From: <flyrotary@lancaironline.net>
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Full-name: Lehanover
Message-ID: <867cea.540592d5.43c9ef04@aol.com>
Date: Fri, 15 Jan 2016 01:43:16 -0500
Subject: Re: [FlyRotary] Re: Oil Scavenge Pump vs Custom Oil Pan
To: flyrotary@lancaironline.net
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Crank case venting should be as large an ID as is possible. The stock vent  
is too small for mild street use and not at all adequate for sustained high 
 power applications. The rotors built up to factory specs leak like a 
screen  door. So oil is contaminated with combustion products and debris. I build 
up  side seal gaps at less than zero. So long as the 2 side seals and 
corner seal  can move as a unit, everything is golden. Instant starting even when 
hot. Good  for 10 races, shifting at 9,600 RPM,  then that engine becomes 
the spare  and a fresh engine goes in for next season. On teardown the side 
seal gaps are  still tighter than stock minimums.
 
Oil recovery systems need to enter the pan well below the level of the oil. 
 This forms a one way valve where oil can return from a separator and stack 
up in  the return line a bit higher than the oil level, but pan oil cannot 
be lifted up  the return line by crank case pressure. Return lines also need 
to be as large a  diameter as is possible. Foamed oil has no interest in 
flowing down a dash 4  return line. And rotaries foam the oil inside the 
rotors. Much worse than piston  engines. Foamed oil is very light and tends to 
flow slowly. 
 
Racing oils have many features that are a help in rotary engines. High film 
 strength. High anti scuff content.
Large amounts of antifoaming agents. I use 40 weight RedLine racing  
synthetic in the crank case. I mix 1 ounce of RedLine racing 2 cycle oil in each  
gallon of fuel. The fuel is regular gas with no alcohol. You can use Mr  
Sohns gizmo to run oil through the stock system from a bottle of synthetic 2  
cycle oil. No mixing required.
 
I can have any oil pressure I want because I use a three stage external oil 
 pump and a dry sump oil reserve tank. I have 85 pounds at idle and as soon 
as  the revs come up, a solid 100 PSI. My oil pan is a flat plate. Before 
we got all  fancy with the oil system we ran the stock pump in our 12As. Take 
off the stock  bug screen. It is too course to stop anything dangerous, yet 
so small it  restricts oil flow. Next look at the sharp edged oil pickup 
tube. A flow  disaster. Braze a large diameter 1/4" thick washer to the end of 
the tube.  Radius the inlet so as to look like the bell on a trumpet. Lap 
the flange end  flat and install it with no gasket.
It cannot fail if it isn't there. Drill and safety the little bolts. The  
pickups do fall off once in a while.
 
Marvel Mystery oil is a mystery. What is in it is the mystery  and it has 
no place in an aircraft. I use it to wipe  rust off of  things, as lubricant 
for drilling holes and for killing weeds. Engines survive  in spite of 
Marvel Mystery oil, not because of it. Use the full one ounce  per gallon of 2 
cycle oil please.
 
No oil related failures since 1980.
 
Lynn E. Hanover 
 
   
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<DIV>Crank case venting should be as large an ID as is possible. The stock=
 vent=20
is too small for mild street use and not at all adequate for sustained hig=
h=20
power applications. The rotors built up to factory specs leak like a scree=
n=20
door. So oil is contaminated with combustion products and debris. I build=
 up=20
side seal gaps at less than zero. So long as the 2 side seals and corner=
 seal=20
can move as a unit, everything is golden. Instant starting even when hot.=
 Good=20
for 10 races, shifting at 9,600 RPM,&nbsp; then that engine becomes the sp=
are=20
and a fresh engine goes in for next season. On teardown the side seal gaps=
 are=20
still tighter than stock minimums.</DIV>
<DIV>&nbsp;</DIV>
<DIV>Oil recovery systems need to enter the pan well below the level of th=
e oil.=20
This forms a one way valve where oil can return from a separator and stack=
 up in=20
the return line a bit higher than the oil level, but pan oil cannot be lif=
ted up=20
the return line by crank case pressure. Return lines also need to be as la=
rge a=20
diameter as is possible. Foamed oil has no interest in flowing down a dash=
 4=20
return line. And rotaries foam the oil inside the rotors. Much worse than=
 piston=20
engines. Foamed oil is very light and tends to flow slowly. </DIV>
<DIV>&nbsp;</DIV>
<DIV>Racing oils have many features that are a help in rotary engines. Hig=
h film=20
strength. High anti scuff content.</DIV>
<DIV>Large amounts of antifoaming agents. I use 40 weight RedLine racing=
=20
synthetic in the crank case. I mix 1 ounce of RedLine racing 2 cycle oil=
 in each=20
gallon of&nbsp;fuel. The fuel is regular gas with no alcohol. You can use=
 Mr=20
Sohns gizmo to run oil through the stock system from a bottle of synthetic=
 2=20
cycle oil. No mixing required.</DIV>
<DIV>&nbsp;</DIV>
<DIV>I can have any oil pressure I want because I use a three stage extern=
al oil=20
pump and a dry sump oil reserve tank. I have 85 pounds at idle and as soon=
 as=20
the revs come up, a solid 100 PSI. My oil pan is a flat plate. Before we=
 got all=20
fancy with the oil system we ran the stock pump in our 12As. Take off the=
 stock=20
bug screen. It is too course to stop&nbsp;anything dangerous, yet so small=
 it=20
restricts oil flow. Next look at the sharp edged oil pickup tube. A flow=
=20
disaster. Braze a large diameter 1/4" thick washer to the end of the tube.=
=20
Radius the inlet so as to look like the bell on a trumpet. Lap the flange=
 end=20
flat and install it with no gasket.</DIV>
<DIV>It cannot fail if it isn't there. Drill and safety the little bolts.=
 The=20
pickups do fall off once in a while.</DIV>
<DIV>&nbsp;</DIV>
<DIV>Marvel Mystery oil is a mystery. What&nbsp;is in it is&nbsp;the myste=
ry=20
and&nbsp;it has no&nbsp;place in an aircraft. I use it to wipe &nbsp;rust=
 off of=20
things, as lubricant for drilling holes and for killing weeds. Engines sur=
vive=20
in spite of Marvel&nbsp;Mystery oil, not because of it. Use the full one=
 ounce=20
per gallon of 2 cycle oil please.</DIV>
<DIV>&nbsp;</DIV>
<DIV>No oil related failures since 1980.</DIV>
<DIV>&nbsp;</DIV>
<DIV>Lynn E. Hanover&nbsp;</DIV>
<DIV>&nbsp;</DIV>
<DIV>&nbsp;&nbsp;&nbsp;</DIV></FONT></BODY></HTML>
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