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rocknpilot(at)hotmail.com
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 Posted: Mon Aug 04, 2014 10:37 am Post subject: AirVenture '14 / Pneumatic Puzzle Solved? |
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Hi, All!
I just wanted to send out a big THANK YOU to all who stopped-by to introduce themselves / chat at OSH. Having a Warbird on the field at EAA was the realization of a lifelong dream for me - made even better by some great people pulling me into their circles. Redstar representation was respectable in the air and on the ground, AEROSTARS ROCKED THE HOUSE (as usual) and I was very proud to be (remotely) associated w/ it all!
For those of you who followed my many pneumatic trials and tribulations, I believe I have finally found the answer. If you are able to recall, I brought my Yak home on a trailer from New Jersey to Central WI in November, 2011. It had suffered a substantial engine fire. I believed at the time I had purchased a firewall-back project and I would now need to find a suitable FWF. But when we started cleaning it up, things looked more promising than we'd originally thought. Compression was solid and after a carb, oil / fuel pump rebuild, ignition upgrade and all new hoses and wiring, we had our 1st successful engine run on Easter Sunday, 2012. A few months later the plane was test flown by 2 local Yak pilots who said the pneumatic system was not meeting operational needs. After cleaning the fittings and de-gunking as much as possible, there was still no noticeable recharge on ground-runs. I replaced the compressor w/ a recently rebuilt unit I purchased from a private party. After 1:40 of flight time, the compressor destroyed itself. It sheared the four (4) studs that hold the compressor cylinder to the base - and sent a snowfall of magnesium shavings into my oil system - as well as "painted" the entire right wing root and fuselage in oil. We landed without incident. Convinced I had bought a bad compressor, I sent my original out to be rebuilt. After an oil change and screen-check, we fired up again and that compressor failed after 40 minutes of flight time. We again had a safe landing. Same thing: the cylinder separated from the base - actually shearing the studs - and there were magnesium shavings everywhere, oil bath, etc. This time the compressor blew off the top segment that retains the filter, as well as ripped through the safety wire holding the output fittings and these parts were ejected and lost in flight. These were signs of a very violent demise. I sent out both compressors and there were enough good parts to build one (1) functional compressor. I also sent out the shear coupling and "crucifix" off the firewall to verify the integrity of the check valves, pop-off valve and air filter. Upon its return, I re-installed it all and ran it on the ground, and it also started to come apart. The cylinder had - once again - began to separate from the base of the compressor. Although we caught it early, on the ground, and this time the hold-down nuts had only begun to de-thread. I sent out that compressor and it was reassembled and deemed airworthy. This time I also replaced the drive gear and shear coupling - thinking maybe there was some bad geometry there - seeing as how there had been a fire and all - and the prior wrenching on the aircraft seemed both minimal and questionable. After a few ground runs, the compressor held up - but there was no evidence of the air recharging. Once again, I started pulling air lines to confirm clear passage. All were good and there was no sign of any cracks, etc. I pulled the compressor AGAIN (Sadly - I have this routine DOWN!) to verify that the shear coupling was intact. It was. There was no sign of any "hydro-lock" - the popular analysis from many. There was no sign of oil starvation - the 2nd most popular off-site diagnosis. I then went through all the firewall components. The LAST item I pulled off and checked was the in-line air filter at the bottom of the firewall cluster. The dime-sized "wafer" element contained within was 100% blocked shut with an oily, rigid, carbon deposit. No air was capable of passing through it. For those unfamiliar w/ the system, this filter is THE filter for the pneumatic system. It would appear my Yak had suffered a "stroke." I pulled the element and temporarily re-installed the filter housing. Upon run-up, there was an immediately noticeable movement of the air gauge - the system was charging. I installed a new element. Where as before, I never exceeded 1:40 of run time without the compressor committing suicide, now - after 39 hours of issue-free run / flight time, I feel reasonably safe in saying this was likely the cause of my many problems...a $17 air filter element. I believe it was constricted when the plane came home. So some air was passing. And as the constriction tightened, so did the life expectancy of the compressor diminish.
In sharing this info w/ a few other owners, the feedback was about a 70/30 split between "congrats" and "there's no way that was the problem." All I can offer is my compressor finally seems content to both take off AND land w/ the rest of the aircraft. I submit this info to the list in a humble attempt to possibly aid anyone encountering similar frustrations and considerable cost. I am not in the league of many who truly "know" these planes - but I have learned much simply through asking, experimenting and determination. I was told several times by very qualified parties, "You are screwing something up." I wish it had been that simple. I would've happily eaten crow to abbreviate this nearly 2-year, expensive and frustrating trouble-shooting journey. But suffice to say, I am THRILLED it would appear I finally have a functional aircraft. Parking N21YK in Warbirds at OSH was a personal victory that I would be hard-pressed to adequately put into words. It was a wonderful experience to - at last - NOT be looking in from the outside.
Next quest: FAST CARD! 
Cheers, Y'all!
Rico Jaeger
915 S. 11th Ave.
Wausau, WI. 54401
715.529.7426
//
1966 Cessna 150F ^/---//-X
N8558G //
//
1992 Yakovlev Yak 52 ^/---//-X
N21YK //
[quote][b]
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rmhou(at)yahoo.com
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| Posted: Mon Aug 04, 2014 11:18 am Post subject: AirVenture '14 / Pneumatic Puzzle Solved? |
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Congrats!
On Monday, August 4, 2014 11:48 AM, Rico Jaeger <rocknpilot(at)hotmail.com> wrote:
Hi, All!
I just wanted to send out a big THANK YOU to all who stopped-by to introduce themselves / chat at OSH. Having a Warbird on the field at EAA was the realization of a lifelong dream for me - made even better by some great people pulling me into their circles. Redstar representation was respectable in the air and on the ground, AEROSTARS ROCKED THE HOUSE (as usual) and I was very proud to be (remotely) associated w/ it all!
