X-Junk-Score: 0 [] X-Cloudmark-Score: 0 [] X-Cloudmark-Analysis: v=2.3 cv=JejCUnCV c=1 sm=1 tr=0 a=GZkW0ui0SDDW9x/OOV1duA==:117 a=x7bEGLp0ZPQA:10 a=Fee85h93u3AA:10 a=E5NmQfObTbMA:10 a=C29HoWXaF2UA:10 a=Ia-xEzejAAAA:8 a=on22okXAAAAA:8 a=7g1VtSJxAAAA:8 a=djwdZODfLxStcWNCqWUA:9 a=AyXqH17N7kMXq1Mt:21 a=QLq4bi5rpV63pacn:21 a=QEXdDO2ut3YA:10 a=Qa1je4BO31QA:10 a=gvSQh4r-fQ0A:10 a=gVlNQePuElM86YJa:21 a=rAv7WwT2Es9D48tc:21 a=7Wtvv-ppjbPVylIr:21 a=Urk15JJjZg1Xo0ryW_k8:22 a=NPqpj5bUEVj9vR1HIonK:22 a=grOzbf7U_OpcSX4AJOnl:22 From: "lehanover lehanover@aol.com" Received: from sonic303-1.consmr.mail.bf2.yahoo.com ([74.6.131.40] verified) by logan.com (CommuniGate Pro SMTP 6.2.12) with ESMTPS id 12547395 for flyrotary@lancaironline.net; Thu, 09 May 2019 23:27:51 -0400 Received-SPF: pass receiver=logan.com; client-ip=74.6.131.40; envelope-from=lehanover@aol.com DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=aol.com; s=a2048; t=1557458854; bh=tPxXlj6efKUuFpVERAVISU9DXRCuEDcpZibt3nj9a9s=; h=Date:From:To:Subject:References:From:Subject; b=OgBiJN7SLCry60SIqPqdzB52q105KAq5S87+EmYjmArmqSffF5UDI4zPhGOEaHtrraP2ce3q4I7tvsT7Fyq7q+9cjFypTcmpC9vNizbhOPYC5rjuDsD8ZcuLQRFMMMJy7sNJB6LLkDYGxh9j1VCpeW9INRWD4Pi7kyrnKkJpEiUxcGWIBp0uuEtdQWigwe9MlbvnJrP2K5rhkpf2DbfdzF5t6oX0Hs8iKbdQ33qHwdt6ubfn8y9lVXU+kef0vEMxfTl/94x3LwQZ8Wo0TPhQhnk7d+sPl/cRSGuS0A1M0lZU/ezi00JqVQgJ9IORsqzD0C9lvKdPNjGriadpCcuCaw== X-YMail-OSG: 62FBB_QVM1mnac2J_v0vt4c_2tUTdWwqCJZJwQUfMjMsjB8Zu0ZUAHwvt02zlZa j8ZZpjcD0m8lJ5uEQ3igWtU0j5byg8sEndm4P_P7GTfjAR0gJtjvdgwhTf_.hjEkSfE9hka1ZgXv BPvFUhD2PEJfhsgZY6n4ApmoPEjkMwvQOfOTEz_mFDDlFNSHVgDN7WtmOxtyS66EuxzaVULDcVCM w4TDe9kBl8NY1YAFvVweYP77UW3SkxZFFdtdMgtL.4C4mMs34CJOzvtfM0P.8PWM6zfKDHKYkafC eJYAsDzdkClJWU6VMoLdJEBuCMqpINfZjnfxdtoSvEfRbj99JV2JO2rbDXZCXX_CNFZWjC1.xjdI zK.ze3VPpS8Fyg0.yLb37AL58Qb87I6xjiyGzKEX73YfNCAYFYK6TbcyK6n.uh4RLJdYkmaQdyyA daCNbM_3PzSUQiRP8_K6hqXrAAFZ0gSkPBXN66w8VAGlYWKKtwyPsqEmkGeMr0Utb.BJDTqmhxuS Gmhzd9.yBNKnLpRd4cOMvoV07CUt0SDHhCy_ftAwvBIc0YvupD.kOLUtgHpS_SjmgkqqaGhb1AUl wZXekY8SK17B9RXWPjUqFebgBL.AYqazK_YtrZHGXXW27REHMpQjAzEld0NzY83GFNA5gAzmCAA9 lNVeRAl5deOLXcBLyIzW3.at3F7EQyI1_0o5ouleAxL_TDatX8MJaG6gXjjuxrUvIatP5Ki9LSE2 b72XOGaxiUvzu8JawA.Xo3RULau9pHQVVgnE3mIJ2P87d3GTwb_CgJ7_.dmdb26MCqDVekzW4OnY INUzViTUdOIIPRNbyhr21nnzyD17EU2q.aeTIzpLLYLqND49UFY7jo2cbIsmL8i6EBhzyHN1CK7L Xb696NT88o2PRwpA.PX2koGeW9zyagQCc0KZx6u_TQuPEzkr.2syoovRmCl3VHMqDLbHhsLWU1Du Iq7sLvAFnnzWSk1z.wiFCdfEGTf65ur4iA12XJT4MqMb8YJwbPhLT4Y7UaNQ4W98FALjwDbFwhQx 2a6prshkTY8eaYgAS3yP4pFI6rjeGtBsrIDrAXiKzXAkgLEyDE9zHnge_wPGLGYf5XAhdyf3HCDK KEaz1szkCK8NjYUQNjFN3VPvzCExm2B82AA-- Received: from sonic.gate.mail.ne1.yahoo.com by sonic303.consmr.mail.bf2.yahoo.com with HTTP; Fri, 10 May 2019 03:27:34 +0000 Date: Fri, 10 May 2019 03:27:33 +0000 (UTC) To: flyrotary@lancaironline.net Message-ID: <527872491.2383244.1557458853225@mail.yahoo.com> Subject: [FlyRotary] Re: [Fly Rotary] Re: Venting the Reduction Drive MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_Part_2383243_265061946.1557458853223" References: <527872491.2383244.1557458853225.ref@mail.yahoo.com> X-Mailer: WebService/1.1.13583 aolloki Apache-HttpClient/4.5.7 (Java/1.8.0_144) Content-Length: 13524 ------=_Part_2383243_265061946.1557458853223 Content-Type: text/plain; charset=UTF-8 Content-Transfer-Encoding: quoted-printable Oil return lines would more typically enter the crank case below the oil le= vel. A tired rotary can produce a lot of blow by. A return line above the o= il level will allow the crank case pressure to blow into the reduction unit= and out the breather. Below the oil level the weight of the oil column mus= t be overcome in order to flow back to the reduction unit. Returning oil wi= ll join the crank case oil at some point above the oil level in the pan bas= ed on crank case pressure. So, the breather line should vent to atmospheric to the extent possible. Hi= gh on the engine breather tube so any foamed oil would just fall back into = the engine. The return line should be as large an=C2=A0inside diameter as i= s possible. The larger the diameter of the breather tube the lower the velo= city of the escaping gasses, the the lower the amount of oil droplets it ca= n carry away. Keep in mind that the breather tubes (oil filler tubes) were = just pressed in place Again, arranged for mechanical retention of your Garlocks. A hot housing wi= ll let them wander off. This includes the front and rear main seals. Lynn E. Hanover In a message dated 5/9/2019 10:52:30 AM Eastern Standard Time, flyrotary@la= ncaironline.net writes: I completed the modifications by added -10 straight fittings for the gearbo= x drain and rotor housing foot. These were sealed and JB welded in place an= d provided a lower profile than NPT fittings. For the drain to clear the st= arter,=C2=A0 the gearbox housing was rotated one set of holes placing the d= rain at the 5 o'clock position as viewed from the prop.