X-Virus-Scanned: clean according to Sophos on Logan.com From: Received: from omr-a017e.mx.aol.com ([204.29.186.68] verified) by logan.com (CommuniGate Pro SMTP 6.1.11) with ESMTPS id 8918283 for flyrotary@lancaironline.net; Fri, 02 Sep 2016 18:17:44 -0400 Received-SPF: pass receiver=logan.com; client-ip=204.29.186.68; envelope-from=Lehanover@aol.com Received: from mtaomg-mcb02.mx.aol.com (mtaomg-mcb02.mx.aol.com [172.26.50.176]) by omr-a017e.mx.aol.com (Outbound Mail Relay) with ESMTP id 5B1333800095 for ; Fri, 2 Sep 2016 18:17:27 -0400 (EDT) Received: from core-mda04h.mail.aol.com (core-mda04.mail.aol.com [172.27.39.4]) by mtaomg-mcb02.mx.aol.com (OMAG/Core Interface) with ESMTP id 6B3F438000082 for ; Fri, 2 Sep 2016 18:17:26 -0400 (EDT) Full-name: Lehanover Message-ID: <45a12.77b1419f.44fb5475@aol.com> Date: Fri, 2 Sep 2016 18:17:25 -0400 Subject: Re: [FlyRotary] Re: Oil Regulator bypass Flow Rates To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/mixed; boundary="part1_45a12.77b1419f.44fb5475_boundary" X-Mailer: AOL 9.8 sub 2019 X-Originating-IP: [74.140.106.236] x-aol-global-disposition: G X-AOL-VSS-INFO: 5800.7501/111665 X-AOL-VSS-CODE: clean DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20150623; t=1472854647; bh=JU3o1SmBoPhi8zCqiKODHyL5Bl+8Ikqym5++ytZKaIw=; h=From:To:Subject:Message-ID:Date:MIME-Version:Content-Type; b=Lv1e2EsedX3xLWw95uKfLXcOOMPNOKoUXLWURKYV2ZFYtcxE6+CGClfmQG817t+a/ WeVFZbacy8RNFHmhCeELrh7kHxVkd+Y1bp5VF6RIk6tRAKaj2RXiNBZ/m2abE+T6Io SmUSatYq71HvJIzmLUVgKkXaGbEiT6dgQw/VPErs= x-aol-sid: 3039ac1a32b057c9fa7670b1 --part1_45a12.77b1419f.44fb5475_boundary Content-Type: multipart/related; boundary="part1_45a12.77b1419f.44fb5475_rel_boundary" --part1_45a12.77b1419f.44fb5475_rel_boundary Content-Type: multipart/alternative; boundary="45a12.77b1419f_alt_bound" --45a12.77b1419f_alt_bound Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en The calculation is actually fairly simple. Divide the engine weight in =20 ounces by your hat size, then multiply by=20 your street address. Convert that number to Cubic Centimeters and have= a=20 friend from Canada look up the answer.=20 =20 Or, the amount of oil dumped by the regulator varies with RPM, oil pour = =20 weight, oil temperature, oil pump displacement, regulator spring pressure,= =20 suction lift distance, pickup tube end shape, and the shape of the and th= e =20 area and hole size of the bug screen selected. Oil pump performance is mor= e =20 affected by features in the suction side than the pressure side.=20 =20 Early regulators can be disassembled cleaned and have small washers added= =20 under the spring so as to adjust the cracking pressure to whatever you wan= t.=20 You oil it up and put shop air pressure in it. Adjust shop air upward to= =20 find the new cracking pressure. It makes a mess and you need eye protecti= on.=20 The twin turbo relief pressure is 110 pounds. Early ones were 73.9 pounds= .=20 Actually test the one you are about to install. If you do not know the cracking pressure you cannot make valid judgements= =20 as to oil system performance or trouble shooting.=20 =20 Mistral said 16 GPM from a test stand at 6000 (engine RPM). Mistral =20 removed the stock oil pickup tube and made up a nice aluminum tapered piec= e =20 (looked like a horn). No bug screen. Defoaming plate had a big screen in= the =20 center to catch debris.=20 =20 If you have been running a bit hot say 210 degrees. And your usual oil =20 pressure is 85 pounds but you notice the pressure is now 80 PSI. Power bac= k a =20 bit and some pressure comes back. Good news. Under hard use throttle=20 position just about drives oil pressure through a temperature increase.= So if you =20 run it hard and oil pressure drops below cracking pressure, what has most= =20 likely happened? The relief valve is no longer controlling oil pressure.