X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fmailhost03.isp.att.net ([204.127.217.103] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with ESMTP id 3884266 for flyrotary@lancaironline.net; Tue, 13 Oct 2009 08:31:05 -0400 Received-SPF: none receiver=logan.com; client-ip=204.127.217.103; envelope-from=keltro@att.net DKIM-Signature: v=1; q=dns/txt; d=att.net; s=dkim01; i=keltro@att.net; a=rsa-sha256; c=relaxed/relaxed; t=1255437065; h=Content-Type: MIME-Version:In-Reply-To:Message-Id:Date:Subject:To:From; bh=dAzx/3 hC0CNzS8w+mg1cl63FHuT6sLULhPWFeSSN9Tw=; b=rtivVYjAllTvXCN6QY/eU1Hfe WTVrwVOXFzV7VrFoUkh01hu/aq84e40nEiuhMneWwy0PxDn+bjQwI0P2WqQ+A== Received: from fwebmail03.isp.att.net ([207.115.11.153]) by isp.att.net (frfwmhc03) with SMTP id <20091013123030H0300pphqae>; Tue, 13 Oct 2009 12:30:30 +0000 X-Originating-IP: [207.115.11.153] Received: from [208.114.37.47] by fwebmail03.isp.att.net; Tue, 13 Oct 2009 12:30:29 +0000 From: "Kelly Troyer" To: "Rotary motors in aircraft" Subject: No more hot oil ... Yes! Date: Tue, 13 Oct 2009 12:30:29 +0000 Message-Id: <101320091230.13940.4AD472E5000C33460000367422230647629B0A02D29B9B0EBF019D9B040A05@att.net> In-Reply-To: X-Mailer: AT&T Message Center Version 1 (Mar 2 2009) X-Authenticated-Sender: a2VsdHJvQGF0dC5uZXQ= MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="NextPart_Webmail_9m3u9jl4l_13940_1255437029_0" --NextPart_Webmail_9m3u9jl4l_13940_1255437029_0 Content-Type: text/plain Content-Transfer-Encoding: 8bit Photos Jeff !!..............Photos...........Both of your oil cooler (s) and the cowl spinner inlet............... -- Kelly Troyer "Dyke Delta"_13B ROTARY Engine "RWS"_RD1C/EC2/EM2 "Mistral"_Backplate/Oil Manifold -------------- Original message from Jeff Whaley : -------------- Finally my days of too hot oil are behind me! We flew on Thursday evening at 17C or 62F ... oil never exceeded 150F and in cruise was actually about 135F with the water temperature at 175F. Almost too cold, but if you add 30 degrees, to 92F the oil would be around 165F. I will add some restrictors on the oil cooler intakes for the upcoming winter ... that I can live with. So the second oil cooler made a big difference; unfortunately it wasn't the only thing I did. I also reduced the size of the cowl opening behind the spinner and centered it better, the original opening was 9" and offset to the low side (remember that pressure gradient diagram) so it got reduced to 6" and the lower edge lifted almost 3". I was so glued to the gauges infront of me that I forgot to turn around and glance at the manometer - I'll bet the oil cooler differential was more than on previous flights - if true that would prove the spinner opening was over pressurizing the cowling - I'll be sure to check next time. Jeff --NextPart_Webmail_9m3u9jl4l_13940_1255437029_0 Content-Type: multipart/related; boundary="NextPart_Webmail_9m3u9jl4l_13940_1255437029_1" --NextPart_Webmail_9m3u9jl4l_13940_1255437029_1 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable

Photos Jeff !!..............Photos...........Both of your oil cooler (= s) and the cowl spinner inlet...............

--
Kelly Troyer
"Dyke Delta"_1= 3B ROTARY Engine
"RWS"_RD1C/EC2/EM2
"Mistral"_Backplate/Oil Manifol= d

-------------- Original message from Jeff Whaley <jwhaley= @datacast.com>: --------------

Finally my days of too hot oil are behind me! = We flew on Thursday evening at 17C or 62F ... oil never exceeded 150F and i= n cruise was actually about 135F with the water temperature at 175F. Almost= too cold, but if you add 30 degrees, to 92F the oil would be around 165F.&= nbsp; I will add some restrictors on the oil cooler intakes for the upcomin= g winter ... that I can live with.

So the second oil cooler made a big difference; unfortunately = it wasn't the only thing I did. I also reduced the size of the cowl op= ening behind the spinner and centered it better, the original opening was 9= " and offset to the low side (remember that pressure gradient diagram) so i= t got reduced to 6" and the lower edge lifted almost 3". I was so glu= ed to the gauges infront of me that I forgot to turn around and glance at t= he manometer - I'll bet the oil cooler differential was more than on previo= us flights - if true that would prove the spinner opening was over pressuri= zing the cowling - I'll be sure to check next time.

Jeff

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