X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from omr-m10.mx.aol.com ([64.12.143.86] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 6855995 for flyrotary@lancaironline.net; Fri, 02 May 2014 10:50:11 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.143.86; envelope-from=shipchief@aol.com Received: from mtaomg-aai02.mx.aol.com (mtaomg-aai02.mx.aol.com [172.27.2.100]) by omr-m10.mx.aol.com (Outbound Mail Relay) with ESMTP id E4B36700000AA for ; Fri, 2 May 2014 10:49:36 -0400 (EDT) Received: from core-aca03a.mail.aol.com (core-aca03.mail.aol.com [172.27.9.3]) by mtaomg-aai02.mx.aol.com (OMAG/Core Interface) with ESMTP id A67C238000081 for ; Fri, 2 May 2014 10:49:36 -0400 (EDT) References: To: flyrotary@lancaironline.net Subject: Re: [FlyRotary] Re: SWITCHEROO becomes low oil pressure In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: shipchief@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8D1342CDEF4AD9B_C0_39555_webmail-d160.sysops.aol.com" X-Mailer: AOL Webmail STANDARD Received: from 72.171.16.246 by webmail-d160.sysops.aol.com (205.188.252.86) with HTTP (WebMailUI); Fri, 02 May 2014 10:49:35 -0400 Message-Id: <8D1342CDEDA7E5A-C0-FA3C@webmail-d160.sysops.aol.com> X-Originating-IP: [72.171.16.246] Date: Fri, 2 May 2014 10:49:36 -0400 (EDT) x-aol-global-disposition: G X-AOL-VSS-INFO: 5600.1067/97825 X-AOL-VSS-CODE: clean DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20121107; t=1399042176; bh=oMT1xjhaIK1uAN6BJQ9GD8AgwtlIjMmaMEnhGsL7iiY=; h=From:To:Subject:Message-Id:Date:MIME-Version:Content-Type; b=HkuWL1lb0tTVBYWFTdFu144c25AmDqmzd/aKSjsSpq8p7J9TaL0Jh/LNowWmL2n6t BbjY3C3w90xz9JbfTpg5TFZrGS0K3PVinLEoyMST9dOYHXXCWcMYb2b+8g4O50/3CR +FN7aN1rUvfp/H/tqlfkC6r2uKmWq13HVhWSN2iA= x-aol-sid: 3039ac1b02645363b080406a This is a multi-part message in MIME format. ----------MB_8D1342CDEF4AD9B_C0_39555_webmail-d160.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="utf-8" The 13BT front cover was not difficult to remove with the engine in the air= frame, on the Fred Breese bed mount (like the Cozy grrls mount). The wrong front gasket had been installed (by me). The front iron oil passa= ge recess is the 'Small' type, I had used the gasket and plastic retainer r= ing for thr 'Large' type. The black O ring and paper gasket were bloken out= on one side, and the white plastic ring was stretched out on one side. I was able to pickup the gaskets from Dave Adkins, and he took the time to = show me 2 the casting types, the related gaskets, and give some assembly ad= vice. NOTABLY: MAKE SURE THE THRUST BEARING SPACER RING IS IN PLACE. If it gets l= oose, the flat little roller thrust bearings will slip down and when the hu= b bolt is torqued, the spacer will crush the inner edge of these thrust bea= rings. This will cause Engine Failure. I hope I didn't use too much Black RTV. Anyway, it's all together and torqu= ed. I'll give it a day for the RTV to set up, then put the oil & water in i= t and start it up. My engine compartment oil mist could be caused by running with the oil leve= l too high. The front main seal looked good (when I had it apart) =20 =20 =20 -----Original Message----- From: Jeff Whaley To: Rotary motors in aircraft Sent: Wed, Apr 30, 2014 8:32 am Subject: [FlyRotary] Re: SWITCHEROO becomes low oil pressure Your oil leak could be anywhere; however, my oil-fill cap has a hole drille= d in it and the little vent tube goes nowhere, i.e., open to the engine com= partment; never leaked a drop; just lets off steam. I did have an annoying oil leak that required a mild cleaning after every 2= hours =E2=80=93 turned out to be the main seal =E2=80=93 this seal was com= promised by a nicely-painted counter weight; after the paint wore off and t= he seal was replaced there was no more oil leak. Jeff =20 From: shipchief@aol.com Subject: SWITCHEROO becomes low oil pressure Date: Tue, 29 Apr 2014 21:42:09 -0400 (EDT) To: flyrotary@lancaironline.net I enjoyed a nice 1.2 hour flight yesterday, but ended with oil or exhaust s= mell. Never a good thing, conjuring up images of a fuel fire or carbon mono= xide poisoning. Today I gave it another routine cowl raising inspection, and noticed the us= ual oil film. It's everywhere, and comes from no-where. It was cooking off = from the under slung muffler. I wiped it off, and I think the culprit is th= e crankcase vent from the oil fill tube. I had to shorten the tube so it wo= uld fit under the cowl. Now the vent line is pretty low, just over the cent= er iron into which the oil tube fits. It discharges thru a tube and hose ar= rangement to the right side of the cowl outlet on the bottom. I think the a= irflow in this area is turbulent and sometimes back flows into the cowl and= spreads all over. I added another heat shield to keep the radiant glow of the exhaust system = off of the fuel system. I also noticed the throttle opened about 40 degrees shy of full open. So I = adjusted the cable lock nuts to give more; however, the throttle is suffici= ently oversized that it didn't make an appreciable difference. After a joyful morning of small improvements and cleaning, I decided to mak= e an hour flight, have some lunch and do a second hour flight. Well, that was arrogant of me. I made it about 30 minutes and noticed the o= il pressure had dropped from 62 or better to 38 PSI. Water & oil temps were= in the 160F& 170F zone. So I headed for the nearest airport and slowed 'wa= y down. The oil pressure increased to 39-42, so I eased it on home. Off wit= h the cowl, oil checks full, everything on the outside of the engine looks = good. I got a mechanical oil pressure gauge, and yes, 40 PSI at the oil fil= ter housing, while reading 39 PSI on the Engine Monitor. I'm stripping the 'front' cover off, expecting to find the famous oil O rin= g blown....Maybe I should have used larger diameter oil discharge hose... The bolt that takes the 19mm socket on the pulley hub defeated me this even= ing. I hope it's not a left hand thread...I'll continue tomorrow. =20 This message, and the documents attached hereto, is intended only for the a= ddressee and may contain privileged or confidential information. Any unauth= orized disclosure is strictly prohibited. If you have received this message= in error, please notify us immediately so that we may correct our internal= records. Please then delete the original message. Thank you. ----------MB_8D1342CDEF4AD9B_C0_39555_webmail-d160.sysops.aol.com Content-Type: multipart/related; boundary="--------MB_8D1342CDEF4AD9B_C0_39556_webmail-d160.sysops.aol.com" ----------MB_8D1342CDEF4AD9B_C0_39556_webmail-d160.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="utf-8" The 13BT f= ront cover was not difficult to remove with the engine in the airframe, on = the Fred Breese bed mount (like the Cozy grrls mount).
The wrong front gasket had been installed (by me). The front iron oil passa= ge recess is the 'Small' type, I had used the gasket and plastic retainer r= ing for thr 'Large' type. The black O ring and paper gasket were bloken out= on one side, and the white plastic ring was stretched out on one side.
I was able to pickup the gaskets from Dave Adkins, and he took the time to = show me 2 the casting types, the related gaskets, and give some assembly ad= vice.
NOTABLY: MAKE SURE THE THRUST BEARING SPACER RING IS IN PLACE. If it gets l= oose, the flat little roller thrust bearings will slip down and when the hu= b bolt is torqued, the spacer will crush the inner edge of these thrust bea= rings. This will cause Engine Failure.
I hope I didn't use too much Black RTV. Anyway, it's all together and torqu= ed. I'll give it a day for the RTV to set up, then put the oil & water = in it and start it up.
My engine compartment oil mist could be caused by running with the oil leve= l too high. The front main seal looked good (when I had it apart)



