X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from wa-out-1112.google.com ([209.85.146.178] verified) by logan.com (CommuniGate Pro SMTP 5.1.9) with ESMTP id 2093566 for flyrotary@lancaironline.net; Sat, 09 Jun 2007 13:51:34 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.146.178; envelope-from=wdleonard@gmail.com Received: by wa-out-1112.google.com with SMTP id j4so1571702wah for ; Sat, 09 Jun 2007 10:50:56 -0700 (PDT) DKIM-Signature: a=rsa-sha1; c=relaxed/relaxed; d=gmail.com; s=beta; h=domainkey-signature:received:received:message-id:date:from:to:subject:in-reply-to:mime-version:content-type:references; b=YjdXq+v341eTK+KdCBW8r0xR1KPoqjoFuwL/WKSVRZMuw7SSlz6jHoGD05C624q2U9asoKBxH88LPa9BtTkuZ9LVkziMqpxEKMnh4SC5/nYSR/z0WEOmsQ30PNvB5uPMY34mc9ggDuBFilZ4+u9ChIgu9L2SHqUxQeTt/exTOD4= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=beta; h=received:message-id:date:from:to:subject:in-reply-to:mime-version:content-type:references; b=qFecyG+pqbBKiWWtlv8PbrauJ6XwHcscasCrj0ejEkTncRq2A7xYg0U+3nrzMAnUPkJXrrT28NimE9BprlxeP5wX9ygedFhO8MYPh+vesProPuE1qfmcGgS3837zPRln+auRVKiU8ejmrCxqF60d/8V1AOlpA7z9i0uFkKydmOI= Received: by 10.114.94.1 with SMTP id r1mr3798297wab.1181411456108; Sat, 09 Jun 2007 10:50:56 -0700 (PDT) Received: by 10.115.54.9 with HTTP; Sat, 9 Jun 2007 10:50:56 -0700 (PDT) Message-ID: <1c23473f0706091050o2dba9981h90928dee93aeae03@mail.gmail.com> Date: Sat, 9 Jun 2007 10:50:56 -0700 From: "David Leonard" To: "Rotary motors in aircraft" Subject: Re: [FlyRotary] Oil temp limit In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_Part_35796_32189084.1181411456038" References: ------=_Part_35796_32189084.1181411456038 Content-Type: text/plain; charset=WINDOWS-1252; format=flowed Content-Transfer-Encoding: quoted-printable Content-Disposition: inline Hi Al, I don't see an issue with those temps, and you cruise temps in particular are right on. It is interesting that you have such a big difference betwee= n climb and cruise. In my plane the difference the difference is less marked= . You may find that OAT is going to play a bigger role than you think. Also, heat soaked engines really make a huge difference for that initial climb out. Even the difference between starting with a plane that had been parke= d in the hangar vs. sitting at the tiedown in the sun made a very noticeable difference in climbout temps. Your situation in particular sounds like a spray bar may be just the ticket. While I was somewhat limited in power usage in all phases of flight, your problem seems to be just climb-out. This means you only need to carry enough water for the climbout portion of flight. Relatively simpl= e to install. Have fun flying your plane for a while before you have to drudge on with a major cooling system change - - because there will always be something you want to change... you have to fight the temptation every now and then and just fly! I recommend you fly off your time, install a spray bar, come give me the flight you promised and just fly around for a year or so. Then you will have a whole list of things you want to change and you can do them all at once. --=20 David Leonard Turbo Rotary RV-6 N4VY www.N4VY.RotaryRoster.net www.RotaryRoster.net On 6/9/07, Al Gietzen wrote: > > I guess we've had this discussion before but to me it still seems like a > grey area. > > > > The limit has to do with temperature, time, and limiting component. > > > > At typical cruise conditions I have coolant temps of 160-170F and oil > temps about 20 degrees higher. Short term climb out (1000 =96 2000') I s= ee > oil getting up 215 -220 and coolant around 200. If I continue climb, I n= eed > to reduce power to keep them at those levels; which means climb rates of > 500-700 FPM with OAT of 65F, and maybe a bit less if OAT is higher. I do= n't > like being limited to that climb rate when I have power for considerably > more; but the real question is: Is that temp level an issue if sustained = for > 10-15 minutes? And what is it affecting? > > > > I expect to make some modification to improve airflow through the cooler, > just deciding if it is urgent or if it can wait for another 10 -20 hrs of > flying. Anytime I go east from my airport I have to climb from 1400' to > about 7000' to clear high terrain. > > > > Thanks, > > > > Al > ------=_Part_35796_32189084.1181411456038 Content-Type: text/html; charset=WINDOWS-1252 Content-Transfer-Encoding: quoted-printable Content-Disposition: inline
Hi Al,
 
I don't see an issue with those temps, and you cruise temps in par= ticular are right on.  It is interesting that you have such a big diff= erence between climb and cruise.  In my plane the difference the&= nbsp;difference is less marked.
 
You may find that OAT is going to play a bigger role than you think.&n= bsp; Also, heat soaked engines really make a huge difference for that initi= al climb out.  Even the difference between starting with a plane that = had been parked in the hangar vs. sitting at the tiedown in the sun made a = very noticeable difference in climbout temps.
 
Your situation in particular sounds like a spray bar may be just the t= icket.  While I was somewhat limited in power usage in all phases of f= light, your problem seems to be just climb-out.  This means you only n= eed to carry enough water for the climbout portion of flight.  Relativ= ely simple to install.  Have fun flying your plane for a while before = you have to drudge on with a major cooling system change - - because there = will always be something you want to change...  you have to fight the = temptation every now and then and just fly!  I recommend you fly off y= our time, install a spray bar, come give me the flight you promised and jus= t fly around for a year or so.  Then you will have a whole list of thi= ngs you want to change and you can do them all at once.

--
David Leonard

Turbo Rotary RV-6 N4VY
www.N4VY.RotaryRoster.net
www.RotaryRoster.net

 
On 6/9/07, A= l Gietzen <ALVentures@cox.net<= /a>> wrote:

I guess we've had this discussion before but to me it still= seems like a grey area.

 

The limit has to do with temperature, time, and limiting co= mponent.

 

At typical cruise conditions I have coolant temps of 160-17= 0F and oil temps about 20 degrees higher.  Short term climb out (1000 = =96 2000') I see oil getting up 215 -220 and coolant around 200.  If I= continue climb, I need to reduce power to keep them at those levels; which= means climb rates of 500-700 FPM with OAT of 65F, and maybe a bit less if = OAT is higher.  I don't like being limited to that climb rate when I h= ave power for considerably more; but the real question is: Is that temp lev= el an issue if sustained for 10-15 minutes? And what is it affecting?

 

I expect to make some modification to improve airflow throu= gh the cooler, just deciding if it is urgent or if it can wait for another = 10 -20 hrs of flying. Anytime I go east from my airport I have to climb fro= m 1400' to about 7000' to clear high terrain.

 

Thanks,

 

 Al

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