Bald Eagle Aviation

51fixer · **Posted:** Sat May 21, 2011 6:21 am

Lynn Allen wrote:

Outstanding detail and work. On the Cuno filter, do you flush it out and twist the nut a few times as I remember something like that on the R-2600 filter on the Rose?
We had a few extra around and sent the dirty ones out to be cleaned.

That style of filter I want to say is made by the AirMaze Co. IIRC you rotate the filter element and there are fingers which scrape the debris off while the element rotates.
The Cuno fitted to Packard made Merlins flying today are this type or and modern day replacement that uses 2 spin on filters.
I seem to remember seeing a Merlin type Air Maze housing sitting in a pile at Pioneer many years ago but I've never seen one on a running engine.
The RR engines didn't use this set up IIRC. At least the early engines didn't have a filter at all and late engines had a small rock screen as part of the regulator IIRC.

I clean by taking the screen stack and putting a cork in the open end. I set it in a 5 gal bucket and fill until it is covered by clean solvent. I will grab it and shake it in the solvent from time to time. Using running solvent and a 1" chip brush I clean the filter mesh into the bucket.
After cleaning I set a white cloth in a colander and drain and flush the bucket into it. After it dries I have what was caught. I save and bag these for trends.

Lynn Allen · **Posted:** Sat May 21, 2011 10:36 pm

Rich, thanks again for the your time and the reply.....

Red Tail · **Joined:** Mon Jan 31, 2011 5:56 pm **Posts:** 138

51fixer wrote:

Lynn Allen wrote:

Outstanding detail and work. On the Cuno filter, do you flush it out and twist the nut a few times as I remember something like that on the R-2600 filter on the Rose?
We had a few extra around and sent the dirty ones out to be cleaned.

That style of filter I want to say is made by the AirMaze Co. IIRC you rotate the filter element and there are fingers which scrape the debris off while the element rotates.
The Cuno fitted to Packard made Merlins flying today are this type or and modern day replacement that uses 2 spin on filters.
I seem to remember seeing a Merlin type Air Maze housing sitting in a pile at Pioneer many years ago but I've never seen one on a running engine.
The RR engines didn't use this set up IIRC. At least the early engines didn't have a filter at all and late engines had a small rock screen as part of the regulator IIRC.

I clean by taking the screen stack and putting a cork in the open end. I set it in a 5 gal bucket and fill until it is covered by clean solvent. I will grab it and shake it in the solvent from time to time. Using running solvent and a 1" chip brush I clean the filter mesh into the bucket.
After cleaning I set a white cloth in a colander and drain and flush the bucket into it. After it dries I have what was caught. I save and bag these for trends.

Rich,

How many Hobbs hours between changes and do you do oil analysis?

We use the spin-on Champions and have the added protection of the Hinz filter. I cut the spin-on's open but for the most part it's an exercise in wasted time since the Hinz filter tells the tale. You should talk to Jim about having you install one on BE...cheap insurance the way I see it.

John

Jim Beasley · **Posted:** Tue May 24, 2011 8:17 pm

John -- this might be blasphemy but both Rolls and Royce were pretty smart guys and I am reticent to change from their designs. I've been down the modification road and always came back to the Rolls design. That's why I trust the Roush guys so much; they basically stay stock with their designs, and apply modern tech only when it's actually proven to be better than stock. They are presently working on a filter system that fits into the cuno housing and when PMA'd we'll likely try it. My understanding with the Hinz filters is that there are some 337 issues and I've also seen a few mustangs that have repeatedly given false positive (cockpit warning) metal readings. Many swear by it, and I'm not commenting beyond my limited experience with them. Rich can fill in if I've missed anything.

I've got almost 2500 hours running Merlins with the stock setup, and with 25 hour intervals between changes we've had no problems with the stock
filtration system. In my view, long engine life is the result of consistent maintenance and proper operation.

Jim

Red Tail wrote:

51fixer wrote:

Lynn Allen wrote:

Outstanding detail and work. On the Cuno filter, do you flush it out and twist the nut a few times as I remember something like that on the R-2600 filter on the Rose?
We had a few extra around and sent the dirty ones out to be cleaned.

