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mark.bitterlich(at)navy.m
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 Posted: Tue Jun 30, 2015 6:43 am Post subject: Engine roughness, as in stops. starts. stops. starts. |
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I would be remiss if I did not ask how you define efficiency? Typically it is fuel burned to energy produced, and I would agree with you there, but then there is the matter of weight. I believe it is correct to say that the M-14 series produces more power to weight than any other radial built.
Mark
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McFly
Joined: 21 May 2012
Posts: 101
Location: Scottsdale, AZ
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| Posted: Tue Jun 30, 2015 8:14 am Post subject: Engine roughness, as in stops. starts. stops. starts. |
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Are there any M-14R's around?
Todd McCutchanT-34A & Yak-50
Cell: (260) 402-1740
E-mail: todd(at)fastaircraft.com (todd(at)fastaircraft.com)
www.fastaircraft.com
On Jun 30, 2015, at 7:38 AM, Bitterlich, Mark G CIV NAVAIR, WD <mark.bitterlich(at)navy.mil (mark.bitterlich(at)navy.mil)> wrote:
[quote]--> Yak-List message posted by: "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich(at)navy.mil (mark.bitterlich(at)navy.mil)>
I would be remiss if I did not ask how you define efficiency? Typically it is fuel burned to energy produced, and I would agree with you there, but then there is the matter of weight. I believe it is correct to say that the M-14 series produces more power to weight than any other radial built.
Mark
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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
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| Posted: Tue Jun 30, 2015 8:43 am Post subject: Engine roughness, as in stops. starts. stops. starts. |
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Without checking my records, we sold about eight, and although I had exclusivity for the M 14 R under my agreement to fund the development of the engine with Vedenyeev, they certainly made a few others and sold them privately!
They certainly delivered the power we wanted, and indeed Ramon Alonso won the 2007 World Championship using one. However there were problems – the supercharger bearings failed if used at full power extensively and so had to be replaced; the standard oil cooler was not sufficient, and then Vedenyeev began to cheat on various other contracts I had, so I stopped dealing with them!
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
From: owner-yak-list-server(at)matronics.com [mailto:owner-yak-list-server(at)matronics.com] On Behalf Of Todd McCutchan
Sent: 30 June 2015 17:10
To: yak-list(at)matronics.com
Subject: Re: Re: Engine roughness, as in stops. starts. stops. starts.
Are there any M-14R's around?
Todd McCutchan
T-34A & Yak-50
Cell: (260) 402-1740
E-mail: todd(at)fastaircraft.com (todd(at)fastaircraft.com)
www.fastaircraft.com
On Jun 30, 2015, at 7:38 AM, Bitterlich, Mark G CIV NAVAIR, WD <mark.bitterlich(at)navy.mil (mark.bitterlich(at)navy.mil)> wrote:
[quote]
--> Yak-List message posted by: "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich(at)navy.mil (mark.bitterlich(at)navy.mil)>
I would be remiss if I did not ask how you define efficiency? Typically it is fuel burned to energy produced, and I would agree with you there, but then there is the matter of weight. I believe it is correct to say that the M-14 series produces more power to weight than any other radial built.
Mark
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JL2A
Joined: 07 Apr 2015
Posts: 113
Location: Australia
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| Posted: Tue Jun 30, 2015 3:21 pm Post subject: Re: Engine roughness, as in stops. starts. stops. starts. |
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| Quote: | The R-985 is about 70 kg heavier than the M14x so it would be a serious
balance problem bolting this on a Yak.
The R-985 also has a much larger displacement I think.
So, the Russian design is rather good: more power for less engine weight
(but I am biased, I admit it). |
Yes absolutely agree, hence my hanging it off a Yak comment. Wouldn't suit. It is more cubes, more weight, pure and simple.
I'm not sure if it produces more horsepower for weight than any radial, the R3350 even on 100LL would be it's equal at 2550hp, but yes point taken, it is trying to get a lot of heat out of a small engine.
It seems the automatic carb in this application would only suit running them flat out as reducing power shouldn't increase CHTs? Only if the carb is now making the mixture not rich enough, which means it's basically not doing its 'job' properly. If you define job as delivering the correct fuel/mixture ration for the power required. However it is bolted to an aerobatic aircraft so I guess it is suited to the mission in this case!
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JL2A
Joined: 07 Apr 2015
Posts: 113
Location: Australia
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| Posted: Tue Jun 30, 2015 3:51 pm Post subject: Re: Engine roughness, as in stops. starts. stops. starts. |
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So this thread was started because my formation partner's CJ had a distinct but very brief cough a few times. Not just roughness but a very short but complete cut, then back to normal.
In all cases it happened returning to base, reducing power.
We got two new coils, ready to be installed, but the aircraft was taken for a flight before the mags were touched. The engine did not miss a beat. Peculiar to this flight was the pilot missed that the carb heat had been left on by the engineers. He has not noticed it until the next flight, where he turned it off and sure enough, reducing power blup cut blurp.
I did not entertain carb ice seriously enough as in my CJ I have never in over 3000 flights had to use the carb heat! It has skipped a couple times but never this dead cut feel, and always at very low power (finals) and it was obvious it was carb ice.
Speaking to other CJ drivers they are the same, very rare to use carb heat.
This aircraft is unique, as far as I can tell, in that when they rebuilt it they did not put the chin scoop on the lower cowl. There is just a cut out where the wire mesh 'filter' is below the carb (it has very fine wire gauze on it, not just the factory rock catcher)
I find it strange that without the chin scoop this engine is far more susceptible to carby icing than without! Do not have an answer for that, except the air may be slightly warmer with the chin scoop, being bathed in engine heat for a microsecond - but I wouldn't have thought it'd make a significant difference.
Anyway, bit disappointed it is likely not the coils - it seemed to fit! It still may be, but the evidence is pretty strong the other way.
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mark.bitterlich(at)navy.m
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| Posted: Wed Jul 01, 2015 7:17 am Post subject: Engine roughness, as in stops. starts. stops. starts. |
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The "reducing the power" comment was only regarding the PS-7BD (also used on many American Radials). Monty's fuel injection system has been demonstrated to operate lean of peak.
Mark
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JL2A
Joined: 07 Apr 2015
Posts: 113
Location: Australia
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| Posted: Thu Jul 02, 2015 4:09 am Post subject: Re: Engine roughness, as in stops. starts. stops. starts. |
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Thanks all for the info, good forum you got here wish I discovered it years ago!
Yeah I was defining efficiency as specific fuel consumption, agree there's a few other options for defining efficiency, weight being a pretty important one!
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