X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-da06.mx.aol.com ([205.188.169.203] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with ESMTP id 5098396 for flyrotary@lancaironline.net; Sat, 20 Aug 2011 11:10:43 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.169.203; envelope-from=Lehanover@aol.com Received: from mtaomg-ma01.r1000.mx.aol.com (mtaomg-ma01.r1000.mx.aol.com [172.29.41.8]) by imr-da06.mx.aol.com (8.14.1/8.14.1) with ESMTP id p7KF9xme015060 for ; Sat, 20 Aug 2011 11:09:59 -0400 Received: from core-mod002a.r1000.mail.aol.com (core-mod002.r1000.mail.aol.com [172.29.196.5]) by mtaomg-ma01.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 83554E00008F for ; Sat, 20 Aug 2011 11:09:59 -0400 (EDT) From: Lehanover@aol.com Message-ID: <3c2f.370ad7a8.3b812847@aol.com> Date: Sat, 20 Aug 2011 11:09:59 -0400 (EDT) Subject: Re: [FlyRotary] Re: Fwd: oil premix data; info request To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_3c2f.370ad7a8.3b812847_boundary" X-Mailer: AOL 9.6 sub 5004 X-AOL-IP: 173.88.22.222 X-Originating-IP: [173.88.22.222] x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:442181440:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d29084e4fce476eae --part1_3c2f.370ad7a8.3b812847_boundary Content-Type: text/plain; charset="ISO-8859-1" Content-Transfer-Encoding: quoted-printable Of the many things to think about is the oiling system and pieces.=20 =20 That bypass valve that filter folks talk about is not a valve at all. Most = =20 filter spin on cans have the elements pressed against the top cover=20 (where the oil enters and leaves) by a spring. Oil flows into the can=20 (through the small holes around the outside) and exits through the big cen= ter=20 hole. There is a seal between the outer small holes and the inner big hole= . =20 When the element loads up with dirt or bearing material, the pressure drop = =20 across the element forces the element away from the top plate against a=20 spring in the bottom of the can. That spring is a real coil spring in good= =20 filters, and a flat (leaf) in cheap filters like Fram. =20 Where the can is mounted inverted, the heavy debris piles up around the =20 plate end of the element. So when the element bypasses the oil can flow=20 directly from the small holes to the big hole with no filtration at all. And right there is all of that dying engine debris ready to go right back = =20 to the bearings.=20 =20 Where the can is mounted with the plate up, the heavy stuff is at the =20 bottom of the can away from the plate. May not sound like much until you arrive at over the trees at Podunk needing only 2 seconds more power= =20 to clear that last tree and make the runway.=20 =20 The remote mount is a weight penalty unless you needed more nose weight =20 anyway. But provides more latitude on location and clearance.=20 The inverted element tends to trap foamed oil at low engine speeds, and =20 save it as a dose of air and condensate for your next start up.=20 =20 K&N filters have a 450 to 550 pound burst can and are used in most racing= =20 classes. They cost just slightly more than a good street filter and are =20 available in any hot rod shop or mail order.=20 =20 The Frams that Racing Beat suggests are really good filters, and I would be= =20 shocked to find that Fram actually makes them. Those filters are way too= =20 big for aircraft use and very heavy when full of oil. The usual filter sta= nd=20 is built to fit the Fram PH8A or Lee FL-1 Both Ford crosses from the 70s. = =20 The center hole is 3/4 x 16 thread. The NAPA 1515 also works just fine if you have a store close by.=20 About 9 GPM and 300 pound burst.=20 =20 The airplane engine has a more severe duty cycle than a race car. It is=20 load limited to about 6,500 RPM at wide open throttle. So the heat is =20 constant and high. The racer has long periods of closed throttle and even t= hough=20 the RPM may be much higher at times the cooling load is lighter than for = =20 the aircraft. =20 =20 We use one ounce per gallon of Red Line synthetic 2 cycle oil in the fuel. = =20 No wear, and never a failure. For 2 cycle nonsynthetics I would never go=20 less than one ounce per gallon. And a bit more won't hurt anything. Never use synthetic crank case oil in the fuel. It is very stable at high = =20 temps and will make black puddles under you exhaust pipe. =20 =20 I run on as usual. =20 Lynn E. Hanover=20 =20 =20 In a message dated 8/19/2011 11:39:52 A.M. Paraguay Standard Time, =20 echristley@att.net writes: One of these remote mounts bolted to the firewall solves a lot of=20 problems. Just cover the filter block mount point=20 with a chunk of aluminum and pipe oil from the remote mount into the port= =20 at the bottom of the engine below the port. I=20 have an extra adapter to convert that port to AN if you want it, but=20 you'll need two. I think it was Mazda Trix that=20 sells them. Andrew Martin wrote: > Charlie, I made my own adapter that utilises stock filter, 20mm block=20 > drilled to reverse oil ports and accommodate pressure,temp and RD-1c=20 ports. > easy to do just mark oil ports from gasket on both sides of adapter=20 > block then drill holes at a 45=B0 angle from each side, think about it a= s=20 > its not hard to do once you drill in the right direction. >=20 > Andrew >=20 > =20 --part1_3c2f.370ad7a8.3b812847_boundary Content-Type: text/html; charset="ISO-8859-1" Content-Transfer-Encoding: quoted-printable
Of the many things to think about is the oiling system and pieces.
 