That style of filter I want to say is made by the AirMaze Co. IIRC you rotate the filter element and there are fingers which scrape the debris off while the element rotates.
The Cuno fitted to Packard made Merlins flying today are this type or and modern day replacement that uses 2 spin on filters.
I seem to remember seeing a Merlin type Air Maze housing sitting in a pile at Pioneer many years ago but I've never seen one on a running engine.
The RR engines didn't use this set up IIRC. At least the early engines didn't have a filter at all and late engines had a small rock screen as part of the regulator IIRC.

I clean by taking the screen stack and putting a cork in the open end. I set it in a 5 gal bucket and fill until it is covered by clean solvent. I will grab it and shake it in the solvent from time to time. Using running solvent and a 1" chip brush I clean the filter mesh into the bucket.
After cleaning I set a white cloth in a colander and drain and flush the bucket into it. After it dries I have what was caught. I save and bag these for trends.

Rich,

How many Hobbs hours between changes and do you do oil analysis?

We use the spin-on Champions and have the added protection of the Hinz filter. I cut the spin-on's open but for the most part it's an exercise in wasted time since the Hinz filter tells the tale. You should talk to Jim about having you install one on BE...cheap insurance the way I see it.

John

51fixer · **Posted:** Wed May 25, 2011 11:21 am

The basic concept of the Hinz filter is based on the Oberg disc filter with a housing built specific to the P-51.
On page 3 of this brochure link shows the breakdown of the filter and the bypass indicator sensor.
http://www.obergfilters.com/img/Oberg%2 ... mplete.pdf

Red Tail · **Joined:** Mon Jan 31, 2011 5:56 pm **Posts:** 138

Hi Jim,

Blasphemy? Not at all. Rolls and Royce were a couple of pretty sharp knifes as witnessed by how long their designs have remained in service with very few changes. My only ax to grind with them is over their design penchant for “elegant complexity” over “simple and effective”. I agree with your perception of the philosophy in the Roush camp.

In fact, the CAF Red Tail is the first Merlin I’ve been around with a spin on mod. I’m not convinced it’s the best application this type of filter system. I also agree with you that the “Secret” to good service life out of any machine or engine is diligent maintenance and proper operation.

I had not heard there are 337 issues with the Hinz detector. I’d be interested in hearing more details if you would care to share them with me either on or off line. I was aware of the false positives with some of the early versions of the chip light (Not the by-pass light). Gerry redesigned it and as far as I know the issue was resolved. Ours is one of the late versions and so far no false positives.

Hope to see you at Oshkosh this year,
John

51fixer · **Posted:** Fri May 27, 2011 11:53 am

This am we launched Jim out to Millville NJ for practice day.

Later Andrew and Dan departed for Jones Beach and Republic Airport.

Hope you all have a safe and fun Memorial Day Weekend.

TAdan · **Posted:** Fri May 27, 2011 12:47 pm

Thanks for sharing the departure shots Rich. You must have been pretty busy getting the planes ready for two shows in the same weekend.

I look forward to seeing Jim fly in Millville.

51fixer · **Posted:** Mon May 30, 2011 6:20 pm

They all made it home. Jim didn't return until this (mon) afternoon.
BE flew about 9 hrs and used 1 gal of oil.
Its just a bit dirty being outdoors for the weekend.
The SNJ-5 is already being cleaned up.
We have rearranged the hangar and have the Spit and the L-4 up front for the Reading weekend coming up.
BE arrival-

Hope you all had a great Memorial Day.

ZRX61 · **Joined:** Tue Jun 14, 2005 10:16 am **Posts:** 2308

51fixer wrote:

All aircraft are together and flyable.

NOOOOO! You can't go around saying outrageous things like that! :shock:

We can't have aircraft owners thinking this is an actual possibility. :wink:

Always leave one minor squawk on the list :lol:

Jim, ignore what Rich said. He was mistaken, probably running a fever or something

CH2Tdriver · **Posted:** Tue May 31, 2011 12:11 pm

It was great to see BE again as part of the HF on Sunday at Jones Beach with the A-10. It looked great. I'll be posting some video soon. I saw the T-6's on Friday afternoon flying around, I guess they were on display at the AAM?

Looking forward to seeing Jim and the Spit at Reading. I plan on Sunday, he'll be there both days right?

Pete

51fixer · **Posted:** Tue May 31, 2011 12:40 pm

ZRX61 wrote:

51fixer wrote:

All aircraft are together and flyable.