= The=20 relief valve is closed. So, it matters not at all what cracking pressure= =20 you wanted. Temperature can make the pump less efficient. (Bleeds off=20 pressure from the high side to the low side). Cracking pressure only limi= ts top=20 pressure and has no other function. Work on the suction side to improve= =20 performance. =20 =20 High oil pressure is used to move overheated oil out of the wedge quickly.= =20 =20 Oils are built for differing functions. I use RedLine 40 weight racing oil= .=20 Not one oil related failure since 1980. Shifting between 9,400 RPM and 9,600 RPM. About 250 HP These engines use= an=20 external oil pump and hold 100 PSI under all conditions.=20 We raced for years on 75 PSI oil pressure. You will see a reduction in= =20 pressure as oil temps goes up. At first the reduction will be from some oil foaming that makes the pump= a =20 bit less efficient. Then the foaming plus thinner oil from temps. =20 =20 Build a spacer that looks like the pan gasket about 3/8" thick. No =20 drainback problems.=20 =20 Lynn E. Hanover =20 =20 In a message dated 9/2/2016 1:40:36 P.M. Eastern Daylight Time, =20 flyrotary@lancaironline.net writes: =20 James,=20 That=E2=80=99s the idea but the relief only needs to cover(uncover?) the= =20 midsection of the center iron and rotor housings. The oil drain back is= still=20 through the (7 or 8) 7/8=E2=80=9D holes in the plate. Ed used rectangular= tube to stand=20 the oil tank off the plate so the oil pan bolts could be accessed=20 externally. My plate extends below the engine and forms the inner wall fo= r the oil=20 tank. Mounting screws are access through the top removal cover. Photo=20 attached but the plate is covered up. =20 Bobby=20 =20 =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] =20 Sent: Friday, September 02, 2016 11:45 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Oil Regulator bypass Flow Rates How about something like this Bobby? The challenge would be figuring out= =20 how to do the oil pan bolts along the downward (intake/exhaust) side of= the=20 engine. You would need long bolts and some kind of standoffs internally= =20 to take the boltup forces. Oil pickup would be internal.=20 =20 =20 =20 =20 =20 =20 =E2=80=94 James =20 Not to scale, correct oil pan shape or bolt pattern! =20 =20 =20 =20 =20 On Sep 2, 2016, at 7:06 AM, Bobby J. Hughes <_flyrotary@lancaironline.net_= =20 (mailto:flyrotary@lancaironline.net) > wrote: =20 =20 I=E2=80=99m fabricating a plugs up oil pan and block off plate for my spa= re=20 Renesis and new turbo FWF. I=E2=80=99m using Ed=E2=80=99s pictures as a= general guide for=20 fabrication. I=E2=80=99m a little concerned about the oil drain back pat= h and volume.=20 The path from the center iron and rear iron \ regulator would make most= of=20 the oil flow toward the front iron and down past the oil pump as the bott= om=20 of the rotor housings and center iron are flush with the block off plate.= I=20 will incorporate a recess in the block off plate to provide a more direct= =20 drain path over the rotor housings and center iron humps. The block off= =20 plate to external oil tank drain has (7) 7/8=E2=80=9D holes. I=E2=80=99m= hoping that=E2=80=99s=20 enough to keep oil from backing up into the oil pump chain and engine cav= ity. I=20 am considering using an external oil pressure regulator installed at a=20 remote oil filter with bypassed oil feeding directly back to the tank. = I know =20 the 13B oil pumps flow about 15-16 gpm but I have not located any =20 information regarding how much is bypassed by the regulator. Any ideas? =20 =20 Bobby J. Hughes =20 RV10 Renesis Super Charged=20 =20 300 Hrs -- Homepage: http://www.flyrotary.com/ Archive and UnSub: =20 http://mail.lancaironline.net:81/lists/flyrotary/List.html -- Homepage: http://www.flyrotary.com/ Archive and UnSub: =20 http://mail.lancaironline.net:81/lists/flyrotary/List.html --45a12.77b1419f_alt_bound Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en =
The calculation is actually fairly simple. Divide the engine weight= in=20 ounces by your hat size, then multiply by
your street address.  Convert that number to Cubic Centimeters= and=20 have a friend from Canada look up the answer.
 