That bypass valve that filter folks talk about is not a valve at all. = Most=20 filter spin on cans have the elements pressed against the top cover
(where the oil enters and leaves) by a spring. Oil flows into the= =20 can (through the small holes around the outside) and exits throug= h the=20 big center hole. There is a seal between the outer small holes and the inne= r big=20 hole.
 
When the element loads up with dirt or bearing material, the pressure = drop=20 across the element forces the element away from the top plate against a spr= ing=20 in the bottom of the can. That spring is a real coil spring in good filters= , and=20 a flat (leaf) in cheap filters like Fram.
 
Where the can is mounted inverted, the heavy debris piles up around th= e=20 plate end of the element. So when the element bypasses the oil can flow dir= ectly=20 from the small holes to the big hole with no filtration at all.
And right there is all of that dying engine debris ready to go right b= ack=20 to the bearings. 
 
Where the can is mounted with the plate up, the heavy stuff is at the= =20 bottom of the can away from the plate. May not sound like much until
you arrive at over the trees at Podunk needing only 2 seconds mor= e=20 power to clear that last tree and make the runway. 
 
The remote mount is a weight penalty unless you needed more nose weigh= t=20 anyway. But provides more latitude on location and clearance.
The inverted element tends to trap foamed oil at low engine speeds, an= d=20 save it as a dose of air and condensate for your next start up.
 
K&N filters have a 450 to 550 pound burst can and are used in most= =20 racing classes. They cost just slightly more than a good street filter and = are=20 available in any hot rod shop or mail order.
 
The Frams that Racing Beat suggests are really good filters, and I wou= ld be=20 shocked to find that Fram actually makes them. Those filters are way too bi= g for=20 aircraft use and very heavy when full of oil. The usual filter stand is bui= lt to=20 fit the Fram PH8A or Lee FL-1 Both Ford crosses from the 70s.  The cen= ter=20 hole is 3/4 x 16 thread.
The NAPA 1515 also works just fine if you have a store close by.
About 9 GPM and 300 pound burst.
 
The airplane engine has a more severe duty cycle than a race car. It i= s=20
load limited to about 6,500 RPM at wide open throttle. So the heat is= =20 constant and high. The racer has long periods of closed throttle and even t= hough=20 the RPM may be much higher at times the cooling load is lighter than f= or=20 the aircraft.  
 
We use one ounce per gallon of Red Line synthetic 2 cycle oil in the f= uel.=20 No wear, and never a failure. For 2 cycle nonsynthetics I would never go le= ss=20 than one ounce per gallon. And a bit more won't hurt anything.
Never use synthetic crank case oil in the fuel. It is very stable at h= igh=20 temps and will make black puddles under you exhaust pipe.  
 
I run on as usual.
 
Lynn E. Hanover 
 
In a message dated 8/19/2011 11:39:52 A.M. Paraguay Standard Time,=20 echristley@att.net writes:
= One of=20 these remote mounts bolted to the firewall solves a lot of problems. = ;=20 Just cover the filter block mount point
with a chunk of aluminum and = pipe=20 oil from the remote mount into the port at the bottom of the engine below= the=20 port.  I
have an extra adapter to convert that port to AN if you= want=20 it, but you'll need two.  I think it was Mazda Trix that
sells= =20 them.

Andrew Martin wrote:
> Charlie, I made my own adapter = that=20 utilises stock filter, 20mm block
> drilled to reverse oil ports a= nd=20 accommodate pressure,temp and RD-1c ports.
> easy to do just mark o= il=20 ports from gasket on both sides of adapter
> block then drill hole= s at=20 a 45=B0 angle from each side, think about it as
> its not hard to = do once=20 you drill in the right direction.
>
> Andrew
>
>= ;=20
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