X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from nf-out-0910.google.com ([64.233.182.188] verified) by logan.com (CommuniGate Pro SMTP 5.1c.2) with ESMTP id 1314012 for flyrotary@lancaironline.net; Tue, 08 Aug 2006 14:41:35 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.233.182.188; envelope-from=russell.duffy@gmail.com Received: by nf-out-0910.google.com with SMTP id l35so314949nfa for ; Tue, 08 Aug 2006 11:40:50 -0700 (PDT) DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=beta; d=gmail.com; h=received:from:to:subject:date:message-id:mime-version:content-type:x-priority:x-msmail-priority:x-mailer:importance:in-reply-to:x-mimeole; b=I4lHW89CCDbrDpW0hjAjTRv7rvyUJpVIh07gL1PvrpKUnIrUigzxdla/hqAS22g+caK6fj+7yBiVKms8GWzPVbYTOoNANu1pleAlRhpClJXifs8YyNi+edU0LGBi+4wd0YFppXSg/4oBviO0r0T87umHzYYhE2k+F6VuVb1W/tw= Received: by 10.82.103.11 with SMTP id a11mr1262335buc; Tue, 08 Aug 2006 11:40:50 -0700 (PDT) Return-Path: Received: from rd ( [65.6.194.9]) by mx.gmail.com with ESMTP id 7sm5043277wrl.2006.08.08.11.40.48; Tue, 08 Aug 2006 11:40:49 -0700 (PDT) From: "Russell Duffy" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: First flight - oil temp Date: Tue, 8 Aug 2006 13:40:48 -0500 Message-ID: <000001c6bb1a$2b032cd0$6101a8c0@rd> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C6BAF0.422D24D0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2869 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C6BAF0.422D24D0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable The questions are - should we fly the plane again with the likelihood of = oil temps up to 230=20 =20 Hi Al, =20 FWIW, I would certainly give it another try. A brief trip to 230F won't hurt the engine if you don't do it all the time, and I think it would be worth it to find out if the gear position makes that much difference. = The plane's too nicely finished to go hacking it up without knowing for sure = if it's necessary. =20 =20 You can delay the high temps a bit by trying to limit your heating = before takeoff. In other words, try to depart just as the temps reach your = lower "normal" limit. Obviously you can also do the test early in the morning before the OAT starts to soar. =20 =20 and, should the design be such that the oil cools adequately with the = gear down anyway?=20 =20 Good question. I'm not a retractable kinda guy, but I'd say you need = to be able to perform your normal takeoff, and I presume that means sucking = the gear up as soon as you can't land straight ahead on the runway. Most = of the time you're in the pattern with the gear down, you'll be at low = power to land, so oil temp shouldn't be an issue then. =20 =20 Good luck with the testing. =20 Rusty (got an Ellison TB to try with the single rotor) =20 =20 =20 ------=_NextPart_000_0001_01C6BAF0.422D24D0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message
The = questions are –=20 should we fly the plane again with the likelihood of oil temps up to = 230 
 
Hi=20 Al,
 
FWIW, I would=20 certainly give it another try.  A brief trip to 230F won't hurt the = engine=20 if you don't do it all the time, and I think it would be worth = it to=20 find out if the gear position makes that much difference.  The = plane's=20 too nicely finished to go hacking it up without knowing for sure if it's = necessary. 
 
You can delay the=20 high temps a bit by trying to limit your heating before=20 takeoff.  In other words, try to depart just as the temps = reach your=20 lower "normal" limit.  Obviously you can also do the test = early in the=20 morning before the OAT starts to soar. =20        
 
and, should = the=20 design be such that the oil cools adequately with the gear down = anyway? 
&nbs= p;
Good=20 question.   I'm not a retractable kinda guy, but  I'd say = you=20 need to be able to perform your normal takeoff, and I presume that means = sucking=20 the gear up as soon as you can't land straight ahead on the = runway.  =20 Most of the time you're in the pattern with the gear down, you'll be at = low=20 power to land, so oil temp shouldn't be an issue=20 then.   
&nbs= p;
Good=20 luck with the testing.
&nbs= p;
Rusty=20 (got an Ellison TB to try with the single = rotor)   
 
 
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