X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from sccmmhc91.asp.att.net ([204.127.203.211] verified) by logan.com (CommuniGate Pro SMTP 5.2.10) with ESMTP id 3323723 for flyrotary@lancaironline.net; Sun, 30 Nov 2008 11:07:54 -0500 Received-SPF: none receiver=logan.com; client-ip=204.127.203.211; envelope-from=btilley@mchsi.com Received: from [192.168.1.101] (12-216-198-225.client.mchsi.com[12.216.198.225]) by sccmmhc91.asp.att.net (sccmmhc91) with SMTP id <20081130160707m9100ph2rke>; Sun, 30 Nov 2008 16:07:17 +0000 Message-Id: From: Bob Tilley To: "Rotary motors in aircraft" In-Reply-To: Content-Type: multipart/alternative; boundary=Apple-Mail-2-645923857 Mime-Version: 1.0 (Apple Message framework v929.2) Subject: Re: [FlyRotary] : First Flight, short and hot Date: Sun, 30 Nov 2008 11:07:06 -0500 References: X-Mailer: Apple Mail (2.929.2) --Apple-Mail-2-645923857 Content-Type: text/plain; charset=WINDOWS-1252; format=flowed; delsp=yes Content-Transfer-Encoding: quoted-printable Jeff, Congratulations on the first flight!!! Yea, What Steve says! I'd also recheck your sending units to ensure =20 they are sending the right temps. I'm a little leary with them both so =20= far apart. Water being too hot and oil being too cold. How were you able to purge all the air out of the system? Some air in =20= the block could cause some high temps. Bob Tilley Albany, Ga On Nov 30, 2008, at 10:02 AM, Jeff Whaley wrote: > I was in the right seat (flight engineer) when my homebuilt 2+2 made =20= > its first flight yesterday with the 13B Mazda engine, but not =20 > without problems. The coolant temperature reached 230F by circuit =20 > altitude; after throttle back and approach it had only dropped to =20 > about 225F; the oil temperature was indicating only 160F (this could =20= > be a mounting-point issue or real I=92m not sure =85 oil temp measure =20= > point is from a small manifold bolted to the PSRU mounting plate, =20 > with oil flowing from engine to PSRU) outside air temperature was =20 > about 32-33F. The coolant pressure pegged the gauge beyond 20 psi, =20 > which was a surprise as the pressure cap is rated for 20 psi =85 I =20 > expected the engine to burp itself out and maintain 20 psi. > > I tightened up the cowling around the radiator and removed the =20 > thermostat in an attempt to make a second flight but while removing =20= > the thermostat I noticed one of the alternator V-belts was broken =85 =20= > got another belt only to find it didn=92t match the other =85 these =20= > belts really need to be a matched-pair. Prior to flight, I noticed =20 > the outside belt (which broke) did not have the same tension as the =20= > inside belt; it must have climbed out of the pulley groove and got =20 > sliced by the pulley. Previously I bought a double alternator pulley =20= > from Racing Beat but never installed it, due to difficulty with =20 > removing the nut =85 thought it best to leave well enough alone =85 I =20= > will now put on that new pulley. > > Hope to make another flight next weekend if the test pilot is in =20 > agreement. > Any comments/experience on thermostat Vs no thermostat? > Why would the pressure cap hold beyond its rating? > Jeff Whaley > C-FJWW > --Apple-Mail-2-645923857 Content-Type: text/html; charset=WINDOWS-1252 Content-Transfer-Encoding: quoted-printable

I was = in the right seat (flight engineer) when my homebuilt 2+2 made its first = flight yesterday with the 13B Mazda engine, but not without problems. = The coolant temperature reached 230F by circuit altitude; after throttle = back and approach it had only dropped to about 225F; the oil temperature = was indicating only 160F (this could be a mounting-point issue or real = I=92m not sure =85 oil temp measure point is from a small manifold = bolted to the PSRU mounting plate, with oil flowing from engine to PSRU) = outside air temperature was about 32-33F. The coolant pressure pegged = the gauge beyond 20 psi, which was a surprise as the pressure cap is = rated for 20 psi =85 I expected the engine to burp itself out and = maintain 20 psi.
I = tightened up the cowling around the radiator and removed the thermostat = in an attempt to make a second flight but while removing the thermostat = I noticed one of the alternator V-belts was broken =85 got another belt = only to find it didn=92t match the other =85 these belts really need to = be a matched-pair. Prior to flight, I noticed the outside belt (which = broke) did not have the same tension as the inside belt; it must have = climbed out of the pulley groove and got sliced by the pulley. = Previously I bought a double alternator pulley from Racing Beat but = never installed it, due to difficulty with removing the nut =85 thought = it best to leave well enough alone =85 I will now put on that new = pulley.
Hope = to make another flight next weekend if the test pilot is in = agreement.
Any = comments/experience on thermostat Vs no = thermostat?
Why = would the pressure cap hold beyond its = rating?
Jeff = Whaley