From: "Steven W. Boese" <flyrotary@lancaironline.net>
Received-SPF: none
 receiver=logan.com; client-ip=104.47.37.122; envelope-from=SBoese@uwyo.edu
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Subject: Re: [FlyRotary] Re: fuel system peer review
Thread-Topic: [FlyRotary] Re: fuel system peer review
Thread-Index: AQHSo37yapggSyWwSEqMDr2Tegur66Ghz38K
Date: Thu, 23 Mar 2017 04:11:21 +0000
Message-ID: <CO2PR0501MB903FBB1D1A671CCA281F693B93F0@CO2PR0501MB903.namprd05.prod.outlook.com>
References: <list-9599452@logan.com>
In-Reply-To: <list-9599452@logan.com>
Accept-Language: en-US
Content-Language: en-US
spamdiagnosticoutput: 1:99
spamdiagnosticmetadata: NSPM
Content-Type: multipart/alternative;
	boundary="_000_CO2PR0501MB903FBB1D1A671CCA281F693B93F0CO2PR0501MB903na_"
MIME-Version: 1.0
X-MS-Exchange-CrossTenant-originalarrivaltime: 23 Mar 2017 04:11:21.7579
 (UTC)
X-MS-Exchange-CrossTenant-fromentityheader: Hosted
X-MS-Exchange-CrossTenant-id: f9cdd7ad-825d-4601-8e9c-a325e02d52da
X-MS-Exchange-Transport-CrossTenantHeadersStamped: CO2PR0501MB904

--_000_CO2PR0501MB903FBB1D1A671CCA281F693B93F0CO2PR0501MB903na_
Content-Type: text/plain; charset="us-ascii"
Content-Transfer-Encoding: quoted-printable

Andrew,


A Fluidyne DB-30618 is the oil cooler I ended up with in the plane.


When a pressure gauge was installed in the line between the front cover out=
let and the RX7 oil cooler inlet, the pressure rose with increasing RPM to =
150 psi at 2800 RPM.  Increasing RPM above 2800 resulted in a steady pressu=
re at 150 psi.  Since the oil pump is a positive displacement pump, additio=
nal oil flow above 2800 RPM passes through the relief valve into the sump. =
 At 5600 RPM half of the oil pumped by the oil pump never flows through the=
 oil cooler.


With the Fluidyne oil cooler, the pressure at its inlet never reaches 150 p=
si so all of the oil passes through it.


An archive search for 25 Feb 2014 should find a description of various oil =
cooler configurations that I tested.


Steve Boese


________________________________
From: Rotary motors in aircraft <flyrotary@lancaironline.net> on behalf of =
Andrew Martin <flyrotary@lancaironline.net>
Sent: Wednesday, March 22, 2017 8:40:08 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: fuel system peer review


This thread has perfect timing and great info for me.

I was thinking of ditching my setup and simplifying it, but it looks like e=
very system is a compromise.
I just mounted a belly radiator which entailed moving the pumps & sump tank=
. As other local pilots had commented on how complex my fuel system was I t=
hought it opportune to address it now. After following this thread though I=
'm inclined to stick with this setup now as I know it works. and just not l=
et anyone else on the controls.
Only problem I have is I cannot tell the fuel level in the sump tank. Need =
some sort of warning that I've drained a tank dry or have a vent or feed pr=
oblem. Am thinking of putting a sight glass in the return line from sump to=
 fuel selectors for a visual clue.
I like this setup as it allows me to feed from any or all tanks. not needed=
 but usually leave 1 transfer pump on. if both transfer pumps happened to f=
ail the fuel return path gives a free flow path from tanks to sump also.
I have managed to empty the sump tank once when flow testing the system but=
 there was no back pressure on the system so regulator was not circulating =
fuel. I guessed the tank vent lines (1/4") are just to small when fuel flow=
ing at 180l/hr and it vapourized in the sump.

Steve. I'm interested to know the model No. of your fluidyne oil cooler. I =
started with these mods because I couldn't control my oil temps, so new bel=
ly radiator installed to give oil cooler all the cowl air, but I never thou=
ght that the mazda cooler may be blocking oil flow. Whats the clue that the=
 front relief valve is opening?

