Today's Message Index:
----------------------
1. 01:23 AM - Re: Pneumatic system - lubrication (Harv)
2. 03:03 AM - Re: CJ abeam, flap up/down (Richard Romaine)
3. 05:29 AM - Re: M14-P quandary (Terry Calloway)
4. 06:16 AM - Re: CJ abeam, flap up/down (Harv)
5. 06:53 AM - Re: Re: CJ abeam, flap up/down (Mark Pennington)
6. 11:05 AM - Re: Re: engine failure over water (\)
7. 11:34 AM - Re: engine failure over water (motoadve)
8. 12:08 PM - CJ6 fuel management: What happens when... (chrisunrau)
9. 12:29 PM - Re: CJ6 fuel management: What happens when... (Mark Pennington)
10. 01:43 PM - Re: CJ6 fuel management: What happens when... (Walter Lannon)
11. 02:22 PM - Re: CJ6 fuel management: What happens when... (Walter Lannon)
12. 03:09 PM - Re: CJ6 fuel management: What happens when... (Mark Pennington)
13. 05:12 PM - Re: CJ6 fuel management: What happens when... (Greg Wrobel)
14. 06:40 PM - Re: Intermittent Gear Up Light - CJ (ed.kettler)
15. 07:33 PM - Re: CJ6 fuel management: What happens when... (chrisunrau)
16. 08:43 PM - Re: CJ6 fuel management: What happens when... (Walter Lannon)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Pneumatic system - lubrication |
Sounds to me like your new LAME in Australia may not be the right guy for you.
Does he have much experience with these types of AC?
I've had similar problems with engineers and like you use a Russian guy who maintains
the CJ in accordance with the yak52 procedure for lubricating the pneumatic
system. When I first moved to him I was skeptical about the amount of lubrication
that was going into the system especially after experiencing the misting
in the cockpit after annuals when doing the first few gear retractions in
flight.
A few things I've noted since, the main and emerg air bottles don't seem to get
any surface corrosion in them as noted by the borroscope inspections (where as
they did before with the old LAME who didn't believe in adding lubricant to
the system) and the system has been faultless.
I've done a few mods to try and improve the systems reliability such as fitting
the stainless balls and springs (from Doug Sapp) to all the check valves on the
firewall and always keep a close eye on the dessicant condition in the moisture
filter. As we know water in the system is the factor that will determine
if it's last or not.
Did your current LAME explain why he believes the system is shot?
Just my 2p worth, hope you get a resolution
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490087#490087
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: CJ abeam, flap up/down |
In my CJ at least, it is very talkative flaps up via stick feel of burble that
stall is impending. Flaps down it just stops flying without a hint. Suggest
going to altitude and trying stalls flaps up/down to note how yours behaves.
Given that our flap transition is bang up or down, I wait until my base turn is
complete...I also think twice about using it in strong gust conditions.
Rich
Sent from my iPhone
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: M14-P quandary |
I've see lots of other good advice being posted and agree trying those poi
nts too.=0A=0A=0ADon't overlook the effects of one or a few=C2- bad spar
k plugs can cause. Also to isolate a cylinder you might use a heat sensor
gun if you don't have multi-port cyl gauge.=0A=0A=0AGood luck.=0A=0AOn Jul
y 6, 2019 at 4:05 PM, Byron Fox <byronmfox@gmail.com> wrote:=0A=0A=0AI'll
endeavor to be succinct.=C2-=0A=0A=0AAbout 1-2 minutes after takeoff in
our CJ, climbing at 2900 rpm, the engine runs rough for about 10-15 second
s, and then smooths out. Gets one's attention.=0A=0A=0AGrounding testing,
chocked and chained down, I get the same result at full power, and black s
moke is observed coming out of the port (left) exhaust stack.=0A=0A=0ADuri
ng the roughness:=0ABoth mags check OK=0AThrottle movement has no effect=0A
Wobble pumping has no effect=0AProp movement has no effect=0AThe analysis
so far is a sticking exhaust valve, but which one? Why briefly at high pow
er and consequently high heat?=C2-=0A=0A=0ACompression tests are fine.=C2
-=0ANothing obvious appears when the valve covers are removed.=0A=0A=0AW
ould appreciate your thoughts.=0A=0A=0AThanks,=0A... Blitz=0A=0A=0A=0A=0AB
yron M. Fox=0A=0A=0A415-307-2405=0A=0A
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: CJ abeam, flap up/down |
Ive often thought he flap in the cj bangs down too quickly and it would benefit
from adding a restrictor perhap.
Personally I only deploy it on short final
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490091#490091
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: CJ abeam, flap up/down |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Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: engine failure over water |
To me you would find a lot of variables in both situations.=C2- Using the
parachute the problem is
1 getting out of the seat.
