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dabear
Joined: 21 Jan 2011
Posts: 92
Location: Warrenton, VA
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 Posted: Sat Aug 02, 2014 11:47 am Post subject: M14P mixture adjustment? |
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I wanted to get back to you Mark, Thanks for your thoughts, I didn't know
that about the flat engines. As to engine temps, however I'm not seeing
the same thing.
I understand what you are saying regarding very RICH engines. However, I'm
NOT having any problem seeing CHT's at 380-400 deg F (M14p manual says
428degF max continuous CHT temp) at level cruise. If I'm not careful, the
chts can rise fast on climb out. The engine gets warm enough. I'm seeing
OIL temp rise through engine of 25-26C but typically in cruise still only
see 124 deg F oil temp and that is with CHTs at 380-390 deg F. I really
wouldn't want to run the M14P at 400-428 deg F even though the book says its
ok.
So why the low OIL temps when CHT's are in the normal range?
I typically run at 2400RPM and full throttle on climb, 2400RPM and an inch
back from full throttle for everything else.
Bear
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mark.bitterlich(at)navy.m
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| Posted: Mon Aug 04, 2014 8:25 am Post subject: M14P mixture adjustment? |
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Bear,
Have you checked the calibration on your oil temp sending probe?
Mark
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dabear
Joined: 21 Jan 2011
Posts: 92
Location: Warrenton, VA
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| Posted: Mon Aug 04, 2014 11:36 am Post subject: M14P mixture adjustment? |
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I have not, both have been working fine for 3+ years. Also, I doubt that
both would have gone bad. Since the delta between them hasn't changed in 2
years, I can't see that it is both probes.
I'm not the only one I've heard with the issue. I know of at least 2 others
that run their M14PF (in a TW and a 52), get med-high CHTs, but the Oil
temps are low.
However, I'll figure out a way to check them, just to be sure. That is why
I asked it here.
Thanks,
Bear
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richard.goode(at)russiana
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| Posted: Tue Aug 05, 2014 4:25 am Post subject: M14P mixture adjustment? |
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Again, this does come back to the issue of the compensating (the Russians
call them suction jets) jets in the carburettor.
They go in sizes from 1.1 mm up to 2.1 mm, although midway in this range is
of course most common. As a "compensating" jet a larger jet results in a
leaner mixture and vice versa. They make a huge difference to CHT, and
should be changed so that the engine will remain just within the yellow on a
long climb out on a hot day. Indeed, if the engine is running too cool, the
jet is too small and you're wasting fuel.
Many owners change the jets between summer and winter which makes a lot of
sense.
Richard Goode
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +94 (0) 81 241 5137 (Sri Lanka)
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
I’m currently in Sri Lanka but this Mail is working,and my local phone is
+94 779 132 160.
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dabear
Joined: 21 Jan 2011
Posts: 92
Location: Warrenton, VA
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| Posted: Tue Aug 05, 2014 6:09 am Post subject: M14P mixture adjustment? |
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Richard,
My English may be a bit rusty, so I'm not sure I'm getting the point. 
1. is the top of the yellow (428 deg F / 220 deg C) or (464 deg F /240 deg
C) ??
2. If the CHT is at the top of the green (400 deg F/ 200 deg C), shouldn't
the Oil temp be well into the green and not the bottom (122 deg F / 50 deg
C)???
Just trying to understand....
Bear
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richard.goode(at)russiana
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| Posted: Tue Aug 05, 2014 8:23 am Post subject: M14P mixture adjustment? |
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Firstly, different Russian aircraft seemed to have slightly different colour
coding for the CHT. All I was saying is that you should be looking for the
right compensating jets that will allow you to have a maximum continuous
climb out, and still remain within the yellow arc of CHT. If it rises beyond
that, then you should put in a smaller jet, for a richer mixture which will
make a significant difference.
Of course there is a correlation between CHT and oil temperature and if one
is high, it will take the other up a little amount. But not significantly. I
am only referring to CHT.
Richard Goode
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +94 (0) 81 241 5137 (Sri Lanka)
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
I’m currently in Sri Lanka but this Mail is working,and my local phone is
+94 779 132 160.