For those of you who followed my many pneumatic trials and tribulations, I believe I have finally found the answer. If you are able to recall, I brought my Yak home on a trailer from New Jersey to Central WI in November, 2011. It had suffered a substantial engine fire. I believed at the time I had purchased a firewall-back project and I would now need to find a suitable FWF. But when we started cleaning it up, things looked more promising than we'd originally thought. Compression was solid and after a carb, oil / fuel pump rebuild, ignition upgrade and all new hoses and wiring, we had our 1st successful engine run on Easter Sunday, 2012. A few months later the plane was test flown by 2 local Yak pilots who said the pneumatic system was not meeting operational needs. After cleaning the fittings and de-gunking as much as possible, there was still no noticeable recharge on ground-runs. I replaced the compressor w/ a recently rebuilt unit I purchased from a private party. After 1:40 of flight time, the compressor destroyed itself. It sheared the four (4) studs that hold the compressor cylinder to the base - and sent a snowfall of magnesium shavings into my oil system - as well as "painted" the entire right wing root and fuselage in oil. We landed without incident. Convinced I had bought a bad compressor, I sent my original out to be rebuilt. After an oil change and screen-check, we fired up again and that compressor failed after 40 minutes of flight time. We again had a safe landing. Same thing: the cylinder separated from the base - actually shearing the studs - and there were magnesium shavings everywhere, oil bath, etc. This time the compressor blew off the top segment that retains the filter, as well as ripped through the safety wire holding the output fittings and these parts were ejected and lost in flight. These were signs of a very violent demise. I sent out both compressors and there were enough good parts to build one (1) functional compressor. I also sent out the shear coupling and "crucifix" off the firewall to verify the integrity of the check valves, pop-off valve and air filter. Upon its return, I re-installed it all and ran it on the ground, and it also started to come apart. The cylinder had - once again - began to separate from the base of the compressor. Although we caught it early, on the ground, and this time the hold-down nuts had only begun to de-thread. I sent out that compressor and it was reassembled and deemed airworthy. This time I also replaced the drive gear and shear coupling - thinking maybe there was some bad geometry there - seeing as how there had been a fire and all - and the prior wrenching on the aircraft seemed both minimal and questionable. After a few ground runs, the compressor held up - but there was no evidence of the air recharging. Once again, I started pulling air lines to confirm clear passage. All were good and there was no sign of any cracks, etc. I pulled the compressor AGAIN (Sadly - I have this routine DOWN!) to verify that the shear coupling was intact. It was. There was no sign of any "hydro-lock" - the popular analysis from many. There was no sign of oil starvation - the 2nd most popular off-site diagnosis. I then went through all the firewall components. The LAST item I pulled off and checked was the in-line air filter at the bottom of the firewall cluster. The dime-sized "wafer" element contained within was 100% blocked shut with an oily, rigid, carbon deposit. No air was capable of passing through it. For those unfamiliar w/ the system, this filter is THE filter for the pneumatic system. It would appear my Yak had suffered a "stroke." I pulled the element and temporarily re-installed the filter housing. Upon run-up, there was an immediately noticeable movement of the air gauge - the system was charging. I installed a new element. Where as before, I never exceeded 1:40 of run time without the compressor committing suicide, now - after 39 hours of issue-free run / flight time, I feel reasonably safe in saying this was likely the cause of my many problems...a $17 air filter element. I believe it was constricted when the plane came home. So some air was passing. And as the constriction tightened, so did the life expectancy of the compressor diminish.
In sharing this info w/ a few other owners, the feedback was about a 70/30 split between "congrats" and "there's no way that was the problem." All I can offer is my compressor finally seems content to both take off AND land w/ the rest of the aircraft. I submit this info to the list in a humble attempt to possibly aid anyone encountering similar frustrations and considerable cost. I am not in the league of many who truly "know" these planes - but I have learned much simply through asking, experimenting and determination. I was told several times by very qualified parties, "You are screwing something up." I wish it had been that simple. I would've happily eaten crow to abbreviate this nearly 2-year, expensive and frustrating trouble-shooting journey. But suffice to say, I am THRILLED it would appear I finally have a functional aircraft. Parking N21YK in Warbirds at OSH was a personal victory that I would be hard-pressed to adequately put into words. It was a wonderful experience to - at last - NOT be looking in from the outside.
Next quest: FAST CARD!
Cheers, Y'all!
Rico Jaeger915 S. 11th Ave. Wausau, WI. 54401 715.529.7426 //1966 Cessna 150F ^/---//-XN8558G // // 1992 Yakovlev Yak 52 ^/---//-XN21YK //
[quote][b]
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Viperdoc
Joined: 19 Apr 2014
Posts: 484
Location: 08A
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| Posted: Mon Aug 04, 2014 5:13 pm Post subject: AirVenture '14 / Pneumatic Puzzle Solved? |
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Rico,
Welcome to The YAK wrench bending club. Nothing surprises me on these damned things now. Had to punch a hole in mine because I could not get the housing parts to separate! Heating it only caught it on fire and sear the element turning the gunk in it to a solid carbon sheet. Luckily did not try flying it like that.
The usual suspects did not have a replacement housing. The replacement filter element was useless without a replacement housing. Have not spent the time to change out to the CJ pop off, and check valves. Yes, they do work but you have to alter the addell clamp arrangement.
Doc
Sent from my iPad
On Aug 4, 2014, at 1:35 PM, Rico Jaeger <rocknpilot(at)hotmail.com (rocknpilot(at)hotmail.com)> wrote:
[quote] Hi, All!
I just wanted to send out a big THANK YOU to all who stopped-by to introduce themselves / chat at OSH. Having a Warbird on the field at EAA was the realization of a lifelong dream for me - made even better by some great people pulling me into their circles. Redstar representation was respectable in the air and on the ground, AEROSTARS ROCKED THE HOUSE (as usual) and I was very proud to be (remotely) associated w/ it all!
