X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from aspensprings.uwyo.edu ([129.72.10.32] verified) by logan.com (CommuniGate Pro SMTP 5.4c2) with ESMTPS id 4903275 for flyrotary@lancaironline.net; Fri, 11 Mar 2011 11:49:05 -0500 Received-SPF: none receiver=logan.com; client-ip=129.72.10.32; envelope-from=SBoese@uwyo.edu Received: from ponyexpress-ht2.uwyo.edu (ponyexpress-ht2.uwyo.edu [10.84.60.209]) by aspensprings.uwyo.edu (8.14.4/8.14.4) with ESMTP id p2BGmR8d008826 (version=TLSv1/SSLv3 cipher=AES128-SHA bits=128 verify=FAIL) for ; Fri, 11 Mar 2011 09:48:28 -0700 (MST) (envelope-from SBoese@uwyo.edu) Received: from ponyexpress-mb5.uwyo.edu ([fe80::9813:248c:2d68:a28b]) by ponyexpress-ht2 ([10.84.60.209]) with mapi; Fri, 11 Mar 2011 09:48:27 -0700 From: "Steven W. Boese" To: Rotary motors in aircraft Date: Fri, 11 Mar 2011 09:48:22 -0700 Subject: RE: [FlyRotary] Re: Crankcase ventilation Thread-Topic: [FlyRotary] Re: Crankcase ventilation Thread-Index: AcvgCIX0VJTpiCM2TtupoBF9q6J6IAAAGY2A Message-ID: References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: acceptlanguage: en-US Content-Type: multipart/alternative; boundary="_000_E1AA3B1AF41D8049B1E3FBD5E225626008873973F6ponyexpressmb_" MIME-Version: 1.0 --_000_E1AA3B1AF41D8049B1E3FBD5E225626008873973F6ponyexpressmb_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Ernest, I chose to keep the oil injection system. That system has a clean air line= from the atmospheric side of the throttle body to the injection ports. Wi= th prolonged operation at or near WOT, injection oil would work its way bac= k up that line to the throttle body inlet. A check valve was needed to pre= vent this from happening. At or near WOT it appears that although the aver= age pressure at the oil injection port may be slightly less than atmospheri= c, the dynamic nature of that pressure may prevent that port location from = being very effective at scavenging. For what it is worth, that's what happ= ened with my installation. Steve Boese RV6A 1986 13B NA RD1A EC2 -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Beh= alf Of Ernest Christley Sent: Thursday, March 10, 2011 8:36 AM To: Rotary motors in aircraft Subject: [FlyRotary] Crankcase ventilation I've not provided for clean way to vent the crankcase, yet. And I'm also n= ot going to use the oil injection ports. As I understand it, the injection ports should always be at a negative pressur= e. Would it be a crazy idea to have the ports pull the dirty air out of the crankcase and not spread it across my a= irplane's belly? -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.= html --_000_E1AA3B1AF41D8049B1E3FBD5E225626008873973F6ponyexpressmb_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Ernest,<= o:p>

 

I chose to keep the oil injection system. = That system has a clean air line from the atmospheric side of the throttle= body to the injection ports.  With prolonged operation at or near WOT= , injection oil would work its way back up that line to the throttle body i= nlet.  A check valve was needed to prevent this from happening.  = At or near WOT it appears that although the average pressure at the oil inj= ection port may be slightly less than atmospheric, the dynamic nature of th= at pressure may prevent that port location from being very effective at sca= venging.  For what it is worth, that’s what happened with my ins= tallation. 

&nb= sp;

Steve Boese

RV6A 198= 6 13B NA RD1A EC2

&nb= sp;

 

 

 =

 = ;

-----Original Message-----
Fro= m: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf= Of Ernest Christley
Sent: Thursday, March 10, 2011 8:36 AM
To: Rotar= y motors in aircraft
Subject: [FlyRotary] Crankcase ventilation

 

= I've not provided for clean way to vent the crankcase, yet.  And I'm a= lso not going to use the oil injection ports.  As

I understand it, the injection ports should always be at= a negative pressure.  Would it be a crazy idea to have the

ports pull the dirty air out of the crankcase = and not spread it across my airplane's belly?

 

--

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