X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from sccrmhc12.comcast.net ([63.240.77.82] verified) by logan.com (CommuniGate Pro SMTP 5.1c.2) with ESMTP id 1231258 for flyrotary@lancaironline.net; Mon, 10 Jul 2006 15:08:34 -0400 Received-SPF: none receiver=logan.com; client-ip=63.240.77.82; envelope-from=wschertz@comcast.net Received: from 7n7z201 (c-24-7-194-200.hsd1.il.comcast.net[24.7.194.200]) by comcast.net (sccrmhc12) with SMTP id <2006071019075001200d4llke>; Mon, 10 Jul 2006 19:07:50 +0000 Message-ID: <003401c6a454$21d8eaf0$c8c20718@7n7z201> From: "Bill Schertz" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Temperature control Date: Mon, 10 Jul 2006 14:07:47 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0031_01C6A42A.38ABC240" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2869 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2869 This is a multi-part message in MIME format. ------=_NextPart_000_0031_01C6A42A.38ABC240 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Jim, Two things,=20 1. If you remove the thermostat, you *must* plug the bypass hole, or = your cooling will get worse. 2. Moving to 100% water will improve cooling only if the problem is on = the water side of the loop. If it is because not enough air is going = through the cores, then the effect will be minimal (maybe not = noticable). Others have posted with cautions about the need to use water = wetter or corrosion inhibitor with just water. Bill Schertz KIS Cruiser # 4045 ----- Original Message -----=20 From: James Maher=20 To: Rotary motors in aircraft=20 Sent: Monday, July 10, 2006 12:28 PM Subject: [FlyRotary] Temperature control=20 The setup: =B7 Engine/Model/Year: 13B 6 port NA mixed=20 =B7 Source Condition: David Atkins Rebuilt for Aviation = Application =20 =B7 Modifications: Ported intakes and cooling for 180HP=20 =B7 Intake: Atkins short manifold w/TWM 48mm Throttle body=20 =B7 Exhaust: 321 SS tangential muffler=20 =B7 Engine Control: RWS EC2=20 =B7 Fuel Control: 4 Mazda 460cc Injectors, pri. in block & sec = in manifold =B7 Fuel Pumps: RWS=20 =B7 Cooling System: 2 - 9"x13"GM evaporator cores with 0.75" = auto hose, stock water pump with 180F deg.-thermostat, 50/50 = glycol\water mix. =B7 Oil System: stock 1986 oil cooler=20 =B7 Installation: conventional - self built mount =B7 PSRU/Re-Drive: Ross 2.85:1=20 =B7 Prop: IVO Magnum 74" 45-105"pitch in-flight adjustable =B7 Power: 180HP? =20 The issue: On the ground, cooling stabilizes at 180-190F deg and oil is usually = 10 degrees below the cooling with an OAT of 65-70F deg. When running with higher OAT (75-85F deg) after about 0.5 hours of = moderate taxi runs (up to 4300RPM) the cooling temps reach 212Fdeg with = the oil about 200F deg. =20 The question: Can something be done to get lower operating temperatures without = redesigning the system? Would switching to pure water help and if so by how much? Would removing the thermostat help and if so by how much? How much change should I expect if I were to do both? You guys down south should have a good idea of how best to enhance = cooling. What are your suggestions? Thanks, Jim Maher(Dyke Delta) ------=_NextPart_000_0031_01C6A42A.38ABC240 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Jim,
Two things,
1. If you remove the thermostat, you = *must* plug=20 the bypass hole, or your cooling will get worse.
 
2. Moving to 100% water will improve = cooling only=20 if the problem is on the water side of the loop. If it is because not = enough air=20 is going through the cores, then the effect will be minimal (maybe not=20 noticable). Others have posted with cautions about the need to use water = wetter=20 or corrosion inhibitor with just water.
 
Bill Schertz
KIS Cruiser # 4045
----- Original Message -----
From:=20 James=20 Maher
Sent: Monday, July 10, 2006 = 12:28=20 PM
Subject: [FlyRotary] = Temperature control=20

The setup:
=B7       =20 Engine/Model/Year: 13B 6 port NA mixed =
=B7       =20 Source Condition: David Atkins Rebuilt = for=20 Aviation Application =20
=B7       =20 Modifications: Ported intakes and = cooling for=20 180HP
=B7       =20 Intake: Atkins short manifold w/TWM = 48mm=20 Throttle body
=B7       =20 Exhaust: 321 SS tangential muffler=20
=B7       =20 Engine Control: RWS EC2 =
=B7       =20 Fuel Control: 4 Mazda 460cc Injectors, = pri. in=20 block & sec in manifold
=B7       =20 Fuel Pumps: RWS
=B7       =20 Cooling System: 2 =96 9=94x13=94GM = evaporator cores=20 with 0.75=94 auto hose, stock water pump with 180F deg.-thermostat, = 50/50=20 glycol\water mix.
=B7       =20 Oil System: stock 1986 oil cooler=20
=B7       =20 Installation: conventional =96 self = built=20 mount
=B7       =20 PSRU/Re-Drive: Ross 2.85:1 =
=B7       =20 Prop: IVO Magnum 74" 45-105=94pitch = in-flight=20 adjustable
=B7       =20 Power: 180HP? 
 
The issue:
On the ground, cooling stabilizes at 180-190F deg and oil is = usually 10=20 degrees below the cooling with an OAT of 65-70F deg.
When running with higher OAT (75-85F deg) after about 0.5 = hours of=20 moderate taxi runs (up to 4300RPM) the cooling temps reach 212Fdeg = with the=20 oil about 200F deg.
 
The question:
Can something be done to get lower operating temperatures = without=20 redesigning the system?
Would switching to pure water help and if so by how = much?
Would removing the thermostat help and if so by how = much?
How much change should I expect if I were to do = both?
You guys down south should have a good idea of how best to = enhance=20 cooling.
What are your suggestions?
Thanks,
Jim Maher(Dyke Delta)
 
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