X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-da03.mx.aol.com ([205.188.105.145] verified) by logan.com (CommuniGate Pro SMTP 5.4c2o) with ESMTP id 4890769 for flyrotary@lancaironline.net; Fri, 04 Mar 2011 11:33:34 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.105.145; envelope-from=Bktrub@aol.com Received: from imo-ma04.mx.aol.com (imo-ma04.mx.aol.com [64.12.78.139]) by imr-da03.mx.aol.com (8.14.1/8.14.1) with ESMTP id p24GWe87028540 for ; Fri, 4 Mar 2011 11:32:40 -0500 Received: from Bktrub@aol.com by imo-ma04.mx.aol.com (mail_out_v42.9.) id q.ec3.8c1e585 (45450) for ; Fri, 4 Mar 2011 11:32:35 -0500 (EST) Received: from smtprly-db02.mx.aol.com (smtprly-db02.mx.aol.com [205.188.249.153]) by cia-mc05.mx.aol.com (v129.9) with ESMTP id MAILCIAMC058-5c364d71141c258; Fri, 04 Mar 2011 11:32:35 -0500 Received: from webmail-m132 (webmail-m132.sim.aol.com [149.174.9.22]) by smtprly-db02.mx.aol.com (v129.9) with ESMTP id MAILSMTPRLYDB024-5c364d71141c258; Fri, 04 Mar 2011 11:32:28 -0500 References: To: flyrotary@lancaironline.net Subject: Re: [FlyRotary] Re: Coolant routing Date: Fri, 04 Mar 2011 11:32:28 -0500 X-AOL-IP: 69.84.254.253 In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: bktrub@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8CDA8A0E2FE77F9_12A0_C063_webmail-m132.sysops.aol.com" X-Mailer: AOL Webmail 33356-STANDARD Received: from 69.84.254.253 by webmail-m132.sysops.aol.com (149.174.9.22) with HTTP (WebMailUI); Fri, 04 Mar 2011 11:32:28 -0500 Message-Id: <8CDA8A0E2F29132-12A0-54D1@webmail-m132.sysops.aol.com> X-Spam-Flag:NO X-AOL-SENDER: Bktrub@aol.com ----------MB_8CDA8A0E2FE77F9_12A0_C063_webmail-m132.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="utf-8" I tapped the inside of the heater hose fitting on the rear (airplane front= ) end housing and installed a NPT plug. Provisions for the heater hose no= w come fight off the water pump housing.=20 Brian Trubee -----Original Message----- From: Bobby J. Hughes To: Rotary motors in aircraft Sent: Fri, Mar 4, 2011 7:01 am Subject: [FlyRotary] Re: Coolant routing Bill, =20 =E2=80=9CI have the Renesis. I expected that the EGT from the side port= exhausts would be cooler than the PP exhausts on the 13B and 20B? I thin= k I expected about 13-1400 degrees with the difference going into the cool= ant=E2=80=9D =20 My EGT=E2=80=99s usually run between 1400 at 1600F. If EGT temps are highe= r then I would look for an exhaust restriction. Pettit Racing claims they= have identified housing damage from exhaust restriction caused by turbo= =E2=80=99s and higher EGT=E2=80=99s. If true, a restricted exhaust may cau= se the same problem. High exhaust temps are not good for the coolant o=E2= =80=99rings. =20 =E2=80=9CGood idea but I am not certain how difficult it would be to squee= ze that heater hose shut. It is pretty stiff. I could probably reduce th= e flow, but I would be concerned about damage if I squeezed it completely= shut=E2=80=9D =20 Bruce T. recommended not removing the press fit hose adapter to install a= fitting. He recommended squeezing the end shut and welding it closed if= not in use. Apparently removing the adapter can damage the housing. I=E2= =80=99m using an exhaust heat exchanger for cabin heat and it works well.= It doubles has a heat shield for my oil pan. It=E2=80=99s also much light= er. I did add a carbon monoxide detector. I did a test flight a couple of= weeks back to 17,500 ft. OAT was 0 F and it was comfortable in a long sle= eve T shirt. At 17,500 I had 20=E2=80=9D MP and could still climb at 300= fpm.=20 =20 Bobby=20 N416AS__ Offically in Phase 2.=20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Be= half Of Bill Bradburry Sent: Thursday, March 03, 2011 10:32 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Coolant routing =20 Tracy, I am convinced. =20 =20 I thought that the coolant flowed around from the intake side to the spark= plug side and that was cold to hot side. Please straighten me out on how= it flows and etc.. =20 =20 Ed and Mark, =20 I have the Renesis. I expected that the EGT from the side port exhausts= would be cooler than the PP exhausts on the 13B and 20B? I think I expec= ted about 13-1400 degrees with the difference going into the coolant.=20 =20 Ernest, =20 Good idea but I am not certain how difficult it would be to squeeze that= heater hose shut. It is pretty stiff. I could probably reduce the flow,= but I would be concerned about damage if I squeezed it completely shut. =20 =20 Bill B =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Be= half Of Tracy Sent: Thursday, March 03, 2011 9:09 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Coolant routing =20 One correction. You are NOT bypassing the hot side of the engine (combust= ion chambers) You ARE bypassing the radiator and putting the hottest coo= lant back into the engine. =20 Install the valve!=20 Tracy On Thu, Mar 3, 2011 at 8:59 AM, Bill Bradburry = wrote: I have a heater hose connected from the stock outlet from the rear iron an= d the other end of the hose is connected to the inlet to the water pump housing. I don't currently have a heat exchanger in this hose nor do I ha= ve a valve to shut off the flow of water. I assume that it is flowing full bore any time the engine is running. 5/8 inch hose. Naturally this water is bypassing the hot side of the engine as well as the radiator. I would like some opinions as to what effect this might have on my cooling temperatures. Has anyone done this, then installed a valve to shut off th= e flow and seen the effect? I have a valve, but didn't want to put it in till I design the rest of the heater system. What say ye? Yesterday morning, OAT about 70, water temp about 170 when I took the active, climbed to about 205 getting to pattern altitude, then cooled to about 199 as I went around the pattern. I left of a little sightseeing tr= ip got up to 2500 (low clouds) flew over the house, (the wife heard me coming and ran outside..so much for thinking it was quiet! She said it sounds li= ke an airplane on steroids. I take that as a complement) The temp seemed pretty stable around 200, but it did climb to 210 one time for a short period for no reason that I could figure then came back down. EGT I thought was pretty high, around 1600. Mixture about two bars above the midpoint. Bill B -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List= .html =20 ----------MB_8CDA8A0E2FE77F9_12A0_C063_webmail-m132.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="utf-8"
I tapped the inside of th= e heater hose fitting on the rear (airplane front) end housing and install= ed a NPT plug. Provisions for  the heater hose now come fight off the= water pump housing.
 