=C2=A0 For hose rout= ing, I initially added the -4 vent at the 11 o'clock position so rotating t= he house place the vent at the 10 o'clock position. The drain hose routing = keeps the gearbox minimum oil level about 1/2 full if the hose size is adeq= uate and the vent is working. So I ended up with a minimum oil level at the= 3/9 o'clock position and the -4 vent at the 10 o'clock position. Not very = much space. The -4 vent line is also connected to the rotor housing foot an= d may have the same problem that Steve identified. I plan to installed a cl= ear tube in the vent line to see if its acting as another drain. I do belie= ve my drain oil temperature has been reduced but need to install a new sens= or to verify. Since the modification, my gearbox oil temperature sensor has= not provided a steady temperature. If the sensor is correct for the high s= ide them my drain oil temperature has been reduced by 10-15F in cruise. I'l= l report back once the new sensor is installed and flown for a few hours. Dennis H and I installed bushings to repair the input shaft damage caused b= y the thrust bearing stack. We installed a single 5mm thrust bearing and ad= ded the preload pins and springs to lock rotation of the rear 3.5mm thrust = washer. I have about 14 hours of flight after the modifications. Bobby Hughes -----Original Message-----From: Rotary motors in aircraft [mailto:flyrotary= @lancaironline.net]Sent: Tuesday, May 07, 2019 12:32 PMTo: Rotary motors in= aircraftSubject: [FlyRotary] Re: Venting the Reduction Drive If the original return line was not enlarged, the "vent" line simply acted = as an additional return line and my gearboxes operated completely filled wi= th oil. Steve Boese > On May 7, 2019, at 9:41 AM, Jeff Whaley jwhaley@datacast.com wrote:>> =E2=97=86 This message was sent from a non-UWYO = address. Please exercise caution when clicking links or opening attachments= from external sources.>>> Hi Steve, is the enlarging of the oil return nec= essary?> I thought you first tried enlarging the return line expecting it t= o improve draining, only to find no improvement until the vent line was add= ed.> Jeff>> Jeff,> At this point I have only 3 hr of flight time on the gea= rbox with the modified drain and vent.=C2=A0 I have not observed a signific= ant effect with respect to power absorption or heat generation.>> Connectin= g the vent line to the foot of the rotor housing was ineffective even thoug= h this location was above the oil level.=C2=A0 Connecting the vent line to = the area of the oil filler opening at the top of the center iron allowed th= e gearbox to drain as intended.>> The most troublesome part of the modifica= tion was enlarging the oil return to 1/2" NPT in the rotor housing foot.>> = Steve Boese>>> --> Homepage:=C2=A0 http://www.flyrotary.com/> Archive and U= nSub:=C2=A0 http://mail.lancaironline.net:81/lists/flyrotary/List.html=C2= =A0=C2=A0 --Homepage:=C2=A0 http://www.flyrotary.com/Archive and UnSub:=C2=A0 http://= mail.lancaironline.net:81/lists/flyrotary/List.html=C2=A0=C2=A0 --Homepage:=C2=A0 http://www.flyrotary.com/Archive and UnSub:=C2=A0 http://= mail.lancaironline.net:81/lists/flyrotary/List.html ------=_Part_2383243_265061946.1557458853223 Content-Type: text/html; charset=UTF-8 Content-Transfer-Encoding: quoted-printable
Oil return lines would more typically enter the crank= case below the oil level. A tired rotary can produce a lot of blow by. A r= eturn line above the oil level will allow the crank case pressure to blow i= nto the reduction unit and out the breather. Below the oil level the weight= of the oil column must be overcome in order to flow back to the reduction = unit. Returning oil will join the crank case oil at some point above the oi= l level in the pan based on crank case pressure.
So, the breather line should vent to atmospheric to t= he extent possible. High on the engine breather tube so any foamed oil wou<= /span>ld just fall back into the engine. The return line s= hould be as large an inside diameter as is pos= sible. The larger the diameter of the breather tube the lower the velocity = of the escaping gasses, the the lower the amount of oil droplets it can car= ry away. Keep in mind that the breather tubes (oil filler tubes) were just = pressed in place

