X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from vms173023pub.verizon.net ([206.46.173.23] verified) by logan.com (CommuniGate Pro SMTP 6.0.6) with ESMTP id 6441575 for flyrotary@lancaironline.net; Mon, 26 Aug 2013 07:47:04 -0400 Received-SPF: pass receiver=logan.com; client-ip=206.46.173.23; envelope-from=finn.lassen@verizon.net Received: from [192.168.1.2] ([unknown] [70.209.9.63]) by vms173023.mailsrvcs.net (Sun Java(tm) System Messaging Server 7u2-7.02 32bit (built Apr 16 2009)) with ESMTPA id <0MS400JL3ZD2KW10@vms173023.mailsrvcs.net> for flyrotary@lancaironline.net; Mon, 26 Aug 2013 06:46:15 -0500 (CDT) Message-id: <521B4005.9050000@verizon.net> Date: Mon, 26 Aug 2013 07:46:13 -0400 From: Finn Lassen User-Agent: Mozilla/5.0 (Windows; U; Windows NT 5.1; en-US; rv:1.9.2.28) Gecko/20120306 Thunderbird/3.1.20 MIME-version: 1.0 To: Rotary motors in aircraft Subject: Re: [FlyRotary] Thermal Pelet/oil pressure References: In-reply-to: Content-type: multipart/alternative; boundary=------------080501040307090606040006 This is a multi-part message in MIME format. --------------080501040307090606040006 Content-Type: text/plain; charset=ISO-8859-1; format=flowed Content-Transfer-Encoding: 7bit In Tracy's guide there is a recommendation for handling the eccentric shaft oil bypass valve, Page 37, drawing 3 in my copy. Finn On 8/24/2013 10:14 PM, 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 > through the crank, and this would be the same situation 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 plunger and sleeve move forward > and open the gallery to the holes in the crank nose, dumping much of > the oil into the oil pan, thus lowering the oil pressure 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 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 > 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* > > > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html --------------080501040307090606040006 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit In Tracy's guide there is a recommendation for handling the eccentric shaft oil bypass valve, Page 37, drawing 3 in my copy.

Finn

On 8/24/2013 10:14 PM, 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 through the crank, and this would be the same situation 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 plunger and sleeve move forward and open the gallery to the holes in the crank nose, dumping much of the oil into the oil pan, thus lowering the oil pressure 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 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 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
--
Homepage:  http://www.flyrotary.com/
Archive and UnSub:   http://mail.lancaironline.net:81/lists/flyrotary/List.html

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