Return-Path: Received: from imf18aec.mail.bellsouth.net ([205.152.59.66] verified) by logan.com (CommuniGate Pro SMTP 4.3c2) with ESMTP id 762297 for flyrotary@lancaironline.net; Sun, 27 Feb 2005 23:38:20 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.66; envelope-from=sqpilot@bellsouth.net Received: from [216.78.114.193] by imf18aec.mail.bellsouth.net (InterMail vM.5.01.06.11 201-253-122-130-111-20040605) with ESMTP id <20050228043733.ZXDN2073.imf18aec.mail.bellsouth.net@[216.78.114.193]> for ; Sun, 27 Feb 2005 23:37:33 -0500 Received: from 127.0.0.1 (AVG SMTP 7.0.300 [266.5.0]); Sun, 27 Feb 2005 22:37:21 -0600 Message-ID: <015101c51d4f$305f21d0$43734ed8@paul52u7f5qyav> From: "Paul" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] FW: Cooling system update Date: Sun, 27 Feb 2005 22:37:19 -0600 X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2180 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 Mime-Version: 1.0 Content-Type: multipart/mixed; boundary="=======AVGMAIL-4222A001792D=======" --=======AVGMAIL-4222A001792D======= Content-Type: multipart/alternative; boundary="----=_NextPart_000_014E_01C51D1C.E5A34720" ------=_NextPart_000_014E_01C51D1C.E5A34720 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable MessageHey, Chuck...thanks for sharing that info with us. Really glad = to hear about your temps. Mine were similar with a Griffin radiator. = Paul Conner ----- Original Message -----=20 From: Chuck Dunlap=20 To: Rotary motors in aircraft=20 Sent: Sunday, February 27, 2005 10:28 PM Subject: [FlyRotary] FW: Cooling system update =20 My coolant temperature has been rising little by little over the 440 = hours I have been flying my 13B. Last summer on the way to Arlington = fly-in, I departed St George Utah at 100 degrees OAT and the coolant = temp quickly rose to 230, my absolute maximum allowable. I could not = climb above pattern altitude, so I landed. I cobbled together a water = dribble system out of drip irrigation tubing, and it allowed me to = continue the trip. After returning home I decided something had to be = done. After checking everything I could think of, I removed the = radiator, and after careful inspection, I found debris clogging much of = the core that was visible. Some of it was bits of silicone used to help = seal the couplings, and some of it looked like scale from the water = jackets.I cleaned out as much as I could get to, and I made a screen out = of stainless mesh and inserted in line inside one of the 1 1/2" silicone = hose couplings. I flew it like that for about 10 hours while I had a new = radiator made by Griffin Radiator. Coolant temps were better, but still = not acceptable. I got the new radiator installed yesterday, and I found = the screen already 3/4 clogged with more scale debris.=20 Today I flew it with the new radiator, and at OAT of about 65 F a full = power climb out at 80 KIAS resulted in the coolant temp stabilizing at = 167 F. I am not running a thermostat, and part throttle cruise coolant = temp was about 130F. Descending out of 10000 ft the coolant temp = dropped to about 110F, and my cabin heat was practically nil. Looks like = I need cowl flaps now! I am actually looking forward to some 100 degree = days this summer to see how it cools now. If a 35 degree rise in OAT = results in the same rise in coolant temp, I predict that my max coolant = temp will not go above 202 F. My coolant temp rise problem has been so gradual, while other things = were being changed around, that the possibility of a clogged radiator = did not even cross my mind. Lessons learned: 1. Keep good flight data and refer to if often, the = only way to catch gradual trends. 2. A cooling system in an aircraft definitely needs some sort of = screen or filter. I may try one of these = http://www.babymall.com.au/tefba/ 3. 230 F does not seem to have hurt my 13B, I have probably 10 total = hours flying at that temp. Keep the shiny side up! Chuck Dunlap N616RV 13B -------------------------------------------------------------------------= ----- No virus found in this incoming message. Checked by AVG Anti-Virus. Version: 7.0.300 / Virus Database: 266.5.0 - Release Date: 2/25/2005 ------=_NextPart_000_014E_01C51D1C.E5A34720 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Message
Hey, Chuck...thanks for sharing that = info with=20 us.  Really glad to hear about your temps. Mine were similar with a = Griffin=20 radiator.  Paul Conner
----- Original Message -----
From:=20 Chuck = Dunlap=20
Sent: Sunday, February 27, 2005 = 10:28=20 PM
Subject: [FlyRotary] FW: = Cooling system=20 update

 

 
My = coolant=20 temperature has been rising  little by little over the 440 hours = I have=20 been flying my 13B. Last summer on the way to Arlington fly-in, I = departed St=20 George Utah at 100 degrees OAT and the coolant temp quickly rose to = 230, my=20 absolute maximum allowable. I could not climb above pattern altitude, = so I=20 landed. I cobbled together a water dribble system out of drip = irrigation=20 tubing, and it allowed me to continue the trip. After returning home I = decided=20 something had to be done. After checking everything I could think of, = I=20 removed the radiator, and after careful inspection, I found debris=20 clogging much of the core that was visible. Some of it was bits = of=20 silicone used to help seal the couplings, and some of it looked like = scale=20 from the water jackets.I cleaned out as much as I could get to, and I = made a=20 screen out of stainless mesh and inserted in line inside one of the 1 = 1/2"=20 silicone hose couplings. I flew it like that for about 10 hours while = I had a=20 new radiator made by Griffin Radiator. Coolant temps were better, but = still=20 not acceptable. I got the new radiator installed yesterday, and I = found=20 the screen already 3/4 clogged with more scale debris. =
Today I flew it=20 with the new radiator, and at OAT of about 65 F a full power = climb out at=20 80 KIAS resulted in the coolant temp stabilizing at 167 F. I am not = running a=20 thermostat, and part throttle cruise coolant temp was about 130F. = Descending=20 out of 10000 ft  the coolant temp dropped to about 110F, and my = cabin=20 heat was practically nil. Looks like I need cowl flaps now! I am = actually=20 looking forward to some 100 degree days this summer to see how it = cools now.=20 If a 35 degree rise in OAT results in the same rise in coolant temp, I = predict=20 that my max coolant temp will not go above 202 F.
My = coolant temp=20 rise problem has been so gradual, while other things were being = changed=20 around, that the possibility of a clogged radiator did not even cross = my=20 mind.
Lessons learned:=20 1. Keep good flight data and refer to if often, the only way to catch = gradual=20 trends.
2. A = cooling=20 system in an aircraft definitely needs some sort of screen or filter. = I may=20 try one of these http://www.babymall.com.au/tef= ba/
3. = 230 F does not=20 seem to have hurt my 13B, I have probably 10 total hours flying at = that=20 temp.
 
Keep = the shiny=20 side up!
 
Chuck=20 Dunlap
N616RV=20 13B

No virus found in this incoming message.
Checked by AVG=20 Anti-Virus.
Version: 7.0.300 / Virus Database: 266.5.0 - Release = Date:=20 2/25/2005
------=_NextPart_000_014E_01C51D1C.E5A34720-- --=======AVGMAIL-4222A001792D======= Content-Type: text/plain; x-avg=cert; charset=us-ascii Content-Transfer-Encoding: quoted-printable Content-Disposition: inline Content-Description: "AVG certification" No virus found in this outgoing message. Checked by AVG Anti-Virus. Version: 7.0.300 / Virus Database: 266.5.0 - Release Date: 2/25/2005 --=======AVGMAIL-4222A001792D=======--