Return-Path: <13brv3@bellsouth.net> Received: from imf24aec.mail.bellsouth.net ([205.152.59.72] verified) by logan.com (CommuniGate Pro SMTP 4.2.3) with ESMTP id 431454 for flyrotary@lancaironline.net; Fri, 24 Sep 2004 20:23:43 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.72; envelope-from=13brv3@bellsouth.net Received: from rd ([65.6.194.9]) by imf24aec.mail.bellsouth.net (InterMail vM.5.01.06.11 201-253-122-130-111-20040605) with ESMTP id <20040925002312.BJFI18351.imf24aec.mail.bellsouth.net@rd> for ; Fri, 24 Sep 2004 20:23:12 -0400 From: "Russell Duffy" <13brv3@bellsouth.net> To: "Flyrotary List" Subject: oil filter, pressure test, ewp Date: Fri, 24 Sep 2004 19:23:25 -0500 Message-ID: <013c01c4a295$df927240$04000100@rd> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_013D_01C4A26B.F6BC6A40" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 Importance: Normal This is a multi-part message in MIME format. ------=_NextPart_000_013D_01C4A26B.F6BC6A40 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Greetings, =20 I installed the test fitting and gauge to read the oil pressure as it = comes out of the engine, before the oil cooler and filter. The current filter = was the Peterson inline 45 micron screen. This is suspected to be too fine = for use on oil, and was later changed to a 60 micron screen. =20 =20 Test run 1- (45 micron screen, Mobile One 15w50 oil) 2000 rpm, 100 degree oil into the engine, 88 psi before cooler and = filter, 78 psi after (10 psi diff) 6000 rpm, 160 degree oil into the engine, 110 psi before cooler and = filter, 84 psi after (26 psi diff) =20 Test run 2- (60 micron screen, Mobile One 15w50 oil) 6000 rpm, 150 degree oil into the engine, 115 psi before cooler and = filter, 84 psi after (31 psi diff) 6000 rpm, 180 degree oil into the engine, 105 psi before cooler and = filter, 82 psi after (23 psi diff) =20 It's impossible to be too accurate with the before cooler pressure = reading, since the gauge skips from 90 psi to 150. Anything in between is sort = of an estimation. =20 =20 Oil temp seems to make the most difference. Best I can tell, changing = the oil filter screen to a larger size didn't make any difference, which suggests that it wasn't my primary restriction. That pretty much leaves = the evap core, but it's impossible to tell if it's "bad", with nothing else = to compare it against. There's going to be some resistance, but how much = is too much? Either way, 115 psi shouldn't damage the evap core, so I feel comfortable flying it again (when I re-skin my rudder and left aileron). = I also want to try 5w30 oil to see how that does, both in pressure, and cooling ability. Maybe I'll do that tomorrow. =20 =20 I was happy to note that the ewp fittings aren't leaking at all. This = just proves that if I weld something enough times, eventually I can make it = stop leaking. I was sort of hoping the water temps would seem a little lower today, with the ewp running, but I can't say that's the case. The temps REALLY shoot up at full throttle on the ground. =20 =20 Cheers, Rusty (congrats Paul, imagine what it will feel like to actually fly it) =20 ------=_NextPart_000_013D_01C4A26B.F6BC6A40 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message
Greetings,
 

I installed the test fitting and gauge = to read=20 the oil pressure as it comes out of the engine, before the oil cooler = and=20 filter.  The current = filter was the=20 Peterson inline 45 micron screen. =20 This is suspected to be too fine for use on oil, and was later changed to a 60 micron=20 screen. 

 

Test run 1- (45=20 micron screen, Mobile One 15w50 oil)

2000 rpm, 100=20 degree oil into the engine, 88 psi before cooler and filter, 78 psi = after (10=20 psi diff)

6000 rpm, 160=20 degree oil into the engine, 110 psi before cooler and filter, 84 psi = after (26=20 psi diff)

 

Test run 2- (60=20 micron screen, Mobile One 15w50 oil)

6000 rpm, 150=20 degree oil into the engine, 115 psi before cooler and filter, 84 psi = after (31=20 psi diff)

6000 rpm, 180=20 degree oil into the engine, 105 psi before cooler and filter, 82 psi = after (23=20 psi diff)

 

It’s impossible=20 to be too accurate with the before cooler pressure reading, since the = gauge=20 skips from 90 psi to 150.  = Anything=20 in between is sort of an estimation. =20

 

Oil temp seems to make the most = difference. =20 Best I can tell, changing the oil filter screen to a larger size = didn’t=20 make any difference, which suggests that it wasn’t my primary = restriction.  That pretty much leaves the = evap core,=20 but it’s impossible to tell if it’s “bad”, with = nothing else to compare it=20 against.  There's going to be some resistance, but how = much is=20 too much?  Either way, 115 psi shouldn’t damage = the evap=20 core, so I feel comfortable flying it again (when I re-skin my rudder = and left=20 aileron).  I also want to = try 5w30=20 oil to see how that does, both in pressure, and cooling ability.  Maybe I’ll do that = tomorrow.  

 

I was happy = to note=20 that the ewp fittings aren't leaking at all.  This just proves that = if=20 I weld something enough times, eventually I can make it stop = leaking. =20 I was sort of hoping the water temps would seem a little lower today, = with the=20 ewp running, but I can't say that's the case.  The temps REALLY = shoot up at=20 full throttle on the ground. 

 

Cheers,

Rusty = (congrats Paul,=20 imagine what it will feel like to actually fly = it)

 

------=_NextPart_000_013D_01C4A26B.F6BC6A40--