2 possibility of hitting the airframe on the way out.
3 The chute working properly.
4 The terrain, trees, rocks, that type of thing on Landing in the chute.
=C2- Getting out of a chute harness in the water is a whole different and
very important undertaking.=C2- There are plenty of WW II stories the pi
lots and crew members drowning in their chute's harness.
With ditching the problem is
1 Sea conditions, which way the waves / swell are movind Etc.
2. Then of course touching down at the wrong attitude.
3 Then either too fast or too slow.
During our yearly checks at Pan Am the instructors would spend a good day j
ust on ditching procedures in the emergency class.=C2- Case in point you
do not land into the wind when ditching.=C2-
In both situations you would want to have a life vest of some kind. Plus tr
y to get nearby a boat.
You hoped that point you have somebody with a presence of mind to come and
give you a hand instead of watching your demise with his cell phone.
Sent from AOL Mobile Mail
On Saturday, July 6, 2019 motoadve <yak-list@matronics.com> wrote:
What scares me about jumping is hitting the plane, and get incapacitated.
With this high survival rate of ditching in GA, is the chute still better?
https://www.avweb.com/flight-safety/technique/ditching-old-wives-tales/
--------
www.Backcountry182.com
Cessna 182 P
CJ -6
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490075#490075
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: engine failure over water |
I fly in the PNW and the over water flying I do is between islands, if taking the
chute land in the water and get hypothermia , or stay in the plane glide to
the closest piece of land and hopefully be in enough good shape and not injured
to swim to shore, I am a swimmer this is why I give this more hope.
--------
www.Backcountry182.com
Cessna 182 P
CJ -6
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490108#490108
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | CJ6 fuel management: What happens when... |
Have been flying my CJ6 for nearly a year and despite best attempts to adjust rudder
trim, still can't get fuel to feed evenly from both tanks. Consistently
runs down the LH tank more than the RH. On cross countries it's easier to manage
by flying RH wing high; but just bombing around locally that's not always
practical. Question is, will the LH tank run completely dry before the other
one, and if so, what happens? Will the engine die, or will it just feed fuel
from the tank that has the gas?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490109#490109
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: CJ6 fuel management: What happens when... |
Question:
Do you have the stock steel tanks in your CJ or the newer long range
bladders?
On Sun, Jul 7, 2019 at 3:13 PM chrisunrau <cunrau@gmail.com> wrote:
>
> Have been flying my CJ6 for nearly a year and despite best attempts to
> adjust rudder trim, still can't get fuel to feed evenly from both tanks.
> Consistently runs down the LH tank more than the RH. On cross countries
> it's easier to manage by flying RH wing high; but just bombing around
> locally that's not always practical. Question is, will the LH tank run
> completely dry before the other one, and if so, what happens? Will the
> engine die, or will it just feed fuel from the tank that has the gas?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=490109#490109
>
>
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: CJ6 fuel management: What happens when... |
Hi Chris;
This is a common problem with CJ's, many of which are just stored outside
with no preparation when their military service life expires.
The vent system is a primary suspect for various insects and the remains
thereof as well as physical damage from careless handling; sharp bends and
kink's etc. The only effective means I have found for internal cleaning is
hot, soapy water, and lots of it, under some pressure. Before starting this
process you must ensure the vent lines are disconnected from all three fuel
tanks and tank fittings are capped for obvious reasons.
One reason being that any shop air pressure will destroy the fuel tanks!!
Good idea to tie cloth part's bags on one end of each line to see results.
I start with a soap solution sprayed in with my shop air gun, let soak for a
bit then lots of hot water. You may want to do this two or three times over
a day or two. Once satisfied blow out with shop air and allow lots of time
for drying.
Visually inspect every inch of vent lines and fuel delivery lines between
tanks for physical damage like kink's. Most likely area for this damage, as
well as interconnecting hose condition, is at the wing joints. Correct
everything that looks like a vent (or fuel flow) restriction.
Walt
-----Original Message-----
From: chrisunrau
Sent: Sunday, July 07, 2019 12:07 PM
Subject: Yak-List: CJ6 fuel management: What happens when...
Have been flying my CJ6 for nearly a year and despite best attempts to
adjust rudder trim, still can't get fuel to feed evenly from both tanks.
Consistently runs down the LH tank more than the RH. On cross countries
it's easier to manage by flying RH wing high; but just bombing around
locally that's not always practical. Question is, will the LH tank run
completely dry before the other one, and if so, what happens? Will the
engine die, or will it just feed fuel from the tank that has the gas?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490109#490109
---
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: CJ6 fuel management: What happens when... |
Chris;
There has been more than one report over the years of CJ engine failure with
one full tank. If the vent system for that tank is fully blocked the fuel
is probably going nowhere! But then again I have seen (though not CJ!) the
bottom of the fuel tank sucked right up to the filler cap.
