Return-Path: Received: from email2k3.itlnet.net ([64.19.112.12] verified) by logan.com (CommuniGate Pro SMTP 4.2.5) with ESMTP id 595981 for flyrotary@lancaironline.net; Sat, 08 Jan 2005 14:38:30 -0500 Received-SPF: none receiver=logan.com; client-ip=64.19.112.12; envelope-from=jwvoto@itlnet.net Received: from rav.itlnet.net (unverified [192.168.10.149]) by itlnet.net (Rockliffe SMTPRA 6.1.16) with SMTP id for ; Sat, 8 Jan 2005 13:37:59 -0600 Received: from JWVOTO (unverified [64.19.114.38]) by itlnet.net (Rockliffe SMTPRA 6.1.16) with SMTP id for ; Sat, 8 Jan 2005 13:37:55 -0600 Message-ID: <006301c4f5b9$e2709380$26741340@JWVOTO> From: "Wendell Voto" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] For Wendell Re: [FlyRotary] Re: Oil Pump Drive Key take 2 Date: Sat, 8 Jan 2005 13:39:24 -0600 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_005C_01C4F587.775D2680" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 5.50.4133.2400 X-MimeOLE: Produced By Microsoft MimeOLE V5.50.4133.2400 This is a multi-part message in MIME format. ------=_NextPart_000_005C_01C4F587.775D2680 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable ----- Original Message -----=20 From: Leon=20 To: Rotary motors in aircraft=20 Sent: Saturday, January 08, 2005 9:36 AM Subject: [FlyRotary] For Wendell Re: [FlyRotary] Re: Oil Pump Drive = Key take 2 Thanks for the input Leon, will inspect per Ed's advice and decide if = front cover needs to come off. Wendell Wendell, Nah, the inspection is done during assembly. If you wasnt to check = it on an assembled engine, basically, the frotn cover has to come off, = and the nut and lock washer removed. That's why it's always smart to = double check DURING assembly! During assembly, the whole pump is already bolted on the engine. The = oil pump DRIVEN sprocket together with the crank DRIVE sprocket & chain = are slipped on the two shafts. The trick is not to dislodge the = Woodruff key from the keyway on the pump shaft. As I said below, I = normally LIGHTLY stake the keyway in the pump shaft. Just a GENTLE tap = with the blade of a small chisel or screwdriver is usually enough. Then = the key itself can't easily slip. Trial fit the oil pump sprocket = before you attempt it with the chain and the E-Shaft sprocket. You need to look down the keyway of the sprocket to make sure you = can see the key and line it up with the keyway anyway. With a bit of = juggling and jiggling, it will all fall into place. If it's not = correctly installed, it is obvious. The key should be within 4 mm of = the end of the sprocket. I don't know how else to describe it. With the = key correctly installed, I usually then line up the drive sprocket and = counterweight, then fit the square E-Shaft key. Then I fit the oil = pump lock washer & nut, tighten the nut, and fold over the lock washer = tab (MOST important!!).. Hope this clarifies the situation, Leon ----- Original Message -----=20 From: Wendell Voto=20 To: Rotary motors in aircraft=20 Sent: Saturday, January 08, 2005 11:22 AM Subject: [FlyRotary] Re: Oil Pump Drive Key was Re: [FlyRotary] Re: = Some things to check=20 ----- Original Message -----=20 From: Leon=20 To: Rotary motors in aircraft=20 Sent: Friday, January 07, 2005 2:46 PM Subject: [FlyRotary] Oil Pump Drive Key was Re: [FlyRotary] Re: = Some things to check=20 Wendell, Ed Anderson had a problem where the oil pump Wooodruff key wasn't = in the keyway. The drive was just taken by the friction of the = tensioned nut. Worked for a while. Sooner or later, the sprocket will = slip on the shoulder of the pump shaft. The symptom is intermittent = loss of oil pressure, which gets worse as the sprocket wears on the = shaft shoulder. So, as I said in the post below, always make sure that the key = is actually in the keyway before fitting to nut & lockwasher. The key = itself is very tiny, and it requires a bit of juggling to get it in the = keyway in the sprocket. I normally gently stake the keyway in the shaft = so that the key can't slip out. Hope this makes sense! Leon Thanks Leon, can proper installation be checked by inspection or = do you have to remove the pump and start over? Wendell ------=_NextPart_000_005C_01C4F587.775D2680 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
 
