Today's Message Index:
----------------------
1. 04:44 AM - Re:engine preoilers (rd2@evenlink.com)
2. 05:02 AM - Re:engine preoilers (Archie)
3. 05:51 AM - Re:engine preoilers (rd2@evenlink.com)
4. 06:44 AM - Re: Re:engine preoilers (flyv35b)
5. 07:42 AM - Re: Re:engine preoilers (Rabaut, Chuck)
6. 08:12 AM - You`ve got 1 VoiceMessage! (Russell Johnson)
7. 09:45 AM - Re: Re: Unused 0-200 for 5 years ()
8. 09:47 AM - Re: engine preoilers (Kent Ashton)
9. 10:50 AM - Re: Re:engine preoilers (Bruce Green)
10. 03:07 PM - engine preoilers (Archie)
Message 1
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| Subject: | RE:engine preoilers |
--> Engines-List message posted by: rd2@evenlink.com
_____________________Original message __________________________
(received from Rabaut, Chuck; Date: 02:17 PM 6/14/2004
-0700)
--> Engines-List message posted by: "Rabaut, Chuck"
<Chuck.Rabaut@fresnosheriff.org>
Lordie, Lordie... Twelve hundred bucks is pretty steep. I'm sure one of
us "Experimental" builders out there could come up with something as good
or better for one heck-of-alot less.
----------------------------------
Yes, 1200 is steep. This is why I asked myself is this all invested in
something extremely useful or are requirements, certifications and aviation
hype part of it.
Rumen
Message 2
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| Subject: | RE:engine preoilers |
--> Engines-List message posted by: "Archie" <archie97@earthlink.net>
For some smaller class race cars we simply used an accumulator
with a manual valve, and hose to the main gallery of the oil system .
With the engine running, the accumulator is naturally pressurized,
and if there was a slight pressure drop, the accumulator would
supply needed oil.
Just prior to shut down, the valve would be closed, trapping oil
pressure. When the engine was to be started again, the manual
valve would be opened, pressurizing the system, avoiding a
"dry start".
Surplus aircraft accumulators were used, and now there are
several aftermarket suppliers.
Archie
Message 3
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| Subject: | RE:engine preoilers |
--> Engines-List message posted by: rd2@evenlink.com
_____________________Original message __________________________
(received from Archie; Date: 08:01 AM 6/15/2004 -0400)
--> Engines-List message posted by: "Archie" <archie97@earthlink.net>
For some smaller class race cars we simply used an accumulator
with a manual valve, and hose to the main gallery of the oil system .
With the engine running, the accumulator is naturally pressurized,
and if there was a slight pressure drop, the accumulator would
supply needed oil.
Just prior to shut down, the valve would be closed, trapping oil
pressure. When the engine was to be started again, the manual
valve would be opened, pressurizing the system, avoiding a
"dry start".
Surplus aircraft accumulators were used, and now there are
several aftermarket suppliers.
Archie
------------------------------------------
Thanks, this is an excellent idea.
Could you supply more details and pointers to surplus aircraft accumulators.
Rumen
Message 4
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| Subject: | Re: RE:engine preoilers |
--> Engines-List message posted by: "flyv35b" <flyv35b@ashcreekwireless.com>
I think that pre-oiling an engine after overhaul or removal of the oil pump,
etc. is a very good idea. But I question the need to pre-oil the engine
every time you fly when then plane is flown regularly. From my experience
the vast majority of engines make it to TBO without any bearing problems due
to lack of lube. If there is a problem it is from contamination damage due
to some other failure resulting in metal in the oil. It is almost always
the top end of the engine that doesn't make it to TBO due to exhaust valve
and guide problems. So it doesn't seem to make sense to "fix" what is
really a non-problem, especially when you have a much weaker link in the
chain. Lycomings are sensitive to inactivity and corrosion of the cam and
tappet followers and that is what usually fails first in the bottom end.
Cliff A&P/IA
----- Original Message -----
From: <rd2@evenlink.com>
Subject: Engines-List: RE:engine preoilers
> --> Engines-List message posted by: rd2@evenlink.com
>
> _____________________Original message __________________________
> (received from Rabaut, Chuck; Date: 02:17 PM 6/14/2004
> -0700)
> --> Engines-List message posted by: "Rabaut, Chuck"
> <Chuck.Rabaut@fresnosheriff.org>
>
> Lordie, Lordie... Twelve hundred bucks is pretty steep. I'm sure one of
> us "Experimental" builders out there could come up with something as good
> or better for one heck-of-alot less.
> ----------------------------------
>
> Yes, 1200 is steep. This is why I asked myself is this all invested in
> something extremely useful or are requirements, certifications and
aviation
> hype part of it.
> Rumen
>
>
Message 5
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| Subject: | RE:engine preoilers |
--> Engines-List message posted by: "Rabaut, Chuck" <Chuck.Rabaut@fresnosheriff.org>
Archie,
That sounds like a good solution... can you give some more details, where
to get an accumulator (or their demensions to build one), where do you hook
it up to the engine, etc... Thanks,
Chuck
-----Original Message-----
From: owner-engines-list-server@matronics.com
[mailto:owner-engines-list-server@matronics.com]On Behalf Of Archie
Subject: Engines-List: RE:engine preoilers
--> Engines-List message posted by: "Archie" <archie97@earthlink.net>
For some smaller class race cars we simply used an accumulator
with a manual valve, and hose to the main gallery of the oil system .