For those of you who followed my many pneumatic trials and tribulations, I believe I have finally found the answer. If you are able to recall, I brought my Yak home on a trailer from New Jersey to Central WI in November, 2011. It had suffered a substantial engine fire. I believed at the time I had purchased a firewall-back project and I would now need to find a suitable FWF. But when we started cleaning it up, things looked more promising than we'd originally thought. Compression was solid and after a carb, oil / fuel pump rebuild, ignition upgrade and all new hoses and wiring, we had our 1st successful engine run on Easter Sunday, 2012. A few months later the plane was test flown by 2 local Yak pilots who said the pneumatic system was not meeting operational needs. After cleaning the fittings and de-gunking as much as possible, there was still no noticeable recharge on ground-runs. I replaced the compressor w/ a recently rebuilt unit I purchased from a private party. After 1:40 of flight time, the compressor destroyed itself. It sheared the four (4) studs that hold the compressor cylinder to the base - and sent a snowfall of magnesium shavings into my oil system - as well as "painted" the entire right wing root and fuselage in oil. We landed without incident. Convinced I had bought a bad compressor, I sent my original out to be rebuilt. After an oil change and screen-check, we fired up again and that compressor failed after 40 minutes of flight time. We again had a safe landing. Same thing: the cylinder separated from the base - actually shearing the studs - and there were magnesium shavings everywhere, oil bath, etc. This time the compressor blew off the top segment that retains the filter, as well as ripped through the safety wire holding the output fittings and these parts were ejected and lost in flight. These were signs of a very violent demise. I sent out both compressors and there were enough good parts to build one (1) functional compressor. I also sent out the shear coupling and "crucifix" off the firewall to verify the integrity of the check valves, pop-off valve and air filter. Upon its return, I re-installed it all and ran it on the ground, and it also started to come apart. The cylinder had - once again - began to separate from the base of the compressor. Although we caught it early, on the ground, and this time the hold-down nuts had only begun to de-thread. I sent out that compressor and it was reassembled and deemed airworthy. This time I also replaced the drive gear and shear coupling - thinking maybe there was some bad geometry there - seeing as how there had been a fire and all - and the prior wrenching on the aircraft seemed both minimal and questionable. After a few ground runs, the compressor held up - but there was no evidence of the air recharging. Once again, I started pulling air lines to confirm clear passage. All were good and there was no sign of any cracks, etc. I pulled the compressor AGAIN (Sadly - I have this routine DOWN!) to verify that the shear coupling was intact. It was. There was no sign of any "hydro-lock" - the popular analysis from many. There was no sign of oil starvation - the 2nd most popular off-site diagnosis. I then went through all the firewall components. The LAST item I pulled off and checked was the in-line air filter at the bottom of the firewall cluster. The dime-sized "wafer" element contained within was 100% blocked shut with an oily, rigid, carbon deposit. No air was capable of passing through it. For those unfamiliar w/ the system, this filter is THE filter for the pneumatic system. It would appear my Yak had suffered a "stroke." I pulled the element and temporarily re-installed the filter housing. Upon run-up, there was an immediately noticeable movement of the air gauge - the system was charging. I installed a new element. Where as before, I never exceeded 1:40 of run time without the compressor committing suicide, now - after 39 hours of issue-free run / flight time, I feel reasonably safe in saying this was likely the cause of my many problems...a $17 air filter element. I believe it was constricted when the plane came home. So some air was passing. And as the constriction tightened, so did the life expectancy of the compressor diminish.
In sharing this info w/ a few other owners, the feedback was about a 70/30 split between "congrats" and "there's no way that was the problem." All I can offer is my compressor finally seems content to both take off AND land w/ the rest of the aircraft. I submit this info to the list in a humble attempt to possibly aid anyone encountering similar frustrations and considerable cost. I am not in the league of many who truly "know" these planes - but I have learned much simply through asking, experimenting and determination. I was told several times by very qualified parties, "You are screwing something up." I wish it had been that simple. I would've happily eaten crow to abbreviate this nearly 2-year, expensive and frustrating trouble-shooting journey. But suffice to say, I am THRILLED it would appear I finally have a functional aircraft. Parking N21YK in Warbirds at OSH was a personal victory that I would be hard-pressed to adequately put into words. It was a wonderful experience to - at last - NOT be looking in from the outside.
Next quest: FAST CARD!
Cheers, Y'all!
Rico Jaeger
915 S. 11th Ave.
Wausau, WI. 54401
715.529.7426
//
1966 Cessna 150F ^/---//-X
N8558G //
//
1992 Yakovlev Yak 52 ^/---//-X
N21YK //
| Quote: |
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
ist"">http://www.matronics.com/Navigator?Yak-List
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
//forums.matronics.com
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ot;">http://www.matronics.com/contribution
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
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jan.mevis(at)informavia.b
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| Posted: Mon Aug 04, 2014 10:29 pm Post subject: AirVenture '14 / Pneumatic Puzzle Solved? |
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Thanks for sharing!
From: Rico Jaeger <rocknpilot(at)hotmail.com (rocknpilot(at)hotmail.com)>
Reply-To: "yak-list(at)matronics.com (yak-list(at)matronics.com)" <yak-list(at)matronics.com (yak-list(at)matronics.com)>
Date: Monday 4 August 2014 20:35
To: "yak-list(at)matronics.com (yak-list(at)matronics.com)" <yak-list(at)matronics.com (yak-list(at)matronics.com)>, "yak52rs(at)nnex.net (yak52rs(at)nnex.net)" <yak52rs(at)nnex.net (yak52rs(at)nnex.net)>
Subject: AirVenture '14 / Pneumatic Puzzle Solved?
Hi, All!
I just wanted to send out a big THANK YOU to all who stopped-by to introduce themselves / chat at OSH. Having a Warbird on the field at EAA was the realization of a lifelong dream for me - made even better by some great people pulling me into their circles. Redstar representation was respectable in the air and on the ground, AEROSTARS ROCKED THE HOUSE (as usual) and I was very proud to be (remotely) associated w/ it all!