----- Original Message -----
From:=20 Leon
Sent: Saturday, January 08, = 2005 9:36=20 AM
Subject: [FlyRotary] For = Wendell Re:=20 [FlyRotary] Re: Oil Pump Drive Key take 2
Thanks for the input Leon, will inspect per = Ed's=20 advice and decide if front cover needs to come off.
Wendell
Wendell,
 
Nah,  the inspection is done = during=20 assembly.  If you wasnt to check it on an assembled engine,  = basically,  the frotn cover has to come off,  and the nut = and lock=20 washer removed.  That's why it's always smart to double check = DURING=20 assembly!
 
During assembly,  the whole pump = is already=20 bolted on the engine.  The oil pump DRIVEN sprocket together = with=20 the crank DRIVE sprocket & chain are slipped on the two = shafts.  The=20 trick is not to dislodge the Woodruff key from the keyway on the pump=20 shaft.  As I said below,  I normally LIGHTLY stake the = keyway=20 in the pump shaft.  Just a GENTLE tap with the blade of a=20 small chisel or screwdriver is usually enough. Then the key = itself can't=20 easily slip.  Trial fit the oil pump sprocket before you attempt = it with=20 the chain and the E-Shaft sprocket.
 
  You need to look = down the keyway=20 of the sprocket to make sure you can see the key and line it up with = the=20 keyway anyway.  With a bit of juggling and jiggling,  = it will=20 all fall into place.  If it's not correctly = installed,  it=20 is obvious. The key should be within 4 mm of the end of = the=20 sprocket. I don't know how else to describe it.  With the key = correctly=20 installed,  I usually then line up the drive sprocket and=20 counterweight,  then fit the square E-Shaft key.  Then I fit = the oil=20 pump lock washer & nut, tighten the nut,  and fold over the = lock=20 washer tab (MOST important!!)..
 
Hope this clarifies the = situation,
 
Leon
----- Original Message -----
From:=20 Wendell Voto=20
To: Rotary motors in = aircraft=20
Sent: Saturday, January 08, = 2005 11:22=20 AM
Subject: [FlyRotary] Re: Oil = Pump Drive=20 Key was Re: [FlyRotary] Re: Some things to check

 
----- Original Message ----- =
From:=20 Leon=20
To: Rotary motors in = aircraft=20
Sent: Friday, January 07, = 2005 2:46=20 PM
Subject: [FlyRotary] Oil = Pump Drive=20 Key was Re: [FlyRotary] Re: Some things to check

Wendell,
 
Ed Anderson had a problem where = the oil pump=20 Wooodruff key wasn't in the keyway.  The drive was just taken = by the=20 friction of the tensioned nut. Worked for a = while. Sooner or=20 later,  the sprocket will slip on the shoulder of the pump=20 shaft.  The symptom is intermittent loss of oil = pressure,  which=20 gets worse as the sprocket wears on the shaft = shoulder.
 
So,  as I said in the post = below, =20 always make sure that the key is actually in the keyway before = fitting to=20 nut & lockwasher.  The key itself is very tiny,  and = it=20 requires a bit of juggling to get it in the keyway in the = sprocket. =20 I normally gently stake the keyway in the shaft so that the key = can't slip=20 out.
 
Hope this makes = sense!
 
Leon
Thanks Leon, can proper = installation be=20 checked by inspection or do you have to remove the pump and = start=20 over?
Wendell
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