X-Junk-Score: 0 [] X-Cloudmark-Score: 0 [] X-Cloudmark-Analysis: v=2.2 cv=K8pgJGeI c=1 sm=1 tr=0 a=9JKJlijexIvT1S7cpBUTgA==:117 a=x7bEGLp0ZPQA:10 a=JZygid9Izu4A:10 a=RgaUWeydRksA:10 a=pGLkceISAAAA:8 a=Ia-xEzejAAAA:8 a=on22okXAAAAA:8 a=n3B8yE-NXXPu0BeJftYA:9 a=QEXdDO2ut3YA:10 a=DpWWtVgQtjAAeVkGSccA:9 a=_EYzV-D25guShH6f:21 a=Urk15JJjZg1Xo0ryW_k8:22 a=NPqpj5bUEVj9vR1HIonK:22 From: "Kelly Troyer keltro@gmail.com" Received: from mail-oi0-f47.google.com ([209.85.218.47] verified) by logan.com (CommuniGate Pro SMTP 6.2.1) with ESMTPS id 10635796 for flyrotary@lancaironline.net; Mon, 29 Jan 2018 17:50:12 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.85.218.47; envelope-from=keltro@gmail.com Received: by mail-oi0-f47.google.com with SMTP id j15so3193356oii.5 for ; Mon, 29 Jan 2018 14:50:13 -0800 (PST) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20161025; h=mime-version:in-reply-to:references:from:date:message-id:subject:to; bh=1QwEzVl256qanRauV0oDXqQuJwpHpLnRUyM/yIC16BY=; b=ZLt6CL93gRaLOEfPBgV3TCnCxpA31Z71CXvVtEi+dHxLpLJbiH8AgOl8SH6yhhTGOu ZIjMD4W3cLJuXYcpn4NwpEHaY8VHZMfJfJFaQiW/yACrZzXKI/gggp8cMj54575LfoeK JNfJ1yAv584ED7lmCJJAz9Byv7YS0tsE9C55M6npsgmZAXonCFYQfTWpMrZUGVvPoNzZ oXNNUKj9z12TRclVmFr1sDpYOw98LzWr3asW4PcDADH6bS6WQgAXl2obks43tMpvSjGu iW+jcCKkT7gv42sUA1Kj+/Il5DwzUn9WxaLMTamMxWTc1LcLJH3vfRP/MmyuJlEPcbkc RHAQ== X-Google-DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:in-reply-to:references:from:date :message-id:subject:to; bh=1QwEzVl256qanRauV0oDXqQuJwpHpLnRUyM/yIC16BY=; b=HfuxDG/heBwJfyTmVqOK/3bEda0GtxXKaSRxjuZEvJkVqtH/5S4fUDqAd7eOKmBl3O enQeVx4575AWPQD3XkcLNrqYa7fxEmFhEC0bXqYZbVpa3gQJPl1oUGm3NTt4Ux4NG8hg v3Lbi3az5+0SKfyCP7Qxm3dKp56jkXxr47msQWlegICmtlCiZfNbKOZ0LedrpsBQZ5l+ I2VBouU9nAfOlpWm6XzCZHnzBqHteytFpBs6deyw8tIH9WiWggi2jaPlHnf3g5UofX6k nEIh3RPMD87QWtY0GZO61OM/vCF2E6lEJBoprj2D66qcqLzy7k65WCHEKXNYSgbZ75j6 T9qw== X-Gm-Message-State: AKwxytcXCKWf+D/ud9XZMk80hbLvyAFMt5COIs2edVNi4FdKdEEUXxF2 UOc2eRu/WLHiGRPU18plZPS1pvJKDYCnlbHSO/s= X-Google-Smtp-Source: AH8x227IHQ7F3DuFVLnjcuxVyN6r3ruC2RMyrx0YvQWHNyoRccispcKEf9z7yL20dfBDnEO82n+WKOtQG6HerLEPh/M= X-Received: by 10.202.64.132 with SMTP id n126mr18637488oia.208.1517266194801; Mon, 29 Jan 2018 14:49:54 -0800 (PST) MIME-Version: 1.0 Received: by 10.157.35.18 with HTTP; Mon, 29 Jan 2018 14:49:54 -0800 (PST) In-Reply-To: References: Date: Mon, 29 Jan 2018 16:49:54 -0600 Message-ID: Subject: Re: [FlyRotary] Re: Thermostat for winter operations To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary="001a113d76f49229940563f21081" --001a113d76f49229940563f21081 Content-Type: text/plain; charset="UTF-8" Guys, None other than our Rotary Guru Lynn Hanover has stated in the past that coolant temps over 160F hurt power........Perhaps he will Chime in here again and enlighten us !!............<:) Best, Kelly Troyer On Mon, Jan 29, 2018 at 4:14 PM, Neil Unger 12348ung@gmail.com < flyrotary@lancaironline.net> wrote: > Jeff, I also installed a thermostat after trying all the other options, > cowl flaps, cardboard over the rad, and could not get it constant with the > 180 degrees. I have operated much machinery here all fitted with > thermostats and have never had a failure for 40 years. I am more than > happy with a thermostat in my renesis -- would do it again every time. > Failures in thermostats are extremely rare, about as common as a prop > coming loose. My thermostat is permanently in place summer and winter. If > worried change it every 500 hours. > > > > On 1/30/2018 7:51 AM, Jeff Whaley jwhaley@datacast.com wrote: > >> Hello All: >> Up until this past weekend I have purposefully avoided using a thermostat >> in my 13B aircraft engine - reason being is that many years ago I had one >> stick open and another stick closed in my GMC truck. Encouraged by reading >> Steve Boese's flight report from last fall, I decided to give one a try. >> Operation up here in the frozen north requires some method of maintaining >> engine temperature when power is reduced or when it's really cold. Cowl >> flaps, louvers and mechanical controls are okay but they add a lot of >> weight and complication VS a simple thermostat. >> >> I opened up the top of my water pump housing, extracted the bypass plug, >> removed my 0.75" restrictor plate and inserted a 180F thermostat from >> Racing Beat. On Saturday I refilled the coolant system, pressurized it and >> ran the engine up to temperature. On Sunday I bled off the remaining >> pressure, rechecked the system, pressurized it to 8 PSI and went flying. >> At first I felt a bit uneasy as the engine warmed up to 185F-indicated >> while still on the ground - but I assured myself that is what it's supposed >> to do ! Other than my gauge reading 185F and the device being advertised >> as 180F it worked flawlessly; temperature never varied at all and there was >> a good source of cabin heat. OAT was about 3C or 36F at the time. >> >> My plan is to leave the thermostat in place for now and keep a close >> watch on engine temps as the OAT rises next spring/summer. I expect it >> will be removed for summer operations and re-installed again around October >> 2018 ... we'll see. >> >> Jeff >> 13B, RD1C, 130 hrs TT. >> >> >> > > > --001a113d76f49229940563f21081 Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable
Guys,

