X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao10.cox.net ([68.230.241.29] verified) by logan.com (CommuniGate Pro SMTP 5.1c.2) with ESMTP id 1315371 for flyrotary@lancaironline.net; Tue, 25 Jul 2006 12:44:53 -0400 Received-SPF: none receiver=logan.com; client-ip=68.230.241.29; envelope-from=ALVentures@cox.net Received: from BigAl ([72.192.132.90]) by fed1rmmtao10.cox.net (InterMail vM.6.01.06.01 201-2131-130-101-20060113) with ESMTP id <20060725164403.FQKM18458.fed1rmmtao10.cox.net@BigAl> for ; Tue, 25 Jul 2006 12:44:03 -0400 From: "Al Gietzen" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: Cooling coupling Date: Tue, 25 Jul 2006 09:44:07 -0700 Message-ID: <001901c6b009$8c416cd0$6400a8c0@BigAl> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_001A_01C6AFCE.DFE294D0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2869 This is a multi-part message in MIME format. ------=_NextPart_000_001A_01C6AFCE.DFE294D0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable I'm thinking about this regarding cooling on the ground, and if I'm = going to work on reducing one or the other, which might have the greater benefit. = As it is now, the oil gets to 220F about the time the coolant gets to 210F. Options under consideration are a fan behind the=20 =20 Coolant temp out of control can crush the rotor housings. I would work = on the water first. Use a synthetic oil in the sump, and an OMP adaptor for 2 cycle oil in = the housings.=20 We use RedLine 40 Wt. racing oil in the sump and RedLine racing 2 cycle = in a premix, but there are less expensive Synthetics. =20 Coolant is distilled water with 10% antifreeze and a bottle of = Water-Wetter and a 22 pound pressure cap. =20 Lynn E. Hanover Lynn; =20 I understand that we can abuse the oil a bit, and out-of-control coolant temp is a disaster. The question this raises is the oil temp limit not being the oil, but the risk to the side seals of oil temps over about = 220F for more than very short period. =20 On my last fill I put in about 20% anti-freeze in distilled water, and I = use a 23# cap. No water wetter or soap at this point. =20 For my coolant I do get some air flow through the rad due to negative pressure created by the prop. And I have an ace in the hole that I = haven't used yet (just simply hadn't thought about it) which is the cabin heater with a centrifugal blower. I'm guessing that for ground ops this would = add significant heat rejection. Problem is heat is dumped into the cabin, = but on the ground there is always the option of the open door. =20 The oil cooler, which is in the wing, gets no air flow beyond natural convection (negligible through the 3" thick core) except that caused by movement of the airplane. So I have proceeded with the installation of a water spray system. Based on taxi testing, I really don't expect to = need except for initial flight testing, or other unusual circumstances. Hope = to check it out in a couple of days. =20 Had a couple of weeks delay to due an intermittent problem with the EC2. Tracy persevered in discovering that it had to do with new chips added = to the old board as part of a software upgrade we did a few months ago. = Unit should be back tomorrow. =20 Al ------=_NextPart_000_001A_01C6AFCE.DFE294D0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

I’m thinking about this regarding cooling on the = ground, and if I’m going to work on reducing one or the other, which might = have the greater benefit. As it is now, the oil gets to 220F about the time = the coolant gets to 210F. Options under consideration are a fan behind = the

Coolant temp out of control can crush the rotor housings. I would work on = the water first.

Use a synthetic oil in the sump, and an OMP adaptor for 2 cycle oil in the housings.

We use RedLine 40 Wt. racing oil in the sump and RedLine racing 2 cycle in a = premix, but there are less expensive Synthetics.

Coolant is distilled water with 10% antifreeze and a bottle of Water-Wetter and = a 22 pound pressure cap.

Lynn E. Hanover

Lynn;

I understand that we can abuse = the oil a bit, and out-of-control coolant temp is a disaster. The question = this raises is the oil temp limit not being the oil, but the risk to the side seals = of oil temps over about 220F for more than very short period.

On my last fill I put in about = 20% anti-freeze in distilled water, and I use a 23# cap. No water wetter or soap = at this point.

For my coolant I do get some air = flow through the rad due to negative pressure created by the prop. And = I have an ace in the hole that I haven’t used yet (just simply = hadn’t thought about it) which is the cabin heater with a centrifugal blower. = I’m guessing that for ground ops this would add significant heat = rejection. Problem is heat is dumped into the cabin, but on the ground there is = always the option of the open door.

The oil cooler, which is in the = wing, gets no air flow beyond natural convection (negligible through the = 3” thick core) except that caused by movement of the airplane. So I have = proceeded with the installation of a water spray system. Based on taxi = testing, I really don’t expect to need except for initial flight testing, or = other unusual circumstances. Hope to check it out in a couple of = days.

Had a couple of weeks delay to = due an intermittent problem with the EC2. Tracy persevered in discovering that it had to do with new chips = added to the old board as part of a software upgrade we did a few months = ago. Unit should be back tomorrow.

Al

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