X-Junk-Score: 0 [] X-Cloudmark-Score: 0 [] X-Cloudmark-Analysis: v=2.2 cv=K8pgJGeI c=1 sm=1 tr=0 a=Y9eKm/tynCcYH7EwTx1kBw==:117 a=x7bEGLp0ZPQA:10 a=A-0mRrAPPO4A:10 a=RgaUWeydRksA:10 a=pGLkceISAAAA:8 a=Ia-xEzejAAAA:8 a=on22okXAAAAA:8 a=eA5U19Wl8-LEtd78yvgA:9 a=QEXdDO2ut3YA:10 a=DpWWtVgQtjAAeVkGSccA:9 a=KJqrpk8plFj8raJ9:21 a=Urk15JJjZg1Xo0ryW_k8:22 a=NPqpj5bUEVj9vR1HIonK:22 From: "Charlie England ceengland7@gmail.com" Received: from mail-pg0-f52.google.com ([74.125.83.52] verified) by logan.com (CommuniGate Pro SMTP 6.2.1) with ESMTPS id 10635863 for flyrotary@lancaironline.net; Mon, 29 Jan 2018 18:20:38 -0500 Received-SPF: pass receiver=logan.com; client-ip=74.125.83.52; envelope-from=ceengland7@gmail.com Received: by mail-pg0-f52.google.com with SMTP id k68so5680903pga.3 for ; Mon, 29 Jan 2018 15:20:39 -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=+jvBQezoU2H/2wCnukOEVBKX3aG0TlDXDQtlpcWZuLU=; b=LwpcMgKEznRNU9BrCc/+vgNEKQO/Yq09/if23F1rolZIm6rDI2PWpU/Czng9tKRiZe 3gGqNiZE2r32EHUT5SbUnqKz6NYe+Wm07JYktq8OyNT3kL7zkA/kzLoDi5nsAwZ4N1YH jmMXMs8kPxS8zAkwtjXR3nAC8eyhBZnnX1GYtlLrq8Ite6TejCdZw+5pdcbe+t9wSAjj dGPD5L9qpzOWg4DrJfB8GsW0wyV4v/cFJd2sSPBOPuWsOHcaOMnvqHeyOLBsLT1dvhOe I8BzCbsme+rJzfl7k62eFhA3kk39iQvx5BuZTYbe95B9PxIHI0UV/DXwKAQk8XRJgeVr 0YFw== 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=+jvBQezoU2H/2wCnukOEVBKX3aG0TlDXDQtlpcWZuLU=; b=He98JfQCGA2lxknCHQgCx/WS7D2j5eGQveRUtsvn6dzgaVIVNHhruxMssTs8+wWS1m 295dEO+4gSCN35aitg+PJwkX3a2E/9nfRNpfRvkO1+/YT5w8P1zC9C53iaFc7dlG4sIZ vtMYyVs1n+Ga2iLV2xnkwU0rtfA2yUDtT/H5wKCKeN5fpTaP7YKGaHaPEbbexyHhu/XC TEi4L9viXGJKIl9MwXSUGNjjWNxPb/d+PRWNLJsSXHFz3NEqp0oSeOqBvDL/CO3rM9Yx cUK6qfE37zmLRDh8aroa4zB9OtSZgXOyBjoV1BDKmdDzBbr9paE6Oas8617APcf916Z7 iL9Q== X-Gm-Message-State: AKwxyte3SkSDy3FfEVDkmn/4xoKVvVjqaJZ3AGAiCeROa0qVtVnLQnjR uT3q7tk26v7zf+cmBq+BlYgVMKrvyczXdUnUhVY= X-Google-Smtp-Source: AH8x227jfw2BPz7kpo64whbbpsdVARF3pLULCDFGBLbsJZX6buJiz+XGY94hKStCZqVa+y9OLb+O9WhBZAs5Zd+OXJs= X-Received: by 10.98.166.195 with SMTP id r64mr28136085pfl.175.1517268022238; Mon, 29 Jan 2018 15:20:22 -0800 (PST) MIME-Version: 1.0 Received: by 10.236.179.149 with HTTP; Mon, 29 Jan 2018 15:20:21 -0800 (PST) In-Reply-To: References: Date: Mon, 29 Jan 2018 17:20:21 -0600 Message-ID: Subject: Re: [FlyRotary] Re: Thermostat for winter operations To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary="001a1144c1847ea5670563f27dfc" --001a1144c1847ea5670563f27dfc Content-Type: text/plain; charset="UTF-8" No doubt Lynn is correct. But while power is everything to a racer, it rarely is everything to the rest of us. Look at how temps in cars have been inching upward for decades. If metallurgy & lubricants would allow it, they'd be running 500 degree engines because it's more efficient (Lower delta-T; less energy lost to the coolant/outside world, where it's not doing any work). On Mon, Jan 29, 2018 at 4:49 PM, Kelly Troyer keltro@gmail.com < flyrotary@lancaironline.net> wrote: > 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. >>> >>> >>> >> >> >> --001a1144c1847ea5670563f27dfc Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable
No doubt Lynn is correct. But while power is everything to= a racer, it rarely is everything to the rest of us. Look at how temps in c= ars have been inching upward for decades. If metallurgy & lubricants wo= uld allow it, they'd be running 500 degree engines because it's mor= e efficient (Lower delta-T; less energy lost to the coolant/outside world, = where it's not doing any work).

On Mon, Jan 29, 2018 at 4:49 PM, Kelly Troyer keltro@gmail.com <<= a href=3D"mailto:flyrotary@lancaironline.net" target=3D"_blank">flyrotary@l= ancaironline.net> wrote:
Guys,

=C2=A0 =C2=A0None other than our Rotary G= uru Lynn Hanover has stated in the past that coolant temps over 160F hurt p= ower........Perhaps
he will Chime in here again and enlighten us = !!............<:)

Best,
Kelly Troyer<= /div>




On Mon, Jan 29, 2018 at 4:14 PM, Nei= l Unger 12348ung@gm= ail.com <flyrotary@lancaironline.net> wrote:
Jeff,=C2=A0=C2=A0 I also installed a therm= ostat after trying all the other options, cowl flaps, cardboard over the ra= d,=C2=A0 and could not get it constant with the 180 degrees.=C2=A0 I have o= perated much machinery 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 ever= y 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.





<= /div>

--001a1144c1847ea5670563f27dfc--