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tmckeon79(at)hotmail.com
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 Posted: Mon Oct 08, 2012 5:24 pm Post subject: CJ-6 Engine trouble |
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Hello,
I am having some engine trouble and I am hoping your experience can point me in the right direction.
I have a CJ-6 with a Housai 285hp engine. I went to go fly one day and I started to runup my engine. At low RPM everything seemed fine. Once above 1750 RPM things changed. The RPM needle (Manifold press needle would move in sequence with RPM) would sporatically jump around. When it would jump the engine would chug as if it were about to die and then surge to life. This would happen about every 20 seconds. When I would cycle the Mags the engine would immediately chug and start to die and would certainly cut off if I didn't quickly put the mags back to "both". This would happen with either left or right mag.
I took the plane back to my hangar and looked at a few things. I pulled the fuel filter screen on the lower left of the firewall, it was clean. I pulled the spark plugs from the bottom cylinders and they were good. (I just picked up the plane from a full maintenance inspeciton by Jim Selby in August so everything should be pretty good). Of note, the primer was locked. I opened the top of the Magnetos with the local maintenance workers at my field and looked for any damage. We didn't notice any. Also of note, I have been using Auto gas 87 octane with ethanol. I have been doing this for about a month. It wasn't until a week ago I found out this was bad and I was looking forward to burning off all the fuel in my tanks to replace it with 100LL. But due to this engine problem the tanks are still full of auto gas.
Right now I am guessing it is either fuel related, or ignition related. Any advice would be appreciated.
Tom
PS. Previous problems with the pneumatic system have been fixed. Thanks.
[quote][b]
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jan.mevis(at)informavia.b
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| Posted: Mon Oct 08, 2012 11:08 pm Post subject: CJ-6 Engine trouble |
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We've had a Yak 52 at our field with a rough running engine. Also filled up with cargas.
We drained the cargas, and refilled with avgas 100 LL, and the problem was gone.
Although cargas is often used in Europe (the price difference pays the engine overhaul after some time …) the problem is that you don't know what the quality is.
Avgas 100 LL has the same quality everywhere.
Jan
From: Thomas McKeon <tmckeon79(at)hotmail.com (tmckeon79(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 9 October 2012 03:22
To: "yak-list(at)matronics.com (yak-list(at)matronics.com)" <yak-list(at)matronics.com (yak-list(at)matronics.com)>
Subject: CJ-6 Engine trouble
Hello,
I am having some engine trouble and I am hoping your experience can point me in the right direction.
I have a CJ-6 with a Housai 285hp engine. I went to go fly one day and I started to runup my engine. At low RPM everything seemed fine. Once above 1750 RPM things changed. The RPM needle (Manifold press needle would move in sequence with RPM) would sporatically jump around. When it would jump the engine would chug as if it were about to die and then surge to life. This would happen about every 20 seconds. When I would cycle the Mags the engine would immediately chug and start to die and would certainly cut off if I didn't quickly put the mags back to "both". This would happen with either left or right mag.
I took the plane back to my hangar and looked at a few things. I pulled the fuel filter screen on the lower left of the firewall, it was clean. I pulled the spark plugs from the bottom cylinders and they were good. (I just picked up the plane from a full maintenance inspeciton by Jim Selby in August so everything should be pretty good). Of note, the primer was locked. I opened the top of the Magnetos with the local maintenance workers at my field and looked for any damage. We didn't notice any. Also of note, I have been using Auto gas 87 octane with ethanol. I have been doing this for about a month. It wasn't until a week ago I found out this was bad and I was looking forward to burning off all the fuel in my tanks to replace it with 100LL. But due to this engine problem the tanks are still full of auto gas.
Right now I am guessing it is either fuel related, or ignition related. Any advice would be appreciated.
Tom
PS. Previous problems with the pneumatic system have been fixed. Thanks.
