From: "Andrew Martin" <flyrotary@lancaironline.net>
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Date: Fri, 17 Jun 2016 11:46:06 +0800
Message-ID: <CAJxaVD1GJTWBnRTMzws26TAixE6NLYdjcRO=rodovQRr6nRUqA@mail.gmail.com>
Subject: rebuild
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
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Well, been about 10 days since I steam cleaned the engine during the first
flight, due to work just managed to pull the engine apart, bit of fun for a
novice, must say I was a bit apprehensive but now am wishing I had built it
from scratch initially. for the life of me I cannot see anything obvious as
being a problem so just going to get some o'rings and reassemble as per the
manual.

Now the whole problem was caused by the idiot operating it, I was so
preoccupied trying to get oil cooling under control I had forgotten that I
had the wrong coolant inlet hose on, I had done this on purpose during
construction as it enables purging the air from the system without the
multiple heat cycles saving time. the needed reinforced hose was still on
the shelf. so there goes, I admit it. and to think Lynn has made comment
about this in his posts recently, I can only kick myself. Nuff said.

A few observations
My plane flies beautifully. I'm really happy with it, it feels safe.
The exit air openings on the top front of the cowl work (Peter
Garrison/Mellmoth style). could quite easily see the low pressure area
working above the cowl during the steam clean. coolant on the windscreen is
an annoyance but no worse than flying in rain. Oil could be worse but a
cessna with catastrophic oil leak puts it on the windscreen too. I saw the
very first puff out of the cowl and was able to land within a couple of
minutes with coolant remaining. steam exiting engine between rotor housing
& rear end plate in region of spark plugs. once the engine cooled down
refilled coolant, engine started & ran as normal just slow pressure leak.

Oil cooler is 20b Cosmo, but is just not working good enough, think it is
because it shares plenum with radiator and radiator possibly has less air
flow restriction, don't know. will try again when motor is going then
attack the cooling system. May even start from scratch if it tries to scare
me again.

Currently plenum opens just under the prop 28 sq" diffuses for 700mm/27.5"
to 68 sq" turns about 80 deg up at the firewall base, is pinched to 59 sq"
in the turn into a wedge duct on the back of the radiators which sit side
by side. coolant radiator fin area is 450mm x 380mm x 60mm, oil 220mm x
290mm about same thickness but denser fins. air the exits on top front of
cowl & 3 exits on bottom.

I always presumed my cooling problems caused by the exits as I can run the
engine all day at reasonable power on the ground with top cowl off. but
obviously not at rpms capable of collapsing bottom hose


Regards

Andrew

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<div dir=3D"ltr"><div><div><div><div><div><div><div>Well, been about 10 day=
s since I steam cleaned the engine during the first flight, due to work jus=
t managed to pull the engine apart, bit of fun for a novice, must say I was=
 a bit apprehensive but now am wishing I had built it from scratch initiall=
y. for the life of me I cannot see anything obvious as being a problem so j=
ust going to get some o&#39;rings and reassemble as per the manual.<br><br>=
</div>Now the whole problem was caused by the idiot operating it, I was so =
preoccupied trying to get oil cooling under control I had forgotten that I =
had the wrong coolant inlet hose on, I had done this on purpose during cons=
truction as it enables purging the air from the system without the multiple=
 heat cycles saving time. the needed reinforced hose was still on the shelf=
. so there goes, I admit it. and to think Lynn has made comment about this =
in his posts recently, I can only kick myself. Nuff said.<br><br></div>A fe=
w observations<br></div>My plane flies beautifully. I&#39;m really happy wi=
th it, it feels safe.<br></div>The exit air openings on the top front of th=
e cowl work (Peter Garrison/Mellmoth style). could quite easily see the low=
 pressure area working above the cowl during the steam clean. coolant on th=
e windscreen is an annoyance but no worse than flying in rain. Oil could be=
 worse but a cessna with catastrophic oil leak puts it on the windscreen to=
o. I saw the very first puff out of the cowl and was able to land within a =
couple of minutes with coolant remaining. steam exiting engine between roto=
r housing &amp; rear end plate in region of spark plugs. once the engine co=
oled down refilled coolant, engine started &amp; ran as normal just slow pr=
essure leak. <br><br></div>Oil cooler is 20b Cosmo, but is just not working=
 good enough, think it is because it shares plenum with radiator and radiat=
or possibly has less air flow restriction, don&#39;t know. will try again w=
hen motor is going then attack the cooling system. May even start from scra=
tch if it tries to scare me again.<br><br></div>Currently plenum opens just=
 under the prop 28 sq&quot; diffuses for 700mm/27.5&quot; to 68 sq&quot; tu=
rns about 80 deg up at the firewall base, is pinched to 59 sq&quot; in the =
turn into a wedge duct on the back of the radiators which sit side by side.=
 coolant radiator fin area is 450mm x 380mm x 60mm, oil 220mm x 290mm about=
 same thickness but denser fins. air the exits on top front of cowl &amp; 3=
 exits on bottom. <br><br></div>I always presumed my cooling problems cause=
d by the exits as I can run the engine all day at reasonable power on the g=
round with top cowl off. but obviously not at rpms capable of collapsing bo=
ttom hose<br><div><div><div><div><div><div><br><br clear=3D"all"><div><div>=
<div><div data-smartmail=3D"gmail_signature">Regards<br><br></div><div data=
-smartmail=3D"gmail_signature">Andrew<br></div><div data-smartmail=3D"gmail=
_signature"><br><br></div></div>
</div></div></div></div></div></div></div></div></div>

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