X-Virus-Scanned: clean according to Sophos on Logan.com From: "David Leonard" Received: from mail-qk0-f174.google.com ([209.85.220.174] verified) by logan.com (CommuniGate Pro SMTP 6.1.2) with ESMTPS id 7674811 for flyrotary@lancaironline.net; Tue, 05 May 2015 21:31:49 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.220.174; envelope-from=wdleonard@gmail.com Received: by qkhg7 with SMTP id g7so118984966qkh.2 for ; Tue, 05 May 2015 18:31:15 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; bh=1rtjbu/EF/i0R6IOPevlJVK5EXdDh4uVqIOWYpHUyGM=; b=Ws9qnPYBo2F5/9XWBE3fjHru8uAROrnTA6ZzDyE4JyxxXZ1hI0EDQR/ndO+6kZeUyF eWr1pQd8Da16kNDmvgxeG5Mx0A2kvA8cWu5SgMWhUamMzEdkU8GoJ9lP0p+4r0vTwCDl lQa84D22ITA9+3tQ1QIUk41DlK98F6P3olGozpQus+8EUzCvx3LN4HY3KlZ8mWxKDq+G IANOUmQMH4+FbcG8o2T25F+sApSucIL5DxFCM4eQrYo3PMcNmkap5Ps79YcyH2Hp1FOz 9W5UHz3mD7zpDMZRyafY8R8EYpS0awEQQqHlOsxPIUEbKcTqoLz2IIP81uVEqpnip7bT eM6g== MIME-Version: 1.0 X-Received: by 10.140.84.104 with SMTP id k95mr32745517qgd.45.1430875875165; Tue, 05 May 2015 18:31:15 -0700 (PDT) Received: by 10.140.92.13 with HTTP; Tue, 5 May 2015 18:31:15 -0700 (PDT) In-Reply-To: References: Date: Tue, 5 May 2015 18:31:15 -0700 Message-ID: Subject: Re: [FlyRotary] Re: Return to Flight To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=001a11c1243241cd2e05155fc08a --001a11c1243241cd2e05155fc08a Content-Type: text/plain; charset=UTF-8 Content-Transfer-Encoding: quoted-printable I agree with Bobby, this may (hopefully) be the cause, but if so it just means that you didn't design in an adequate way to fill the coolant without trapping air. You would hate to have to do a coolant-prep flight every time you wanted to drain and refill the coolant. (but not the end of the world). I originally designed my system like Ed's. Minimal drag (just the 2 stock RV-6 inlets) but cooling was like you and Ed describe... OK, but you always have to keep and eye on it and often reduce power or AOA in order to keep coolant temps in check. Then I made a major change to provide TONS of air to an adequately sized radiator. Since, I never even think about cooling. Yes, I do probably burn a little more fuel but it is well worth it to never worry about cooling again. Its not rocket science. Adequate air to an adequate radiator equals adequate cooling. Change adequate to plenty in that sentence and now your are rocking! Dave Leonard On Mon, May 4, 2015 at 12:37 PM, Bobby J. Hughes < flyrotary@lancaironline.net> wrote: > Jeff, > > > > Congratulations on getting back in the air. That =C2=BD quart of coolant = may > have been trapped air that purged during flight. > > > > Bobby Hughes > > N416AS- > > RV10 223 hrs > > > > *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] > *Sent:* Monday, May 04, 2015 7:53 AM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] Return to Flight > > > > Yesterday 3-May, my bird got airborne once again on its maiden flight > after 2+ years rebuilding. I had a friend test-pilot fly it while I was > flight engineer watching the gauges. Flight controls and rigging were > reported to be good and the engine performed flawlessly. The oil > temperature was stable around 160F (Mazda oil cooler in series with a > Fluidyne) but again the water temperature was high reaching 210F by circu= it > height so we backed off the throttle, did a touch and go with a 500=E2=80= =99 > circuit and parked it. One unusual result was the cooling system pressur= e > was only at 5-6 psi; with the high temperature it should have been 15-16 > psi. Removed the cowlings and found no leaks of either oil or glycol. I > checked the coolant level and it was down, requiring 1/2 quart to top it > up. I also looked at my pinched duct and think it needs more pinching, so > am already starting to modify that =E2=80=93 hope to get another test fli= ght in > before the weekend. > > > > Jeff > > This message, and the documents attached hereto, is intended only for the > addressee and may contain privileged or confidential information. Any > unauthorized disclosure is strictly prohibited. If you have received this > message in error, please notify us immediately so that we may correct our > internal records. Please then delete the original message. Thank you. > --001a11c1243241cd2e05155fc08a Content-Type: text/html; charset=UTF-8 Content-Transfer-Encoding: quoted-printable
I agree with Bobby, this may (hopefully) be the cause, but= if so it just means that you didn't design in an adequate way to fill = the coolant without trapping air.=C2=A0 You would hate to have to do a cool= ant-prep flight every time you wanted to drain and refill the coolant. (but= not the end of the world).