The RH vent system being longer than the LH may be easier blocked than the
left. Of course that all depends on the number and size of insect residue.
The general condition of the header tank and in particular the condition of
the flapper valves can also have a negative effect on fuel flow though vent
and flow problems should be eliminated first.
-----Original Message-----
From: chrisunrau
Sent: Sunday, July 07, 2019 12:07 PM
Subject: Yak-List: CJ6 fuel management: What happens when...
Have been flying my CJ6 for nearly a year and despite best attempts to
adjust rudder trim, still can't get fuel to feed evenly from both tanks.
Consistently runs down the LH tank more than the RH. On cross countries
it's easier to manage by flying RH wing high; but just bombing around
locally that's not always practical. Question is, will the LH tank run
completely dry before the other one, and if so, what happens? Will the
engine die, or will it just feed fuel from the tank that has the gas?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490109#490109
---
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: CJ6 fuel management: What happens when... |
Chris.
Keeping the vent system clear is key as Walt has said. This past winter I
pulled my header tank and made sure the flapper valves worked freely which
one did not, t would hang open or hang closed. The other flopped open and
closed at it should.
Also after talking to Doug, he suggested and I think this helped a lot.
Make sure when you artificial horizon in flat and your ball is centered
your plane is flying straight and level. I put my plane on the jacks and
leveled the plane and the ball was not centered and the horizon was not
flat.
Adjusted the instruments and that along with the maintenance on the vent
system I am not having nearly the problem I had in the past.
Hope this helps.
Mark
N621CJ
On Sun, Jul 7, 2019 at 5:27 PM Walter Lannon <wlannon@shaw.ca> wrote:
>
> Chris;
>
> There has been more than one report over the years of CJ engine failure
> with
> one full tank. If the vent system for that tank is fully blocked the fuel
> is probably going nowhere! But then again I have seen (though not CJ!)
> the
> bottom of the fuel tank sucked right up to the filler cap.
>
> The RH vent system being longer than the LH may be easier blocked than the
> left. Of course that all depends on the number and size of insect residue.
>
> The general condition of the header tank and in particular the condition
> of
> the flapper valves can also have a negative effect on fuel flow though
> vent
> and flow problems should be eliminated first.
>
>
> -----Original Message-----
> From: chrisunrau
> Sent: Sunday, July 07, 2019 12:07 PM
> To: yak-list@matronics.com
> Subject: Yak-List: CJ6 fuel management: What happens when...
>
>
> Have been flying my CJ6 for nearly a year and despite best attempts to
> adjust rudder trim, still can't get fuel to feed evenly from both tanks.
> Consistently runs down the LH tank more than the RH. On cross countries
> it's easier to manage by flying RH wing high; but just bombing around
> locally that's not always practical. Question is, will the LH tank run
> completely dry before the other one, and if so, what happens? Will the
> engine die, or will it just feed fuel from the tank that has the gas?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=490109#490109
>
>
> ---
> This email has been checked for viruses by Avast antivirus software.
> https://www.avast.com/antivirus
>
>
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: CJ6 fuel management: What happens when... |
Chris,
Blocked vent valves can be blocked by critters or filling you fuel tank all
the way to the rim. Somewhere I read to keep the fuel 3/4 - 1" below the
back fuel filler lip. I took an inspection mirror and looked in the tank
where the vent system is at the top of the tank. With full fuel to the
rim, the vent is completely submerged in fuel. I then lowered the fuel to
the 3/4 - 1" below the rear lip and looked again and low and behold, the
vent was in clear air. I then topped it off and probably put 1/2 - 3/4
gallon (per tank) of fuel to get it back to the rim. So with all that said,
I keep my fuel 1" +/- below the rear rims of the tanks sand for safety, I
plan on 38 gallons of available fuel ( I have the standard 40 gallon
tanks). Of course the keeping it level helps along with all the other great
suggestions.
Greg "Clouddog" Wrobel
On Sun, Jul 7, 2019, 14:13 chrisunrau <cunrau@gmail.com> wrote:
>
> Have been flying my CJ6 for nearly a year and despite best attempts to
> adjust rudder trim, still can't get fuel to feed evenly from both tanks.
> Consistently runs down the LH tank more than the RH. On cross countries
> it's easier to manage by flying RH wing high; but just bombing around
> locally that's not always practical. Question is, will the LH tank run
> completely dry before the other one, and if so, what happens? Will the
> engine die, or will it just feed fuel from the tank that has the gas?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=490109#490109
>
>
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Intermittent Gear Up Light - CJ |
Thanks for the great tips.
Jon Boede and I worked on the plane yesterday, and we may have found the problem.
The switch is held to the mounting bracket by two bolts, and the bracket is
held to the plane by four bolts.