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ronics.com/contribution
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Harv
Joined: 01 Jul 2010
Posts: 172
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| Posted: Mon Oct 08, 2012 11:45 pm Post subject: Re: CJ-6 Engine trouble |
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Presumably the CJ was running on 100LL (with Jim) until you used car gas
Did you look at changing the mixture setting on the carb to account for car gas?
Sounds like a bad mixture/fuel or maybe water contanimation.
Probably best to drain all the auto gas from the tanks and put avgas back in. The easiest way to do this is via the fuel strainer on the firewall.
Rgs
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dsavarese0812(at)bellsout
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| Posted: Tue Oct 09, 2012 3:23 am Post subject: CJ-6 Engine trouble |
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Totally agree. Ethanol can be a disaster to the rubber components in
the fuel system, including the carburetor diaphragm. If you can not
purchase ethanol free auto fuel, based on all the documentation out
there regarding ethanol based fuels in aircraft engines NOT designed to
run on ethanol based fuels, I would not use it. And even if you can
purchase ethanol free auto fuel, it is still very prudent to test it
before putting it in your airplane.
Dennis
A. Dennis Savarese
334-285-6263
334-546-8182 (mobile)
www.yak-52.com
Skype - Yakguy1
On 10/9/2012 2:45 AM, Harv wrote:
| Quote: |
Presumably the CJ was running on 100LL (with Jim) until you used car gas
Did you look at changing the mixture setting on the carb to account for car gas?
Sounds like a bad mixture/fuel or maybe water contanimation.
Probably best to drain all the auto gas from the tanks and put avgas back in. The easiest way to do this is via the fuel strainer on the firewall.
Rgs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=384981#384981
|
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cjpilot710(at)aol.com
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| Posted: Tue Oct 09, 2012 5:11 am Post subject: CJ-6 Engine trouble |
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My personal experience and feelings ( no accounting it) is that using automotive gas is a bunch of crap. There is no federal guarantee that what you get out of those pumps is anywhere near the quality as 100LL. You pay more for 100LL because you are paying for quality. You can put it in you tank and not fly for 6 months and except for draining off water collecting in the tank, the fuel is still 100LL.
Yes I know you get more flying with cheaper fuel but at the cost of a ruined engine that decides its done 200 feet after lift off? You simply must know what you're putting in your tank. The federalizes and state bureaucrats (yes states have a say in mixtures) have very wide ranges of gas mixes that are allowed at the ground ponders pumps, so there is NO telling what you're getting from one day to the next.
With 100LL you are paying for QUALITY CONTROL. Plus the aviation industry is not a gigantic market in the general scream of things. Also your sweet little local bureaucrat sticks it to you by having your local FBO stick "flowage fees" on top of every thing else.
If we want to bring down the price of 100LL we need to vote for the guy who will eliminate the taxes we pay on 100LL. We'll fly a lot more - - safely.
I apologize for incoherent rabble but I have had my first good nights sleep in 3 weeks, in my own bed (with my own wife) and am deviously happy. Some 20 hours flying the B24 (loves 100LL LOTS OF IT) flying the Fi156FC Storch (also likes 100LL) plus having to put up with a blown oil line on #3 engine ( 7 expensive gallons) on a ramp in Maine during engine start. (thank you dear God) have left me a little tired. The weather sucked most of time but the fall colors were nice.
I am now looking forward to commencing further testing of my electronic ignition with "PITA" Payne.
"Honey I'm home!"
Jim "Pappy" Goolsby
In a message dated 10/9/2012 7:24:03 A.M. Eastern Daylight Time, dsavarese0812(at)bellsouth.net writes:
| Quote: | --> Yak-List message posted by: "A. Dennis Savarese" <dsavarese0812(at)bellsouth.net>
Totally agree. Ethanol can be a disaster to the rubber components in
the fuel system, including the carburetor diaphragm. If you can not
purchase ethanol free auto fuel, based on all the documentation out
there regarding ethanol based fuels in aircraft engines NOT designed to
run on ethanol based fuels, I would not use it. And even if you can
purchase ethanol free auto fuel, it is still very prudent to test it
before putting it in your airplane.