For those of you who followed my many pneumatic trials and tribulations, I believe I have finally found the answer. If you are able to recall, I brought my Yak home on a trailer from New Jersey to Central WI in November, 2011. It had suffered a substantial engine fire. I believed at the time I had purchased a firewall-back project and I would now need to find a suitable FWF. But when we started cleaning it up, things looked more promising than we'd originally thought. Compression was solid and after a carb, oil / fuel pump rebuild, ignition upgrade and all new hoses and wiring, we had our 1st successful engine run on Easter Sunday, 2012. A few months later the plane was test flown by 2 local Yak pilots who said the pneumatic system was not meeting operational needs. After cleaning the fittings and de-gunking as much as possible, there was still no noticeable recharge on ground-runs. I replaced the compressor w/ a recently rebuilt unit I purchased from a private party. After 1:40 of flight time, the compressor destroyed itself. It sheared the four (4) studs that hold the compressor cylinder to the base - and sent a snowfall of magnesium shavings into my oil system - as well as "painted" the entire right wing root and fuselage in oil. We landed without incident. Convinced I had bought a bad compressor, I sent my original out to be rebuilt. After an oil change and screen-check, we fired up again and that compressor failed after 40 minutes of flight time. We again had a safe landing. Same thing: the cylinder separated from the base - actually shearing the studs - and there were magnesium shavings everywhere, oil bath, etc. This time the compressor blew off the top segment that retains the filter, as well as ripped through the safety wire holding the output fittings and these parts were ejected and lost in flight. These were signs of a very violent demise. I sent out both compressors and there were enough good parts to build one (1) functional compressor. I also sent out the shear coupling and "crucifix" off the firewall to verify the integrity of the check valves, pop-off valve and air filter. Upon its return, I re-installed it all and ran it on the ground, and it also started to come apart. The cylinder had - once again - began to separate from the base of the compressor. Although we caught it early, on the ground, and this time the hold-down nuts had only begun to de-thread. I sent out that compressor and it was reassembled and deemed airworthy. This time I also replaced the drive gear and shear coupling - thinking maybe there was some bad geometry there - seeing as how there had been a fire and all - and the prior wrenching on the aircraft seemed both minimal and questionable. After a few ground runs, the compressor held up - but there was no evidence of the air recharging. Once again, I started pulling air lines to confirm clear passage. All were good and there was no sign of any cracks, etc. I pulled the compressor AGAIN (Sadly - I have this routine DOWN!) to verify that the shear coupling was intact. It was. There was no sign of any "hydro-lock" - the popular analysis from many. There was no sign of oil starvation - the 2nd most popular off-site diagnosis. I then went through all the firewall components. The LAST item I pulled off and checked was the in-line air filter at the bottom of the firewall cluster. The dime-sized "wafer" element contained within was 100% blocked shut with an oily, rigid, carbon deposit. No air was capable of passing through it. For those unfamiliar w/ the system, this filter is THE filter for the pneumatic system. It would appear my Yak had suffered a "stroke." I pulled the element and temporarily re-installed the filter housing. Upon run-up, there was an immediately noticeable movement of the air gauge - the system was charging. I installed a new element. Where as before, I never exceeded 1:40 of run time without the compressor committing suicide, now - after 39 hours of issue-free run / flight time, I feel reasonably safe in saying this was likely the cause of my many problems...a $17 air filter element. I believe it was constricted when the plane came home. So some air was passing. And as the constriction tightened, so did the life expectancy of the compressor diminish.
In sharing this info w/ a few other owners, the feedback was about a 70/30 split between "congrats" and "there's no way that was the problem." All I can offer is my compressor finally seems content to both take off AND land w/ the rest of the aircraft. I submit this info to the list in a humble attempt to possibly aid anyone encountering similar frustrations and considerable cost. I am not in the league of many who truly "know" these planes - but I have learned much simply through asking, experimenting and determination. I was told several times by very qualified parties, "You are screwing something up." I wish it had been that simple. I would've happily eaten crow to abbreviate this nearly 2-year, expensive and frustrating trouble-shooting journey. But suffice to say, I am THRILLED it would appear I finally have a functional aircraft. Parking N21YK in Warbirds at OSH was a personal victory that I would be hard-pressed to adequately put into words. It was a wonderful experience to - at last - NOT be looking in from the outside.
Next quest: FAST CARD!
Cheers, Y'all!
Rico Jaeger
915 S. 11th Ave.
Wausau, WI. 54401
715.529.7426
//
1966 Cessna 150F ^/---//-X
N8558G //
//
1992 Yakovlev Yak 52 ^/---//-X
N21YK //
| Quote: |
ww.matronics.com/Navigator?Yak-List
com
ronics.com/contribution
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rocknpilot(at)hotmail.com
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| Posted: Tue Aug 05, 2014 5:55 am Post subject: AirVenture '14 / Pneumatic Puzzle Solved? |
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Jan - Thank you for the "thanks!" 'Glad to share!
Jeff - My "Buck Fifty" is serial'd as 62658...so I think that makes the airframes more like 3rd cousins...
Doc - You guys don't miss much. Opening the filter canister was a chapter in itself. Did you guys read anything lately about the Central WI EAA Chapter finishing Paul Poberezny's last project - a Baby Ace that he started the Fall before his passing? (This was in an effort to get it to Paul's Tribute at OSH - which they did) Well, that project and EAA Chapter are both based at my airport - Wausau Downtown Airport (AUW). Like most active airports, there is one central hangar where the atmosphere (read that as the best tools, refreshments, bakery, photographic tributes to the female form and healthy doses of "ribbing" balanced by genuine invaluable assistance) is just - for some reason - conducive to being a natural hub of activity. The 6 - 10 guys who burnt the midnight oil to finish the Baby Ace in time for AirVenture are mostly key players in the local aviation community...machinists, hobbyist engineers, wood workers, builders, mechanics / A&Ps, etc. While I put some time in on the "Sweetheart Project" Baby Ace also, they were well-aware I had my own personal deadlines drawing near: namely putting the Yak on the EAA Warbird field. The Sunday I pulled the air cleaner canister off my firewall, I tinkered for a bit in my hangar w/ zero success. So...I walked the 100 yards over to Rick's. As was the routine lately, the majority of the "super team" was busy bending metal on the Ace. After a bit of catching up, I hit the work bench. When they noticed me struggling (read THAT as "cursing profusely" and bleeding from multiple lacerations) they became curious. Soon enough I had an audience. Predictably, they started offering advice. I came back with "tried that - didn't work" and "won't work - here's why" etc. When I said I was gonna run back to my hangar to grab more 22 mm sockets / wrenches, one of them said "Mind if I try?" NOT AT ALL! As I walked out the door to spring back to my humble "shop," I was both elated and a tad embarrassed that I'd had to pull a "Dad, can you get this?" Yet, I knew I was in great hands. Imagine my amazement (and slight satisfaction) when I returned 15 minutes later to find ALL of them gathered around the canister on the bench - which was still sealed up TIGHT! They were staring at it like it just crashed through the hangar roof. Well, to make a long story slightly shorter, we ended up making a custom vice "cradle" to both support and lock up the lower body of the canister so that there was absolutely no "give" to it whatsoever. Then with a little heat, a 6-point quality, shallow socket and a 6' steel tube for leverage...VOILA! The top released w/ an audible "crack." I had to laugh when all of them cautiously peered inside like something was about to leap out and attack. "THAT'S IT?!?" was their reaction to the element.
Yup. That was it.
Rico Jaeger
915 S. 11th Ave.
Wausau, WI. 54401
715.529.7426
//
1966 Cessna 150F ^/---//-X
N8558G //
//
1992 Yakovlev Yak 52 ^/---//-X
N21YK //
Date: Tue, 5 Aug 2014 08:28:39 +0200
Subject: Re: AirVenture '14 / Pneumatic Puzzle Solved?
