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Message
I did try a Peterson in line filter with dash 12 fittings and a
60 micron
element to try to save some weight in the main pressure line. It
collapsed the
element at full tilt and ruined the weekend for me. But that
was with the
Peterson pump, not the stock pump. I think a single filter with
a 40 micron element
is too restrictive by a good margin.
Very good to hear from
you again Lynn! I was hoping you were doing well, but just too busy to
follow the list.
The statement about a
single 40 micron element being too restrictive re-affirms my suspicion that
something wasn't right. I have to admit, that I didn't even pull the
element out of it, since it has so few hours on it. I will absolutely do
that, and see if there's any sign of the element being collapsed. At this
point, I could switch to a 60 micron element, but might be better off finding a
new oil filter solution.
By mid week (Ivan
permitting), I'll have the fitting that I'll use to test the oil pressure
out of the engine. That will give me a differential pressure across
the evap core, and filter. I'll try it first with the
current element, so I can see just what the evap core was seeing when it
failed. It will also give me a comparison if I try the 60
micron element.
I'm starting to wonder
if maybe I collapsed the element, and restricted the flow to the point where it
cause the evap core to fail. Restricting the oil flow volume would also
cause higher temps. Maybe it's just as simple as
that.
The peak oil temp of 210 should be of no concern. Not good for continuous
operation.
Would temps of 220-230 be detrimental
to the engine for climb (minutes at a time), so long as we keep oil temps
below 200 for cruise (hours at a time) ?
As always thanks for your valuable
information.
BTW, are you going to be able to make
Tracy's fly-in next month? I, and I'm sure others, would be willing to
contribute to your airfare if you can make it down.
Cheers,
Rusty (gotta figure out this 912S
too)
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