=C2=A0 =C2=A0None other than our Rotary= Guru Lynn Hanover has stated in the past that coolant temps over 160F hurt= power........Perhaps
he will Chime in here again and enlighten u= s !!............<:)

Best,
Kelly Troye= r




On Mon, Jan 29, 2018 at 4:14 PM, N= eil Unger 12348ung@gmail.com <flyrotary@lancaironline.net> wrote:
Jeff,=C2=A0=C2=A0 I also installed a thermostat after tryi= ng all the other options, cowl flaps, cardboard over the rad,=C2=A0 and cou= ld not get it constant with the 180 degrees.=C2=A0 I have operated much mac= hinery here all fitted with thermostats and have never had a failure for 40= years.=C2=A0 I am more than happy with a thermostat in my renesis -- would= do it again every time.=C2=A0 Failures in thermostats are extremely rare, = about as common as a prop coming loose.=C2=A0 My thermostat is permanently = in place summer and winter.=C2=A0 If worried change it every 500 hours.



On 1/30/2018 7:51 AM, Jeff Whaley jwhaley@datacast.com wrote:
Hello All:
Up until this past weekend I have purposefully avoided using a thermostat i= n my 13B aircraft engine - reason being is that many years ago I had one st= ick open and another stick closed in my GMC truck.=C2=A0 Encouraged by read= ing Steve Boese's flight report from last fall, I decided to give one a= try.=C2=A0 Operation up here in the frozen north requires some method of m= aintaining engine temperature when power is reduced or when it's really= cold.=C2=A0 Cowl flaps, louvers and mechanical controls are okay but they = add a lot of weight and complication VS a simple thermostat.

I opened up the top of my water pump housing, extracted the bypass plug, re= moved my 0.75" restrictor plate and inserted a 180F thermostat from Ra= cing Beat.=C2=A0 On Saturday I refilled the coolant system, pressurized it = and ran the engine up to temperature.=C2=A0 On Sunday I bled off the remain= ing pressure, rechecked the system, pressurized it to 8 PSI and went flying= .=C2=A0 At first I felt a bit uneasy as the engine warmed up to 185F-indica= ted while still on the ground - but I assured myself that is what it's = supposed to do !=C2=A0 Other than my gauge reading 185F and the device bein= g advertised as 180F it worked flawlessly; temperature never varied at all = and there was a good source of cabin heat.=C2=A0 OAT was about 3C or 36F at= the time.

My plan is to leave the thermostat in place for now and keep a close watch = on engine temps as the OAT rises next spring/summer.=C2=A0 I expect it will= be removed for summer operations and re-installed again around October 201= 8 ... we'll see.

Jeff
13B, RD1C, 130 hrs TT.





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