X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-gh0-f177.google.com ([209.85.160.177] verified) by logan.com (CommuniGate Pro SMTP 6.0.6) with ESMTPS id 6441597 for flyrotary@lancaironline.net; Mon, 26 Aug 2013 08:12:19 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.160.177; envelope-from=rwstracy@gmail.com Received: by mail-gh0-f177.google.com with SMTP id f20so788515ghb.22 for ; Mon, 26 Aug 2013 05:11:45 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=subject:references:from:content-type:in-reply-to:message-id:date:to :content-transfer-encoding:mime-version; bh=Ua2jsK8P5ksbVoDXk5tD2XXve/37ROdF6Qkdj5LL0jg=; b=DNZKkSP3CfM2CWEAFrZ6hZpOgU2xZCA0hExofqWtXkpTinEIWsK/afplSHReoeAhFJ hN7CKGDuIPpRlVdJeQVQhNuFQPGKuiUeO7d9eWWp0ainQgasGsw4THoUjH3/wYCGsLWl +GO84f1L/Uk6s1P0RJ/EOERBEvFdClsN2GM9I6APQ0Jll50H+Z67YNmBcgbsF1IX4xCd q+2YYQqpRgjxc5QzjNOMJv6GTpmjjY7WnLw0d/pbY/cQRKFX5bXk13NVDeCvHZZL3y0T 7cl4q9JmhL2kQ0dfE8h3OLSW9lYBxcKiF5vJfWPD8VIhj/ttT6K8Ki66bzkfe2/Cs1Ea DROQ== X-Received: by 10.236.9.9 with SMTP id 9mr389467yhs.97.1377519105345; Mon, 26 Aug 2013 05:11:45 -0700 (PDT) Return-Path: Received: from [192.168.1.3] (206.sub-70-209-8.myvzw.com. [70.209.8.206]) by mx.google.com with ESMTPSA id x29sm17300986yhd.4.1969.12.31.16.00.00 (version=TLSv1 cipher=ECDHE-RSA-RC4-SHA bits=128/128); Mon, 26 Aug 2013 05:11:44 -0700 (PDT) Subject: Re: [FlyRotary] Re: Thermal Pelet/oil pressure References: From: Tracy Content-Type: multipart/alternative; boundary=Apple-Mail-F4BEAEBD-CCE4-408C-B3DD-FFC808E39026 X-Mailer: iPad Mail (10B329) In-Reply-To: Message-Id: <0F9C2CC6-B6D3-4FC3-A49D-6D43CC7EFB80@gmail.com> Date: Mon, 26 Aug 2013 08:11:41 -0400 To: Rotary motors in aircraft Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (1.0) --Apple-Mail-F4BEAEBD-CCE4-408C-B3DD-FFC808E39026 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: quoted-printable For those who don't want to fiddle with the disabling instructions in the Av= iator's Guide, There is a thermal pellet replacement which disables the oil b= ypass available on the Engine Parts page of my website. Tracy Sent from my iPad On Aug 26, 2013, at 7:46, Finn Lassen wrote: > In Tracy's guide there is a recommendation for handling the eccentric shaf= t oil bypass valve, Page 37, drawing 3 in my copy. >=20 > Finn >=20 > On 8/24/2013 10:14 PM, Lehanover@aol.com wrote: >>=20 >> I found a picture of the thermal pelet as installed in the crank. >> =20 >> In this picture it appears that the pelet is shown >> in the hot position, which closes off the end of the main oil gallery thr= ough 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 no= suggestion of how this works with this picture. >> =20 >> I am guessing that when cold, the plunger and sleeve move forward and op= en 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 spring= powered balls below the spray nozzles seated >> so that no cooling oil enters the rotors. >> =20 >> This then allows the rotors to heat up quickly >> and that shortens the time for warming, and that reduces the time you nee= d for rich, operation of a cold engine. >> =20 >> So, the pelet can fail in the open position, and produce very low oil pre= ssure, even though the engine and oil is hot. >> =20 >> If this is still in place and has failed, it could be >> the culprit in chronic low oil pressure. But just a guess. >> =20 >> Remember Murphy: If it can fail, It will fail. >> =20 >> Lynn E. Hanover >> =20 >> -- >> Homepage: http://www.flyrotary.com/ >> Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/Lis= t.html >=20 --Apple-Mail-F4BEAEBD-CCE4-408C-B3DD-FFC808E39026 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: 7bit
For those who don't want to fiddle with the disabling instructions in the Aviator's Guide, There is a thermal pellet replacement which disables the oil bypass available on the Engine Parts page of my website.

Tracy

Sent from my iPad

On Aug 26, 2013, at 7:46, Finn Lassen <finn.lassen@verizon.net> wrote:

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
 

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