X-Junk-Score: 0 [] X-Cloudmark-Score: 0 [] X-Cloudmark-Analysis: v=2.2 cv=aM2ykv1m c=1 sm=1 tr=0 a=uiPjGrJLWPPS5B33z+TjKQ==:117 a=KwPsGajWcAwA:10 a=KeKAF7QvOSUA:10 a=6c4p5ATOn-5GELXIdGwA:9 a=QEXdDO2ut3YA:10 a=DOmY_Q4pirQkotnC2eEA:9 a=7eHz7wYcdeC-OxRh:21 From: "Andrew Martin" Received: from mail-qt0-f175.google.com ([209.85.216.175] verified) by logan.com (CommuniGate Pro SMTP 6.2c3) with ESMTPS id 10022309 for flyrotary@lancaironline.net; Thu, 17 Aug 2017 00:14:49 -0400 Received-SPF: none receiver=logan.com; client-ip=209.85.216.175; envelope-from=andrew@martinag.com.au Received: by mail-qt0-f175.google.com with SMTP id v29so31697483qtv.3 for ; Wed, 16 Aug 2017 21:14:50 -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=f1gMEwOW2pXBA9DnUVe0poAh/6sglb0a0a/L6/bgiQk=; b=to5O7t+VZQ0PkuudcAm0aS/tIjOCfQ/abP0zg3/AqMPOnyTOH6bRqMQJFnns2kqkBH XIOjcrWt3tjff01aYj2HDz82UiCURHTNpb4wPV5ERcjtucNzLdaTBO0mJyVgRXzYy3tW N0TkogY6Wp1s3jAJvdGoYiiWt1LAhz2S20F4SrwqyBRcCGvOueU/pYwV+83G3c5pr/4X rwpVNraQxmihlME9oHrDfcHI+KiIc4PUP/r2Ymxz5STU/8+FM2T8wCvxjBSHy54llc2E 11Y6LjQehQCPZNiJWCzB3MaFNc85SHC7YRCnobNfsW0GnMpvPoivg0DeJdHlnE01fZjn OGJQ== 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=f1gMEwOW2pXBA9DnUVe0poAh/6sglb0a0a/L6/bgiQk=; b=LqrZS8QJwdxOWUX8+LyFIPEc4Y1/WAwk1UlT4gGDA4RcEtQyI4LLrJ5KV77c7lxbMl kGZorjTFXED8ksrn8A8xUMpVqnaBmlBW00gG3WDlMJH/BesNKw0ZhG1uQQYpBisH+llf JSQBSsnq1mZELj57JBxSK0TGJTvu/zZ7oVvxOny7bEhlUHNvpQCatuftn6k74ND6zE2c 9ipAFtC97wQfG1pZKPnK+N53ofemQC37GuJJJZyCgnlJCPvJ0gPAwty7W6oGw9njl/xn X2rYvz51i/DMXUBjPJPyDEDyBeHvRwykG0e5BKiDSGc5GIwiAQwGmU6lkJD8EDsJ6UHv GswA== X-Gm-Message-State: AHYfb5h6vUK/n9rTs/Mkr62Et8vBt8ys7O1ESGhPs1iXxt4ufXt1PEQR boh9kUeXKNS7KW0m9tKj1ipgDdoIish75/g= X-Received: by 10.237.36.155 with SMTP id t27mr5291522qtc.314.1502943272754; Wed, 16 Aug 2017 21:14:32 -0700 (PDT) MIME-Version: 1.0 Received: by 10.12.145.214 with HTTP; Wed, 16 Aug 2017 21:13:52 -0700 (PDT) X-Originating-IP: [202.40.0.40] Date: Thu, 17 Aug 2017 12:13:52 +0800 Message-ID: Subject: oil flow To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary="001a113f4390e3f6cc0556eb3fd0" --001a113f4390e3f6cc0556eb3fd0 Content-Type: text/plain; charset="UTF-8" Has anyone ever had a flow transducer in the oil circuit? If so, what was the peak flow? Does anyone know the cc/rev specs and gearing ratio of the oil pump? If there was past discussion on this on the list please let me know, but as yet I have not been able to find anything. Bit of background, Steve Boese's oil cooler experiments from a few years back has helped me much but got me searching more for the effect of oil flow on heat rejection in the entire system. My temps are much better on the ground now that I've relocated the heat exchangers, but I am reluctant to fly again until I know I can get to a decent altitude before encountering max temps. I dont think flow of oil through an engine built with tight specs would change appreciably from idle to max rpm, but flow through the OCV will rise sharply. My engine is a 2004 Renesis with a front cover OCV. I think I could get much better control of the oil temp if I could get higher flow through the cooler. I think its all about controlling the average deltaT. so a tighter engine is going to need much higher deltaT through the cooler as flow will be lower. There are probably many ways that would give me a solution. - less oil restriction in engine (should have modified those eccentric oil jets). this may be the best solution but I don't really want to open the engine again just yet. - I could put an external OCV set at lower pressure than front cover OCV inline after heat exchanger, more oil is being cooled. - A bigger heat exchanger would also do the job, but I don't think its the best solution as its just a guess on how big to go. - What I might do is. plumb in a lower pressure or adjustable OCV and solenoid valve in series on oil "out" port on engine, dump oil into a extra heat exchanger then back to sump. with solenoid off, oil flows as it does now, with it on = extra cooling on demand, basically all that happens is oil that would be returned straight back to sump is diverted to a cooler, engine would just see the slightly lower pressure from the second OCV. My theory is that Oil pressure is nice to know but kind of meaningless. Its possible to have high pressure but flow going to the wrong place (sump), which is not good. Pump is fixed displacement so oil has to go somewhere. Ultimately, Maybe an engine with lower pressure due to less restriction within the rotating parts is probably best as it results in higher flow oil to where its needed. Any thoughts Cheers Andrew --001a113f4390e3f6cc0556eb3fd0 Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable
Has anyone ever had a flow t= ransducer in the oil circuit? If so, what was the peak flow?
= Does anyone know the cc/rev specs and gearing ratio of the oil pump?
If there was past discussion on this on the list please let me know= , but as yet I have not been able to find anything.