Dennis
A. Dennis Savarese
334-285-6263
334-546-8182 (mobile)
www.yak-52.com
Skype - Yakguy1
On 10/9/2012 2:45 AM, Harv wrote:
| Quote: | --> Yak-List message posted by: "Harv" <martin.harvey(at)kbr.com>
Presumably the CJ was running on 100LL (with Jim) until you used car gas
Did you look at changing the mixture setting on the carb to account for car gas?
Sounds like a bad mixture/fuel or maybe water contanimation.
Probably best to drain all the auto gas from the tanks and put avgas back in. The easiest way to do this is via the fuel strainer on the firewall.
Rgs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=384981#384981
< ies ay - MATRONICS WEB FORUMS - List Contribution Web Site p;
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viperdoc(at)mindspring.co
Guest
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| Posted: Tue Oct 09, 2012 5:36 am Post subject: CJ-6 Engine trouble |
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Did I hear a Vigra moment there?
I'm with you, Pappy. 110 LL all the way. Especially after having to tear down and rebuild a brand new lawn tractor's carb because it sat on the show room curb for a couple of months. The varnish build up in the jets, float bowl, and the solenoid was remarkable! The diaphragm in the 52/50 is not rated for ethanol and the flapper valves in the right wing fuel line does not like the crap that is in auto fuel just to name a couple things I've seen with auto gas usage.
Kind like the Fram filter man...pay me now or pay me later.
Doc
Sent from my iPad
On Oct 9, 2012, at 8:08 AM, cjpilot710(at)aol.com wrote:
[quote] My personal experience and feelings ( no accounting it) is that using automotive gas is a bunch of crap. There is no federal guarantee that what you get out of those pumps is anywhere near the quality as 100LL. You pay more for 100LL because you are paying for quality. You can put it in you tank and not fly for 6 months and except for draining off water collecting in the tank, the fuel is still 100LL.
Yes I know you get more flying with cheaper fuel but at the cost of a ruined engine that decides its done 200 feet after lift off? You simply must know what you're putting in your tank. The federalizes and state bureaucrats (yes states have a say in mixtures) have very wide ranges of gas mixes that are allowed at the ground ponders pumps, so there is NO telling what you're getting from one day to the next.
With 100LL you are paying for QUALITY CONTROL. Plus the aviation industry is not a gigantic market in the general scream of things. Also your sweet little local bureaucrat sticks it to you by having your local FBO stick "flowage fees" on top of every thing else.
If we want to bring down the price of 100LL we need to vote for the guy who will eliminate the taxes we pay on 100LL. We'll fly a lot more - - safely.
I apologize for incoherent rabble but I have had my first good nights sleep in 3 weeks, in my own bed (with my own wife) and am deviously happy. Some 20 hours flying the B24 (loves 100LL LOTS OF IT) flying the Fi156FC Storch (also likes 100LL) plus having to put up with a blown oil line on #3 engine ( 7 expensive gallons) on a ramp in Maine during engine start. (thank you dear God) have left me a little tired. The weather sucked most of time but the fall colors were nice.
I am now looking forward to commencing further testing of my electronic ignition with "PITA" Payne.
"Honey I'm home!"
Jim "Pappy" Goolsby
In a message dated 10/9/2012 7:24:03 A.M. Eastern Daylight Time, dsavarese0812(at)bellsouth.net writes:
Totally agree. Ethanol can be a disaster to the rubber components in
the fuel system, including the carburetor diaphragm. If you can not
purchase ethanol free auto fuel, based on all the documentation out
there regarding ethanol based fuels in aircraft engines NOT designed to
run on ethanol based fuels, I would not use it. And even if you can
purchase ethanol free auto fuel, it is still very prudent to test it
before putting it in your airplane.