From: jan.mevis(at)informavia.be
To: yak-list(at)matronics.com
Thanks for sharing!
From: Rico Jaeger <rocknpilot(at)hotmail.com (rocknpilot(at)hotmail.com)>
Reply-To: "yak-list(at)matronics.com (yak-list(at)matronics.com)" <yak-list(at)matronics.com (yak-list(at)matronics.com)>
Date: Monday 4 August 2014 20:35
To: "yak-list(at)matronics.com (yak-list(at)matronics.com)" <yak-list(at)matronics.com (yak-list(at)matronics.com)>, "yak52rs(at)nnex.net (yak52rs(at)nnex.net)" <yak52rs(at)nnex.net (yak52rs(at)nnex.net)>
Subject: Yak-List: AirVenture '14 / Pneumatic Puzzle Solved?
Hi, All!
I just wanted to send out a big THANK YOU to all who stopped-by to introduce themselves / chat at OSH. Having a Warbird on the field at EAA was the realization of a lifelong dream for me - made even better by some great people pulling me into their circles. Redstar representation was respectable in the air and on the ground, AEROSTARS ROCKED THE HOUSE (as usual) and I was very proud to be (remotely) associated w/ it all!
For those of you who followed my many pneumatic trials and tribulations, I believe I have finally found the answer. If you are able to recall, I brought my Yak home on a trailer from New Jersey to Central WI in November, 2011. It had suffered a substantial engine fire. I believed at the time I had purchased a firewall-back project and I would now need to find a suitable FWF. But when we started cleaning it up, things looked more promising than we'd originally thought. Compression was solid and after a carb, oil / fuel pump rebuild, ignition upgrade and all new hoses and wiring, we had our 1st successful engine run on Easter Sunday, 2012. A few months later the plane was test flown by 2 local Yak pilots who said the pneumatic system was not meeting operational needs. After cleaning the fittings and de-gunking as much as possible, there was still no noticeable recharge on ground-runs. I replaced the compressor w/ a recently rebuilt unit I purchased from a private party. After 1:40 of flight time, the compressor destroyed itself. It sheared the four (4) studs that hold the compressor cylinder to the base - and sent a snowfall of magnesium shavings into my oil system - as well as "painted" the entire right wing root and fuselage in oil. We landed without incident. Convinced I had bought a bad compressor, I sent my original out to be rebuilt. After an oil change and screen-check, we fired up again and that compressor failed after 40 minutes of flight time. We again had a safe landing. Same thing: the cylinder separated from the base - actually shearing the studs - and there were magnesium shavings everywhere, oil bath, etc. This time the compressor blew off the top segment that retains the filter, as well as ripped through the safety wire holding the output fittings and these parts were ejected and lost in flight. These were signs of a very violent demise. I sent out both compressors and there were enough good parts to build one (1) functional compressor. I also sent out the shear coupling and "crucifix" off the firewall to verify the integrity of the check valves, pop-off valve and air filter. Upon its return, I re-installed it all and ran it on the ground, and it also started to come apart. The cylinder had - once again - began to separate from the base of the compressor. Although we caught it early, on the ground, and this time the hold-down nuts had only begun to de-thread. I sent out that compressor and it was reassembled and deemed airworthy. This time I also replaced the drive gear and shear coupling - thinking maybe there was some bad geometry there - seeing as how there had been a fire and all - and the prior wrenching on the aircraft seemed both minimal and questionable. After a few ground runs, the compressor held up - but there was no evidence of the air recharging. Once again, I started pulling air lines to confirm clear passage. All were good and there was no sign of any cracks, etc. I pulled the compressor AGAIN (Sadly - I have this routine DOWN!) to verify that the shear coupling was intact. It was. There was no sign of any "hydro-lock" - the popular analysis from many. There was no sign of oil starvation - the 2nd most popular off-site diagnosis. I then went through all the firewall components. The LAST item I pulled off and checked was the in-line air filter at the bottom of the firewall cluster. The dime-sized "wafer" element contained within was 100% blocked shut with an oily, rigid, carbon deposit. No air was capable of passing through it. For those unfamiliar w/ the system, this filter is THE filter for the pneumatic system. It would appear my Yak had suffered a "stroke." I pulled the element and temporarily re-installed the filter housing. Upon run-up, there was an immediately noticeable movement of the air gauge - the system was charging. I installed a new element. Where as before, I never exceeded 1:40 of run time without the compressor committing suicide, now - after 39 hours of issue-free run / flight time, I feel reasonably safe in saying this was likely the cause of my many problems...a $17 air filter element. I believe it was constricted when the plane came home. So some air was passing. And as the constriction tightened, so did the life expectancy of the compressor diminish.
In sharing this info w/ a few other owners, the feedback was about a 70/30 split between "congrats" and "there's no way that was the problem." All I can offer is my compressor finally seems content to both take off AND land w/ the rest of the aircraft. I submit this info to the list in a humble attempt to possibly aid anyone encountering similar frustrations and considerable cost. I am not in the league of many who truly "know" these planes - but I have learned much simply through asking, experimenting and determination. I was told several times by very qualified parties, "You are screwing something up." I wish it had been that simple. I would've happily eaten crow to abbreviate this nearly 2-year, expensive and frustrating trouble-shooting journey. But suffice to say, I am THRILLED it would appear I finally have a functional aircraft. Parking N21YK in Warbirds at OSH was a personal victory that I would be hard-pressed to adequately put into words. It was a wonderful experience to - at last - NOT be looking in from the outside.
Next quest: FAST CARD!
Cheers, Y'all!
Rico Jaeger
915 S. 11th Ave.
Wausau, WI. 54401
715.529.7426
//
1966 Cessna 150F ^/---//-X
N8558G //
//
1992 Yakovlev Yak 52 ^/---//-X
N21YK //
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ronics.com/contribution
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jackpot
Joined: 13 Jul 2010
Posts: 65
Location: Las Vegas, Nevada
|
| Posted: Tue Aug 05, 2014 6:02 am Post subject: AirVenture '14 / Pneumatic Puzzle Solved? |
|
|
Good Fellowship.
Gary. LAS. CJ N22YK
Sent from my iPhone
On Aug 5, 2014, at 6:53, Rico Jaeger <rocknpilot(at)hotmail.com (rocknpilot(at)hotmail.com)> wrote:
[quote] Jan - Thank you for the "thanks!" 'Glad to share!
