X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 04 Dec 2005 22:31:55 -0500 Message-ID: X-Original-Return-Path: Received: from [65.54.250.73] (HELO hotmail.com) by logan.com (CommuniGate Pro SMTP 5.0.3) with ESMTP id 863335 for lml@lancaironline.net; Sun, 04 Dec 2005 22:25:44 -0500 Received-SPF: pass receiver=logan.com; client-ip=65.54.250.73; envelope-from=gary21sn@hotmail.com Received: from mail pickup service by hotmail.com with Microsoft SMTPSVC; Sun, 4 Dec 2005 19:24:59 -0800 X-Original-Message-ID: Received: from 67.42.199.120 by BAY115-DAV1.phx.gbl with DAV; Mon, 05 Dec 2005 03:24:59 +0000 X-Originating-IP: [67.42.199.120] X-Originating-Email: [gary21sn@hotmail.com] X-Sender: gary21sn@hotmail.com From: "Gary Edwards" X-Original-To: "Lancair Mailing List" Subject: Re: [Fwd: IO-360-B1F Mounting Tips] X-Original-Date: Sun, 4 Dec 2005 19:24:56 -0800 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0265_01C5F908.68E7BF40" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: MSN 9 X-MimeOLE: Produced By MSN MimeOLE V9.10.0011.1703 Seal-Send-Time: Sun, 4 Dec 2005 19:24:56 -0800 X-OriginalArrivalTime: 05 Dec 2005 03:24:59.0453 (UTC) FILETIME=[78CD96D0:01C5F94B] This is a multi-part message in MIME format. ------=_NextPart_000_0265_01C5F908.68E7BF40 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable A) The crankcase breather fitting points directly at the engine mount. It was difficult to route the hose to the desired location of my oil-air separator without interfering with the engine mount. I purchased an industrial brass fitting from Parker (makers of Aeroquip hoses -- or is it Stratoflex?). This fitting is a 45 degree hose barb with the appropriate sized NPT thread. We "simply" screwed out the old fitting and replaced it with the 45 degree fitting. "Simple" is in quotes because the angled fitting could not be installed without undoing the top engine mount bolts and allowing the engine to sag just enough to provide clearance to spin the fitting in. Of course, we supported the engine with an engine hoist during this operation. If anyone is interested, I will be dropping by the local Parker Store on Monday and will find out the part number. While building my plane I was instructed by an A&P to never use brass = fittings on the engine, as they will crystallize over time and could = eventually break. Can anyone verify this information? B) I need help here -- I am not using the mechanical tach drive. I need to cap it off somehow. The vacuum pump (Tempest) is ridiculously close. I have measurements for machining a special cap but clearly everyone with an electronic tach (i.e. almost all of us) have capped this off. How did you do it? I scrounged the "cap" from a discarded tach cable - of course, it had = the hole for the cable in it for which I fashioned an aluminum disk. I first utilized a tach cable cap and aluminum disk and it wouldn't stop = leaking oil, so I switched to a one piece cap from Chief Aircraft. Gary Edwards LNC2 N21SN Medford, Oregon ------=_NextPart_000_0265_01C5F908.68E7BF40 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

A) The crankcase breather fitting points directly at the = engine=20 mount.
It was difficult to route the hose to the desired location of = my=20 oil-air
separator without interfering with the engine mount. I=20 purchased an
industrial brass fitting from Parker (makers of = Aeroquip=20 hoses -- or is
it Stratoflex?). This fitting is a 45 degree = hose barb=20 with the
appropriate sized NPT thread. We "simply" screwed out = the old=20 fitting
and replaced it with the 45 degree fitting. "Simple" is = in=20 quotes
because the angled fitting could not be installed without = undoing=20 the
top engine mount bolts and allowing the engine to sag just enough = to
provide clearance to spin the fitting in. Of course, we = supported=20 the
engine with an engine hoist during this operation. If = anyone=20 is
interested, I will be dropping by the local Parker Store on Monday = and
will find out the part number.

While building my plane I was instructed by an A&P to never use = brass=20 fittings on the engine, as they will crystallize over time and could = eventually=20 break. Can anyone verify this information?

B) I need help here -- I am not using the mechanical tach = drive. I
need to cap it off somehow. The vacuum pump = (Tempest) is=20 ridiculously
close. I have measurements for machining a special = cap but=20 clearly
everyone with an electronic tach (i.e. almost all of us) have = capped
this off. How did you do it?

I scrounged the "cap" from a discarded tach cable - of course, = it had=20 the hole for the cable in it for which I fashioned an aluminum = disk.

I first utilized a tach cable cap and aluminum disk and it wouldn't = stop=20 leaking oil, so I switched to a one piece cap from Chief Aircraft.

Gary Edwards

LNC2 N21SN

Medford, Oregon

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