X-Virus-Scanned: clean according to Sophos on Logan.com From: "Andrew Martin" Received: from mail-qt0-f176.google.com ([209.85.216.176] verified) by logan.com (CommuniGate Pro SMTP 6.2c1) with ESMTPS id 9599652 for flyrotary@lancaironline.net; Thu, 23 Mar 2017 02:52:21 -0400 Received-SPF: none receiver=logan.com; client-ip=209.85.216.176; envelope-from=andrew@martinag.com.au Received: by mail-qt0-f176.google.com with SMTP id x35so167773765qtc.2 for ; Wed, 22 Mar 2017 23:52:20 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=martinag-com-au.20150623.gappssmtp.com; s=20150623; h=mime-version:from:date:message-id:subject:to; bh=OGXXMimfkpBoiLihHKQxHRd0s9WbPyffcvqLa2JGr6w=; b=qUME56VCMB7Rebsvd5eEwbGd/CKmDARq+mMX2n18c0mw3xbOemnGPhMUd1bxUBgDIx CkE9Ma51cLa5VLvP++Suc4EpswJc5Qchl5dHv+4nbKHsU69TNTEZAzV3DuuoHNMlWlTj ZZrS/aKZAHucrIBCMyWSJVifrfV59yrzRKXrG5DeINZny+/10Rr5P0EM4J/1/sCXHZw7 LjoDjsBNR+dpZ1e61r+ICZqzob9WZ/oGhf0Vovkq3edRDJHI9int5uKP6YHgNuaH94D7 XiMSxtcfNWDhTDOUIBVNNYqcK2iuoMB2pE80C838pcUr7UrWi1KerdbGxSSrf1baBHYi IDgg== X-Google-DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:from:date:message-id:subject:to; bh=OGXXMimfkpBoiLihHKQxHRd0s9WbPyffcvqLa2JGr6w=; b=eg6NIDLYHr9DzktvV1XqzZGUcRF8ahYm1MDK0E0fzBgdTeLkCPILzxchkaf42uXpo9 bbTFll2VTtpBavE+wctxzqUVMKqL1Ksygps7jkJjnT7HLykUKon1ReIBW0h9Kdslsmmy /a1R0if8uFEa1HzfxIMhBe4DJACSpbgBspg7gtvdvB63+tyH286VJjnwWHqCiBieVkW6 0qrQVt/O2Uegl8xmHFJ0vMoQePrKUUkw3GoGFr4XkmwZbDXQ+ZZEDOYj0ywYCrRWACTK gyzFtZ44YEUXxqIBAUztRECIibtHLGGpy2sr5B8hoic6eUWq3lEXRR+np3MiyGCw3Fsp jYEA== X-Gm-Message-State: AFeK/H3CDDENzEyUEjwmNJZ05QN/O5JMeBtLmUybELUJppoUOlK/i8yb6knKPB78AYSEX3KjkYUdWZOcmQol8Q== X-Received: by 10.237.42.1 with SMTP id c1mr788525qtd.219.1490251922624; Wed, 22 Mar 2017 23:52:02 -0700 (PDT) MIME-Version: 1.0 Received: by 10.12.128.232 with HTTP; Wed, 22 Mar 2017 23:51:22 -0700 (PDT) X-Originating-IP: [202.40.0.40] Date: Thu, 23 Mar 2017 14:51:22 +0800 Message-ID: Subject: oil cooling To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=001a113e0ad2798a1c054b6050dd --001a113e0ad2798a1c054b6050dd Content-Type: text/plain; charset=UTF-8 Steve, searched the archives, always seems a tricky process for me for some reason. filter of OIL and search Steven W. Boese worked. I had missed that discussion on oil coolers. certainly could explain my oil overheating problem. Thanks for documenting your findings. I have a 2004 Renesis in the plane and used the oil heat exchanger from an 70000km Cosmo that I pulled a factory 20b from. You said worst case for cooling was when oil was not at pump (front cover) relief pressure and was bypassing in the cooler, I didn't realise the mazda cooler had pressure relief or do you think the oil thermostat was not closing properly? So, off to get a new oil heat exchanger. Andrew On Thu, Mar 23, 2017 at 12:11 PM, Steven W. Boese < flyrotary@lancaironline.net> wrote: > 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 > outlet 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 > pressure at 150 psi. Since the oil pump is a positive displacement pump, > additional 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 > psi 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 on behalf > of Andrew Martin > *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 > every 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 thought 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 let 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 > problem. 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 fail 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 flowing 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 > belly radiator installed to give oil cooler all the cowl air, but I never > thought that the mazda cooler may be blocking oil flow. Whats the clue that > the front relief valve is opening? > > Andrew > > --001a113e0ad2798a1c054b6050dd Content-Type: text/html; charset=UTF-8 Content-Transfer-Encoding: quoted-printable

Steve, searched the archive= s, always seems a tricky process for me for some reason. filter of OIL and = search Steven W. Boese worked.=C2=A0 I had missed that discussion on oil co= olers. certainly could explain my oil overheating problem. Thanks for docum= enting your findings.
I have a 2004 Ren= esis in the plane and used the oil heat exchanger from an 70000km Cosmo tha= t I pulled a factory 20b from.
You said worst case for cooling was when= oil was not at pump (front cover) relief pressure and was bypassing in the= cooler, I didn't realise the mazda cooler had pressure relief or do yo= u think the oil thermostat was not closing properly?
So, off to get a new oil heat exchanger.

Andrew




On Thu, Mar 23, 2017 at 12:11 PM, Steven W. = Boese <flyrotary@lancaironline.net> wrote:

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 = outlet and the RX7 oil cooler inlet, the pressure rose with increasing RPM = to 150 psi at 2800 RPM.=C2=A0 Increasing RPM above 2800 resulted in a stead= y pressure at 150 psi.=C2=A0 Since the oil pump is a positive displacement pump, additional oil flow above 2800= RPM passes through the relief valve into the sump.=C2=A0 At 5600 RP= M 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 15= 0 psi so all of the oil passes through it.


An archive search for 25 Feb 2014 should find a description of various o= il 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
=C2=A0

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 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.
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 fee= d problem. Am thinking of putting a sight glass in the return line from sum= p 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= flowing 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 belly radiator installed to give oil cooler all the cowl air, but I ne= ver thought that the mazda cooler may be blocking oil flow. Whats the clue that the front relief valve is opening?<= br>
Andrew


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