Dennis
A. Dennis Savarese
334-285-6263
334-546-8182 (mobile)
www.yak-52.com
Skype - Yakguy1
On 10/9/2012 2:45 AM, Harv wrote:
>
>
> Presumably the CJ was running on 100LL (with Jim) until you used car gas
>
> Did you look at changing the mixture setting on the carb to account for car gas?
>
>
> Sounds like a bad mixture/fuel or maybe water contanimation.
>
> Probably best to drain all the auto gas from the tanks and put avgas back in. The easiest way to do this is via the fuel strainer on the firewall
| | - 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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mark.bitterlich(at)navy.m
Guest
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| Posted: Tue Oct 09, 2012 6:37 pm Post subject: CJ-6 Engine trouble |
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Everything is a compromise. I've seen remarkable lead build up on exhaust valves on M-14's running on 100LL and nothing added. Especially when the engine is treated gently with low power settings and cool cylinder head temps.
That said, if you can address the lead issue, 100LL is a much cleaner longer lasting fuel than anything else. It's all I run. Others have had success with MOGAS. Others have had some serious issues. Comes back down to personal choice. And that is pretty much how that goes.
Mark
________________________________
From: owner-yak-list-server(at)matronics.com on behalf of Roger Kemp M.D.
Sent: Tue 10/9/2012 9:34 AM
To: yak-list(at)matronics.com
Subject: Re: Re: CJ-6 Engine trouble
Did I hear a Vigra moment there?
I'm with you, Pappy. 110 LL all the way. Especially after having to tear down and rebuild a brand new lawn tractor's carb because it sat on the show room curb for a couple of months. The varnish build up in the jets, float bowl, and the solenoid was remarkable! The diaphragm in the 52/50 is not rated for ethanol and the flapper valves in the right wing fuel line does not like the crap that is in auto fuel just to name a couple things I've seen with auto gas usage.
Kind like the Fram filter man...pay me now or pay me later.
Doc
Sent from my iPad
On Oct 9, 2012, at 8:08 AM, cjpilot710(at)aol.com wrote:
My personal experience and feelings ( no accounting it) is that using automotive gas is a bunch of crap. There is no federal guarantee that what you get out of those pumps is anywhere near the quality as 100LL. You pay more for 100LL because you are paying for quality. You can put it in you tank and not fly for 6 months and except for draining off water collecting in the tank, the fuel is still 100LL.
Yes I know you get more flying with cheaper fuel but at the cost of a ruined engine that decides its done 200 feet after lift off? You simply must know what you're putting in your tank. The federalizes and state bureaucrats (yes states have a say in mixtures) have very wide ranges of gas mixes that are allowed at the ground ponders pumps, so there is NO telling what you're getting from one day to the next.
With 100LL you are paying for QUALITY CONTROL. Plus the aviation industry is not a gigantic market in the general scream of things. Also your sweet little local bureaucrat sticks it to you by having your local FBO stick "flowage fees" on top of every thing else.
If we want to bring down the price of 100LL we need to vote for the guy who will eliminate the taxes we pay on 100LL. We'll fly a lot more - - safely.
I apologize for incoherent rabble but I have had my first good nights sleep in 3 weeks, in my own bed (with my own wife) and am deviously happy. Some 20 hours flying the B24 (loves 100LL LOTS OF IT) flying the Fi156FC Storch (also likes 100LL) plus having to put up with a blown oil line on #3 engine ( 7 expensive gallons) on a ramp in Maine during engine start. (thank you dear God) have left me a little tired. The weather sucked most of time but the fall colors were nice.
I am now looking forward to commencing further testing of my electronic ignition with "PITA" Payne.
"Honey I'm home!"
