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I used a stainless steel wire mesh screen , 16 wires per inch. I will
see how it works out, I may change it later, there is not much area
there and might clog up quickly if there is much gunk in the system..
Chuck
-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On
Behalf Of David Carter
Sent: Sunday, February 27, 2005 10:01 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: FW: Cooling system update
Chuck, about the radiator that clogged - was it A/C cores or a real
radiator?
What kind of screen did you use? What is the terminology for "mesh
holes per square inch" or whatever for when I go shopping? Sounds like
I definitely want a screen. I wonder how many guys fought high temps
and may have had blockage like yours. David Carter
----- Original Message ----- From: "Paul" <sqpilot@bellsouth.net>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Sent: Sunday, February 27, 2005 10:37 PM
Subject: [FlyRotary] Re: FW: Cooling system update
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 ----- From: Chuck Dunlap
To: Rotary motors in aircraft
Sent: Sunday, February 27, 2005 10:28 PM
Subject: [FlyRotary] FW: Cooling system update
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 foun d
the screen already 3/4 clogged with more scale debris.
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
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