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Richard,
Larry forgot to mention the FIRST thing that would happen if you installed an oil quick drain on the front engine of a 337: the first gear retraction would push the quick-drain open and all the oil would be lost, and then moments later you'd have a seized engine and failure of the powerplant. Don't even THINK about putting a quick drain on the front engine, irrespective of size.
Now, I'm trying to decipher what it is you're trying to accomplish with the "oil by-pass," as you refer to it. The full-flow oil filters on these engines do a great job of keeping the oil free of things that aren't suppose to be circulating... although if you have a turbo version and the engine is getting along in time and years, it's more than likely your oil will start turning dark a lot quicker do to combustion products and carbon. This will especially be the case if your airplane has been sitting a lot, short hops, and then you run it more often and harder... presto... sludge and carbon build-up.
Our '77 P-model suffered from this scenario, and of course as P337 operators know, it is unfiltered sump oil that feeds the wastegate actuator valve, and the restrictor/orifice at the inlet sometimes gets plugged with carbon debri making for slow turbo spool. To help clean out the system when we began flying it more frequently than the previous owner, we added some Rislone which helped removed most of the sludge and also helped the upper end. You might also have to back-flush the wastegate to clean the restrictor and restore normal turbo operation.
Our bird has about 1250 on the front and we're changing the oil out at 20-25 hours, but you shouldn't be too concerned if the oil is turning darker quicker -- especially if your airplane's been setting... the darkened oil is proof positive that the detergent action of the oil is doing its proper job. And when you cut the filters open you'll find they're doing a good job of catching most of the carbon chips and flakes.
SkyKing
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