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ldakos(at)bigpond.net.au
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 Posted: Wed Mar 14, 2007 11:23 pm Post subject: Cj Generators |
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I have a CJ6a with the standard generator and find it interesting that the
chinese who have more experience than anyone have the generator switch
locked on with a spring metal guard that had to be bent up to operate the
switch, mine came like this and I have seen many more the same it was built
in 1969 and had just under 4,000 hrs. When I re-built the plane (and it
realy needed re-building) I removed the guard and we spent a lot of time
and care going over the wiring, could the trouble that to much time is spent
modifing and making the plane look good instead of getting all the original
systems up to scratch.
I have seen some very nice looking Nanchangs here & in USA (I am not saying
they are not airworthy) but looking in the cockpits of a few not much had
been touched.
With mine I found that the only way I could make sure was to pull everything
out of the cockpits and check all the looms remove the not needed ones, I
was supprised at the shoddy field repairs I found, wires put through
terminals and just twisted by hand no crimp or solder (sodder).
Regards Lou
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mark.bitterlich(at)navy.m
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| Posted: Thu Mar 15, 2007 12:22 pm Post subject: Cj Generators |
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My White Paper, and my suggestions for the use of the YAK Generator
Switch was directed to YAKS and other Russian aircraft. I did not
mention CJ's at all, and that was an intentional omission.
I have NO experience with Chinese aircraft, their generators, nor their
overall electrical design. Thus I can not make any recommendations or
suggestions for this make or model of aircraft. While the THEORY that
supports my suggestions and experience MIGHT support the same actions on
CJ's, I have no specific proof of that and no personal experience, thus
I refuse to shotgun whether it might work or not work on your specific
make and model of aircraft.
I am sure the Chinese do have more experience than anyone else with
aircraft that they build. I am also sure that they do not have more
experience with Russian YAK-50 aircraft than I do. That said, the
Russians make no mention of turning the Generator off in any special
circumstance like I have described. However, keep in mind that the
original aircraft manufacturer always assumes an unlimited amount of
constantly available spare parts. If any of us can meet that assumption
here in the United States, then that person is one lucky individual
indeed.
The factual issues that I documented were gathered from not only my own
experiences, which I would not call trivial, but also from such well
known names as Sergei Boriak, Vladimir Yastremski, George Coy, and Carl
Hays. The summation of these experts opinions, combined with my own,
confirmed that there is a shortage of a certain electrical part that is
wearing out in all YAK (and some Sukhoi) model aircraft. Specifically,
the internal relay contacts in one particular relay model is developing
high internal resistance, and thus causing the generator to be
disconnected from the aircraft when in fact there is nothing wrong with
it.
If a YAK or Sukhoi owner has a DNP-200A relay installed in his aircraft,
and also has a few spare operational DNP-200's laying around, there is
absolutely no need to take any special measures not covered in the
standard aircraft operating manual to lengthen the time before failure.
If the aircraft owner does NOT have spares laying around, then when it
fails.. and it WILL fail, then the aircraft owner can either purchase an
American replacement for the whole system for around $1000, can buy a
new DNP-200A relay for $650 or ....
They can call me and maybe I can fix it for them for a reasonable sum.
Hmmm.... On second thought...... Since I stand to make some money on
this deal, please disregard my previous posting about how to possibly
extend the life of this component and continue to operate your aircraft
exactly as specified in the Russian Operators Manual. I'm not greedy
but I WILL take your cash when asked to.
Best Regards,
Mark Bitterlich
N50YK
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