X-Virus-Scanned: clean according to Sophos on Logan.com From: Received: from omr-a011e.mx.aol.com ([204.29.186.59] verified) by logan.com (CommuniGate Pro SMTP 6.1.10) with ESMTPS id 8612532 for flyrotary@lancaironline.net; Tue, 26 Apr 2016 09:17:55 -0400 Received-SPF: pass receiver=logan.com; client-ip=204.29.186.59; envelope-from=Lehanover@aol.com Received: from mtaomg-mca02.mx.aol.com (mtaomg-mca02.mx.aol.com [172.26.221.80]) by omr-a011e.mx.aol.com (Outbound Mail Relay) with ESMTP id C577738000AB for ; Tue, 26 Apr 2016 09:17:36 -0400 (EDT) Received: from core-mob03e.mail.aol.com (core-mob03.mail.aol.com [172.27.62.13]) by mtaomg-mca02.mx.aol.com (OMAG/Core Interface) with ESMTP id 7D03A38000086 for ; Tue, 26 Apr 2016 09:17:36 -0400 (EDT) Full-name: Lehanover Message-ID: <302989.6d39ffc8.4450c46f@aol.com> Date: Tue, 26 Apr 2016 09:17:36 -0400 Subject: Coolant loss To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_302989.6d39ffc8.4450c46f_boundary" X-Mailer: AOL 9.8 sub 2019 X-Originating-IP: [74.140.106.236] x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20150623; t=1461676656; bh=M0wLdUIT6qp9CcoGWMtPZLhZHWyOa2o1doBUA9b7d7A=; h=From:To:Subject:Message-ID:Date:MIME-Version:Content-Type; b=acT5TBaYnWNIgCYWAdV7w3sGhIHI9fD6UJ1+wPueVIQigXfIFAiDDTJU8kRkRklbJ 9gdyRQYpqxwfTawu6z/xXlberHL8zGevs13oiSbsgBeghvIesLqX4rkyPHals44yhd wgmwTPVCsqrR4KCVIj1roeyWyhOygCQ8ainr3Nmc= x-aol-sid: 3039ac1add50571f6a7077a7 --part1_302989.6d39ffc8.4450c46f_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Lapping one iron against another takes off a few ten thousandths. Not enough to change the shape of the "O" ring grooves. The GE silicone can be added in microscopic amounts to the "O" ring groove, but the object of the silicone is to seal off scratches in the irons and housings. So it is applied along both sides of the groove. There are rules about how much "O" ring should be forced into a groove. Free pamphlets from manufactures. If you notice that on teardown the rings are the exact shape as the ring grooves, it is probable that the ring diameter is too large for that groove. If you see ring extruding out of the groove with bits of flash along the edges then the ring is too big or has been outside the groove when the stack was torqued up. I use the black (stock) water seals over many times. They get too long in use so I cut a piece out on a long diagonal and put that joint at the top of the engine where a leak would be visible. Only done with silicone as a backup. Round ring stock works fine as well. I reuse the inner 3 piece ring stock over as well. Same thing but the joint goes just above the intake port. Never a problem. I have used Teflon coated 18 gage wire in place of the 3 piece material and with silicone it works fine as well. One of my friends who races tried regular Beldon hookup wire from NAPA. No problem. I do not suggest this as a method for building an airplane engine. For example: when you cut in a big bridge port, it intersects the path of the inner seal. So, a section of that ring is left out and the ring groove is pinned or plugged in some way to prevent the ring material from extruding into the new port. I think much blame for failures is received by the "O" rings when this is seldom the case. Now if you loose the coolant and fry the engine, the rings may look very poor. This still does not mean that the ring failed first. Many engines are lost in the final torque up of the case bolts. More on that shortly. Lynn E. Hanover --part1_302989.6d39ffc8.4450c46f_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Lapping one iron against another takes off a few ten thousandths. Not= =20 enough to change the shape of the "O" ring grooves. The GE silicone can be= added=20 in microscopic amounts to the "O" ring groove, but the object of the silic= one is=20 to seal off scratches in the irons and housings. So it is applied alo= ng=20 both sides of the groove.

There are rules about how much "O" ring should be forced into= a=20 groove. Free pamphlets from manufactures. If you notice that on teardown= the=20 rings are the exact shape as the ring grooves, it is probable that the rin= g=20 diameter is too large for that groove. If you see ring extruding out of th= e=20 groove with bits of flash along the edges then the ring is too big or has= been=20 outside the groove when the stack was torqued up.

I use the black (stock) water seals over many times. They get too lon= g in=20 use so I cut a piece out on a long diagonal and put that joint at the top= of the=20 engine where a leak would be visible. Only done with silicone as a backup.= Round=20 ring stock works fine as well.

I reuse the inner 3 piece ring stock over as well. Same thing but the= joint=20 goes just above the intake port.

Never a problem. I have used Teflon coated 18 gage wire in place of= the 3=20 piece material and with silicone it works fine as well. One of my friends= who=20 races tried regular Beldon hookup wire from NAPA. No problem.

I do not suggest this as a method for building an airplane engine. Fo= r=20 example: when you cut in a big bridge port, it intersects the path of the= inner=20 seal. So, a section of that ring is left out and the ring groove is pinned= or=20 plugged in some way to prevent the ring material from extruding into the= new=20 port. I think much blame for failures is received by the "O" rings when th= is is=20 seldom the case. Now if you loose the coolant and fry the engine, the ring= s may=20 look very poor. This still does not mean that the ring failed first. Many= =20 engines are lost

in the final torque up of the case bolts. More on that shortly.

Lynn E. Hanover

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