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Oil Pressure Fitting Interference

mfleming

Well Known Member
Patron
IO-360 with P-Mag.

The Vans FWF instructions say to install the VA-128 restricter fitting on the aft port if available. This puts the fitting very close to the top of the P-Mag. Perfectly doable but It restricts access the the green fixture on top of the P-Mag.

For those that have gone before me, is this a non-issue or should I move the VA-128 to the side port while I can?

The fitting is a bit closer to the P-Mag than the photos show.
 

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It is a tight area, but there is no "top" to the PMAG, it can be rotated to provided clearance. I had a hard time getting that oil fitting tight, and ended up with a replacement braided hose with a 90-degree fitting on the end to connect to the fitting, like the attached image from the TS Flightlines website.
 

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It is a tight area, but there is no "top" to the PMAG, it can be rotated to provided clearance. I had a hard time getting that oil fitting tight, and ended up with a replacement braided hose with a 90-degree fitting on the end to connect to the fitting, like the attached image from the TS Flightlines website.

Thanks for the information. So your saying you put a straight restrictor at this location and then had Tom make you up a hose with a 90º end??

I wonder how tight is two tight...I would like this fitting tighter but I certainly can't get another full turn on it.
 
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I’ve used both straight nipples and a 45 degree fitting (like yours) on those ports on our airplanes, all of which have P-Mags, with no problems. None of the P-Mags are mounted level however - they are all clocked at whatever angle worked best once the engine was on the mount. I expect that once you get the motor hung, you’ll end up rotating the P-Mag as well…..
 
What Paul said, and anyway, that particular green fitting is for three coil wires. You're unlikely to ever fool with them.
 
I’ve used both straight nipples and a 45 degree fitting (like yours) on those ports on our airplanes, all of which have P-Mags, with no problems. None of the P-Mags are mounted level however - they are all clocked at whatever angle worked best once the engine was on the mount. I expect that once you get the motor hung, you’ll end up rotating the P-Mag as well…..

I know nothing about E-Mags. Your saying unlike a regular mag , E-mags can be turned (so obviously it doesn't effect timing). Can they easily be removed and re-installed without the trouble of timing the ignition again.
Just spent three hours installing one nut and the two washers in a BC-410 standby alternator that if I dared remove the E-mag would have taken two minutes.
 
I know nothing about E-Mags. Your saying unlike a regular mag , E-mags can be turned (so obviously it doesn't effect timing). Can they easily be removed and re-installed without the trouble of timing the ignition again.
Just spent three hours installing one nut and the two washers in a BC-410 standby alternator that if I dared remove the E-mag would have taken two minutes.

Yes, the P-Mag doesn’t care about orientation. Once you bolt it down in the most convenient orientation, you time it by putting the prop at TDC and blowing twice into a tube…done!
 
Thanks everyone. In the end, I left the fitting as it was and mounted the engine. Thanks again for all the help.
 
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