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I am interested in the idea of putting an oil filter on my L5. Just changed the oil at 20 hours after changing cylinders and it looked nasty. Not sure how much difference a filter would make, but it has to help. Is there an STC kit or is this a one of type for field approval. If I remember, I think Sam told me he had a filter on his. What is the best route to take.
John
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Thanks Matt and Jim, I’m glad to know there is an STCed
unit available. I changed the oil at 20 hrs following the cylinder change because it looked dirty and in my mind I imagined particles like grains of sand grinding up my gold plated engine. Knowing now how difficult it is to find parts and pieces, I want to take better care of what I have.
John
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I am planning on putting an Airwolf remote filter on my airplane. There is an STC for the AFC-K007-K kit, it runs about $700. They also have an air/oil separator for the breather to keep more oil in your engine than on the outside of the aircraft.
http://www.airwolf.com/aw/products/remote-mount-oil-filter-kits/lycoming-engines
Bill
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I just bought the Air Wolf STC for my plane (Kit AFC-K007 $700). It has an adapter that replaces the existing oil screen housing and oil temp probe boss. Two hoses attach to the adapter and go to the filter assembly that is bolted to the firewall. The kit works for just about all Lycoming engines so there are multiple sets of instructions. Look at the top of the page for the right instructions, the ones for the O-435 are the first set after the parts list at the front of the document.
I’ll install it at my next 25 hour oil change in about 6 hours. I also am taking an oil sample to send off for analysis. This is my first oil change since owning the airplane and I want to know how she’s doing. I will do samples at every oil change.
Bill
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Hi Bill, Can you send me photos of the adapter ? Or share them here.? I am curious how it interact with our long oil screen cavity. Thanks , Sam
tabair@centurytel.net is my direct email.
or you can send them via phone if it is easier. 262-215-5882
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Ok, someone help me with the Airwolf install. I received the package with the AFC-K007-A adaptor but it does not look correct. My understanding is, it replaces the temp probe housing. The problem I see is the adaptor has a different bolt pattern than the temp probe. Am I thinking wrong or did they send the wrong adaptor?
John
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Hi John,’ I have yet to see a filter adapter which will attach to an O-435-1 case. In the past the ‘Universal “remote oil filter from Airwolf only used the remote filter mount pad ( where filter spins on). The O-435 has a unique oil screen/ temp probe mounting system. No other Lycomings are the same. That I am aware of.
The oil filter mount can go on the engine mount tubes or firewall and then you basically run the oil line from the oil pan ( Rt side , which goes to the oil cooler) and run it to the filter INLET. The Filter OUTLET then goes to the oil cooler. You are in essence ,putting the oil filter INLINE with oil cooler.
ST
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Sam, The instructions are apparently generic and do not mention interupting the oil cooler line and inserting the filter. I see how that would solve the problem, but I’ve paid some Benjamins for this adaptor they say fits the O435. The instructions say remove screen and oil temp probe and put the probe into the adaptor with hoses going from port 1 on adapter to port 1 on filter assembly and so on with port 2. I will call Monday to clarify how to do it.
In sort of the same vane, I’m having heating problems again. I thought changing the oil/cooler bypass valve had solved it. No problems in 30 hours, now it’s happening again. Reading on the internet and studying the overhaul manual, I see 2 valves. The oil bypass near the front of the engine and oil/cooler bypass under the sump. From what I have read, others have experienced this and modified the springs. Lowering spring tension on the oil/cooler bypass diverts more oil to the cooler and lowers oil pressure and increasing tension on oil bypass increases oil pressure thereby increasing the bypass to the cooler. Am I reading and figuring this correctly? My pressure runs between 70 and 75 now.
John
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FYI–Just got off the phone with Mark at Airwolf. Sam you are right, the adaptor supplied will not work. They do have an adaptor that will work on the O-435-1, just not on the L5 because the engine mount cross brace is in the way. So, we are exchanging the 007A kit for 007D if I remember correctly and it will be placed in the oil cooler circuit. I will post pics when we gitter done.
JG
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Bill,
I talked with Mark Elgin at Airwolf. Very helpful and patient, looking thru their product line. I sent pics of the O-435-1 oil probe assembly and he sent pics of the adaptor that inserts in it’s place and the filter mounts directly to the sump, but it won’t work on the L5 because engine mount would not clear the filter. If it turned 90 it might or if they had hose connections to run to remote filter mount. IF IF IF. They don’t have that adaptor, so the only way is to put it in line with the oil cooler.
