Today's Message Index:
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1. 03:21 AM - Re: What is the cylinder torque value for the nuts at the base. (woodja51)
2. 01:07 PM - Re: Re: What is the cylinder torque value for the nuts at the base. (Walter Lannon)
3. 01:35 PM - Re: What is the cylinder torque value for the nuts at the base. (Vic)
4. 02:51 PM - Re: Re: HS-6 engine needed (Marcus Bates)
5. 03:18 PM - Re: Re: HS-6 engine needed (Marcus Bates)
6. 07:54 PM - Re: HS-6 engine needed (Marcus Bates)
7. 11:11 PM - Re: HS-6 engine needed (Harv)
Message 1
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| Subject: | Re: What is the cylinder torque value for the nuts at the base. |
Agreed , specs exist for a reason ..I was talking about a Housai actually and based
on the torque (I) required to break the nuts I was removing at overhaul ,
as these seemed pretty dang tight and required heat to loosen. I broke a Chinese
nut spanner in the process actually ( split it ) The sub-30 values seemed
just too light. Also , given most really accurate torques are multi step / angular
or stretch based my gut feeling is that with paper gaskets ( which is what
China provided ) , wet torqued ( engine oil ) compared to the dry clean M14
system maybe is why there is a difference in values / technique ? Any stress fastener
engineer thoughts appreciated. I guess I will see how the overhauled engine
goes once I eventually install it I thought about loctite too but my LAME
said a waste of time for that situation given they are lock tabbed too. But
Im no expert of course just plugging into the forum. Of course a better/ good
idea might have been to also replace the studs too but this engine was overhauled
due to a supercharger failure and none of the nuts / studs were loose at
all. This was a 300 hour since overhaul engine where the blower disintegrated
in flight FYI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=489777#489777
Message 2
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| Subject: | Re: What is the cylinder torque value for the nuts at the |
base.
Hi;
Very interesting comments particularly in the area of "multi step, angular
or stretch based" torque. Multi step (1/3 or 1/2 torque value per step) is
standard practice and stretched based is a given. That left me with
"angular" which I thought may be in reference to the application in
sequences of 180 deg. separation. This is also standard practice.
But I looked that up and found a very interesting article (Warren & Brown -
Australia) that equated "angular" with "torque to yield" technology which
applies only to special bolts on which a portion of the head fails when the
correct torque (and stretch), within the elastic limit, is reached. A neat
idea, also used in aviation in a product called "Hi- Lock" fasteners, though
in this case part of the special nut fails at the correct torque. In any
event not applicable to cylinder hold down.
The one and only specification we have for the torque value is 304 lb/in.
This comes from the M14P documentation. We have absolutely nothing from
China. This is not a major concern as the hardware is identical, though an
English language overhaul manual would be appreciated. Just realized I have
not checked the Polish overhaul manual! Will do that.
As noted previously I have made some comparison of these cylinder stud
specs. with those of Pratt & Whitney and found them to be very similar in
strength related characteristics which strongly co-relate with the given
torque values. P&W specify 300 lb/in, LUBED. Our engines use 8 studs per
cylinder. The R985 uses 12 (450 hp/t.o.) and the R1340 16 studs. (600/t.o.)
We have been assured by some on this list that the Russian specification
applies only to"clean and dry" threads yet the only reference page that has
been provided made no mention of the subject. If this is in fact stated
in the manual I would hope they would provide it.
If that is correct information it would likely be the only aircraft engine
manufacturer in existence to not specify lubricated in this case.
I am one of those LAME guys but in Canada we drop the L.
Walt
-----Original Message-----
From: woodja51
Sent: Sunday, June 23, 2019 3:21 AM
Subject: Yak-List: Re: What is the cylinder torque value for the nuts at the
base.
Agreed , specs exist for a reason ..I was talking about a Housai actually
and based on the torque (I) required to break the nuts I was removing at
overhaul , as these seemed pretty dang tight and required heat to loosen. I
broke a Chinese nut spanner in the process actually ( split it ) The sub-30
values seemed just too light. Also , given most really accurate torques are
multi step / angular or stretch based my gut feeling is that with paper
gaskets ( which is what China provided ) , wet torqued ( engine oil )
compared to the dry clean M14 system maybe is why there is a difference in
values / technique ? Any stress fastener engineer thoughts appreciated. I
guess I will see how the overhauled engine goes once I eventually install it
I thought about loctite too but my LAME said a waste of time for that
situation given they are lock tabbed too. But Im no expert of course just
plugging into the forum. Of course a better/ good idea might have been to
also replace the studs t!
oo but this engine was overhauled due to a supercharger failure and none of
the nuts / studs were loose at all. This was a 300 hour since overhaul
engine where the blower disintegrated in flight FYI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=489777#489777
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| Subject: | Re: What is the cylinder torque value for the nuts at the base. |
No matter, how much you mess around with all sorts of torque settings, your real
root of the mess is the paper gasket. I bet, nobody with a M 14 has had any
troubles there, no gasket , just an o-ring for seal. So there is metal-to metal
contact at the cylinder base, no creeping paper due to loads and vibration.
