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The spike(s) Todd describes to sound imminently manageable. His suggested
procedure of bypassing the controller for takeoff or T&G sounds perfectly
reasonable to me. If he forgets, it's no big deal. I don't
see where power setting driven "automatic bypass" would accomplish anything
much beyond complicating the aircraft wiring and introducing a failure
mode for no particular benefit.
Very VERY pleased with Todd's progress to date ... Jim S.
Marko Bewersdorff wrote:
hmm
- put a switch on the throttle - full(ish) throttle = pump gets full voltage.nerdy
approach #2 dunno
what the controllers water temp probe looks like - but that needs to be
moved close to the stream coming from the sparkplug area, orput
a cht sparkplug-gasket style probe on the hottest sparkplug and see if
local boiling can be forecast by a certain temp increase ....gotta
eat pancakes now...Marko
Hi
Bill;
Sorry I haven't
responded to questions and comments sooner, but I've been a little busy
flying and trying to get a hay barn built before winter.
I don't have a OAT sensor on my plane but the ground temp was 9C. I took
it up to 13000, where it should have been ~ -17C. Oddly enough I seem to
have a constant 20C delta T on the coolant but the oil delta T will vary
between 5 and 20 degrees depending on power load. The temperature controller
works very well to keep the temp at 85C except during a full power climb
where it will gradually close on 100C even pumping full speed. I also don't
have fuel flow right now, but I hope to both and much more as soon as the
EM2 is available.
I have a switch
which allows me to bypass the controller and apply buss power directly
to the pump. While doing circuits I was closely watching the cooling temp/press/flow.
During descent all three would decrease and the pump would flow minimum
coolant as it tried to maintain temp, however what concerned me was that
I'd touch down then apply full power for a climb out, I'd see a sudden
spike in the pressure, followed a few seconds later by a temp increase
and an immediate increase in flow rate. This indicates (to me) possible
localized boiling in the block for a few seconds until the flow increases
again, reducing the pressure. For this reason I've taken to switching the
pump to bypass the controller while practicing touch & goes. S.
Todd Bartrim
Turbo 13B RV-9Endurance
C-FSTB
http://www3.telus.net/haywire/RV-9/C-FSTB.htm
"Whatever you vividly imagine, Ardently desire,
Sincerely believe in, Enthusiastically act upon, Must inevitably come to
pass".
Todd,At
what power setting and/or fuel flow were the data taken?
Another
queston Todd, What was the OAT during your taking this data?Bill
Schertz
--
Jim Sower
Crossville, TN; Chapter 5
Long-EZ N83RT, Velocity N4095T
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