Airwolf remote oil filters
Thread Starter
Airwolf remote oil filters
Am proposing to fit an efficient Airwolf remote spin on oil filter assembly to a Cessna curently fitted with the origonal engine oil strainer.
There is an STC for the mod in USA for this type and engine.
Has anyone any info regarding this mod that is already fitted to a UK CAA registered/EASA C of A aircraft, to enable a minor mod to be raised.
Have checked with several UK engine overhaul companies to no avail.
It has to be a remote filter system as no room to fit between engine and firewall.
There is an STC for the mod in USA for this type and engine.
Has anyone any info regarding this mod that is already fitted to a UK CAA registered/EASA C of A aircraft, to enable a minor mod to be raised.
Have checked with several UK engine overhaul companies to no avail.
It has to be a remote filter system as no room to fit between engine and firewall.
For low use private aircraft the best thing you can do for your airplane is change the oil at least every 6 months, and preferably every 4 months, regardless of how many hours you have flown.
Thread Starter
Big Pistons Forever
It is not a time factor, our early Cont 0470 eng has a 25 hr oil screen change.
We want a spin on adaptor to get 50 hr between changes and better particle filtering.
And of course get through the EASA mod approval nightmare over here!
We want a spin on adaptor to get 50 hr between changes and better particle filtering.
And of course get through the EASA mod approval nightmare over here!
Unless you do at least around 100 evenly spaced hours every year, I think dumping the oil every 25 hours or 6 months, which ever comes first on a calendar basis, is actually going to be better for the engine than getting a filter and going to 50 hour changes. Changing the oil gets ride of all the acids and moist sludge in the engine and the internal corrosion damage resultingn from these contaminates, is the main reason for engine problems in low utilization engines. If you want belt and suspenders then get a filter but keep the 25 hour oil change interval
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Adding a filter doesn't mean you should increase your oil change interval. That's false economy.
An oil filter is there to filter oil. Your oil screen filters out anything big enough for a part number. In other words, it doesn't filter much, especially particulates that can cause significant damage and wear to your engine. An oil filter does that, and filters in the order of microns.
Your oil doesn't need to be changed simply because it picks up large contaminates or wear material. Your oil collects acid. This occurs as a result of blow-by; you have lead in the oil, and you have other acids which build up and run into the sump during times of condensation. These acids accumulate. They sit in the oil, and they are distributed throughout the engine.
The best thing you can do for the engine is to run it regularly. You still need regular oil changes, however. Even if the airplane doesn't fly at all, even if you never turn that propeller, you need to perform regular oil changes.
I've always strongly recommended 25 hour oil changes, though many people do 50 hour oil changes. I prefer 50 hour changes and 3 to 4 month intervals. Four should be the longest you go. Most airplanes I've flown end up doing several oil changes a month, as they're flown very regularly. The exception is turbine engines, which have different requirements.
In a piston airplane engine, even if you don't fly, you should change the oil after three or four months. Oil change intervals need to be applied by calendar time as well as by engine operating time.
Remember with respect to engine operating time that many aircraft and many operators only count flight time when calculating engine hours; you can have quite a few more hours between intervals in taxi time, run time on the ground, warm-up, etc. All of this is contaminating the oil, even if you aren't counting it toward maintenance intervals or aircraft hours.
I've long been a strong advocate of doing spectrometric engine oil analysis with every oil change, too. It's something you might skip if you're only changing it on a calendar date, but personally I recommend taking an oil sample every time you drain the oil, and submitting it for analysis.
Don't get that filter in order to do less oil changing. Get that filter in order to improve the protection in your engine, and to make accessing the filter easy (the big advantage of a remote filter adapter, vs. a spin-on close to the firewall). They also make oil changes less messy. Consider every oil change just like doing blood work on a person; it's a chance to get good insight into the health of your engine, and that alone is worth dropping the oil and submitting the analysis.
Doing an oil change every 25 hours means that you're regularly uncowling that engine and looking it over (or you should be), and it's a good time to look everything else over, too. The oil change should always be a trigger for a general inspection, and that's a very, very good thing. Don't short change yourself, or your airplane.
An oil filter is there to filter oil. Your oil screen filters out anything big enough for a part number. In other words, it doesn't filter much, especially particulates that can cause significant damage and wear to your engine. An oil filter does that, and filters in the order of microns.
Your oil doesn't need to be changed simply because it picks up large contaminates or wear material. Your oil collects acid. This occurs as a result of blow-by; you have lead in the oil, and you have other acids which build up and run into the sump during times of condensation. These acids accumulate. They sit in the oil, and they are distributed throughout the engine.
The best thing you can do for the engine is to run it regularly. You still need regular oil changes, however. Even if the airplane doesn't fly at all, even if you never turn that propeller, you need to perform regular oil changes.
I've always strongly recommended 25 hour oil changes, though many people do 50 hour oil changes. I prefer 50 hour changes and 3 to 4 month intervals. Four should be the longest you go. Most airplanes I've flown end up doing several oil changes a month, as they're flown very regularly. The exception is turbine engines, which have different requirements.
In a piston airplane engine, even if you don't fly, you should change the oil after three or four months. Oil change intervals need to be applied by calendar time as well as by engine operating time.
Remember with respect to engine operating time that many aircraft and many operators only count flight time when calculating engine hours; you can have quite a few more hours between intervals in taxi time, run time on the ground, warm-up, etc. All of this is contaminating the oil, even if you aren't counting it toward maintenance intervals or aircraft hours.
I've long been a strong advocate of doing spectrometric engine oil analysis with every oil change, too. It's something you might skip if you're only changing it on a calendar date, but personally I recommend taking an oil sample every time you drain the oil, and submitting it for analysis.
Don't get that filter in order to do less oil changing. Get that filter in order to improve the protection in your engine, and to make accessing the filter easy (the big advantage of a remote filter adapter, vs. a spin-on close to the firewall). They also make oil changes less messy. Consider every oil change just like doing blood work on a person; it's a chance to get good insight into the health of your engine, and that alone is worth dropping the oil and submitting the analysis.
Doing an oil change every 25 hours means that you're regularly uncowling that engine and looking it over (or you should be), and it's a good time to look everything else over, too. The oil change should always be a trigger for a general inspection, and that's a very, very good thing. Don't short change yourself, or your airplane.
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What airframe/engine combination do you have?
This AAN:
http://www.caa.co.uk/aandocsindex/27632/27632000000.pdf
Validates STC: SA00079NY. If your bomber is in the AML for this STC then crack on.
If not search the CAA AAN database for all (previous to EASA bollox) validated STC's. There are loads for Airwolk and B&C.
This AAN:
http://www.caa.co.uk/aandocsindex/27632/27632000000.pdf
Validates STC: SA00079NY. If your bomber is in the AML for this STC then crack on.
If not search the CAA AAN database for all (previous to EASA bollox) validated STC's. There are loads for Airwolk and B&C.