Andrew


--_000_CO2PR0501MB903FBB1D1A671CCA281F693B93F0CO2PR0501MB903na_
Content-Type: text/html; charset="us-ascii"
Content-Transfer-Encoding: quoted-printable

<html>
<head>
<meta http-equiv=3D"Content-Type" content=3D"text/html; charset=3Dus-ascii"=
>
</head>
<body>
<style type=3D"text/css" style=3D"display:none;"><!-- P {margin-top:0;margi=
n-bottom:0;} --></style>
<div id=3D"divtagdefaultwrapper" style=3D"font-size:12pt;color:#000000;font=
-family:Calibri,Arial,Helvetica,sans-serif;" dir=3D"ltr">
<p></p>
<p>Andrew,</p>
<p><br>
</p>
<p>A Fluidyne DB-30618 is t<span>he oil cooler I ended up with in the plane=
.</span></p>
<p><br>
</p>
<p>When a pressure gauge was installed in the line between the front cover =
outlet and the RX7 oil cooler inlet, the pressure rose with increasing RPM =
to 150 psi at 2800 RPM.&nbsp; Increasing RPM above 2800 resulted in a stead=
y pressure at 150 psi.&nbsp; Since the oil
 pump is a positive displacement pump, additional oil flow <span>above 2800=
</span> RPM passes through the relief valve into the sump.&nbsp; At 5600 RP=
M half of the oil pumped by the oil pump never flows through the oil cooler=
.</p>
<p><br>
</p>
<p>With the Fluidyne oil cooler, the pressure at its inlet never reaches 15=
0 psi so all of the oil passes through it.</p>
<p><br>
</p>
<p>An archive search for 25 Feb 2014 should find a description of various o=
il cooler configurations that I tested.</p>
<p><br>
</p>
<p>Steve Boese</p>
<br>
<p></p>
</div>
<hr style=3D"display:inline-block;width:98%" tabindex=3D"-1">
<div id=3D"divRplyFwdMsg" dir=3D"ltr"><font face=3D"Calibri, sans-serif" st=
yle=3D"font-size:11pt" color=3D"#000000"><b>From:</b> Rotary motors in airc=
raft &lt;flyrotary@lancaironline.net&gt; on behalf of Andrew Martin &lt;fly=
rotary@lancaironline.net&gt;<br>
<b>Sent:</b> Wednesday, March 22, 2017 8:40:08 PM<br>
<b>To:</b> Rotary motors in aircraft<br>
<b>Subject:</b> [FlyRotary] Re: fuel system peer review</font>
<div>&nbsp;</div>
</div>
<div>
<div dir=3D"ltr">
<div>
<div>
<div>
<div>
<div>
<div>
<div>
<div><br>
</div>
This thread has perfect timing and great info for me.<br>
<br>
</div>
I was thinking of ditching my setup and simplifying it, but it looks like e=
very system is a compromise.
<br>
</div>
I just mounted a belly radiator which entailed moving the pumps &amp; sump =
tank. As other local pilots had commented on how complex my fuel system was=
 I thought it opportune to address it now. After following this thread thou=
gh I'm inclined to stick with this setup
 now as I know it works. and just not let anyone else on the controls.<br>
</div>
Only problem I have is I cannot tell the fuel level in the sump tank. Need =
some sort of warning that I've drained a tank dry or have a vent or feed pr=
oblem. Am thinking of putting a sight glass in the return line from sump to=
 fuel selectors for a visual clue.<br>
</div>
I like this setup as it allows me to feed from any or all tanks. not needed=
 but usually leave 1 transfer pump on. if both transfer pumps happened to f=
ail the fuel return path gives a free flow path from tanks to sump also.<br=
>
</div>
I have managed to empty the sump tank once when flow testing the system but=
 there was no back pressure on the system so regulator was not circulating =
fuel. I guessed the tank vent lines (1/4&quot;) are just to small when fuel=
 flowing at 180l/hr and it vapourized
 in the sump.<br>
<br>
</div>
Steve. I'm interested to know the model No. of your fluidyne oil cooler. I =
started with these mods because I couldn't control my oil temps, so new bel=
ly radiator installed to give oil cooler all the cowl air, but I never thou=
ght that the mazda cooler may be
 blocking oil flow. Whats the clue that the front relief valve is opening?<=
br>
<br>
</div>
Andrew<br>
<div><br>
</div>
</div>
</div>
</body>
</html>

--_000_CO2PR0501MB903FBB1D1A671CCA281F693B93F0CO2PR0501MB903na_--