Plessey Dynamics Solent Page 5

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Time for a temporary oil feed system. Shown is a small oil reservoir connected to a model plane fuel pump, the oil then passes on through a filter to the engine oil input. The scavenge is then piped through an oil cooler and back to the reservoir.

You can see there is a splitter which temporarily has a pressure gauge attached, this will be replaced at some point by an electronic sensor and gauge.
Time to calibrate the Simplex Fuel Nozzles. I made a clear test rig using a gold fish bowl with the burner ring mounted on the top, the idea being I could see the nozzles and check at what pressure fuel was injected and how well it was being atomised.


Here we go again, 4 out of the 8 nozzles don't work. I'm going to remove them all and see if they are serviceable. Pictured above is one of the 8 Simplex Burners, the allen key adjustment screw with the locking ring around it can be seen in the middle. Hopefully some oven cleaner should remove any carbon deposits that may have blocked the injectors.

The start of the exhaust assy. A piece of stainless tube witch is machined so that it fits the face of the Solent's exhaust insert. To this I welded a flange. The fuel ring injectors threads were then re-tapped and coiled to an M5 Thread, (easier than the 5/32 that it came with). The flange is bolted in 8 places now by M5, 50mm countersunk bolts. This means that without a lot of hassle I can experiment with various sizes and shapes of exhaust nozzles.

The base of a garden paraffin lamp is going to form the exhaust spike. I am going to weld some stainless penny washers in the middle of it to stiffen it up and then weld it to the exhaust assembly. Time to make one of the exhaust nozzles I guess.
 
As they are fairly new and shiny, I thought you may like to see a picture of the custom HT cables I have made up. They look a lot better than the old ones which also had insulation problems.

 
Start of the new oil system. I soon realised that when making test runs I was turning the oil pump on to early, resulting in dangerously high exhaust temperatures. The reason for this was that the bearing seals partially rely on case pressure to keep the oil in its place. Without this gas pressure the oil leaks out and gets burnt. I decided to use a 20 psi VW oil switch, which when activated due to sufficient case pressure, will energise a relay which will then in turn power the oil pump, providing oil pressure as and when required.

   
First of the experimental exhaust cones. This one has an exhaust diameter of 125mm down to 65mm, which is as small as I expect the Solent will operate safely with. If it grunts a little to much with this, then I can always open up the nozzle some more. Thanks again to Tim Jones for rolling the tapered nozzle.

   

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