jill(at)m-14p.com
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 Posted: Wed Feb 15, 2017 6:23 am Post subject: Thread comments |
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Group,
1. Re: Yak 55 Wing bolts - Steve, I will contact you off-list.
2. M-14P, Series II:
Nosecase- Richard is correct. OKBM instituted the change for the
centrifugal oil filter and found that the drive failed. This is what were
told when Carl and I went through the factory overhaul course at OKBM in
Voronezh in 2001.
In addition, the drive gears were redesigned in the accessory
section and the "bridges" in the casting of the accessory section from
Series I to Series II.
3. M-14P Overhaul time:
We received an engine from a customer that had flown 2200+ hours on
a new engine purchased from Carl, with no major work on the engine. He
maintained the engine to a high standard. That said, the cylinders showed
the long-term effects. There were 2 cylinders with exhaust guides that were
loose in the cylinder head. The cylinder work is the most expensive part of
the engine overhaul process. I would not advise going this long before
overhaul. Original, new exhaust valves are expensive and not readily
available. Fortunately, we have built our stock of these parts over the
past 25 years.
The biggest determining factors on engine life is how the engine is
flown, as Richard mentioned, and how it is maintained. There is a class of
owners that will run the poor engine until there is a failure, when they
need to be tending to it with a little bit of TLC. I often wonder if they
treat their spouses or significant others in this same fashion. If you take
care of it, it will take care of you.
I am not going to get into a lengthen discussion at the moment, but
I will write an article in the future about overhaul times, costs, upgrades
and choices. It will also include our recommendations for accessory overhaul
times; which are earlier than an engine TBO.
Fly safe, have fun.
Jill
M-14P, Inc.
4905 Flightline Drive
Kingman, AZ 86401
928-681-4400
www.m-14p.com
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