Return-Path: Sender: (Marvin Kaye) To: flyrotary Date: Tue, 27 May 2003 22:45:04 -0400 Message-ID: X-Original-Return-Path: Received: from [199.185.220.240] (HELO priv-edtnes53.telusplanet.net) by logan.com (CommuniGate Pro SMTP 4.1b6) with ESMTP id 2365388 for flyrotary@lancaironline.net; Tue, 27 May 2003 22:33:31 -0400 Received: from Endurance ([207.194.22.109]) by priv-edtnes53.telusplanet.net (InterMail vM.5.01.05.17 201-253-122-126-117-20021021) with SMTP id <20030528023326.EUCB4331.priv-edtnes53.telusplanet.net@Endurance> for ; Tue, 27 May 2003 20:33:26 -0600 From: "Haywire" X-Original-To: "Rotary motors in aircraft" Subject: RE: [FlyRotary] Re: oil return location? X-Original-Date: Tue, 27 May 2003 19:33:14 -0700 X-Original-Message-ID: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0020_01C32486.D0CB5530" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook IMO, Build 9.0.2416 (9.0.2910.0) X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2600.0000 Importance: Normal In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_0020_01C32486.D0CB5530 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Hi Rusty; As Mike has just pointed out you must return above the oil level. I considered running my return to the front cover, but my options there were limited, as I'm using the oil pump and feel comfortable tapping into the turbo oil return line. Routing the oil to here would also be a long convoluted run, trying to avoid the heat of the turbo and maintain a downward slope. I ended up using a Parker SS bulkhead fitting through the wall of the oil pan, forward of the level sensor & 1/2" from the top of oil pan. After much procrastinating and trying to find an easier way, I finally removed the bottom left engine mount, oil pan, installed the fitting, remounted the pan & mount all in less than an hour, or about half the time I spent trying to find an easier way. I then added 5 litres of oil and it was just below the level of the port. This level should lower a little once oil fills the filter and cooler, so should keep my return line above the oil level in most attitudes of co-ordinated flight. The picture of your engine with the oil filter pad cut-off, shows that Bruce has tapped those holes with what looks like 3/8 pipe thread. You should return your oil to the top port. If you just return to the normal port at the bottom of the engine, then you must still connect those 2 ports with the pipe plugs in them. If you don't your engine will get no oil. If you only return to the top port then you will still have to "T" your feed line to provide a pressure signal, not to mention oil for your PSRU and that turbo that you know you will be installing. You know, while at first thought, it seems a good idea the way that Bruce has machined off the oil pad, it now seems to me that it is better left on to allow mounting of a bypass plate where it is easy to tap off oil for other uses. Of course you can still get oil for your turbo from the front plate by drilling out the brass plug on the supply line. S. Todd Bartrim Turbo 13B RV-9Endurance C-FSTB http://www3.telus.net/haywire/RV-9/C-FSTB.htm "Whatever you vividly imagine, Ardently desire, Sincerely believe in, Enthusiastically act upon, Must inevitably come to pass" ------=_NextPart_000_0020_01C32486.D0CB5530 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Hi=20 Rusty;

As Mike has just pointed out you must return = above the oil=20 level. I considered running my return to the front cover, but my options = there=20 were limited, as I'm using the oil pump and feel comfortable tapping = into the=20 turbo oil return line. Routing the oil to here would also be a long = convoluted=20 run, trying to avoid the heat of the turbo and maintain a downward = slope. I=20 ended up using a Parker SS bulkhead fitting through the wall of the oil = pan,=20 forward of the level sensor & 1/2" from the top of oil pan. After = much=20 procrastinating and trying to find an easier way, I finally removed the = bottom=20 left engine mount, oil pan, installed the fitting, remounted the = pan &=20 mount all in less than an hour, or about half the time I spent trying to = find an=20 easier way. I then added 5 litres of oil and it was just below the level = of the=20 port. This level should lower a little once oil fills the filter and = cooler, so=20 should keep my return line above the oil level in most attitudes of = co-ordinated=20 flight.

The picture of your engine with = the oil filter=20 pad cut-off, shows that Bruce has tapped those holes with what looks = like 3/8=20 pipe thread. You should return your oil to the top port. If you just = return to=20 the normal port at the bottom of the engine, then you must still connect = those 2=20 ports with the pipe plugs in them. If you don't your engine will get no = oil. If=20 you only return to the top port then you will still have to "T" your = feed line=20 to provide a pressure signal, not to mention oil for your PSRU and that = turbo=20 that you know you will be installing.

You know, while at first thought, it seems a = good idea=20 the way that Bruce has machined off the oil pad, it now seems to me that = it is=20 better left on to allow mounting of a bypass plate where it is easy to = tap off=20 oil for other uses. Of course you can still get oil for your turbo from = the=20 front plate by drilling out the brass plug on the supply=20 line.

S. Todd Bartrim
Turbo 13B=20 RV-9Endurance
C-FSTB
http://www3.telus.net/haywire/RV-9/C-FSTB.htm

= "Whatever you vividly imagine, Ardently desire, = Sincerely=20 believe in, Enthusiastically act upon, Must inevitably come to pass"

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