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viperdoc(at)mindspring.co
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 Posted: Wed Feb 13, 2013 2:01 pm Post subject: The Phil Procedure or How I Reduced My Intake Oil Drainage |
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You can also put a clear PCV drain hose on the sump drain and drain it into a 5 gal. fuel can. That way any oil draining past the oil pump check valve is emptied from the sump before it overflows into the the lower most 4 cylinders. That way the minimal amount of drainage from the upper part of the cylinder can easily be cleared from the cylinders with the pull through.
Doc
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dsavarese0812(at)bellsout
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| Posted: Wed Feb 13, 2013 2:41 pm Post subject: The Phil Procedure or How I Reduced My Intake Oil Drainage |
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Thanks to Buddy Moman who came up with this sump drain with a quick
disconnect fuel quick disconnect valve, all one has to do when the
engine is shut down (of course) is open the sump drain, re-connect the
removable portion of the quick disconnect valve with the hose on it into
the oil drain container and the oil problem of draining into the sump
and out the exhaust stacks is basically eliminated. Keeps potential
hydraulic locks to virtually nil.
I've installed several of these and they really work. About $50 worth
of parts. Here's the quick disconnect valve.
http://www.aircraftspruce.com/catalog/appages/quickdisline.php?clickkey=26013
Doc's method does exactly the same thing and also works great.
Dennis
A. Dennis Savarese
334-285-6263
334-546-8182 (mobile)
www.yak-52.com
Skype - Yakguy1
On 2/13/2013 4:17 PM, Bitterlich, Mark G CIV NAVAIR, WD wrote:
[quote]
Craig,
I have seen the M-14 window deal a few times in the past, and it has always made me slightly curious. Here's what I mean and maybe you can enlighten me.
The way oil gets into the exhaust stacks, and thus drains out onto the ground, or into the bucket, or .. whatever ... is because it gets into the cylinder(s) and then comes out an open exhaust valve. Agreed?
OK, so if we position the #1 cylinder to TDC making sure "of the pistons in the lower half are pulled "down", I am assuming the goal here is to try and make sure the lower cylinders have their exhaust valves closed, so that the oil can't leak out. Or is something else going on that I am not aware of?
Assuming it has to do with keeping the exhaust valves closed, then one has to ask how the oil got into the cylinders to begin with?
The oil that gets into the cylinders HAS to come from the crankcase right?
Typically, the sump fills up first and eventually the oil will backflow past the piston rings and down into the lower cylinders.
A problem (or "feature" if you will) of stock M-14 piston rings is that they expand (a lot) with heat. Thus the clearances have to be set loose when you install them. This aggravates the problem with oil bleeding past the rings and into the cylinders. American made pistons and rings helps fix this problem, but to continue.......
Another well known problem besides oil leaking out all over the tarmac is ... oil NOT leaking out all over the tarmac and instead becoming trapped within the cylinders because the valves are all closed. This sets up the owner for the infamous "Hydraulic Lock" problem. Somehow, oil in the cylinders has to be let out before we start pushing a piston towards TDC, or else we are looking at bending a rod. Pull the spark plugs, drain it, etc.
So OK! If we're in agreement up to this point, my question is: "How exactly does putting the #1 cylinder to TDC *PREVENT* oil from getting past the rings and into the cylinders?"
My thought is that it does not. And what really ends up happening by doing this procedure is that drainage through the exhaust will indeed probably be greatly reduced, but at the same time, the chance for hydraulic lock is greatly increased. Which means of course, you have to pull the spark plugs to be sure. Which means of course, all that oil you saved from draining out the exhaust stacks, now drains out the spark plug holes.
What am I missing here?
Mark
p.s. Yes Doc, the hose on the sump drain is a good idea. Some folks have connected that hose you are talking about to a built in electric pump (mounted on the firewall) which pumps the sump oil back into the main oil tank. Periodic use of this method during longer down times prevents the oil from ever reaching the point where it can flow into the lower cylinders. Pretty complicated method, which means modifying the sump drain, which means increasing the chance for mechanical failure of the sump drain, which means the engine runs out of oil in flight. Ugh. If the sump oil is drained with a hose (Doc's email) into a clean container, it can be poured right back into the main oil tank I would think.
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