X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imo-m26.mx.aol.com ([64.12.137.7] verified) by logan.com (CommuniGate Pro SMTP 5.1c.2) with ESMTP id 1222928 for flyrotary@lancaironline.net; Mon, 03 Jul 2006 23:35:05 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.7; envelope-from=Lehanover@aol.com Received: from Lehanover@aol.com by imo-m26.mx.aol.com (mail_out_v38_r7.5.) id q.3f7.5915f55 (42805) for ; Mon, 3 Jul 2006 23:34:16 -0400 (EDT) From: Lehanover@aol.com Message-ID: <3f7.5915f55.31db3bb8@aol.com> Date: Mon, 3 Jul 2006 23:34:16 EDT Subject: Re: [FlyRotary] Re: damage report To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1151984056" X-Mailer: 9.0 Security Edition for Windows sub 5319 X-Spam-Flag: NO -------------------------------1151984056 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 7/3/2006 12:42:22 P.M. Eastern Daylight Time, wgeslick@gmail.com writes: Lynn, et al, Finally getting a chance to look at the engine closer. The oil jets are clean for both rotors, so there goes that theory - maybe. Can you tell me if I made a mistake when I took out the ball and spring valves below the jets and drilled them out to 5/64. (This engine was put together in the last century by a younger me.) Also, careful pre-assembly of the bypass valve assembly and front shaft components shows that the bypass hole is only slightly over 1/2 blocked. Should this not be completely shut off? Perhaps the pressure that should be cooling the rotors is just not available? I am going back in with Tracy's overhaul kit, and it appears that includes a new thermal pellet plug, so I will check the opening again with the new plug. I suspect my home-made unit was just installed on faith using measurements from who-knows-where. I will post any further findings as they occur!! All ideas gladly considered!! The thermal pellet should be discarded and a solid plug installed. A failed pellet can destroy the engine. Or use the early crank that has no such pellet. For stock oil pressure (71.1 pounds) for all but twin turbo engines) Racing Beat says remove the balls and springs and install a Weber .200 main jet. I use a 180 jet but I have 100 PSI all of the time. The balls and springs are there to maintain hot idle oil pressure, and assist in rapid warm up. At idle RPM, no cooling oil is sprayed into the rotors. Once the RPM comes up a bit, the centrifugal force and oil pressure push the balls off of their seats and cooling oil flow is controlled by the stock metering jet hole. But remember that this is cooling oil for the rotors, and it is also a big oil leak in a system with a just barely adequate oil pump. I have never heard of drilling the stock jet hole bigger. If anything the holes are more than adequate in stock trim. Oil temps over 210 are verboten, IAW the Racing Beat Catalogue. Anything over 160 is costing HP, but is hard to maintain. Water not over 180 flat out. Lynn E. Hanover -------------------------------1151984056 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 7/3/2006 12:42:22 P.M. Eastern Daylight Time,=20 wgeslick@gmail.com writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>
Lynn, et al,
 
Finally getting a chance to look at the engine closer.  The oil=20= jets=20 are clean for both rotors, so there goes that theory - maybe. 
 
Can you tell me if I made a mistake  when I took out the ball an= d=20 spring valves below the jets and drilled them out to 5/64.  (This eng= ine=20 was put together in the last century by a younger me.)
 
Also, careful pre-assembly of the bypass valve assembly and front sha= ft=20 components shows that the bypass hole is only slightly over 1/2 blocked.&n= bsp;=20 Should this not be completely shut off?  Perhaps the pressure that sh= ould=20 be cooling the rotors is just not available?
 
I am going back in with Tracy's overhaul kit, and it appears that=20 includes a new thermal pellet plug, so I will check the opening again with= the=20 new plug.  I suspect my home-made unit was just installed on faith us= ing=20 measurements from who-knows-where.
 
I will post any further findings as they occur!!   All idea= s=20 gladly considered!!
 
 =20

The thermal pellet should be discarded and a= solid=20 plug installed. A failed pellet can destroy the engine. Or use the= =20 early crank that has no such pellet.

For stock oil pressure (71.1 pounds) for all= but=20 twin turbo engines) Racing Beat says remove the balls and springs and instal= l a=20 Weber .200 main jet. I use a 180 jet but I have 100 PSI all of the time. The= =20 balls and springs are there to maintain hot idle oil pressure, and assist in= =20 rapid warm up. At idle RPM, no cooling oil is sprayed into the rotors.

Once the RPM comes up a bit, the centrifugal= =20 force and oil pressure push the balls off of their seats and cooli= ng=20 oil flow is controlled by the stock metering jet hole.

But remember that this is cooling oil for th= e=20 rotors, and it is also a big oil leak in a system with a just barely adequat= e=20 oil pump. 

I have never heard of drilling the stock jet= hole=20 bigger. If anything the holes are more than adequate in stock trim.

Oil temps over 210 are verboten, IAW the Rac= ing=20 Beat Catalogue. Anything over 160 is costing HP, but is hard to maintain.

Water not over 180 flat out.

 

Lynn E. Hanover


 
 
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