NOOOOO! You can't go around saying outrageous things like that! :shock:

We can't have aircraft owners thinking this is an actual possibility. :wink:

Always leave one minor squawk on the list :lol:

Jim, ignore what Rich said. He was mistaken, probably running a fever or something

Pulled the Spit out to do a ground run to confirm it is still deserving to remain cowled up-
I'll take you through a ground run but the servicing needed is the same whether it is flown or run on the ground.
Since the brakes are operated by air pressure the air system should be serviced prior to the start. If you want to run with chocks to build up the system pressure it can be done but you'll be in one spot for awhile.
This is where I have added a service connection in the fus.

Normally it is serviced through a small panel with a hard to access valve in the L/H wing leading edge adjacent to the engine. That Ts into the same line from the compressor so the system relief valve will bleed off excess input pressure. By servicing in the fus it is easier to access the filler valve but you must be aware not to exceed 300 psi.
In the above pic the can on the left along the bottom is an electrical solenoid valve to open the Radiator Exit Doors. Next to that is a reducing regulator and manifolds.
Looking aft in the fus are the storage tanks for the air system.

Warning for servicing the air system.

Upon entering the cockpit you turn on the Main Fuel Feed Cock-

The brakes are engaged by pulling on a bicycle type handle mounted on the control yoke. There is also a device to lock the brakes on for a parking brake of sorts.

There is also a gauge on the L/H of the panel that shows the system pressure along the top and also has 2 needles that show air pressure to each wheel. The pressure sent to a wheel is regulated by a valve attached to the rudder pedals.
Gauge showing both brakes applied-

Left brake on-

Right brake on-

I didn't change the grip of my hand pulling on the handle, just the position of the rudder pedals.

Battery Master and the majority of the electrical switches are located to the left of your leg-

Engine preoiler as discussed previously in this thread-

The instrument panel master also locks the 2 Magneto switches in the off position. Engage the switch and the Mags can be turned on.

KiGAS Primer with a selector for the source of the priming liquid. There was some sort of open line on the bottom of the fus that a ground crew member would hold a cup of highly volatile starting fluid up to as an aid in starting the engine or you could just select the line that feeds from the fuel tank. The remaining position is an off position.

Using the Primer

Starter Switch and the Boost Coil Buttons are located under the instrument panel just off center to the R/H side of the stick.

Engine instruments are on the R/H side of the panel, monitor as it warms up

If you wonder what the visibility is on the ground here is what you can see-

Back at the hangar-

Stable mate for the long cross country to Reading-

51fixer · **Posted:** Tue May 31, 2011 12:42 pm

CH2Tdriver wrote:

It was great to see BE again as part of the HF on Sunday at Jones Beach with the A-10. It looked great. I'll be posting some video soon. I saw the T-6's on Friday afternoon flying around, I guess they were on display at the AAM?

Looking forward to seeing Jim and the Spit at Reading. I plan on Sunday, he'll be there both days right?

Pete

The T-6s were there on Fri so Andrew could finish off getting his FAST formation card.

Jim Beasley · **Posted:** Tue May 31, 2011 12:49 pm

I'm only there Friday and Saturday; Jimmy's got a piano recital Sunday (who on Earth schedules a darn piano recital on D day weekend???????) so I've got to cover that. Greg says I might get to fly the L4 in the battle! I can't wait to do that. Trying to get Rich to put the Bazookas on the L4 so I'm armed.

We lucked out with the wx this weekend between Jones Beach and Milville. Thanks for the nice words it was good to get her up again.

CH2Tdriver wrote:

It was great to see BE again as part of the HF on Sunday at Jones Beach with the A-10. It looked great. I'll be posting some video soon. I saw the T-6's on Friday afternoon flying around, I guess they were on display at the AAM?

Looking forward to seeing Jim and the Spit at Reading. I plan on Sunday, he'll be there both days right?

Pete

LARGEFLYER · **Joined:** Thu Aug 10, 2006 12:31 pm **Posts:** 181

If Rich can get the Bazookas mounted in time, the L-4 will be in the European Battle Scenario!!

The challenge has been issued!! Ha Ha!

Greg

Warbird Information Exchange

Bald Eagle Aviation

Who is online