 7
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| Subject: | Re: Engine stumble in flight |
I have a really hard time accepting that a coil failure in one mag. can
cause the other mag to fail.
Have had only one definite coil failure. Occurred during pre-flight power
& mag. check on a 1340 with American Bosch mags. Went dead as a doornail on
that one but other just fine. New coil installed and back to normal.
Have had two instances of the Huosai wake up call (2 sec. of silence). Two
different aircraft & engines, x-country at around 7500 ft. throttle fully
open trying to maintain about 65% power, mixture up to throttle (max. lean).
Maybe too lean!
Since then with a large throttle opening at altitude I don't go quite as
lean and have not (so far) had a recurrence.
Don't know for sure but???????
Walt
-----Original Message-----
From: Vic
Sent: Sunday, February 18, 2018 6:33 AM
Subject: Yak-List: 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
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478080#478080
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http://forums.matronics.com//files/p1050315_kkk_138.jpg
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Message 8
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| Subject: | Re: Engine stumble in flight |
A coil failure in a magneto will feel the same as simply grounding the mag,
or turning the mag "off." In other words, a coil failure with both mags
"on" or "not grounded," will feel like nothing, other than, say, a five
percent loss of performance. It won't cause a total engine failure.
However, it is entirely possible for both magnetos to have intermittently
failing coils. One is tired, and the other quits when it gets hot, so the
engine stumbles, terrifying the pilot and passenger. The brief engine
stumble rattles the coil enough for it to correct it's internal short, and
the engine smooths out. Or, one has a spark plug wire problem on one mag,
and a failing coil on the other. The engine runs fine, until it gets good
and hot and the coil associated with the good spark plug wires fails.
Terrifying!
Magnetos get very hot in use. Has anyone fashioned dedicated cooling blast
tubes to the magnetos? What does the Sukhoi use, if anything?
We did the auto plug conversion, and immediately were rewarded with a
better running engine. The auto plug conversion will reduce the weight of
your airplane by a couple of pounds, which is also of benefit. The cost of
the kit is nominal.
On Mon, Feb 19, 2018 at 11:26 PM, Walter Lannon <wlannon@shaw.ca> wrote:
>
> I have a really hard time accepting that a coil failure in one mag. can
> cause the other mag to fail.
>
> Have had only one definite coil failure. Occurred during pre-flight
> power & mag. check on a 1340 with American Bosch mags. Went dead as a
> doornail on that one but other just fine. New coil installed and back to
> normal.
>
> Have had two instances of the Huosai wake up call (2 sec. of silence).
> Two different aircraft & engines, x-country at around 7500 ft. throttle
> fully open trying to maintain about 65% power, mixture up to throttle (max.
> lean). Maybe too lean!
> Since then with a large throttle opening at altitude I don't go quite as
> lean and have not (so far) had a recurrence.
>
> Don't know for sure but???????
>
> Walt
>
> -----Original Message----- From: Vic
> Sent: Sunday, February 18, 2018 6:33 AM
> To: yak-list@matronics.com
> Subject: Yak-List: 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
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=478080#478080
>
>
> Attachments:
>
> http://forums.matronics.com//files/p1050315_kkk_138.jpg
>
>
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