Return-Path: Received: from [199.185.220.240] (HELO priv-edtnes46.telusplanet.net) by logan.com (CommuniGate Pro SMTP 4.2b8) with ESMTP id 327181 for flyrotary@lancaironline.net; Tue, 20 Jul 2004 00:35:47 -0400 Received-SPF: error receiver=logan.com; client-ip=199.185.220.240; envelope-from=haywire@telus.net Received: from Endurance ([142.179.62.182]) by priv-edtnes46.telusplanet.net (InterMail vM.6.01.03.02 201-2131-111-104-20040324) with SMTP id <20040720043517.YVIA29367.priv-edtnes46.telusplanet.net@Endurance> for ; Mon, 19 Jul 2004 22:35:17 -0600 From: "Todd Bartrim" To: "'Rotary motors in aircraft'" Subject: Oil Delta T was: 11th test flight Date: Mon, 19 Jul 2004 21:35:15 -0700 Message-ID: <004a01c46e12$f4992380$0101a8c0@Endurance> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_004B_01C46DD8.483A4B80" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook CWS, Build 9.0.2416 (9.0.2910.0) X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2742.200 Importance: Normal In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_004B_01C46DD8.483A4B80 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Hi Al; Nope that's not a typo. It surprised me as well, but since oil has far less heat carrying ability than water, that's what I attributed it to. They were not calibrated sensors & the gauge didn't have fine resolution, so that may account for some inaccuracy, but I did swap sensor positions. This data was during cruise flight after temps had stabilized. Actually I've been so busy flying that I've not had much time for any reports or discussion, but there is a few things I've noticed. One is that my oil temps used to lag behind my coolant temps, while now they are very close to the same, since I've rebuilt the engine. I've been thinking about this and one possible explanation that I've come up with is; I used to have my rotors ceramic coated to reduce heat absorption by the rotor and in turn by the oil, however when I tore the engine down the ceramic coating was all but gone with only a few traces left. So I assumed that it had been gone since soon after first start. However now I wonder if the shock of detonation was enough to cause the coating to flake off ? This would explain why now I'm seeing ~20F higher temps on the oil than before the detonation & rebuild? Anybody have any thoughts on this? My oil temp used to climb to approx 180F until the internal oil thermostat would open, then would actually drop back down to ~160 in cruise as the thermostat seemed to have some deadband. Now in cruise I never see less than 180F and often during extended climbs I see 210F. I've not mentioned it yet as the OAT has also been higher, but I've gone out on some cooler days and still see the same temps. As I go through so many different flight configurations of climb speeds/cruise speeds/OAT/etc. I try to log some of this to try to discuss it. Sure wish I could collect info from the EM2 for datalogging (hint, hint) Todd Bartrim RV9Endurance 13B Turbo Rotary C-FSTB "The world will always have a place for those that bring hard work and determination to the things they do." ------=_NextPart_000_004B_01C46DD8.483A4B80 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Hi=20 Al;

Nope that's not a typo. It surprised me as = well, but since=20 oil has far less heat carrying ability than water, that's what I = attributed it=20 to. They were not calibrated sensors & the gauge didn't have fine=20 resolution, so that may account for some inaccuracy, but I did swap = sensor=20 positions. This data was during cruise flight after temps had=20 stabilized.

Actually I've been so busy flying that I've not = had much=20 time for any reports or discussion, but there is a few things I've = noticed. One=20 is that my oil temps used to lag behind my coolant temps, while now they = are=20 very close to the same, since I've rebuilt the engine. I've been = thinking about=20 this and one possible explanation that I've come up with = is;

I used to have my rotors ceramic coated to = reduce heat=20 absorption by the rotor and in turn by the oil, however when I tore the = engine=20 down the ceramic coating was all but gone with only a few traces left. = So I=20 assumed that it had been gone since soon after first start. However now = I wonder=20 if the shock of detonation was enough to cause the coating to flake off = ? This=20 would explain why now I'm seeing ~20F higher temps on the oil than = before the=20 detonation & rebuild? Anybody have any thoughts on = this?

My oil temp used to climb to approx 180F until = the internal=20 oil thermostat would open, then would actually drop back down to = ~160 in=20 cruise as the thermostat seemed to have some deadband. Now in cruise I = never=20 see less than 180F and often during extended climbs I see 210F. = I've not=20 mentioned it yet as the OAT has also been higher, but I've gone out on = some=20 cooler days and still see the same temps. As I go through so many = different=20 flight configurations of climb speeds/cruise speeds/OAT/etc. I try to = log some=20 of this to try to discuss it. Sure wish I could collect info from the = EM2 for=20 datalogging (hint, hint)

Todd Bartrim

RV9Endurance

13B Turbo Rotary

C-FSTB

&nbs= p; =20 "The world will always have a place for those that bring hard work and=20 determination to the things they do."

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