----- Original Message -----

From: Steve BRooks

To: Rotary motors in aircraft

Sent: Monday, November 29, 2004 7:13 AM

Subject: [FlyRotary] Re: high oil temps must end

Dave,

What parts are you looking for on the T4 ?  I had done some research on going that route before, and may have some sources, depending on what you need.

Plus, I hope that you go the T4 route, so that I can shamelessly copy what you do.

 

Steve Brooks

-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]On Behalf Of DaveLeonard
Sent: Monday, November 29, 2004 1:11 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: high oil temps must end

I can't say that I feel really sorry for you Rusty, at least you are making enough power to overheat :-)   All you have to do is lift up on that lead foot some.  Since I took off the turbo and the ambient temps are cooler I find myself not even looking at the temps anymore.  On the other hand I'm making only about 140h.p. lately.  I barely have enough power to get over the top of my loops...  But hey, I get to do loops :-)

 

Still lookig for supplies to install the TO4, but thinking about trying a bolt-on hybrid.

 

Will also do a test in the near future to see how much the turbine housing is hurting my power - plan to do a run up with just the manifold to see what kind of static RPM I can get.

 

Dave Leonard

 

Greetings,

 

Sorry to hear about Johns most recent problems.  I'm already nominating him for the perseverance award. 

 

I tried to go visit Paul today, but only made it about half way before getting tired of fighting my oil temps.  It was only 60 degrees today, and I climbed at 120 mph, but only made it to 4500 feet before ringing the bell at 210.  I reduced power, and continued a slow climb to 8500 where I wanted to do some cruise testing, but I couldn't get the oil temp below 210.  At least I thought I could get the temps down once I leveled out... wrong :-(    I finally did a spirited 180, and headed home to fix this once and for all (I hope).  Otherwise, the engine ran OK.  

 

Water temps continue to be just awesome, almost too cool, so I can't see this being a cowl exit problem.  I have to conclude that my current (poorly shaped) 24 cu in oil scoop is not getting the job done.  I haven't made a final decision, but I think I'll probably do the easiest thing first, which is to simply increase the size of the current scoop, without doing much for the shape.  At present, the scoop is oval, about 7" wide by 4" tall.  The plan will be to increase it to 7" round, which will be 38 sq in, and should be way overkill.  If this doesn't cool significantly better, I may have to come to a new conclusion :-) 

 

The oil temps were just great with the B drive.  The water temps were even lower than now.  For reference, here's an excerpt from my 7-4-04 log.  

 

Finally got a cloud free day, so I climbed to 8000 ft to do some testing.  I climbed at 120 mph, and saw a max of 195 degrees on the oil temp, and a max of 178 degrees on water.  It took 7 minutes, according to the EM-2 flight timer to get to 8000 ft, which is OK for now. 

 

The extra power afforded by the C drive must just be pushing my heat load beyond what the current oil setup can handle.  Stay tuned for more fiberglass fun.

 

Ed, have you noticed any of this temp increase?  Also, what was the size of your oil inlet again?  I know you have a much more ideal duct shape than I do, which is probably helping quite a bit.  At the moment, I'll settle for brute force cooling if it actually works.

 

Rusty (joining John with my "tired of this" attitude)