John
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Hi John, here is quick explanation of the relief valves and their operation.
A quick look into O-435 oil Relief valves-
Most engines have one high pressure relief valve which as the name implies, will prevent an over pressurization of the oil in the engine in case of cold weather starts. It will stop the oil pressure at a top limit and bleed off oil as needed to keep the pressure at or below the set limit. On our 0-435s it is known as the Auxiliary ( AUX) valve ( also know was High Press Relief valve) and it is mounted at the front end of the right engine case .
The AUX valve works using by a poppet valve held closed by a spring. The pressure oil is pushing against the valve head trying to open it, but the valve won’t open because the spring is holding the valve plunger closed against the valve seat. When the oil pressure pushes harder than the spring tension, the valve plunger will be pushed off the valve seat and oil can then flow past the plunger and return to the oil sump. Once enough oil has been release and the pressure drops below the spring tension, the valve plunger will close against the seat once again. This is standard in most piston engines. Depending on the “over “pressure and oil flow amount, this valve can be open a split second and then close again or it may stay off the seat for some time in order to regulate the High pressure limit. Normal operation will have the valve off the seat as long as needed to lower pressure. This pressure relief valve regulates the HIGH oil pressure on most engines.
The O-435 in our L-5s has two oil pressure valves instead of the normal single valve installed in most engines. In addition to the High pressure valve ,like the one listed above, O-435-1 and -11 have a low pressure valve as well. Oil is picked up out of the oil pan (sump) and drawn to the oil pump and then to the oil pressure screen.Pressure oil exiting the oil screen cavity, will travel down stream to the Main relief valve (also known as the low pressure relief valve ). This valve is located in the oil pan bottom ,Rt side. The function of this valve is to bleed off oil and send it to the oil cooler and then on to the oil sump. This valve does not control the high oil pressure relief. It controls the low end of the oil pressure range. This Low Press valve is designed to open at aprox 50-70 PSI. It only senses oil pressure ,not temperature.
On the O-435-1 the Minimum oil pressure in cruise is 50 PSI. Taxi back RPM or idle allows oil pressure as low as 25 PSI. Normal oil pressure runs between 65-80 PSI
This Main pressure valve is controlled by a spring #65703and is not adjustable. Note: I had tried to raise this pressure on my engine by installing a washer under the spring the way many older Lycoming engines do on their relief valve. ( who doesn’t’t like higher oil pressure/:) What happed was the increased spring tension did increase the pressure about 10 PSI but the relief valve now had a stronger action and it created a pressure spike. If this conditions happens it can cause a valve to “chatter” open /close very quickly. This chatter will often create a wiggle or pulse in the oil pressure gauge indication. The fix is remove the washers and just run the spring. If the problem still occurs the valve could be sticking or the spring is too long. Now, if someone has stretched the spring in the past , you will need to replace the spring with a proper one.
If this Main pressure valve was to become stuck closed or obstructed from in some form, this would create a high oil pressure situation and then the ‘Auxilary” or “High” pressure relief valve would open to keep from possibly blowing a gasket.
If the oil pressure is reading High at the cockpit gauge , this spring may be too strong.
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Sam,
The issue I was and possibly am still having is intermittently running hot. Fly in the morning and oil temp is good, fly in the afternoon and it red lines, fly the next day and for the next week the temps are good then the next time it runs hot. I sent the vernatherm in to be tested and repaired and on the test flight it ran hot. I then went to the low pressure relief valve. I have 2 other O-435s and pulled the valves from them to compare with the one in my L5. I miked the cup and plungers to find the least worn to put back in the L5 and selected what I felt was the stronger spring. In hindsight that was the wrong selection. After reinstalling, I have flown nearly 30 hours with no problems and suddenly it started again. I have pulled the valve, cleaned and reinstalled, but have not had the opportunity to fly. I have been reading and studying the overhaul manual and the internet and figured out the flow of oil. I’m hopeful the cleaning will lower my temp. What I would like to do is figure out a method to test the 3 springs I have to determine which has the least tension, thereby allowing more oil to flow to the cooler and hopefully soon the Airwolf filter adapter.
John
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