One of the two switch bolts was missing, so that was fixed. Jon also adjusted the
switch end point. We will check it out during gear swings next week.
To answer Dennis' question, I leave the gear handle in the Up position the entire
flight until preparing for landing.
Thanks again!
Ed
--------
Ed Kettler
N53HM
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490123#490123
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: CJ6 fuel management: What happens when... |
Stock fuel tanks.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490126#490126
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: CJ6 fuel management: What happens when... |
Hi Mark,
Since you have had the flapper valves out you are familiar with the
major challenge presented with their re-installation. The probability
of finding a new crush washer of exactly the correct thickness to ensure
adequate torque to avoid fuel leakage and at the same moment position
the flapper valve hinge exactly at the top where it must be for correct
operation.
There is no info given on this in any of the CJ manuals I have seen but
aircraft fuel and /or fuel vent systems commonly utilize these valves.
They are designed to operate only with the hinge at the top. Deviation
beyond +/- 5 deg. is not acceptable. The valves are clearly marked with
the required position but of course on the CJ that marking is in
Chinese!
There are in fact three of these valves in the CJ. The one location
where the valve is used exactly as it was designed for is the fuel line
from the header tank to the eng. driven fuel pump. In this location it
prevents wobble pump fuel from being pumped back to the header tank and
re-sucked by the pump. It works perfectly here due to the positive
differential in pressures on either side.
In the header tank it sort of half-ass works but the valve was not
designed for this particular purpose. If you take a good look at this
you will see that the closing pressure works on a valve surface approx.
twice the area of the opposing opening pressure. In theory this means
that in a probably mythical flight with zero turbulence one tank would
have to be empty before the other tank could even begin to feed.
Add that to contaminated and or damaged vent system and you have a
recipe for problems.
I have modified my valves to reduce this differential so that the valves
work correctly for this particular function.
I rarely ever see fuel differentials in excess of 3-4 litres except
after slow (or point) rolls where there is some negative
=9CG=9D. In this case the header tank and valves are
totally confused and fuel is just running back and forth. Might have
10=9315 litre differential which returns to normal in about 5
mins. of level flight.
See attached. First 3 pics are original, next 3 after modification. I
have done a few for others but probably not worth the effort unless the
vent system is in good order.
Walt
From: Mark Pennington
Sent: Sunday, July 07, 2019 3:07 PM
Subject: Re: Yak-List: CJ6 fuel management: What happens when...
Chris.
Keeping the vent system clear is key as Walt has said. This past winter
I pulled my header tank and made sure the flapper valves worked freely
which one did not, t would hang open or hang closed. The other flopped
open and closed at it should.
Also after talking to Doug, he suggested and I think this helped a lot.
Make sure when you artificial horizon in flat and your ball is centered
your plane is flying straight and level. I put my plane on the jacks
and leveled the plane and the ball was not centered and the horizon was
not flat.
Adjusted the instruments and that along with the maintenance on the vent
system I am not having nearly the problem I had in the past.
Hope this helps.
Mark
N621CJ
On Sun, Jul 7, 2019 at 5:27 PM Walter Lannon <wlannon@shaw.ca> wrote:
Chris;
There has been more than one report over the years of CJ engine
failure with
one full tank. If the vent system for that tank is fully blocked the
fuel
is probably going nowhere! But then again I have seen (though not
CJ!) the
bottom of the fuel tank sucked right up to the filler cap.
The RH vent system being longer than the LH may be easier blocked than
the
left. Of course that all depends on the number and size of insect
residue.
The general condition of the header tank and in particular the
condition of
the flapper valves can also have a negative effect on fuel flow though
vent
and flow problems should be eliminated first.
-----Original Message-----
From: chrisunrau
Sent: Sunday, July 07, 2019 12:07 PM
To: yak-list@matronics.com
Subject: Yak-List: CJ6 fuel management: What happens when...
Have been flying my CJ6 for nearly a year and despite best attempts to
adjust rudder trim, still can't get fuel to feed evenly from both
tanks.
Consistently runs down the LH tank more than the RH. On cross
countries
it's easier to manage by flying RH wing high; but just bombing around
locally that's not always practical. Question is, will the LH tank
run
completely dry before the other one, and if so, what happens? Will
the
engine die, or will it just feed fuel from the tank that has the gas?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490109#490109
---
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
==========
List" rel="noreferrer"
target="_blank">http://www.matronics.com/Navigator?Yak-List
==========
FORUMS -
eferrer" target="_blank">http://forums.matronics.com
==========
WIKI -
errer" target="_blank">http://wiki.matronics.com
==========
b Site -
-Matt Dralle, List Admin.
rel="noreferrer"
target="_blank">http://www.matronics.com/contribution
==========
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|