-----= Original Message-----
From: Jeff Whaley <jwhaley@datacast.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Wed, Apr 30, 2014 8:32 am
Subject: [FlyRotary] Re: SWITCHEROO becomes low oil pressure

Your oil leak could be anywhere; however, my oil-f= ill cap has a hole drilled in it and the little vent tube goes nowhere, i.e= ., open to the engine compartment; never leaked a drop; just lets off steam= .
I did have an annoying oil leak that required a mi= ld cleaning after every 2 hours =E2=80=93 turned out to be the main seal = =E2=80=93 this seal was compromised by a nicely-painted counter weight; aft= er the paint wore off and the seal was replaced there was no more oil leak.
Jeff
 
From= :
shipchief@aol.com
Subj= ect:
SWIT= CHEROO becomes low oil pressure
Date= :
Tue,= 29 Apr 2014 21:42:09 -0400 (EDT)
To:<= /span>
flyrotary@lancaironline.net<= /span>
3D"Message

3D"Und=
I en= joyed a nice 1.2 hour flight yesterday, but ended with oil or exhaust smell= . Never a good thing, conjuring up images of a fuel fire or carbon monoxide= poisoning.
Toda= y I gave it another routine cowl raising inspection, and noticed the usual = oil film. It's everywhere, and comes from no-where. It was cooking off from= the under slung muffler. I wiped it off, and I think the culprit is the crankcase ve= nt from the oil fill tube. I had to shorten the tube so it would fit under = the cowl. Now the vent line is pretty low, just over the center iron into w= hich the oil tube fits. It discharges thru a tube and hose arrangement to the right side of the cowl outlet on t= he bottom. I think the airflow in this area is turbulent and sometimes back= flows into the cowl and spreads all over.
I&nb= sp;added another heat shield to keep the radiant glow of the exhaust s= ystem off of the fuel system.
I al= so noticed the throttle opened about 40 degrees shy of full open. So I adju= sted the cable lock nuts to give more; however, the throttle is sufficientl= y oversized that it didn't make an appreciable difference.
Afte= r a joyful morning of small improvements and cleaning, I decided to make an= hour flight, have some lunch and do a second hour flight.
Well= , that was arrogant of me. I made it about 30 minutes and noticed the oil p= ressure had dropped from 62 or better to 38 PSI. Water & oil temps were= in the 160F& 170F zone. So I headed for the nearest airport and slowed 'way d= own. The oil pressure increased to 39-42, so I eased it on home. Off with t= he cowl, oil checks full, everything on the outside of the engine looks goo= d. I got a mechanical oil pressure gauge, and yes, 40 PSI at the oil filter housing, while reading 39 PSI on th= e Engine Monitor.
I'm = stripping the 'front' cover off, expecting to find the famous oil O ring bl= own....Maybe I should have used larger diameter oil discharge hose...
The = bolt that takes the 19mm socket on the pulley hub defeated me this evening.= I hope it's not a left hand thread...I'll continue tomorrow.
 
This message, and the documents attached hereto, is intended only for the a= ddressee and may contain privileged or confidential information. Any unauth= orized disclosure is strictly prohibited. If you have received this message= in error, please notify us immediately so that we may correct our internal records. Please then delete the origin= al message. Thank you.
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