Return-Path: Received: from wb1-a.mail.utexas.edu ([128.83.126.134] verified) by logan.com (CommuniGate Pro SMTP 4.2b8) with ESMTP-TLS id 327424 for flyrotary@lancaironline.net; Tue, 20 Jul 2004 08:16:08 -0400 Received-SPF: error receiver=logan.com; client-ip=128.83.126.134; envelope-from=msteitle@mail.utexas.edu Received: (qmail 37660 invoked from network); 20 Jul 2004 12:15:35 -0000 Received: from dhcp-191-101.per.utexas.edu (HELO benefits3.mail.utexas.edu) (146.6.191.101) by wb1.mail.utexas.edu with RC4-SHA encrypted SMTP; 20 Jul 2004 12:15:35 -0000 Message-Id: <5.1.1.5.2.20040720071047.029c6ab8@localhost> X-Sender: msteitle@mail.utexas.edu@localhost X-Mailer: QUALCOMM Windows Eudora Version 5.1.1 Date: Tue, 20 Jul 2004 07:15:29 -0500 To: "Rotary motors in aircraft" From: Mark Steitle Subject: Re: [FlyRotary] Re: TES orings In-Reply-To: Mime-Version: 1.0 Content-Type: multipart/alternative; boundary="=====================_53284781==.ALT" --=====================_53284781==.ALT Content-Type: text/plain; charset="us-ascii"; format=flowed Ken, Unless you order from McMaster Carr, size is all you need (yes, size counts... I just couldn't resist that) I'm pretty sure that you can order from Creavey by just providing dimensions. I can double-check that, but you shouldn't have any trouble ordering them using the size only. Jeff Chrysler at Creavey was very helpful, and a rotor-head. Mark At 10:21 PM 7/19/2004 +0000, you wrote: >Thanks Mark, > >I already had the sizes; I was hoping for actual part numbers. Thanks for >going to the trouble to look this up though. > >Ken Powell >-------------- Original message -------------- >Ken, >Following is part of a message I had saved concerning TES o-rings that >gives the sizes for the Oil o-rings. I'm pretty sure this is the sizes I >used when I ordered the o-rings for my engine, and they fit perfectly. > >Mark > > > >-------------------------------------------------------------- >Oil O-rings. >I checked the installation of the oil O-rings with the new >sizes I got from Creavey. They worked perfectly and were >very easy to install. You will need a little O-ring lube >and a 2 by 8 to install them. They were also easy to remove >with no signs of distortion. >One of the secrets is if you reuse the old oil scraper rings >they must be spotlessly clean inside and out. Soak them >in carb cleaner for a few days. If you use new scraper rings >this will not be a problem of course. >The second thing to watch out for is don't nick the >rotor wall between the two scraper rings when you remove them. >Very very important!! > > > >These can be the same or just a little more than the >stock oil O-rings from Mazda. >The proper oil O-ring sizes are: >0.093" section 4.68 inch ID >0.118" section 4.33 inch ID >I can vouch for the quality of the Creavey O-rings but some >of those water TES o-rings from Mcmaster Carr I have seen >are not as good. This is not to say they won't work. They just >don't look as good around the joints as Creavey O-rings. >Viton is good only to 400 degrees F. The center of the rotor runs >as high as 500 degrees F. I think 400 degrees F leaves's too >little of a safety margin when 500 degrees F is available >in TES O-rings at the same price probably. > > > >Hope this helps. >--------------------------------------------------------------------------- > > > >I had saved this At 06:29 PM 7/18/2004 -0500, you wrote: >>Ken, >>Yes, TES for oil and water. Don't have the p/n's handy. I'll have to dig >>them >>out of the arcives, but I'll post them when I have found them. >> >>Mark >> >> >> >>Quoting kenpowell@comcast.net: >> >> > Mark, >> > Do you have TES orings on the rotor oil seals? If so, where did you >> get them >> > and what were the part numbers? >> > Thanks, Ken Powell >> > >> > -------------- Original message -------------- >> > >> > > Dale, >> > > If I can put my 2 cents worth in here. Keep in mind that we're >> measuring >> > the >> > > oil temps as it leaves the cooler and is about to re-enter the >> engine, so >> > the >> > > oil gets considerably hotter as it goes through the galleys and is >> sprayed >> > into >> > > the rotors. So, 210 degrees is the starting point and the temps go >> up from >> > >> > > there until the oil finally reaches the cooler again. Is anyone >> measuring >> > the >> > > oil temp leaving the engine? >> > > >> > > Mark S. >> > > (20B with TES o-rings) >> > > >> > > Quoting Dale Smith : >> > > >> > > > Ed Anderson wrote: >> > > > >> > > > > Dale , the problem with oil temps in the rotary is that the oil >> might >> > > > > be able to stand considerably higher temps (particularly the >> synthetic >> > >> > > > > oil as you point out), but the engine suffers. >> > > > > >> > > > > At least with the older and earlier 13B blocks, overheating could >> > > > > and did cause damage at a temperature range far below where you >> would >> > > > > have to worry about the oil decomposing. Overheating apparently >> caused >> > >> > > > > the seals to "chatter" against the housing as well as reportedly >> > > > > "shrinkage" of the aluminum rotor housings. The guidelines were a >> > > > > maximum of 210F after the oil cooler for the oil and 180F out of >> the >> > > > > engine block for the coolant. Now, we have found that at least with >> > > > > the new blocks the engines will apparently handle higher temps >> without >> > >> > > > > adverse effects. Apparently short excursions as high as 240F on the >> > > > > oil and 220-230F with the coolant can be tolerated without damage - >> > > > > but, the feeling is that extended operations at those temps is >> risking >> > >> > > > > damage. >> > > > > >> > > > > The newer blocks seem to be considerably more tolerant of somewhat >> > > > > higher temps reportedly due to changes in the castings, but I and >> > > > > others have found to our dismay that exceeding that magic number >> > > > > (whatever it may be) you do at risk. So that is why you will see >> more >> > > > > concern with oil and coolant temps with the ro --=====================_53284781==.ALT Content-Type: text/html; charset="us-ascii" Ken,
Unless you order from McMaster Carr, size is all you need (yes, size counts... I just couldn't resist that)  I'm pretty sure that you can order from Creavey by just providing dimensions.  I can double-check that, but you shouldn't have any trouble ordering them using the size only.  Jeff Chrysler at Creavey was very helpful, and a rotor-head. 