Any preload from base studs will vanish with time so instead get a Loctite low
strength sealant, anaerobic like thread locks, no silicone or thinner based sealants.
There are rubber like or soft plastic type Loctite sealants and I have
not used paper gaskets for decades on cylinder bases, they just lead to distorted
base flanges and creep under load.
Vic
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=489785#489785
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| Subject: | Re: HS-6 engine needed |
I have one Housai engine that should be a good engine. It was purchased from
China by my father as a zero time since overhaul. When it arrived, it was obviously
not as presented. We assumed it was a + or- 600 hr. Engine. I have no
logs or history on the engine, so it is being offered as is. It has mags, but
no carburetor. We were going to the automotive spark plugs ignition. It has
been stored in an enclosed hangar, and I am offering it as is, where is, for
$3,000.00. I will palletize it and deliver to shipping company of your choice.
Contact me at marcusbates@att.net or call 512-699-5455.
Sent from my iPad
> On Jun 22, 2019, at 6:09 PM, chrisunrau <cunrau@gmail.com> wrote:
>
>
> I will have a used HS-6 engine available this winter, I realize that probably
doesn't help but in case you are still looking come November or December mine
will most likely be available. All of this pending prop strike inspection and
work to be done by M14 on my other engine. The one that would be coming available
I have put on temporarily to get me through the flying season, it has about
1600 hours and good compressions, runs strong.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=489771#489771
>
>
>
>
>
>
>
>
>
Message 5
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| Subject: | Re: HS-6 engine needed |
I have the following CJ-6 parts available. Main tire, nose tire (new) , rear
fuselage from just in front of the adf hole, 2 new turn and bank instruments,
2 new fuel gauges, 2 new three-in-one gauges, 2 new artificial horizons, 2 new
airspeed instruments, 2 new tachometers , a pair of slightly damaged but easily
repaired elevators. I have a magneto switch, used. I also have 5 sets of
Yak 52 five point seat belts. There are three new, two used. Contact me for
more info.
Sent from my iPad
> On Jun 23, 2019, at 4:51 PM, Marcus Bates <marcusbates@att.net> wrote:
>
>
> I have one Housai engine that should be a good engine. It was purchased from
China by my father as a zero time since overhaul. When it arrived, it was
obviously not as presented. We assumed it was a + or- 600 hr. Engine. I have
no logs or history on the engine, so it is being offered as is. It has mags,
but no carburetor. We were going to the automotive spark plugs ignition. It
has been stored in an enclosed hangar, and I am offering it as is, where is, for
$3,000.00. I will palletize it and deliver to shipping company of your choice.
Contact me at marcusbates@att.net or call 512-699-5455.
>
> Sent from my iPad
>
>> On Jun 22, 2019, at 6:09 PM, chrisunrau <cunrau@gmail.com> wrote:
>>
>>
>> I will have a used HS-6 engine available this winter, I realize that probably
doesn't help but in case you are still looking come November or December mine
will most likely be available. All of this pending prop strike inspection and
work to be done by M14 on my other engine. The one that would be coming available
I have put on temporarily to get me through the flying season, it has
about 1600 hours and good compressions, runs strong.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=489771#489771
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
Message 6
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| Subject: | Re: HS-6 engine needed |
Engine sold.......
Sent from my iPad
> On Jun 22, 2019, at 9:44 AM, Richard Goode <richard.goode@russianaeros.com> wrote:
>
>
> To the best of my knowledge but do check with Doug Sapp there is
> absolutely no possibility of getting any engines, new or overhauled, out of
> China in the foreseeable future. And, because of shortage of appropriate
> parts, I don't believe anyone in the West is technically capable of doing a
> proper overhaul on these engines, despite their great similarity to the
> Russian AI14 engine.
>
> Having said that, I'm sure there are people with a spare engine sitting at
> the back of their hangar that could be available!
>
> Richard
>
>
> RICHARD GOODE AEROBATICS
> Rhodds Farm, Lyonshall, Hereford, HR5 3LW, UK
> Tel: +44 (0)1544 340120 Fax: +44 (0)1544 340129
> e-mail: richard.goode@russianaeros.com
> www.russianaeros.com
> WORLD LEADERS IN RUSSIAN SPORTING AIRCRAFT & ENGINES
> In partnership with Aerometal Kft, Hungary.
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Harv
> Sent: 22 June 2019 12:37
> To: yak-list@matronics.com
> Subject: Yak-List: HS-6 engine needed
>
>
> Quick email for a fellow pilot and friend who is looking for a stock cj6
> engine.
> Pleas advise if you have a used engine with good time remaining or know
> where we could obtain an overhaulled unit, I guess China directly??
>
> Thanks
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=489763#489763
>
>
>
>
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>
Message 7
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| Subject: | Re: HS-6 engine needed |
Chris, thanks for the reply.
I'll keep your details handy but end of the year maybe too far away atm unless
nothing else becomes available.
Marcus that one went before we could reply but may have been a non starter as there
was no paperwork, thanks all the same.
If there's anyone else with a motor for sale please email directly.
Redhillwarbirds (at) gmail.com
Cheers
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=489792#489792
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