X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao102.cox.net ([68.230.241.44] verified) by logan.com (CommuniGate Pro SMTP 5.2.1) with ESMTP id 2835772 for flyrotary@lancaironline.net; Mon, 07 Apr 2008 11:43:03 -0400 Received-SPF: none receiver=logan.com; client-ip=68.230.241.44; envelope-from=alventures@cox.net Received: from fed1rmimpo02.cox.net ([70.169.32.72]) by fed1rmmtao102.cox.net (InterMail vM.7.08.02.01 201-2186-121-102-20070209) with ESMTP id <20080407154222.UXXT13697.fed1rmmtao102.cox.net@fed1rmimpo02.cox.net> for ; Mon, 7 Apr 2008 11:42:22 -0400 Received: from BigAl ([72.192.137.74]) by fed1rmimpo02.cox.net with bizsmtp id AfiN1Z00M1cVYgg04fiNvQ; Mon, 07 Apr 2008 11:42:23 -0400 From: "Al Gietzen" To: "'Rotary motors in aircraft'" Subject: Oil flow rate Date: Mon, 7 Apr 2008 07:45:41 -0800 Message-ID: <005101c898c6$6f5a8910$6401a8c0@BigAl> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0052_01C89883.61374910" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3198 Importance: Normal This is a multi-part message in MIME format. ------=_NextPart_000_0052_01C89883.61374910 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable I use the TRD-1030 dual mount and two K&N HP3001s for more than 12 GPM = at 9,600 RPM. Not at all needed for lower airplane RPM and much less flow, = and very heavy, when both cans are full of oil =20 Prior to building up my system I had data from my friend at the dyno facility showing 16 gpm oil flow at 6000 rpm on a 13B. My 20B engine on = the dyno showed oil flow of 15 gpm at 6000 rpm, and it was still going up = with rpm. This was with 100 psi oil pressure. =20 I think it important to realize these high flow rates when chosing your filter setup and your oil cooler, especially if you are running with = higher reduction drive ratios where 6000 rpm and higher may be routine. Off the shelf coolers are designed for piston engines which have about half the flow. Get the flow-pressure drop curves from the manufacturer before deciding. =20 The stock oil filter block with the very small filter is plumbed in = parallel with the flow bypass to the pressure regulator valve, so is not a full = flow filter setup. Apparently Mazda felt full flow filtering for automotive = use was not important. I installed a dual filter remote mount and used two = K&N HP3001 filters for full flow filtering before the cooler. Perhaps a bit = of overkill. =20 I am just now installing an oil/water exchanger in parallel with the = oil/air cooler (also after the filters), and the configuration is such that the large HP3001s will no longer fit. I'm going to the HP2004 filter which = is about to 1 1/4 inches shorter, but otherwise the same construction as = the HP3001. Too bad, I now have 2 HP3001 filters on the shelf that have only been run a few hours. =20 Al =20 . So, the choice then could be based on how your oil lines will be run, = and where the filter will be mounted in the cowl. You would want to have the = can hanging straight down to avoid messes when changing. Some place where = you can get to it with both hands. =20 And once you determin where, then lay out the oil lines with the idea = that the bends should be (to the extent possible) (one of my favorate = Government terms) made using the oil hose rather than angled fittings. Observe the minimum bend radius for your hose. Each drilled 90 degree fitting has the same drag of 3 feet of hose. So, the filter mount that allows for the best combination is the one you want. If a 90 degree turn = is required as a fitting try to use a tube fitting, where the bend is = actually a 90 degree bend in a metal tube, rather than the intersection of two drilled holes in a fitting. =20 The TRD-1028 is the most common, for mounting low in the left or right quadrant of the fire wall. Not much of a choice unless angled fittings = are used.=20 The TRD-1045 has horizontal fitting holes and this gives a bit more lattitude in mounting location. Also the unused holes can be used for pressure and temp senders for primary or back up indication. =20 Lynn E. Hanover =20 =20 =20 In a message dated 4/6/2008 9:27:09 AM Pacific Daylight Time, gregw@onestopdesign.biz writes: Which model on this page are you talking about Lynn? Greg Ward _____ =20 Planning your summer road trip? Check out AOL Travel Guides. ------=_NextPart_000_0052_01C89883.61374910 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

I use the TRD-1030 dual = mount and two K&N HP3001s for more than 12 GPM at = 9,600 RPM. Not at all needed for lower airplane RPM and much less flow, and very heavy, = when both cans are full of oil

 

Prior to building up my system I = had data from my friend at the dyno facility showing 16 gpm oil flow at 6000 = rpm on a 13B.  My 20B engine on the dyno showed oil flow of 15 gpm at 6000 = rpm, and it was still going up with rpm.  This was with 100 psi oil = pressure.

 

I think it important to realize = these high flow rates when chosing your filter setup and your oil cooler, = especially if you are running with higher reduction drive ratios where 6000 rpm and = higher may be routine. Off the shelf coolers are designed for piston engines = which have about half the flow.  Get the flow-pressure drop curves from = the manufacturer before deciding.

 

The stock oil filter block with = the very small filter is plumbed in parallel with the flow bypass to the pressure regulator valve, so is not a full flow filter setup. Apparently Mazda = felt full flow filtering for automotive use was not important.  I installed a = dual filter remote mount and used two K&N HP3001 filters for = full flow filtering before the cooler. Perhaps a bit of = overkill.

 

I am just now installing an = oil/water exchanger in parallel with the oil/air cooler (also after the filters), = and the configuration is such that the large HP3001s will no longer fit. =  I’m going to the HP2004 filter which is about to 1 1/4 inches shorter, but otherwise the same construction as the HP3001. Too bad, I now have 2 HP3001 = filters on the shelf that have only been run a few hours.

 

Al

 

.  So, the choice then = could be based on how your oil lines will be run, and where the filter will be = mounted in the cowl. You would want to have the can hanging straight down to = avoid messes when changing. Some place where you can get to it with both = hands.

 

And once you determin = where, then lay out the oil lines with the idea that the bends should be (to the = extent possible) (one of my favorate Government terms) made using the = oil hose rather than angled fittings.

Observe the minimum bend = radius for your hose. Each drilled 90 degree fitting has the same drag of 3 feet of = hose. So, the filter mount that allows for the best combination is the one you = want. If a 90 degree turn is required as a fitting try to use a tube fitting, = where the bend is actually a 90 degree bend in a metal tube, rather than the intersection of two drilled holes in a fitting.

 

The TRD-1028 is the most = common, for mounting low in the left or right quadrant of the fire wall. Not much of = a choice unless angled fittings are used.

 The TRD-1045 has = horizontal fitting holes and this gives a bit more lattitude in mounting location. = Also the unused holes can be used for pressure and temp senders for primary = or back up indication.

 

Lynn E. = Hanover

 

 

 

In a message dated = 4/6/2008 9:27:09 AM Pacific Daylight Time, gregw@onestopdesign.biz writes:

Which model on this page = are you talking about Lynn?

Greg Ward



Planning your = summer road trip? Check out AOL Travel Guides.

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