Mark


At 10:21 PM 7/19/2004 +0000, you wrote:

Thanks Mark,

I already had the sizes; I was hoping for actual part numbers.  Thanks for going to the trouble to look this up though.

Ken Powell
-------------- Original message --------------
Ken,
Following is part of a message I had saved concerning TES o-rings that gives the sizes for the Oil o-rings. I'm pretty sure this is the sizes I used when I ordered the o-rings for my engine, and they fit perfectly.

Mark



--------------------------------------------------------------
Oil O-rings.
I checked the installation of the oil O-rings with the new
sizes I got from Creavey. They worked perfectly and were
very easy to install. You will need a little O-ring lube
and a 2 by 8 to install them. They were also easy to remove
with no signs of distortion.
One of the secrets is if you reuse the old oil scraper rings
they must be spotlessly clean inside and out. Soak them
in carb cleaner for a few days. If you use new scraper rings
this will not be a problem of course.
The second thing to watch out for is don't nick the
rotor wall between the two scraper rings when you remove them.
Very very important!!



These can be the same or just a little more than the
stock oil O-rings from Mazda.
The proper oil O-ring sizes are:
0.093" section 4.68 inch ID
0.118" section 4.33 inch ID
I can vouch for the quality of the Creavey O-rings but some
of those water TES o-rings from Mcmaster Carr I have seen
are not as good. This is not to say they won't work. They just
don't look as good around the joints as Creavey O-rings.
Viton is good only to 400 degrees F. The center of the rotor runs
as high as 500 degrees F. I think 400 degrees F leaves's too
little of a safety margin when 500 degrees F is available
in TES O-rings at the same price probably.



Hope this helps.
---------------------------------------------------------------------------



I had saved this At 06:29 PM 7/18/2004 -0500, you wrote:
Ken,
Yes, TES for oil and water. Don't have the p/n's handy. I'll have to dig them
out of the arcives, but I'll post them when I have found them.

Mark



Quoting kenpowell@comcast.net:

> Mark,
> Do you have TES orings on the rotor oil seals? If so, where did you get them
> and what were the part numbers?
> Thanks, Ken Powell
>
> -------------- Original message --------------
>
> > Dale,
> > If I can put my 2 cents worth in here. Keep in mind that we're measuring
> the
> > oil temps as it leaves the cooler and is about to re-enter the engine, so
> the
> > oil gets considerably hotter as it goes through the galleys and is sprayed
> into
> > the rotors. So, 210 degrees is the starting point and the temps go up from
>
> > there until the oil finally reaches the cooler again. Is anyone measuring
> the
> > oil temp leaving the engine?
> >
> > Mark S.
> > (20B with TES o-rings)
> >
> > Quoting Dale Smith :
> >
> > > Ed Anderson wrote:
> > >
> > > > Dale , the problem with oil temps in the rotary is that the oil might
> > > > be able to stand considerably higher temps (particularly the synthetic
>
> > > > oil as you point out), but the engine suffers.
> > > >
> > > > At least with the older and earlier 13B blocks, overheating could
> > > > and did cause damage at a temperature range far below where you would
> > > > have to worry about the oil decomposing. Overheating apparently caused
>
> > > > the seals to "chatter" against the housing as well as reportedly
> > > > "shrinkage" of the aluminum rotor housings. The guidelines were a
> > > > maximum of 210F after the oil cooler for the oil and 180F out of the
> > > > engine block for the coolant. Now, we have found that at least with
> > > > the new blocks the engines will apparently handle higher temps without
>
> > > > adverse effects. Apparently short excursions as high as 240F on the
> > > > oil and 220-230F with the coolant can be tolerated without damage -
> > > > but, the feeling is that extended operations at those temps is risking
>
> > > > damage.
> > > >
> > > > The newer blocks seem to be considerably more tolerant of somewhat
> > > > higher temps reportedly due to changes in the castings, but I and
> > > > others have found to our dismay that exceeding that magic number
> > > > (whatever it may be) you do at risk. So that is why you will see more
> > > > concern with oil and coolant temps with the ro
--=====================_53284781==.ALT--