X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 06 May 2014 07:42:07 -0400 Message-ID: X-Original-Return-Path: Received: from vms173015pub.verizon.net ([206.46.173.15] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTP id 6860208 for lml@lancaironline.net; Mon, 05 May 2014 21:24:58 -0400 Received-SPF: pass receiver=logan.com; client-ip=206.46.173.15; envelope-from=lancair403@verizon.net Received: from self87aab97f5d ([unknown] [71.176.10.30]) by vms173015.mailsrvcs.net (Sun Java(tm) System Messaging Server 7u2-7.02 32bit (built Apr 16 2009)) with ESMTPA id <0N540035ZP8E4KD0@vms173015.mailsrvcs.net> for lml@lancaironline.net; Mon, 05 May 2014 20:24:16 -0500 (CDT) X-Original-Message-id: <235F1EE2BCD64480A74DB5EA05B91E49@self87aab97f5d> From: "William Rumburg" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] Re: Oil filter X-Original-Date: Mon, 05 May 2014 21:24:05 -0400 MIME-version: 1.0 Content-type: multipart/alternative; boundary="----=_NextPart_000_00A6_01CF68A8.57AE5130" X-Priority: 3 X-MSMail-priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.5931 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2900.6157 This is a multi-part message in MIME format. ------=_NextPart_000_00A6_01CF68A8.57AE5130 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Gary/Colyn - The 320 I built has the 'short' engine mount, which doesn't provide = nearly enough clearance for an aviation filter. I wasn't about to punch = a hole in the firewall or resort to a right angle adapter, so I checked = automotive filters and identified the Mobil M1-107 as small enough to = install in the available space and having a gasket which matches the = Lycoming spin-on's sealing surface. I didn't check the 107's flow = rating, but it's applications include GM V-8 engines up to 364 cid, so I = felt comfortable that it could handle the flow rate in my 4 cylinder, = 320 cid Lycoming. I'm not knowledgeable of aviation versus automotive = oil filter pressure ratings, but Mobil claims that the M1 "withstands up = to nine times the normal system operating pressure" and that seems = pretty high to me (I've also never heard, or read, of even the cheapest = automotive filter rupturing). On top of all that, it's functioned = flawlessly in my 320 for over ten years and I believe Mobil's claim that = it "removes more contaminants than conventional filters using an = advanced synthetic fiber blend filter media". I think it's great that we = experimentals can take advantage of some modern, advanced automotive = technology. As for lockwiring, I drilled a 1/32" hole through the hex head of a = Breeze clamp, then snugly tighten the clamp around the base of the = filter and lockwire the hex head to a 1/32" hole drilled in a small fin = at the rear of the oil temperature probe housing.=20 Bill Rumburg N403WR (Sonic bOOm) ----- Original Message -----=20 From: Gary Casey=20 To: Lancair Mailing List=20 Sent: Monday, May 05, 2014 7:16 AM Subject: [LML] Re: Oil filter I was told once (a long time ago) that the main difference between = automotive and aircraft filters is that the aircraft filters are built = for a much higher maximum pressure. Feel the weight - you can tell the = metal is thicker. At some pressure any oil filter will distort enough = to lift the seal off the surface and blow oil out. The problem occurs = on a cold-oil takeoff - max rpm with cold oil. I doubt very much if an = automotive oil filter will exceed its pressure rating (which is = something around 500 psi), but that's what I was told once upon a time. = Another difference is that certified aircraft oil filters have to have a = means for positively retaining the filter - a safety wire tab. However, = I have never seen or heard of an oil filter coming loose after having = been tightened reasonably. The final difference is that aircraft = filters have to have a means of measuring installation torque. But = other than that, I suspect automotive filters are at least as good as = the aircraft version. You pays your money and takes your choice, I = guess. Gary Casey ------=_NextPart_000_00A6_01CF68A8.57AE5130 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Gary/Colyn -
 
The 320 I built has the = 'short' engine=20 mount, which doesn't provide nearly enough clearance = for an=20 aviation filter. I wasn't about to punch a hole in the firewall or = resort=20 to a right angle adapter, so I checked automotive filters and identified = the=20 Mobil M1-107 as small enough = to install in=20 the available space and having a gasket which matches the = Lycoming=20 spin-on's sealing surface. I didn't check the 107's flow rating, = but=20 it's applications include GM V-8 engines up to 364 cid, so I = felt=20 comfortable that it could handle the flow rate in my 4 cylinder, 320 cid = Lycoming. I'm not knowledgeable of aviation versus automotive oil = filter=20 pressure ratings, but Mobil claims that the M1 "withstands up = to nine=20 times the normal system operating pressure" and that seems pretty high = to me=20 (I've also never heard, or read, of even the cheapest automotive = filter=20 rupturing). On top of all that, it's functioned flawlessly in my = 320 for=20 over ten years and I believe Mobil's claim that it "removes more = contaminants=20 than conventional filters using an advanced synthetic fiber blend filter = media". I think it's great that we experimentals can take advantage = of=20 some modern, advanced automotive technology.
As for lockwiring, I drilled a 1/32" = hole through=20 the hex head of a Breeze clamp, then snugly tighten the clamp around the = base of=20 the filter and lockwire the hex head to a 1/32" hole drilled in a=20 small fin at the rear of the oil temperature probe housing.=20
 
Bill Rumburg
N403WR (Sonic bOOm)
 
----- Original Message -----
From:=20 Gary=20 Casey
Sent: Monday, May 05, 2014 7:16 = AM
Subject: [LML] Re: Oil = filter

I was told once (a long time ago) = that the=20 main difference between automotive and aircraft filters is that the = aircraft=20 filters are built for a much higher maximum pressure.  Feel the = weight -=20 you can tell the metal is thicker.  At some pressure any oil = filter will=20 distort enough to lift the seal off the surface and blow oil out. =  The=20 problem occurs on a cold-oil takeoff - max rpm with cold oil.  I = doubt=20 very much if an automotive oil filter will exceed its pressure rating = (which=20 is something around 500 psi), but that's what I was told once upon a = time.=20  Another difference is that certified aircraft oil filters have = to have a=20 means for positively retaining the filter - a safety wire tab. =  However,=20 I have never seen or heard of an oil filter coming loose after having = been=20 tightened reasonably.  The final difference is that aircraft = filters have=20 to have a means of measuring installation torque.  But other than = that, I=20 suspect automotive filters are at least as good as the aircraft = version.=20  You pays your money and takes your choice, I guess.
Gary Casey ------=_NextPart_000_00A6_01CF68A8.57AE5130--