Jim "Pappy" Goolsby
In a message dated 10/9/2012 7:24:03 A.M. Eastern Daylight Time, dsavarese0812(at)bellsouth.net writes:
Totally agree. Ethanol can be a disaster to the rubber components in
the fuel system, including the carburetor diaphragm. If you can not
purchase ethanol free auto fuel, based on all the documentation out
there regarding ethanol based fuels in aircraft engines NOT designed to
run on ethanol based fuels, I would not use it. And even if you can
purchase ethanol free auto fuel, it is still very prudent to test it
before putting it in your airplane.
Dennis
A. Dennis Savarese
334-285-6263
334-546-8182 (mobile)
www.yak-52.com <http://www.yak-52.com/>
Skype - Yakguy1
On 10/9/2012 2:45 AM, Harv wrote:
>
>
> Presumably the CJ was running on 100LL (with Jim) until you used car gas
>
> Did you look at changing the mixture setting on the carb to account for car gas?
>
>
> Sounds like a bad mixture/fuel or maybe water contanimation.
>
> Probably best to drain all the auto gas from the tanks and put avgas back in. The easiest way to do this is via the fuel strainer on the firewall.
>
> Rgs
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=384981#384981
>
>
>
>
>
>
>
>
>
>
>< ies ay - MATRONICS WEB FORUMS - List Contribution Web Site p;
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tmckeon79(at)hotmail.com
Guest
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| Posted: Wed Oct 10, 2012 5:54 pm Post subject: CJ-6 Engine trouble |
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Thank you to all for the advice so far. I have defueled the plane and put 100LL in the tanks. I am still having trouble running up the engine. Any advise on what I should change or look at that the ethanol may have destroyed?
Thanks again,
Tom
From: tmckeon79(at)hotmail.com
To: yak-list(at)matronics.com
Subject: Yak-List: CJ-6 Engine trouble
Date: Mon, 8 Oct 2012 21:22:01 -0400
Hello,
I am having some engine trouble and I am hoping your experience can point me in the right direction.
I have a CJ-6 with a Housai 285hp engine. I went to go fly one day and I started to runup my engine. At low RPM everything seemed fine. Once above 1750 RPM things changed. The RPM needle (Manifold press needle would move in sequence with RPM) would sporatically jump around. When it would jump the engine would chug as if it were about to die and then surge to life. This would happen about every 20 seconds. When I would cycle the Mags the engine would immediately chug and start to die and would certainly cut off if I didn't quickly put the mags back to "both". This would happen with either left or right mag.
I took the plane back to my hangar and looked at a few things. I pulled the fuel filter screen on the lower left of the firewall, it was clean. I pulled the spark plugs from the bottom cylinders and they were good. (I just picked up the plane from a full maintenance inspeciton by Jim Selby in August so everything should be pretty good). Of note, the primer was locked. I opened the top of the Magnetos with the local maintenance workers at my field and looked for any damage. We didn't notice any. Also of note, I have been using Auto gas 87 octane with ethanol. I have been doing this for about a month. It wasn't until a week ago I found out this was bad and I was looking forward to burning off all the fuel in my tanks to replace it with 100LL. But due to this engine problem the tanks are still full of auto gas.
Right now I am guessing it is either fuel related, or ignition related. Any advice would be appreciated.
Tom
PS. Previous problems with the pneumatic system have been fixed. Thanks.
[quote]
rget=_blank>http://www.matronics.com/Navigator?Yak-List
ttp://forums.matronics.com
=_blank>http://www.matronics.com/contribution
[b]
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mark.bitterlich(at)navy.m
Guest
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| Posted: Wed Oct 10, 2012 7:25 pm Post subject: CJ-6 Engine trouble |
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There is a significant amount of fuel in lines and filters and everything else. Make sure you run the engine for at least 15 to 20 minutes before going any further. Make sure you leave it running long enough to get good fuel in there.
