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mark.bitterlich(at)navy.m
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 Posted: Fri May 20, 2016 7:22 am Post subject: [Non-DoD Source] Re: Questions for the Yak 55 operators. |
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Pappy,
If I may bother you ..... you said you had the SD10, which I believe should have been the SK10. But that small issue aside (it really doesn't matter), the important thing is that you say here that you are running the LS1A voltage regulator. That regulator will not work on a SD, or SK10. The LS1A is for the SK-35 or SK-45 alternator, and also other models but in any case they are all true alternators with a FIELD winding. The small 10 amp model does not have a field winding to regulate it. Those others are also the ones that got the new drive gear that you mentioned.
So since your airplane is the one that has all the hours, I would be curious to know exactly what is on there. If you have the LS1A, you do not have the 10 amp version from B&C. So?
I cannot find an I-40 model. It may have been discontinued?
Mark
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cjpilot710(at)aol.com
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| Posted: Fri May 20, 2016 10:47 am Post subject: [Non-DoD Source] Re: Questions for the Yak 55 operators. |
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Mark, and all,
This is what I get for making flippant remarks. Quite frankly it’s embarrassing as hell. First of all in indorsing the B&C alternators - generally - I inadvertently left the impression that I had a SD10 (from John B's question) on my CJ's M-14. Then checking my log book to get the correct time in service, (again way over stated in my endorsement) I wrote what was written (by me BTW) in the log book - a "I-40 alternator". . That turns out to be wrong too.
Now with Mark’s post, I thought I better get my act together and the facts. I went out and looked at the damn data plate on the alternator. You guessed it - it says "SK-35". Hence why I have the LS1A too. Please don't ask me how I got "I-40" (I have no F%$#^'n idea and its been 10 years). What I can attest to, is that this alternator - a B&C SK-35 - with the exception of the coupler - has given me perfect service for 756 hours.
Now for Richard’s question on the total time of my M-14. I purchased my engine from AeroStar in 96. I was told it was one of the last 3 of the last production run. Sam Sax’s engine is one number different than mine as we purchased them together.
In July 2000, at the 438 hour mark, I got a chip light. TMALSS we found #3 piston had a scraper ring in the oil land. That brought into question were the other pistons wrong also. In removing the rest of the cylinders we found them all OK. So I scuffed the barrels, put in all rings and of course replaced #3 piston. In essence, a “top overhaul”.
At 1,532 hours I replaced #9 piston’s rings.
At 1,582 hours I did another top over, where I sent the cylinders out Barrett, who had to replace 3 of them for being out of tolerance.
At 1,805 the oil tank shutoff valve stuck closed (after some 1,000+ hours) and because of a distraction, I didn't notice it until starting my run-up. The give away was the prop would not cycle. So with some 223 hours on that top overhaul, I had trashed the engine. I took the engine out to Barrett where he did a complete zero time overhaul. Several cylinders were replaced due to damage. Main bearings were changed due to wear. In the overhaul he installed total seal piston rings and high compression pistons, which tested out at 388 hp. There is now 1,975 hours on the engine since new or 170 hours since the overhaul and is running fine.
The biggest and frustrating problem with this engine has been the ignition system and once a Georgia kid on a crop dusting strip, point that the harness was shorting out and I order Savorees auto harness, I’ve had minimal problems since. But than again I'm playing with an experimental electronic ignition system right now.
I hope answered those questions and sorry about my rather exaggerated remarks.
Jim "Pappy" Goolsby
In a message dated 5/20/2016 11:25:03 A.M. Eastern Daylight Time, mark.bitterlich(at)navy.mil writes:
[quote][i]--> Yak-List message posted by: "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich(at)navy.mil>
Pappy,
If I may bother you ..... you said you had the SD10, which I believe should have been the SK10. But that small issue aside (it really doesn't matter), the important thing is that you say here that you are running the LS1A voltage regulator. That regulator will not work on a SD, or SK10. The LS1A is for the SK-35 or SK-45 alternator, and also other models but in any case they are all true alternators with a FIELD winding. The small 10 amp model does not have a field winding to regulate it. Those others are also the ones that got the new drive gear that you mentioned.
So since your airplane is the one that has all the hours, I would be curious to know exactly what is on there. If you have the LS1A, you do not have the 10 amp version from B&C. So?
I cannot find an I-40 model. It may have been discontinued?
Mark
--
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http://www.matronics.com/Navigator?Yak-List |
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