Again, arranged for mechanical retention of your Garl= ocks. A hot housing will let them wander off. This includes the front and r= ear main seals.

Lynn E. Hanover

In a message dated 5/9/2019 10:52:30 AM Eastern Standard Time, flyrotary@la= ncaironline.net writes:

I completed the modifications by added -10 straight fittin= gs for the gearbox drain and rotor housing foot. These were sealed and JB w= elded in place and provided a lower profile than NPT fittings. For the drai= n to clear the starter,  the gearbox housing was rotated one set of ho= les placing the drain at the 5 o'clock position as viewed from the prop.&nb= sp; For hose routing, I initially added the -4 vent at the 11 o'clock posit= ion so rotating the house place the vent at the 10 o'clock position. The dr= ain hose routing keeps the gearbox minimum oil level about 1/2 full if the = hose size is adequate and the vent is working. So I ended up with a minimum= oil level at the 3/9 o'clock position and the -4 vent at the 10 o'clock po= sition. Not very much space. The -4 vent line is also connected to the roto= r housing foot and may have the same problem that Steve identified. I plan = to installed a clear tube in the vent line to see if its acting as another = drain. I do believe my drain oil temperature has been reduced but need to i= nstall a new sensor to verify. Since the modification, my gearbox oil tempe= rature sensor has not provided a steady temperature. If the sensor is corre= ct for the high side them my drain oil temperature has been reduced by 10-1= 5F in cruise. I'll report back once the new sensor is installed and flown f= or a few hours.

Dennis H and I installed bushings to repair the input shaf= t damage caused by the thrust bearing stack. We installed a single 5mm thru= st bearing and added the preload pins and springs to lock rotation of the r= ear 3.5mm thrust washer. I have about 14 hours of flight after the modifica= tions.

Bobby Hughes


-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Tuesday, May 07, 2019 12:32 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Venting the Reduction Drive

If the original return line was not enlarged, the "vent" l= ine simply acted as an additional return line and my gearboxes operated com= pletely filled with oil.

Steve Boese

> On May 7, 2019, at 9:41 AM, Jeff Whaley jwhaley@datacast.com <flyr= otary@lancaironline.net> wrote:
>
> =E2=97=86 This message was sent from a non-UWYO addre= ss. Please exercise caution when clicking links or opening attachments from= external sources.
>
>
> Hi Steve, is the enlarging of the oil return necessar= y?
> I thought you first tried enlarging the return line e= xpecting it to improve draining, only to find no improvement until the vent= line was added.
> Jeff
>
> Jeff,
> At this point I have only 3 hr of flight time on the = gearbox with the modified drain and vent.  I have not observed a signi= ficant effect with respect to power absorption or heat generation.
>
> Connecting the vent line to the foot of the rotor hou= sing was ineffective even though this location was above the oil level.&nbs= p; Connecting the vent line to the area of the oil filler opening at the to= p of the center iron allowed the gearbox to drain as intended.
>
> The most troublesome part of the modification was enl= arging the oil return to 1/2" NPT in the rotor housing foot.
>
> Steve Boese
>
>
> --
  
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