If it does not improve, I will leave the next advice to a good mechanic. Most folks here are either aircraft owners or have watched others at work and have learned from it. Me included. That said, Dennis is very good on engines as is George Coy and a few others. If this does not improve, you just may have a very significant problem that you need to engage an expert to fix. Something that goes beyond educated guesses from the general public. Safety could be a real issue here.
Mark Bitterlich
________________________________
From: owner-yak-list-server(at)matronics.com on behalf of Thomas McKeon
Sent: Wed 10/10/2012 9:52 PM
To: yak-list(at)matronics.com
Subject: RE: CJ-6 Engine trouble
Thank you to all for the advice so far. I have defueled the plane and put 100LL in the tanks. I am still having trouble running up the engine. Any advise on what I should change or look at that the ethanol may have destroyed?
Thanks again,
Tom
________________________________
From: tmckeon79(at)hotmail.com
To: yak-list(at)matronics.com
Subject: CJ-6 Engine trouble
Date: Mon, 8 Oct 2012 21:22:01 -0400
Hello,
I am having some engine trouble and I am hoping your experience can point me in the right direction.
I have a CJ-6 with a Housai 285hp engine. I went to go fly one day and I started to runup my engine. At low RPM everything seemed fine. Once above 1750 RPM things changed. The RPM needle (Manifold press needle would move in sequence with RPM) would sporatically jump around. When it would jump the engine would chug as if it were about to die and then surge to life. This would happen about every 20 seconds. When I would cycle the Mags the engine would immediately chug and start to die and would certainly cut off if I didn't quickly put the mags back to "both". This would happen with either left or right mag.
I took the plane back to my hangar and looked at a few things. I pulled the fuel filter screen on the lower left of the firewall, it was clean. I pulled the spark plugs from the bottom cylinders and they were good. (I just picked up the plane from a full maintenance inspeciton by Jim Selby in August so everything should be pretty good). Of note, the primer was locked. I opened the top of the Magnetos with the local maintenance workers at my field and looked for any damage. We didn't notice any. Also of note, I have been using Auto gas 87 octane with ethanol. I have been doing this for about a month. It wasn't until a week ago I found out this was bad and I was looking forward to burning off all the fuel in my tanks to replace it with 100LL. But due to this engine problem the tanks are still full of auto gas.
Right now I am guessing it is either fuel related, or ignition related. Any advice would be appreciated.
Tom
PS. Previous problems with the pneumatic system have been fixed. Thanks.
rget=_blank>http://www.matronics.com/Navigator?Yak-List
ttp://forums.matronics.com
=_blank>http://www.matronics.com/contribution
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jetjockey
Joined: 12 Dec 2006
Posts: 31
Location: Granbury, Texas
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| Posted: Thu Oct 11, 2012 8:53 pm Post subject: Re: CJ-6 Engine trouble |
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|
Some years back my aircraft was mistakenly fueled with auto fuel containing ethanol. The tainted fuel absolutely destroyed the carburetor diaphragm. The symptoms you describe are exactly what I experienced. If you find a source for replacement diaphragms, please post this information to the list as I cannot find a source for them any longer.
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dsavarese0812(at)bellsout
Guest
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| Posted: Fri Oct 12, 2012 5:05 am Post subject: CJ-6 Engine trouble |
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This diaphragm is for the M14 carburetor. It will not work on the
Housai carburetor.
http://www.wlacrussianeng.co.uk/main.asp?ID=5&Product=763
Dennis
A. Dennis Savarese
334-285-6263
334-546-8182 (mobile)
www.yak-52.com
Skype - Yakguy1
On 10/11/2012 11:53 PM, jetjockey wrote:
| Quote: |
Some years back my aircraft was mistakenly fueled with auto fuel containing ethanol. The tainted fuel absolutely destroyed the carburetor diaphragm. The symptoms you describe are exactly what I experienced. If you find a source for replacement diaphragms, please post this information to the list as I cannot find a source for them any longer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=385165#385165
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viperdoc(at)mindspring.co
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| Posted: Fri Oct 12, 2012 5:20 am Post subject: CJ-6 Engine trouble |
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Will the YAK 52 diaphragm work? If so check with west London Aero Club. They have them advertised on their website.
