Thorp Air Command - T18.net

When I started the above post, I was thinking of those friends who were no longer with us, & then other people important to me started popping into my head. It probably should have been under another category/thread... please move it if you want to, Lee.

This time of year I think more often of my family & friends, and the list above was very incomplete. There are so many in our group that have meant a lot to me, whether builders or not. Some of them are no longer with us. The people listed above, and the ones below, have also been important to me because they are some of the builders of this great airplane, and therefore we share something special. ... Dave Eby, Gale Abels, Ron Hayes, Ed Ludtke, Jim Paine, Mike Archer, Carl Daughters, Richard Eklund, Pete Gonzalez, Steve Hawley, Rich Snelson, Phil Key, David Read, Jim Peran, Bill Beswick, Richard Brandiger, Stretch Batchelor, Don Doubleday, Dick Cavin, Les Conwell, Nate Eastman, Leroy Holt, Joe Gauthier, Tom Kerns, Rich Brazell, Paul Kirik, Dick Penman, Harlo McKinty, Lee Skillman, Gene Sloan, Ken Morgan, Bob Clayton, Dan Eggleston, Mac Booth, and many others. These people and their families have enriched my life more than they could know, and I am so thankful for that.

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John Evens
Arvada, Colorado
T-18 N71JE (sold)
Kitfox 7 SS N27JE

John, where did you find this info for both the Lycoming as well as the filter?

You are using HP2009? I

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http://www.dixiefriedfabrication.com/

If I can find a # for Lycoming I might give them a call and get there

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http://www.dixiefriedfabrication.com/

Ok, John, I looked at your filter. It might have a little more media than the one I am using but not enough to account for double the flow cap. Somebody is giving us screwy #

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http://www.dixiefriedfabrication.com/

Yeah... I think my filter has a similiar bypass setting to the one you use also. It's difficullt to find info about the flow rate on the Lycoming oil pump online too. Keep in mind that the regulated flow rate through the engine will generally be less than the flow rate out of the pump, which is rpm dependent. This is because of the oil pressure regulating bypass valve on the engine. What we care about right now is the output flow rate from the pump at different rpms, not the average flow rate through the engine. The conversation I had with them was 20 years ago - watch them make a liar out of me now. I think I wrote the numbers from that conversation in my Lycoming overhaul manual. It's at the hangar, and I'll check that tomorrow.

I'm beginning to think you're right about nobody really knowing also. Here's an interesting conversation about the subject, and the "12 to 16 gpm" figure is also mentioned:
http://www.bobistheoilguy.com/forums/ubbthreads.php?ubb=showflat&Number=310543

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John Evens
Arvada, Colorado
T-18 N71JE (sold)
Kitfox 7 SS N27JE

This was stupid of me... I should have said "...when the viscosity is LOW. Scott ("Shipchief") gave a very good description of how that works in one of his posts.

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John Evens
Arvada, Colorado
T-18 N71JE (sold)
Kitfox 7 SS N27JE

Thanks, John.
FWIW, There are a couple 'Airwolf' remotes listed on Ebay.

http://www.ebay.com/itm/121030278420?ss ... 1423.l2649

I'm beginning to think you're right about nobody really knowing also. Here's an interesting conversation about the subject, and the "12 to 16 gpm" figure is also mentioned:
http://www.bobistheoilguy.com/forums/ubbthreads.php?ubb=showflat&Number=310543[/quote]


Hey john that site is a great source! How that my head has stopped spinning, I don

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http://www.dixiefriedfabrication.com/

As a new guy owning an aircraft piston engine , all I can pass on is my experience with auto engines. I am a firm believer in changing auto oil around 3500-4000 , regardless of what the manufactuer sez . Case in point my 1969 MGB had 300,000 miles on it and I decided to rebuild the engine after the 3rd clutch change. When I took the engine in to have the crank and cam checked/ground the guy said both were still within factory limits and asked me how I kept the crank case so clean ! Another case in point is the 1984 Volvo I just disposed of and it had 420,000 on the original engine. Again I changed the oil every 3,500-4,000 miles and changed out to a different oil filter. The factory oil filter was one of those little stubby spin on jobs and I went to a Baldwin spin on tractor filter used in construction equipment. Not only was it 3 times longer (increased filter area), I could put in one more quart of oil . Thereby increasing the cooling capicity of the engine. Even with 420,000 miles the engine did not burn 1 quart of oil between changes...probably leaked a little more than it burned ?

The Lyc manual sez I can change to oil in the 0-360 at 50 hours with a spin on filter . Based on my prior experience with auto engines I will reduce the interval between oil changes on the 0-360 . Oil is cheap, engines are expensive ! FWIT I also went with the "long" Tempest oil filter as I have a remote housing . This gives me a bit more filter material to sift out the pebbles !

RB

If you want to get technical, you could have your oil tested. I don't. Maybe I should, but when I made my decision to go back to 25 hours, it was due to the look and feel of the oil at 50 hours. It looked blacker than usual and did not feel smooth. I know, not the best method of determining whether the oil is still ok or not. I still put about a pint of MMO in the oil about five hours before changing it.
Cubes

Well, I can't find my info from Lycoming regarding the oil pump flow rates. That's very unusual for me as I tend to be meticulous about keeping & filing things like that. I can picture the note I made in my mind, but don't remember the exact numbers. It had the name of the guy I talked to on it also. It may still show up.

Anyway... I just got off the phone with a man named Neil at Lycoming. After a little bit of head scratching, he came up with a figure of 7 gpm. Evidently there is an oil system spec sheet that can be purchased from Lycoming, with that information on it. I know that the answer I got 20 years ago was over 10. At least anyone who's interested can count on 7 now.

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John Evens
Arvada, Colorado
T-18 N71JE (sold)
Kitfox 7 SS N27JE

Lycon in Visalia, Talk to Ken, he builds most of the engines used in the red bull racers. Ken can give ya the numbers your looking for and probably answer any questions one might have in regards to the oiling system on every Lycoming ever built. I stop in on him from time to time and he is busy all the time. he has to work on Saturdays to try to keep up with business, He is the guy that developed the o-ring seal that goes between the crankcase halves, I believe he has his own line of pistons.....Dan

I would test the oil on a mid time engine(new or zero time) just to see how things are going...assuming all things have been normal up to that point . If you are seeing unusual metal frags in the oil or filter at the oil change (at any hour on the Hobbs) , then I would bottle up a sample and ship it out . I am a firm believer in changing the oil sooner than the factory recommends. I also a firm believer in using the LARGEST oil filter that will fit (more filter area). A larger filter means additional oil for cooling.

RB

I must chime in here, sorry. I have not figured out why some one would put an UN approved car filter on their 30 thousand dollar investment to save 5 bucks. I guess is Experimental ..........