With the engine running, the accumulator is naturally pressurized,
and if there was a slight pressure drop, the accumulator would
supply needed oil.
Just prior to shut down, the valve would be closed, trapping oil
pressure. When the engine was to be started again, the manual
valve would be opened, pressurizing the system, avoiding a
"dry start".
Surplus aircraft accumulators were used, and now there are
several aftermarket suppliers.
Archie
Message 6
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| Subject: | You`ve got 1 VoiceMessage! |
--> Engines-List message posted by: Russell Johnson <entec1@pld.com>
Dear Customer!
You`ve got 1 VoiceMessage from voicemessage.com website!
You can listen your Virtual VoiceMessage at the following link:
http://virt.voicemessage.com/index.listen.php2=35affv
or by clicking the attached link.
Send VoiceMessage! Try our new virtual VoiceMessage Empire!
Best regards: SNAF.Team (R).
Message 7
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| Subject: | Re: RE: Unused 0-200 for 5 years |
--> Engines-List message posted by: <idrawtobuild@ncinternet.net>
Archie
What kind of things should I be thinking of doing before I start this motor?
The prop has only been turned by hand.
Change the oil, but is there some kind of cleaning fluid for degunger that I
should be using? The motor has 150 hrs. SMOH. I have had a compression
check (cold) before I purchased the plane and all were 61 for better with
the highest at 65. I guess that is psi as I have never known. But it makes
sense.
Thanks for your input
Greg Martin
Message 8
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| Subject: | Re: engine preoilers |
--> Engines-List message posted by: Kent Ashton <kjashton@vnet.net>
I saw a Midget Mustang at Oshkosh that used a preoiler, only he removed the
motor and actuated it before engine start with an electric screwdriver
inserted into a hole in the cowling. Saved weight. I liked the idea but I
don't think preoiling adds a lot to TBO. The best thing is to fly it often
and change the oil regularly.
--Kent
Cozy IV
> From: rd2@evenlink.com
> Reply-To: engines-list@matronics.com
> Date: Mon, 14 Jun 2004 16:00:10 -0400
> To: engines-list@matronics.com
> Subject: Engines-List: engine preoilers
>
> --> Engines-List message posted by: rd2@evenlink.com
>
>
> Recently, I came across a company making an engine preoiler kit
> (www.oilamatic.com). In theory, the concept makes a lot of sense. I was
> wondering if there is any information about practical results, e.g. by how
> long a preoiler extends the TBO, engine life etc. I've sent the question to
> the manufacturer and am waiting for an answer, but would also like to have
> independent opinions.
> Thanks
> Rumen
>
>
>
>
>
>
Message 9
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| Subject: | Re: RE:engine preoilers |
--> Engines-List message posted by: Bruce Green <mailindex@juno.com>
It is hard to disagree with that reasoning and logical view. BUT, I had
one in my Skybolt and it sure felt good to have oil pressure before
starting and after shutdown. I will say that when the engine was cold,
it was nice to circulate the oil during the preheat. Again, I agree this
probably does not translate to reduced problems or longer engine life,
but it really did fell good.
On Tue, 15 Jun 2004 06:46:22 -0700 "flyv35b"
<flyv35b@ashcreekwireless.com> writes:
> --> Engines-List message posted by: "flyv35b"
> <flyv35b@ashcreekwireless.com>
>
> I think that pre-oiling an engine after overhaul or removal of the
> oil pump,
> etc. is a very good idea. But I question the need to pre-oil the
> engine
> every time you fly when then plane is flown regularly. From my
> experience
> the vast majority of engines make it to TBO without any bearing
> problems due
> to lack of lube. If there is a problem it is from contamination
> damage due
> to some other failure resulting in metal in the oil. It is almost
> always
> the top end of the engine that doesn't make it to TBO due to exhaust
> valve
> and guide problems. So it doesn't seem to make sense to "fix" what
> is
> really a non-problem, especially when you have a much weaker link in
> the
> chain. Lycomings are sensitive to inactivity and corrosion of the
> cam and
> tappet followers and that is what usually fails first in the bottom
> end.
>
> Cliff A&P/IA
> ----- Original Message -----
> From: <rd2@evenlink.com>
> To: <engines-list@matronics.com>
> Subject: Engines-List: RE:engine preoilers
>
>
> > --> Engines-List message posted by: rd2@evenlink.com
> >
> > _____________________Original message __________________________
> > (received from Rabaut, Chuck; Date: 02:17 PM
> 6/14/2004
> > -0700)
> > --> Engines-List message posted by: "Rabaut, Chuck"
> > <Chuck.Rabaut@fresnosheriff.org>
> >
> > Lordie, Lordie... Twelve hundred bucks is pretty steep. I'm sure
> one of
> > us "Experimental" builders out there could come up with something
> as good
> > or better for one heck-of-alot less.
> > ----------------------------------
> >
> > Yes, 1200 is steep. This is why I asked myself is this all
> invested in
> > something extremely useful or are requirements, certifications and
> aviation
> > hype part of it.
> > Rumen
> >
> >
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
Message 10
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| Subject: | engine preoilers |
--> Engines-List message posted by: "Archie" <archie97@earthlink.net>
Tried sending a cad drawing, but was rejected by Matronics bounce.
In any event, I have used small 1 & 2 quart aircraft hydraulic accumulators.
Both bladder and piston types. The piston type is easier to mount, and
takes less room.
If you cannot find anything surplus, I can direct you to new aftermarket
units.
Archie
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