I originally designed my sys= tem like Ed's.=C2=A0 Minimal drag (just the 2 stock RV-6 inlets) but co= oling was like you and Ed describe...=C2=A0 OK, but you always have to keep= and eye on it and often reduce power or AOA in order to keep coolant temps= in check.=C2=A0 Then I made a major change to provide TONS of air to an ad= equately sized radiator.=C2=A0 Since, =C2=A0I never even think about coolin= g.=C2=A0 Yes, I do probably burn a little more fuel but it is well worth it= to never worry about cooling again.=C2=A0 Its not rocket science.=C2=A0 Ad= equate air to an adequate radiator equals adequate cooling.=C2=A0 Change ad= equate to plenty in that sentence and now your are rocking!

<= /div>
Dave Leonard

On Mon, May 4, 2015 at 12:37 PM, Bobby J. Hughes <flyrotary@lancaironline.net> wrote:

Jeff,<= /p>

=C2=A0

Congratula= tions on getting back in the air. That =C2=BD quart of coolant may have bee= n trapped air that purged during flight.

=C2=A0

Bobby Hughes

N416A= S-

RV10=C2=A0 223 hrs

=C2=A0

<= p class=3D"MsoNormal">From: Rotary mo= tors in aircraft [mailto:flyrotary@lancaironline.net]
Sen= t: Monday, May 04, 2015 7:53 AM
To: Rotary motors in aircraft=
Subject: [FlyRotary] Return to Flight

=C2=A0

Yesterday 3-May, my bird got airborne once aga= in on its maiden flight after 2+ years rebuilding.=C2=A0 I had a friend tes= t-pilot fly it while I was flight engineer watching the gauges.=C2=A0 Fligh= t controls and rigging were reported to be good and the engine performed fl= awlessly.=C2=A0 The oil temperature was stable around 160F (Mazda oil coole= r in series with a Fluidyne) but again the water temperature was high reach= ing 210F by circuit height so we backed off the throttle, did a touch and g= o with a 500=E2=80=99 circuit and parked it.=C2=A0 One unusual result was t= he cooling system pressure was only at 5-6 psi; with the high temperature i= t should have been 15-16 psi.=C2=A0 Removed the cowlings and found no leaks= of either oil or glycol.=C2=A0 I checked the coolant level and it was down= , requiring 1/2 quart to top it up. I also looked at my pinched duct and th= ink it needs more pinching, so am already starting to modify that =E2=80=93= hope to get another test flight in before the weekend.

=C2=A0

Jeff=

This message, and the= documents attached hereto, is intended only for the addressee and may cont= ain privileged or confidential information. Any unauthorized disclosure is = strictly prohibited. If you have received this message in error, please not= ify us immediately so that we may correct our internal records. Please then= delete the original message. Thank you.


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