Jeff - My "Buck Fifty" is serial'd as 62658...so I think that makes the airframes more like 3rd cousins...
Doc - You guys don't miss much. Opening the filter canister was a chapter in itself. Did you guys read anything lately about the Central WI EAA Chapter finishing Paul Poberezny's last project - a Baby Ace that he started the Fall before his passing? (This was in an effort to get it to Paul's Tribute at OSH - which they did) Well, that project and EAA Chapter are both based at my airport - Wausau Downtown Airport (AUW). Like most active airports, there is one central hangar where the atmosphere (read that as the best tools, refreshments, bakery, photographic tributes to the female form and healthy doses of "ribbing" balanced by genuine invaluable assistance) is just - for some reason - conducive to being a natural hub of activity. The 6 - 10 guys who burnt the midnight oil to finish the Baby Ace in time for AirVenture are mostly key players in the local aviation community...machinists, hobbyist engineers, wood workers, builders, mechanics / A&Ps, etc. While I put some time in on the "Sweetheart Project" Baby Ace also, they were well-aware I had my own personal deadlines drawing near: namely putting the Yak on the EAA Warbird field. The Sunday I pulled the air cleaner canister off my firewall, I tinkered for a bit in my hangar w/ zero success. So...I walked the 100 yards over to Rick's. As was the routine lately, the majority of the "super team" was busy bending metal on the Ace. After a bit of catching up, I hit the work bench. When they noticed me struggling (read THAT as "cursing profusely" and bleeding from multiple lacerations) they became curious. Soon enough I had an audience. Predictably, they started offering advice. I came back with "tried that - didn't work" and "won't work - here's why" etc. When I said I was gonna run back to my hangar to grab more 22 mm sockets / wrenches, one of them said "Mind if I try?" NOT AT ALL! As I walked out the door to spring back to my humble "shop," I was both elated and a tad embarrassed that I'd had to pull a "Dad, can you get this?" Yet, I knew I was in great hands. Imagine my amazement (and slight satisfaction) when I returned 15 minutes later to find ALL of them gathered around the canister on the bench - which was still sealed up TIGHT! They were staring at it like it just crashed through the hangar roof. Well, to make a long story slightly shorter, we ended up making a custom vice "cradle" to both support and lock up the lower body of the canister so that there was absolutely no "give" to it whatsoever. Then with a little heat, a 6-point quality, shallow socket and a 6' steel tube for leverage...VOILA! The top released w/ an audible "crack." I had to laugh when all of them cautiously peered inside like something was about to leap out and attack. "THAT'S IT?!?" was their reaction to the element.
Yup. That was it.
Rico Jaeger
915 S. 11th Ave.
Wausau, WI. 54401
715.529.7426
//
1966 Cessna 150F ^/---//-X
N8558G //
//
1992 Yakovlev Yak 52 ^/---//-X
N21YK //
Date: Tue, 5 Aug 2014 08:28:39 +0200
Subject: Re: AirVenture '14 / Pneumatic Puzzle Solved?
From: jan.mevis(at)informavia.be (jan.mevis(at)informavia.be)
To: yak-list(at)matronics.com (yak-list(at)matronics.com)
Thanks for sharing!
From: Rico Jaeger <rocknpilot(at)hotmail.com (rocknpilot(at)hotmail.com)>
Reply-To: "yak-list(at)matronics.com (yak-list(at)matronics.com)" <yak-list(at)matronics.com (yak-list(at)matronics.com)>
Date: Monday 4 August 2014 20:35
To: "yak-list(at)matronics.com (yak-list(at)matronics.com)" <yak-list(at)matronics.com (yak-list(at)matronics.com)>, "yak52rs(at)nnex.net (yak52rs(at)nnex.net)" <yak52rs(at)nnex.net (yak52rs(at)nnex.net)>
Subject: AirVenture '14 / Pneumatic Puzzle Solved?
Hi, All!
I just wanted to send out a big THANK YOU to all who stopped-by to introduce themselves / chat at OSH. Having a Warbird on the field at EAA was the realization of a lifelong dream for me - made even better by some great people pulling me into their circles. Redstar representation was respectable in the air and on the ground, AEROSTARS ROCKED THE HOUSE (as usual) and I was very proud to be (remotely) associated w/ it all!
For those of you who followed my many pneumatic trials and tribulations, I believe I have finally found the answer. If you are able to recall, I brought my Yak home on a trailer from New Jersey to Central WI in November, 2011. It had suffered a substantial engine fire. I believed at the time I had purchased a firewall-back project and I would now need to find a suitable FWF. But when we started cleaning it up, things looked more promising than we'd originally thought. Compression was solid and after a carb, oil / fuel pump rebuild, ignition upgrade and all new hoses and wiring, we had our 1st successful engine run on Easter Sunday, 2012. A few months later the plane was test flown by 2 local Yak pilots who said the pneumatic system was not meeting operational needs. After cleaning the fittings and de-gunking as much as possible, there was still no noticeable recharge on ground-runs. I replaced the compressor w/ a recently rebuilt unit I purchased from a private party. After 1:40 of flight time, the compressor destroyed itself. It sheared the four (4) studs that hold the compressor cylinder to the base - and sent a snowfall of magnesium shavings into my oil system - as well as "painted" the entire right wing root and fuselage in oil. We landed without incident. Convinced I had bought a bad compressor, I sent my original out to be rebuilt. After an oil change and screen-check, we fired up again and that compressor failed after 40 minutes of flight time. We again had a safe landing. Same thing: the cylinder separated from the base - actually shearing the studs - and there were magnesium shavings everywhere, oil bath, etc. This time the compressor blew off the top segment that retains the filter, as well as ripped through the safety wire holding the output fittings and these parts were ejected and lost in flight. These were signs of a very violent demise. I sent out both compressors and there were enough good parts to build one (1) functional compressor. I also sent out the shear coupling and "crucifix" off the firewall to verify the integrity of the check valves, pop-off valve and air filter. Upon its return, I re-installed it all and ran it on the ground, and it also started to come apart. The cylinder had - once again - began to separate from the base of the compressor. Although we caught it early, on the ground, and this time the hold-down nuts had only begun to de-thread. I sent out that compressor and it was reassembled and deemed airworthy. This time I also replaced the drive gear and shear coupling - thinking maybe there was some bad geometry there - seeing as how there had been a fire and all - and the prior wrenching on the aircraft seemed both minimal and questionable. After a few ground runs, the compressor held up - but there was no evidence of the air recharging. Once again, I started pulling air lines to confirm clear passage. All were good and there was no sign of any cracks, etc. I pulled the compressor AGAIN (Sadly - I have this routine DOWN!) to verify that the shear coupling was intact. It was. There was no sign of any "hydro-lock" - the popular analysis from many. There was no sign of oil starvation - the 2nd most popular off-site diagnosis. I then went through all the firewall components. The LAST item I pulled off and checked was the in-line air filter at the bottom of the firewall cluster. The dime-sized "wafer" element contained within was 100% blocked shut with an oily, rigid, carbon deposit. No air was capable of passing through it. For those unfamiliar w/ the system, this filter is THE filter for the pneumatic system. It would appear my Yak had suffered a "stroke." I pulled the element and temporarily re-installed the filter housing. Upon run-up, there was an immediately noticeable movement of the air gauge - the system was charging. I installed a new element. Where as before, I never exceeded 1:40 of run time without the compressor committing suicide, now - after 39 hours of issue-free run / flight time, I feel reasonably safe in saying this was likely the cause of my many problems...a $17 air filter element. I believe it was constricted when the plane came home. So some air was passing. And as the constriction tightened, so did the life expectancy of the compressor diminish.
