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Reply-To: "David Carter" <dcarter@datarecall.net>
From: "David Carter" <dcarter@datarecall.net>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
References: <list-407960@logan.com>
Subject: Re: [FlyRotary] Re: high oil pressure and coolers
Date: Sun, 12 Sep 2004 20:17:16 -0500
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I'll help with Lynn's airline fare.  Count me in. (What city do you live in,
Lynn?)

David Carter

----- Original Message ----- 
From: "Russell Duffy" <13brv3@bellsouth.net>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Sent: Sunday, September 12, 2004 7:34 PM
Subject: [FlyRotary] Re: high oil pressure and coolers


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)