X-Virus-Scanned: clean according to Sophos on Logan.com From: "steve Izett" Received: from mail-pa0-f54.google.com ([209.85.220.54] verified) by logan.com (CommuniGate Pro SMTP 6.1.2) with ESMTPS id 7674982 for flyrotary@lancaironline.net; Wed, 06 May 2015 00:57:47 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.220.54; envelope-from=steveize@gmail.com Received: by pacwv17 with SMTP id wv17so215843009pac.0 for ; Tue, 05 May 2015 21:57:12 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=from:content-type:message-id:mime-version:subject:date:references :to:in-reply-to; bh=iNMIbEsQ991oJAyT5NWHuN3lhH0cymCYFpwc4a2jgk0=; b=w8L2ke+oMhB4cIVA6QrMOJiKOoQSLkG7RcFZueg5KdTQT6gDb1LkfIAPuMKVCrQ7AI 5OE45+/u+LviZayVeorGGRL0bw7+T4SmwVr0m3BTjzCHAI1cETK5lFge/8JDcb6GqtWL z9kcH16joY6xSQnZe0BLIqfTKUu6OLB65UoVoJWoxM6CECn+u7++qqMCowS417Oa/PAO CsNkhpyQ43dzByRdCCQ2PansBeA2lWsOPsFzi+utv8Ph+v3vE2t4nCK7MAp/V7bLKrw2 /K7DYRLtxf2KglmQk/jA4zXj16sV5jGkJc/0/tZuaS30/j3y5w1VDO3QPoDl+L9tOBOX ME0A== X-Received: by 10.68.102.1 with SMTP id fk1mr58326176pbb.56.1430888232514; Tue, 05 May 2015 21:57:12 -0700 (PDT) Return-Path: Received: from [10.1.1.5] (106-68-73-72.dyn.iinet.net.au. [106.68.73.72]) by mx.google.com with ESMTPSA id ll2sm500140pbc.11.2015.05.05.21.57.09 for (version=TLSv1 cipher=ECDHE-RSA-RC4-SHA bits=128/128); Tue, 05 May 2015 21:57:11 -0700 (PDT) Content-Type: multipart/alternative; boundary="Apple-Mail=_43444452-AD6F-4FD1-B435-9B878B8BE3BD" Message-Id: Mime-Version: 1.0 (Mac OS X Mail 8.2 \(2098\)) Subject: Re: [FlyRotary] Re: Return to Flight Date: Wed, 6 May 2015 12:57:03 +0800 References: To: Rotary motors in aircraft In-Reply-To: X-Mailer: Apple Mail (2.2098) --Apple-Mail=_43444452-AD6F-4FD1-B435-9B878B8BE3BD Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=utf-8 Hi Dave Did you change your radiator? What is its area/volume now? Cheers Steve Izett > On 6 May 2015, at 9:31 am, David Leonard = wrote: >=20 > 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). >=20 > 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! >=20 > Dave Leonard >=20 > On Mon, May 4, 2015 at 12:37 PM, Bobby J. Hughes = > = wrote: > Jeff, >=20 > =20 >=20 > Congratulations on getting back in the air. That =C2=BD quart of = coolant may have been trapped air that purged during flight. >=20 > =20 >=20 > Bobby Hughes >=20 > N416AS- >=20 > RV10 223 hrs >=20 > =20 >=20 > From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net = ]=20 > Sent: Monday, May 04, 2015 7:53 AM > To: Rotary motors in aircraft > Subject: [FlyRotary] Return to Flight >=20 > =20 >=20 > 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 = circuit 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 pressure 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 flight in before the weekend. >=20 > =20 >=20 > Jeff >=20 > 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. >=20 >=20 --Apple-Mail=_43444452-AD6F-4FD1-B435-9B878B8BE3BD Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=utf-8 Hi Dave

Did= you change your radiator? What is its area/volume now?

Cheers

Steve Izett


On = 6 May 2015, at 9:31 am, David Leonard <flyrotary@lancaironline.net> wrote:

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 = circuit 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 pressure 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 flight 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.



= --Apple-Mail=_43444452-AD6F-4FD1-B435-9B878B8BE3BD--