Bit of background, Steve Boese's oil cooler experiments from a few yea= rs back has helped me much but got me searching more for the effect of oil = flow on heat rejection in the entire system.

My temps are much= better on the ground now that I've relocated the heat exchangers, but = I am reluctant to fly again until I know I can get to a decent altitude bef= ore encountering max temps.

I dont think flow of oil through a= n engine built with tight specs would change appreciably from idle to max r= pm, but flow through the OCV will rise sharply.=C2=A0 My engine is a 2004 R= enesis with a front cover OCV. I think I could get much better control of t= he oil temp if I could get higher flow through the cooler. I think its all = about controlling the average deltaT. so a tighter engine is going to need = much higher deltaT through the cooler as flow will be lower.

There are probably many ways that would give me a solution.
  • less oil restriction in engine (should have modified those eccentric = oil jets). this may be the best solution but I don't really want to ope= n the engine again just yet.
  • I could put an external OCV set at= lower pressure than front cover OCV inline after heat exchanger, more oil = is being cooled.
  • A bigger heat exchanger would also do the job,= but I don't think its the best solution as its just a guess on how big= to go.
  • What I might do is. plumb in a lower pressure or adjustable= OCV and solenoid valve in series on oil "out" port on engine, du= mp oil into a extra heat exchanger then back to sump. with solenoid off, oi= l flows as it does now, with it on =3D extra cooling on demand, basically a= ll that happens is oil that would be returned straight back to sump is dive= rted to a cooler, engine would just see the slightly lower pressure from th= e second OCV.
    • <= div>
    My theory is that = Oil pressure is nice to know but kind of meaningless.=20 Its possible to have high pressure but flow going to the wrong place (sump)= , which is not=20 good. Pump is fixed displacement so oil has to go somewhere. Ultimately, Ma= ybe an engine with lower pressure due to less restriction within the rotati= ng parts is probably best as it results in higher flow oil to where its nee= ded.

    Any thoughts
    Cheers=C2=A0 Andrew



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