In sharing this info w/ a few other owners, the feedback was about a 70/30 split between "congrats" and "there's no way that was the problem." All I can offer is my compressor finally seems content to both take off AND land w/ the rest of the aircraft. I submit this info to the list in a humble attempt to possibly aid anyone encountering similar frustrations and considerable cost. I am not in the league of many who truly "know" these planes - but I have learned much simply through asking, experimenting and determination. I was told several times by very qualified parties, "You are screwing something up." I wish it had been that simple. I would've happily eaten crow to abbreviate this nearly 2-year, expensive and frustrating trouble-shooting journey. But suffice to say, I am THRILLED it would appear I finally have a functional aircraft. Parking N21YK in Warbirds at OSH was a personal victory that I would be hard-pressed to adequately put into words. It was a wonderful experience to - at last - NOT be looking in from the outside.
Next quest: FAST CARD!
Cheers, Y'all!
Rico Jaeger
915 S. 11th Ave.
Wausau, WI. 54401
715.529.7426
//
1966 Cessna 150F ^/---//-X
N8558G //
//
1992 Yakovlev Yak 52 ^/---//-X
N21YK //
| Quote: |
rget="_blank">http://www.matronics.com/Navigator?Yak-List
http://forums.matronics.com
="_blank">http://www.matronics.com/contribution
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
ist"">http://www.matronics.com/Navigator?Yak-List
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ot;">http://www.matronics.com/contribution
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jan.mevis(at)informavia.b
Guest
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| Posted: Tue Aug 05, 2014 9:48 am Post subject: AirVenture '14 / Pneumatic Puzzle Solved? |
|
|
Good for you that you can get help from experienced (and nice!) mechanics.
It's a bit the same over here.
In my club (Cercle des machines Volantes) the added experience of all the retired mechanics that pass long days at the club, is also in the hundreds of years!
And I'm always glad when they come over to help.
BR,
Jan
From: Rico Jaeger <rocknpilot(at)hotmail.com (rocknpilot(at)hotmail.com)>
Reply-To: "yak-list(at)matronics.com (yak-list(at)matronics.com)" <yak-list(at)matronics.com (yak-list(at)matronics.com)>
Date: Tuesday 5 August 2014 15:53
To: "yak-list(at)matronics.com (yak-list(at)matronics.com)" <yak-list(at)matronics.com (yak-list(at)matronics.com)>
Subject: RE: AirVenture '14 / Pneumatic Puzzle Solved?
Jan - Thank you for the "thanks!" 'Glad to share!
Jeff - My "Buck Fifty" is serial'd as 62658...so I think that makes the airframes more like 3rd cousins...
Doc - You guys don't miss much. Opening the filter canister was a chapter in itself. Did you guys read anything lately about the Central WI EAA Chapter finishing Paul Poberezny's last project - a Baby Ace that he started the Fall before his passing? (This was in an effort to get it to Paul's Tribute at OSH - which they did) Well, that project and EAA Chapter are both based at my airport - Wausau Downtown Airport (AUW). Like most active airports, there is one central hangar where the atmosphere (read that as the best tools, refreshments, bakery, photographic tributes to the female form and healthy doses of "ribbing" balanced by genuine invaluable assistance) is just - for some reason - conducive to being a natural hub of activity. The 6 - 10 guys who burnt the midnight oil to finish the Baby Ace in time for AirVenture are mostly key players in the local aviation community...machinists, hobbyist engineers, wood workers, builders, mechanics / A&Ps, etc. While I put some time in on the "Sweetheart Project" Baby Ace also, they were well-aware I had my own personal deadlines drawing near: namely putting the Yak on the EAA Warbird field. The Sunday I pulled the air cleaner canister off my firewall, I tinkered for a bit in my hangar w/ zero success. So...I walked the 100 yards over to Rick's. As was the routine lately, the majority of the "super team" was busy bending metal on the Ace. After a bit of catching up, I hit the work bench. When they noticed me struggling (read THAT as "cursing profusely" and bleeding from multiple lacerations) they became curious. Soon enough I had an audience. Predictably, they started offering advice. I came back with "tried that - didn't work" and "won't work - here's why" etc. When I said I was gonna run back to my hangar to grab more 22 mm sockets / wrenches, one of them said "Mind if I try?" NOT AT ALL! As I walked out the door to spring back to my humble "shop," I was both elated and a tad embarrassed that I'd had to pull a "Dad, can you get this?" Yet, I knew I was in great hands. Imagine my amazement (and slight satisfaction) when I returned 15 minutes later to find ALL of them gathered around the canister on the bench - which was still sealed up TIGHT! They were staring at it like it just crashed through the hangar roof. Well, to make a long story slightly shorter, we ended up making a custom vice "cradle" to both support and lock up the lower body of the canister so that there was absolutely no "give" to it whatsoever. Then with a little heat, a 6-point quality, shallow socket and a 6' steel tube for leverage...VOILA! The top released w/ an audible "crack." I had to laugh when all of them cautiously peered inside like something was about to leap out and attack. "THAT'S IT?!?" was their reaction to the element.
Yup. That was it.
