Today's Message Index:
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1. 01:47 PM - Re: Re: CJ6 Gill vanes tend to close at Higher IAS (doug sapp)
2. 09:53 PM - Re: CJ6 Gill vanes tend to close at Higher IAS (Lancer)
3. 10:01 PM - Re: Engine stumble in flight (Lancer)
4. 10:15 PM - Re: M14P bent connecting rod (Lancer)
Message 1
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| Subject: | Re: CJ6 Gill vanes tend to close at Higher IAS |
Stephen,
Check the wobblers (the little 90 degree arm on each vane). They develop
groves in them which catch on the shank of the bolts they pivot on. This
will cause the vanes to not open or close fully. Another problem may be in
the copper sheath which the control cable runs through. The control cable
is made up of a cable with a piece of stainless rod swaged to each end. If
the outer sheath has a kink or dent in it it may be preventing the shutter
control cable from achieving full movement. Try removing the control from
the vane lever and see if you can close the vanes fully without the cable
attached.
Doug
On Wed, Feb 28, 2018 at 9:05 AM, stephen.hayne <stephen.hayne@gmail.com>
wrote:
>
> Question - how do you know how much they are closing? Camera?
>
> My CJ gill vanes seem to be 3/4s open on the ground even after I rebuilt
> them to new limits. IMHO, the vanes seem "flimsy" enough that I can easily
> imagine how they might close a little at higher airspeeds. I do think that
> the angle they "rest" at is nicely aligned with the air coming off the
> propellor, which makes me think this angle is by design.
>
> https://drive.google.com/open?id=1OC-TGaAggonunvo1hw7io5my4idDcmfLDg
>
> Not sure what remedy there might be...
>
> --------
> -
> Dr. Stephen C. Hayne, Professor, CIS, Colorado State University
> __!__
> _____(_)_____ 666CJ
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=478319#478319
>
>
Message 2
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| Subject: | Re: CJ6 Gill vanes tend to close at Higher IAS |
I had a similar problem and pulled the winding mechanism apart and found the problem.
If you remove the handwheel and look at the face which contacts the body of the
mechanism it should have 2 half moon (semicircular) lugs which sit into mating
concaves in the body of the mechanism. Spring pressure holds the convex half
moons in and locate it in place and stop the handwheel turning.
What had happened with mine was the half moons had worn down and there was no longer
anything there to hold the wheel from turning. I tig welded and built up
the half moons and filed them so they mated nicely into the concaves and it now
holds perfectly.
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You can run but you can't hide
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Message 3
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| Subject: | Re: Engine stumble in flight |
Vic wrote:
> 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.
I figured the capacitor was wound into the coil but wasn't sure and yes it's not
the best place to have it located...Thanks Vic
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Message 4
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| Subject: | Re: M14P bent connecting rod |
richard.goode(at)russiana wrote:
> What typically happens is that because of the bending, the connecting rod become
shorter and therefore pulls the piston further out of the cylinder. The oil
control ring is close to the bottom of the piston, and will then jump out of
its groove and attempt to prevent the piston going back up. Inevitably the ring
then breaks, and a very obvious sign is high oil consumption and smoke appearing
from that one cylinder; and plug fouling.
With the Housai Engine, when the rod bends to the point where the lower oil control
ring pops out the bottom of the cylinder, the crankshaft counterweights start
milling the bottom off of the piston contaminating the inside of the engine
and the oil system with loads of tiny shards of aluminum. I'd say the M14 would
also do the same.
--------
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