Brian Trubee



-----Original Message-----
From: Bobby J. Hughes <bhughes@qnsi.net>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Fri, Mar 4, 2011 7:01 am
Subject: [FlyRotary] Re: Coolant routing

 Bill,
 
=E2=80=9CI have the= Renesis.  I expected that the EGT from the side port exhausts would= be cooler than the PP exhausts on the 13B and 20B?  I think I expect= ed about 13-1400 degrees with the difference going into the coolant=E2=80= =9D
 
My EGT=E2=80=99s usually run between 1400 at= 1600F. If EGT temps are higher then I would look for an exhaust restricti= on. Pettit Racing claims they have identified housing damage from exhaust= restriction caused by turbo=E2=80=99s and higher EGT=E2=80=99s. If true,= a restricted exhaust may cause the same problem. High exhaust temps are= not good for the coolant o=E2=80=99rings.
 
=E2=80=9CGood idea= but I am not certain how difficult it would be to squeeze that heater hos= e shut.  It is pretty stiff.  I could probably reduce the flow,= but I would be concerned about damage if I squeezed it completely shut=E2= =80=9D
 
Bruce T. recommended not removing the press fit hose= adapter to install a fitting. He recommended squeezing the end shut and= welding it closed if not in use. Apparently removing the adapter can dama= ge the housing. I=E2=80=99m using an exhaust heat exchanger for cabin heat= and it works well. It doubles has a heat shield for my oil pan. It=E2=80= =99s also much lighter. I did add a carbon monoxide detector.  I did= a test flight a couple of weeks back to 17,500 ft. OAT was 0 F and it was= comfortable in a long sleeve T shirt. At 17,500 I had 20=E2=80=9D MP and= could still climb at 300 fpm.
 
Bobby
N416AS__ Off= ically in Phase 2.
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bill Bradburry
Sent: Thursday, March 03,= 2011 10:32 AM
To: Rotary motors in aircr= aft
Subject: [FlyRotary] Re:= Coolant routing
 
Tracy= ,
I am convinced.&nbs= p;
 
I thought that the= coolant flowed around from the intake side to the spark plug side and tha= t was cold to hot side.  Please straighten me out on how it flows and= etc..
 
 
Ed and Mark,=
 
I have the Renesis.=   I expected that the EGT from the side port exhausts would be cooler= than the PP exhausts on the 13B and 20B?  I think I expected about= 13-1400 degrees with the difference going into the coolant.
 
Ernest,
 
Good idea but I am= not certain how difficult it would be to squeeze that heater hose shut.&n= bsp; It is pretty stiff.  I could probably reduce the flow, but I wou= ld be concerned about damage if I squeezed it completely shut.
 
 
Bill B
 
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Tracy
Sent: Thursday, March 03,= 2011 9:09 AM
To: Rotary motors in aircr= aft
Subject: [FlyRotary] Re:= Coolant routing
 
One correction. = You are NOT bypassing the hot side of the engine (combustion chambers)&nb= sp;  You ARE bypassing the radiator and putting the hottest coolant= back into the engine.  

Install the valve!

Tracy
On Thu, Mar 3, 2011 at 8:59 AM, Bill Bradburry <bbradburry@bellsouth.net>= wrote:
I have a heater hose connected from the stock outlet= from the rear iron and
the other end of the hose is connected to the inlet to the water pump
housing.  I don't currently have a heat exchanger in this hose nor do= I have
a valve to shut off the flow of water.  I assume that it is flowing= full
bore any time the engine is running.  5/8 inch hose.  Naturally= this water
is bypassing the hot side of the engine as well as the radiator.
I would like some opinions as to what effect this might have on my cooling=
temperatures.  Has anyone done this, then installed a valve to shut= off the
flow and seen the effect?
I have a valve, but didn't want to put it in till I design the rest of the=
heater system.
What say ye?

Yesterday morning, OAT about 70, water temp about 170 when I took the
active, climbed to about 205 getting to pattern altitude, then cooled to about 199 as I went around the pattern.  I left of a little sightseei= ng trip
got up to 2500 (low clouds) flew over the house, (the wife heard me coming=
and ran outside..so much for thinking it was quiet!  She said it soun= ds like
an airplane on steroids. I take that as a complement)

The temp seemed pretty stable around 200, but it did climb to 210 one time=
for a short period for no reason that I could figure then came back down.<= br> EGT I thought was pretty high, around 1600.  Mixture about two bars= above
the midpoint.

Bill B


--
Homepage:  http= ://www.flyrotary.com/
Archive and UnSub:   http://mail.lancaironline.net:81/li= sts/flyrotary/List.html
 
----------MB_8CDA8A0E2FE77F9_12A0_C063_webmail-m132.sysops.aol.com--