Rico Jaeger
915 S. 11th Ave.
Wausau, WI. 54401
715.529.7426
//
1966 Cessna 150F ^/---//-X
N8558G //
//
1992 Yakovlev Yak 52 ^/---//-X
N21YK //
Date: Tue, 5 Aug 2014 08:28:39 +0200
Subject: Re: AirVenture '14 / Pneumatic Puzzle Solved?
From: jan.mevis(at)informavia.be (jan.mevis(at)informavia.be)
To: yak-list(at)matronics.com (yak-list(at)matronics.com)
Thanks for sharing!
From: Rico Jaeger <rocknpilot(at)hotmail.com (rocknpilot(at)hotmail.com)>
Reply-To: "yak-list(at)matronics.com (yak-list(at)matronics.com)" <yak-list(at)matronics.com (yak-list(at)matronics.com)>
Date: Monday 4 August 2014 20:35
To: "yak-list(at)matronics.com (yak-list(at)matronics.com)" <yak-list(at)matronics.com (yak-list(at)matronics.com)>, "yak52rs(at)nnex.net (yak52rs(at)nnex.net)" <yak52rs(at)nnex.net (yak52rs(at)nnex.net)>
Subject: AirVenture '14 / Pneumatic Puzzle Solved?
Hi, All!
I just wanted to send out a big THANK YOU to all who stopped-by to introduce themselves / chat at OSH. Having a Warbird on the field at EAA was the realization of a lifelong dream for me - made even better by some great people pulling me into their circles. Redstar representation was respectable in the air and on the ground, AEROSTARS ROCKED THE HOUSE (as usual) and I was very proud to be (remotely) associated w/ it all!
For those of you who followed my many pneumatic trials and tribulations, I believe I have finally found the answer. If you are able to recall, I brought my Yak home on a trailer from New Jersey to Central WI in November, 2011. It had suffered a substantial engine fire. I believed at the time I had purchased a firewall-back project and I would now need to find a suitable FWF. But when we started cleaning it up, things looked more promising than we'd originally thought. Compression was solid and after a carb, oil / fuel pump rebuild, ignition upgrade and all new hoses and wiring, we had our 1st successful engine run on Easter Sunday, 2012. A few months later the plane was test flown by 2 local Yak pilots who said the pneumatic system was not meeting operational needs. After cleaning the fittings and de-gunking as much as possible, there was still no noticeable recharge on ground-runs. I replaced the compressor w/ a recently rebuilt unit I purchased from a private party. After 1:40 of flight time, the compressor destroyed itself. It sheared the four (4) studs that hold the compressor cylinder to the base - and sent a snowfall of magnesium shavings into my oil system - as well as "painted" the entire right wing root and fuselage in oil. We landed without incident. Convinced I had bought a bad compressor, I sent my original out to be rebuilt. After an oil change and screen-check, we fired up again and that compressor failed after 40 minutes of flight time. We again had a safe landing. Same thing: the cylinder separated from the base - actually shearing the studs - and there were magnesium shavings everywhere, oil bath, etc. This time the compressor blew off the top segment that retains the filter, as well as ripped through the safety wire holding the output fittings and these parts were ejected and lost in flight. These were signs of a very violent demise. I sent out both compressors and there were enough good parts to build one (1) functional compressor. I also sent out the shear coupling and "crucifix" off the firewall to verify the integrity of the check valves, pop-off valve and air filter. Upon its return, I re-installed it all and ran it on the ground, and it also started to come apart. The cylinder had - once again - began to separate from the base of the compressor. Although we caught it early, on the ground, and this time the hold-down nuts had only begun to de-thread. I sent out that compressor and it was reassembled and deemed airworthy. This time I also replaced the drive gear and shear coupling - thinking maybe there was some bad geometry there - seeing as how there had been a fire and all - and the prior wrenching on the aircraft seemed both minimal and questionable. After a few ground runs, the compressor held up - but there was no evidence of the air recharging. Once again, I started pulling air lines to confirm clear passage. All were good and there was no sign of any cracks, etc. I pulled the compressor AGAIN (Sadly - I have this routine DOWN!) to verify that the shear coupling was intact. It was. There was no sign of any "hydro-lock" - the popular analysis from many. There was no sign of oil starvation - the 2nd most popular off-site diagnosis. I then went through all the firewall components. The LAST item I pulled off and checked was the in-line air filter at the bottom of the firewall cluster. The dime-sized "wafer" element contained within was 100% blocked shut with an oily, rigid, carbon deposit. No air was capable of passing through it. For those unfamiliar w/ the system, this filter is THE filter for the pneumatic system. It would appear my Yak had suffered a "stroke." I pulled the element and temporarily re-installed the filter housing. Upon run-up, there was an immediately noticeable movement of the air gauge - the system was charging. I installed a new element. Where as before, I never exceeded 1:40 of run time without the compressor committing suicide, now - after 39 hours of issue-free run / flight time, I feel reasonably safe in saying this was likely the cause of my many problems...a $17 air filter element. I believe it was constricted when the plane came home. So some air was passing. And as the constriction tightened, so did the life expectancy of the compressor diminish.
In sharing this info w/ a few other owners, the feedback was about a 70/30 split between "congrats" and "there's no way that was the problem." All I can offer is my compressor finally seems content to both take off AND land w/ the rest of the aircraft. I submit this info to the list in a humble attempt to possibly aid anyone encountering similar frustrations and considerable cost. I am not in the league of many who truly "know" these planes - but I have learned much simply through asking, experimenting and determination. I was told several times by very qualified parties, "You are screwing something up." I wish it had been that simple. I would've happily eaten crow to abbreviate this nearly 2-year, expensive and frustrating trouble-shooting journey. But suffice to say, I am THRILLED it would appear I finally have a functional aircraft. Parking N21YK in Warbirds at OSH was a personal victory that I would be hard-pressed to adequately put into words. It was a wonderful experience to - at last - NOT be looking in from the outside.
Next quest: FAST CARD!
Cheers, Y'all!
Rico Jaeger
915 S. 11th Ave.
Wausau, WI. 54401
715.529.7426
//
1966 Cessna 150F ^/---//-X
N8558G //
//
1992 Yakovlev Yak 52 ^/---//-X
N21YK //
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ronics.com/contribution
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Viperdoc
Joined: 19 Apr 2014
Posts: 484
Location: 08A
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| Posted: Tue Aug 05, 2014 5:19 pm Post subject: AirVenture '14 / Pneumatic Puzzle Solved? |
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Well Rico have to say I did not try the 6 foot steel tube for a torque lever
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