Doc
Sent from my iPad
On Oct 11, 2012, at 11:53 PM, "jetjockey" <jetjockey(at)alumni.utexas.net> wrote:
| Quote: |
Some years back my aircraft was mistakenly fueled with auto fuel containing ethanol. The tainted fuel absolutely destroyed the carburetor diaphragm. The symptoms you describe are exactly what I experienced. If you find a source for replacement diaphragms, please post this information to the list as I cannot find a source for them any longer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=385165#385165
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GeorgeCoy
Joined: 02 Dec 2010
Posts: 310
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| Posted: Fri Oct 12, 2012 5:27 am Post subject: CJ-6 Engine trouble |
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Check the date codes. Old rubber products have a life.
--
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dsavarese0812(at)bellsout
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| Posted: Fri Oct 12, 2012 5:29 am Post subject: CJ-6 Engine trouble |
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No, unfortunately, the M14 carburetor diaphragm will not work on a
Housai carburetor. I did a test several years ago before our friends
in the UK had new diaphragms fabricated. I 'borrowed' a diaphragm from
Doug and tried it. What I found was some of the holes in the M14
diaphragm do not exist in the Housai diaphragm.
Dennis
A. Dennis Savarese
334-285-6263
334-546-8182 (mobile)
www.yak-52.com
Skype - Yakguy1
On 10/12/2012 8:16 AM, Roger Kemp M.D. wrote:
| Quote: |
Will the YAK 52 diaphragm work? If so check with west London Aero Club. They have them advertised on their website.
Doc
Sent from my iPad
On Oct 11, 2012, at 11:53 PM, "jetjockey" <jetjockey(at)alumni.utexas.net> wrote:
>
>
> Some years back my aircraft was mistakenly fueled with auto fuel containing ethanol. The tainted fuel absolutely destroyed the carburetor diaphragm. The symptoms you describe are exactly what I experienced. If you find a source for replacement diaphragms, please post this information to the list as I cannot find a source for them any longer.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=385165#385165
>
>
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dsavarese0812(at)bellsout
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| Posted: Fri Oct 12, 2012 5:37 am Post subject: CJ-6 Engine trouble |
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I also know that Mark Jefferies in the UK was having new diaphragms
made. No disk in the center. All one had to do is transfer the disk
from the old diaphragm to the new one.
A. Dennis Savarese
334-285-6263
334-546-8182 (mobile)
www.yak-52.com
Skype - Yakguy1
On 10/12/2012 8:28 AM, George Coy wrote:
[quote]
Check the date codes. Old rubber products have a life.
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Etienne Verhellen
Joined: 13 Apr 2007
Posts: 141
Location: Belgium
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tmckeon79(at)hotmail.com
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| Posted: Fri Oct 12, 2012 5:52 am Post subject: CJ-6 Engine trouble |
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After some more runups and a little more reading I do believe it is the carburator diaphram. Doug is out of them. The only place I found was an advertisement for parts on the barnstormers website directly from China. I am getting way over charged but I don't really have a choice. I'll let you know what happens.
| Quote: | Subject: Re: CJ-6 Engine trouble
From: jetjockey(at)alumni.utexas.net
Date: Thu, 11 Oct 2012 21:53:01 -0700
To: yak-list(at)matronics.com
--> Yak-List message posted by: "jetjockey" <jetjockey(at)alumni.utexas.net>
Some years back my aircraft was mistakenly fueled with auto fuel containing ethanol. The tainted fuel absolutely destroyed the carburetor diaphragm. The symptoms you describe are exactly what I experienced. If you find a source for replacement diaphragms, please post this information to the list as I cannot find a source for them any longer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=385165#385165
>====================
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[quote][b]
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