From: "Steven W. Boese" <flyrotary@lancaironline.net>
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To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Subject: Re: [FlyRotary] Re: oil flow
Thread-Topic: [FlyRotary] Re: oil flow
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Date: Thu, 17 Aug 2017 21:29:42 +0000
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Andrew,


If an oil pressure gauge is installed at the inlet to the oil cooler, a pre=
ssure rise with increasing RPM will be observed.   If the pressure keeps ri=
sing as RPM is increased to maximum, all the oil is passing through the oil=
 cooler.  If the pressure levels off at about 156 psi before max RPM is rea=
ched, then some oil is being returned to the sump by the front cover oil pr=
essure relief valve and not passing through the oil cooler.


If an appropriate oil cooler is used, there would be no need for a second o=
il heat exchanger with associated plumbing, ducts, or controls.


On my test stand, at 6000 RPM, 143 HP, and 30" MAP, a total of 7700 BTU of =
heat was dissipated by coolant and oil.  16% of that was dissipated through=
 the oil.  This is for 15 gal/min oil flow and 53 gal/min coolant flow.  I =
have more confidence in the oil flow rate value than the coolant flow rate =
value.


Steve Boese

________________________________
From: Rotary motors in aircraft <flyrotary@lancaironline.net> on behalf of =
Andrew Martin <flyrotary@lancaironline.net>
Sent: Thursday, August 17, 2017 8:15:19 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: oil flow

Thanks Steve

My oil cooler is stock 20b, never seen a 13b oil cooler so can't really com=
pare. but I'd guess mazda would use same brand.
To verify if the cooler is restrictive, wouldn't a oil pressure drop be not=
iceable once the thermostat closed? with the sensor after cooler on filter =
pad. I cant say I've noticed it, but will look closer next run.
I've been reluctant to change the oil cooler up to now, as none of the supp=
liers seem to be able to offer flow curves so finding it a bit hard to comp=
are.

I'll see if I can borrow a hydraulic test set from a shop here. If I place =
it at the oil out port and get pressure and flow there I'll have a much bet=
ter picture of what's happening now that I got your pump flows.

Lynn, from your explanation, seems to confirm my gut feel that I need to ha=
ve that external OCV, to cool all the oil being pumped. but maybe I could u=
se a oil to coolant exchanger to even up the system capacities.

Cheers Andrew


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<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=
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<div id=3D"divtagdefaultwrapper" style=3D"font-size:12pt;color:#000000;font=
-family:Calibri,Helvetica,sans-serif;" dir=3D"ltr">
<p>Andrew,</p>
<p><br>
</p>
<p>If an oil pressure gauge is installed at the inlet to the oil cooler, a =
pressure rise with increasing RPM will be observed. &nbsp; If the pressure =
keeps rising as RPM is increased to maximum, all the oil is passing through=
 the oil cooler.&nbsp; If the pressure levels
 off at about 156 psi before max RPM is reached, then some oil is being ret=
urned to the sump by the front cover oil pressure relief valve and not pass=
ing through the oil cooler.</p>
<p><br>
</p>
<p>If an appropriate oil cooler is used, there would be no need for a secon=
d oil heat exchanger with associated plumbing, ducts, or controls.</p>
<p><br>
</p>
<p>On my test stand, at 6000 RPM, 143 HP, and 30&quot; MAP, a total of 7700=
 BTU of heat was dissipated by coolant and oil.&nbsp; 16% of that was dissi=
pated through the oil.&nbsp; This is for 15 gal/min oil flow and 53 gal/min=
 coolant flow.&nbsp; I have more confidence in the oil
 flow rate value than the coolant flow rate value.</p>
<p><br>
</p>
<p>Steve Boese<br>
</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> Thursday, August 17, 2017 8:15:19 AM<br>
<b>To:</b> Rotary motors in aircraft<br>
<b>Subject:</b> [FlyRotary] Re: oil flow</font>
<div>&nbsp;</div>
</div>
<div>
<div dir=3D"ltr">
<div>
<div>Thanks Steve<br>
<br>
</div>
My oil cooler is stock 20b, never seen a 13b oil cooler so can't really com=
pare. but I'd guess mazda would use same brand.<br>
</div>
<div>To verify if the cooler is restrictive, wouldn't a oil pressure drop b=
e noticeable once the thermostat closed? with the sensor after cooler on fi=
lter pad. I cant say I've noticed it, but will look closer next run.<br>
</div>
<div>I've been reluctant to change the oil cooler up to now, as none of the=
 suppliers seem to be able to offer flow curves so finding it a bit hard to=
 compare.<br>
</div>
<div><br>
I'll see if I can borrow a hydraulic test set from a shop here. If I place =
it at the oil out port and get pressure and flow there I'll have a much bet=
ter picture of what's happening now that I got your pump flows.<br>
</div>
<div><br>
</div>
<div>Lynn, from your explanation, seems to confirm my gut feel that I need =
to have that external OCV, to cool all the oil being pumped. but maybe I co=
uld use a oil to coolant exchanger to even up the system capacities.<br>
<br>
</div>
<div class=3D"gmail_extra">Cheers Andrew<br>
</div>
<div class=3D"gmail_extra">
<div>
<div class=3D"m_2833427882734376831gmail_signature" data-smartmail=3D"gmail=
_signature">
<div dir=3D"ltr">
<div><br>
</div>
</div>
</div>
</div>
</div>
</div>
</div>
</body>
</html>

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