X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [64.129.170.194] (HELO VIRCOM1.FCDATA.PRIVATE) by logan.com (CommuniGate Pro SMTP 6.0.6) with ESMTP id 6440583 for flyrotary@lancaironline.net; Sun, 25 Aug 2013 01:15:29 -0400 Received-SPF: error receiver=logan.com; client-ip=64.129.170.194; envelope-from=cbarber@texasattorney.net Received: from FCD-MAIL06.FCDATA.PRIVATE (unverified [172.16.5.23]) by VIRCOM1.FCDATA.PRIVATE (Vircom SMTPRS 5.22.7.16456) with ESMTP id for ; Sun, 25 Aug 2013 00:14:02 -0500 X-Modus-BlackList: 172.16.5.23=OK;cbarber@texasattorney.net=OK X-Modus-RBL: 172.16.5.23=Excluded X-Modus-Trusted: 172.16.5.23=NO X-Modus-Audit: FALSE;0;0;0 Received: from FCD-MAIL05.FCDATA.PRIVATE ([fe80::809d:a06e:5913:452e]) by FCD-MAIL06.FCDATA.PRIVATE ([fe80::697f:d6aa:b87:78d8%17]) with mapi id 14.03.0158.001; Sun, 25 Aug 2013 00:16:12 -0500 From: Chris Barber To: Rotary motors in aircraft CC: Rotary motors in aircraft Subject: Re: [FlyRotary] Thermal Pelet/oil pressure Thread-Topic: [FlyRotary] Thermal Pelet/oil pressure Thread-Index: AQHOoTkwF4wLfTbI8kWJEZreGTK0EpmlYZdL Date: Sun, 25 Aug 2013 05:14:48 +0000 Message-ID: <91C49A57-2063-4792-8EF3-5664496DD366@texasattorney.net> References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: Content-Type: multipart/alternative; boundary="_000_91C49A57206347928EF35664496DD366texasattorneynet_" MIME-Version: 1.0 --_000_91C49A57206347928EF35664496DD366texasattorneynet_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Yep, and Murphy was an optimist. :-). Sent from my iPhone 5 On Aug 24, 2013, at 21:15, "Lehanover@aol.com" > wrote: I found a picture of the thermal pelet as installed in the crank. In this picture it appears that the pelet is shown in the hot position, which closes off the end of the main oil gallery throu= gh the crank, and this would be the same situation you would produce with t= he solid piece racers use. I think Tracy sold these at one time. There is n= o suggestion of how this works with this picture. I am guessing that when cold, the plunger and sleeve move forward and open= the gallery to the holes in the crank nose, dumping much of the oil into t= he oil pan, thus lowering the oil pressure to a point that leaves the sprin= g powered balls below the spray nozzles seated so that no cooling oil enters the rotors. This then allows the rotors to heat up quickly and that shortens the time for warming, and that reduces the time you need = for rich, operation of a cold engine. So, the pelet can fail in the open position, and produce very low oil press= ure, even though the engine and oil is hot. If this is still in place and has failed, it could be the culprit in chronic low oil pressure. But just a guess. Remember Murphy: If it can fail, It will fail. Lynn E. Hanover -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.= html --_000_91C49A57206347928EF35664496DD366texasattorneynet_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable
Yep, and Murphy was an optimist. :-). 

Sent from my iPhone 5

On Aug 24, 2013, at 21:15, "Lehan= over@aol.com" <Lehanover@a= ol.com> wrote:

I found a picture of the thermal pelet as ins= talled in the crank.
 
In this picture it appears that the pelet is = shown
in the hot position, which closes off the end= of the main oil gallery through the crank, and this would be the same situ= ation you would produce with the solid piece racers use. I think Tracy sold= these at one time. There is no suggestion of how this works with this picture.
 
 I am guessing that when cold, the plung= er and sleeve move forward and open the gallery to the holes in the crank n= ose, dumping much of the oil into the oil pan, thus lowering the oil pressu= re to a point that leaves the spring powered balls below the spray nozzles seated
so that no cooling oil enters the rotors.
 
This then allows the rotors to heat up quickl= y
and that shortens the time for warming, and t= hat reduces the time you need for rich, operation of a cold engine.
 
So, the pelet can fail in the open position, = and produce very low oil pressure, even though the engine and oil is hot.
 
If this is still in place and has failed, it = could be
the culprit in chronic low oil pressure. But = just a guess.
 
Remember Murphy: If it can fail, It will fail= .
 
Lynn E. Hanover
<Thermal pellet..jpg>
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