--
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dabear
Joined: 21 Jan 2011
Posts: 92
Location: Warrenton, VA
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| Posted: Tue Aug 05, 2014 9:19 am Post subject: M14P mixture adjustment? |
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Thanks Richard.
Ok, for those here on the list, what are you using for CHT temps on your
M14P (and PF)?
Bear
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McFly
Joined: 21 May 2012
Posts: 101
Location: Scottsdale, AZ
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| Posted: Tue Aug 05, 2014 8:55 pm Post subject: M14P mixture adjustment? |
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How much adjustment should be done thru the set screws vs changing jets?
Are there actual measurements / gauges to be used in a proper setup like there is on a Continental / Lycoming or is it just all "TLAR"?
Todd McCutchanT-34A & Yak-50
Cell: (260) 402-1740
E-mail: todd(at)fastaircraft.com (todd(at)fastaircraft.com)
www.fastaircraft.com
On Aug 5, 2014, at 6:22 PM, "Richard Goode" <richard.goode(at)russianaeros.com (richard.goode(at)russianaeros.com)> wrote:
[quote]--> Yak-List message posted by: "Richard Goode" <richard.goode(at)russianaeros.com (richard.goode(at)russianaeros.com)>
Firstly, different Russian aircraft seemed to have slightly different colour
coding for the CHT. All I was saying is that you should be looking for the
right compensating jets that will allow you to have a maximum continuous
climb out, and still remain within the yellow arc of CHT. If it rises beyond
that, then you should put in a smaller jet, for a richer mixture which will
make a significant difference.
Of course there is a correlation between CHT and oil temperature and if one
is high, it will take the other up a little amount. But not significantly. I
am only referring to CHT.
Richard Goode
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +94 (0) 81 241 5137 (Sri Lanka)
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
I’m currently in Sri Lanka but this Mail is working,and my local phone is
+94 779 132 160.
--
| | - The Matronics Yak-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Yak-List |
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_________________
Todd McCutchan
Fast Aircraft
T-34A - N134FA
KDVT Hangar 33-13
Cell - 260.402.1740
Email: todd@fastaircraft.com
Skype: tmccutchan
Web: www.fastaircraft.com & www.flyams.com |
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richard.goode(at)russiana
Guest
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| Posted: Tue Aug 05, 2014 9:27 pm Post subject: M14P mixture adjustment? |
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You really do need to know what you're doing before you start adjusting the screws on the carburettor, because so much of the consequences are interdependent between the different adjustments. The M 14 P manual in theory contains everything you need to know, but I have seen people get themselves into major complications!
However, changing the suction jets is simple; quick, and easily reversible. Also the most simple method of controlling CHT, whether high or low.
Richard
From: owner-yak-list-server(at)matronics.com [mailto:owner-yak-list-server(at)matronics.com] On Behalf Of Todd McCutchan
Sent: 06 August 2014 05:54
To: yak-list(at)matronics.com
Subject: Re: M14P mixture adjustment?
How much adjustment should be done thru the set screws vs changing jets?
Are there actual measurements / gauges to be used in a proper setup like there is on a Continental / Lycoming or is it just all "TLAR"?
Todd McCutchan
T-34A & Yak-50
Cell: (260) 402-1740
E-mail: todd(at)fastaircraft.com (todd(at)fastaircraft.com)
www.fastaircraft.com
On Aug 5, 2014, at 6:22 PM, "Richard Goode" <richard.goode(at)russianaeros.com (richard.goode(at)russianaeros.com)> wrote:
[quote]
--> Yak-List message posted by: "Richard Goode" <richard.goode(at)russianaeros.com (richard.goode(at)russianaeros.com)>
Firstly, different Russian aircraft seemed to have slightly different colour
coding for the CHT. All I was saying is that you should be looking for the
right compensating jets that will allow you to have a maximum continuous
climb out, and still remain within the yellow arc of CHT. If it rises beyond
that, then you should put in a smaller jet, for a richer mixture which will
make a significant difference.
Of course there is a correlation between CHT and oil temperature and if one
is high, it will take the other up a little amount. But not significantly. I
am only referring to CHT.
Richard Goode
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +94 (0) 81 241 5137 (Sri Lanka)
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
I’m currently in Sri Lanka but this Mail is working,and my local phone is
+94 779 132 160.
--
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http://www.matronics.com/Navigator?Yak-List |
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