Or, the amount of oil dumped by the regulator varies with RPM, oil po= ur=20 weight, oil temperature, oil pump displacement, regulator spring pressure,= =20 suction lift distance, pickup tube end shape, and the shape of the = and the=20 area and hole size of the bug screen selected. Oil pump performance is mor= e=20 affected by features in the suction side than the pressure side. 
 
Early regulators can be disassembled cleaned and have small washers= added=20 under the spring so as to adjust the cracking pressure to whatever you wan= t. You=20 oil it up and put shop air pressure in it. Adjust shop air upward to find= the=20 new cracking pressure. It makes a mess and you need eye protection. The tw= in=20 turbo relief pressure is 110 pounds. Early ones were 73.9 pounds. Actually= test=20 the one you are about to install.
If you do not know the cracking pressure you cannot make valid judgem= ents=20 as to oil system performance or trouble shooting.
 
Mistral said 16 GPM from a test stand at 6000 (engine RPM).  Mis= tral=20 removed the stock oil pickup tube and made up a nice aluminum tapered piec= e=20 (looked like a horn). No bug screen. Defoaming plate had a big screen in= the=20 center to catch debris.
 
If you have been running a bit hot say 210 degrees. And your usual oi= l=20 pressure is 85 pounds but you notice the pressure is now 80 PSI. Power bac= k a=20 bit and some pressure comes back. Good news. Under hard use throttle posit= ion=20 just about drives oil pressure through a temperature increase. So if= you=20 run it hard and oil pressure drops below cracking pressure, what has most= likely=20 happened? The relief valve is no longer controlling oil pressure. The reli= ef=20 valve is closed. So, it matters not at all what cracking pressure you want= ed.=20 Temperature can make the pump less efficient. (Bleeds off pressure from th= e high=20 side to the low side). Cracking pressure only limits top pressure and= has=20 no other function. Work on the suction side to improve performance.  =
 
High oil pressure is used to move overheated oil out of the wedge qui= ckly.=20
 
Oils are built for differing functions. I use RedLine 40 weight racin= g oil.=20 Not one oil related failure since 1980.
Shifting between 9,400 RPM and 9,600 RPM. About 250 HP These engines= use an=20 external oil pump and hold 100 PSI under all conditions.
We raced for years on 75 PSI oil pressure.  You will see a reduc= tion=20 in pressure as oil temps goes up.
At first the reduction will be from some oil foaming that makes the= pump a=20 bit less efficient. Then the foaming plus thinner oil from temps.  
 
Build a spacer that looks like the pan gasket about 3/8" thick. No=20 drainback problems.
 
Lynn E. Hanover
 
In a message dated 9/2/2016 1:40:36 P.M. Eastern Daylight Time,=20 flyrotary@lancaironline.net writes:

James,

 

That=E2=80=99s=20 the idea but the relief only needs to cover(uncover?) the midsection of= the=20 center iron and rotor housings. The oil drain back is still through the= (7 or=20 8) 7/8=E2=80=9D holes in the plate. Ed used rectangular tube to stand th= e oil tank off=20 the plate so the oil pan bolts could be accessed externally. My plate ex= tends=20 below the engine and forms the inner wall for the oil tank. Mounting scr= ews=20 are access through the top removal cover.  Photo attached but the= plate=20 is covered up.

 

 

Bobby

 

 

From: Rotary motors in=20 aircraft [mailto:flyrotary@lancaironline.net]=20
Sent: Friday, September 02, 2016 11:45 AM
To: Rotar= y=20 motors in aircraft
Subject: [FlyRotary] Re: Oil Regulator bypa= ss=20 Flow Rates

 

How about something like this Bobby?  The chal= lenge=20 would be figuring out how to do the oil pan bolts along the downward=20  (intake/exhaust) side of the engine.  You would need long bol= ts and=20 some kind of standoffs internally to take the boltup forces.  Oil= pickup=20 would be internal.

 

=E2=80=94=20 James

 

Not to scale, correct oil pan shape or bolt=20 pattern!

 

3Dcid:image001.png@01D20516.1876E470

 

 

On Sep 2, 2016, at 7:06 AM, Bobby J. Hughes <<= A title=3Dmailto:flyrotary@lancaironline.net href=3D"mailto:fl= yrotary@lancaironline.net">flyrotary@lancaironline.net>=20 wrote:

 

I=E2=80=99m fabricating=20 a plugs up oil pan and block off plate for my spare Renesis and new tu= rbo=20 FWF. I=E2=80=99m using Ed=E2=80=99s pictures as a general guide for fa= brication.  I=E2=80=99m a=20 little concerned about the oil drain back path  and volume. The= path=20 from the center iron and rear iron \ regulator would make most of the= oil=20 flow toward the front iron and down past the oil pump as the bottom of= the=20 rotor housings and center iron are flush with the block off plate. I= will=20 incorporate a recess in the block off plate to provide a more direct= drain=20 path over the rotor housings and center iron humps. The block off plat= e to=20 external oil tank drain has (7)  7/8=E2=80=9D holes. I=E2=80=99m= hoping that=E2=80=99s enough=20 to keep oil from backing up into the oil pump chain and engine cavity.= I am=20 considering using an external oil pressure regulator installed at a re= mote=20 oil filter with bypassed oil feeding directly back to the tank. = I know=20 the 13B oil pumps flow about 15-16 gpm but I have not located any=20 information regarding how much is bypassed by the regulator.  Any= =20 ideas?

 

Bobby J.=20 Hughes

RV10=20 Renesis  Super Charged&= nbsp;

300=20 Hrs

<Ed Anderson Plugs Up.jpg><IMG_2957.JPG&= gt;--
Homepage:=20  http://www.flyrotary.com/= http://mail.lancair= online.net:81/lists/flyrotary/List.html

 



= --
Homepage: =20 http://www.flyrotary.com/
Archive and UnSub:  =20 http://mail.lancaironline.net:81/lists/flyrotary/List.html
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