X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 1 [X] Return-Path: Received: from rwcrmhc15.comcast.net ([204.127.192.85] verified) by logan.com (CommuniGate Pro SMTP 5.1.3) with ESMTP id 1624259 for flyrotary@lancaironline.net; Thu, 30 Nov 2006 09:58:45 -0500 Received-SPF: none receiver=logan.com; client-ip=204.127.192.85; envelope-from=wschertz@comcast.net Received: from 7n7z201 (c-24-7-194-231.hsd1.il.comcast.net[24.7.194.231]) by comcast.net (rwcrmhc15) with SMTP id <20061130145825m150008hnie>; Thu, 30 Nov 2006 14:58:25 +0000 Message-ID: <008e01c7148f$fc638d50$e7c20718@7n7z201> From: "Bill Schertz" To: "Rotary motors in aircraft" Subject: Fw: [FlyRotary] Re: Radiator Expansion Tank Date: Thu, 30 Nov 2006 08:58:22 -0600 MIME-Version: 1.0 Content-Type: multipart/mixed; boundary="----=_NextPart_000_008A_01C7145D.B0065EB0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2869 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2962 This is a multi-part message in MIME format. ------=_NextPart_000_008A_01C7145D.B0065EB0 Content-Type: multipart/alternative; boundary="----=_NextPart_001_008B_01C7145D.B0065EB0" ------=_NextPart_001_008B_01C7145D.B0065EB0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Al, Now that you are flying, how is your series connection of coolant = bottles with pressure caps working? I have constructed something = similiar, and there was some discussion that claimed that it wouldn't = work. I would be interested in what you found out. Bill Schertz KIS Cruiser # 4045 ----- Original Message -----=20 From: Al Gietzen=20 To: Rotary motors in aircraft=20 Sent: Saturday, December 10, 2005 3:17 PM Subject: [FlyRotary] Re: Radiator Expansion Tank Al, Rusty and others. I've been a little confused with the set- up recommended. Do you have a = pressure cap on the Radiator as well as the Expansion tank and do you = have an overflow bottle attached to the expansion tank. I've also seen where the rad pressure cap is not on the rad but on the = return to the pump. I would really like to sort this out so that I get a clearer picture of = the correct set-up. Advice appreciated. George ( down under) George; My system has two pressure caps. The filler neck on the left in the = photo connects to the pump inlet side of the loop (lowest pressure = point). That neck has a 23 # cap; and when the system is full and = purged, there is never any air at that cap. Overflow from the main = filler is plumbed to the bottom of the overflow bottle. The overflow = bottle normally is maybe half to two-thirds air as required to = accommodate the expansion from cold to hot. It has a 15# cap. =20 The idea is to always have positive pressure on the inlet side of the = pump to inhibit cavitation. Without a pressure cap on the overflow = bottle, expansion of the coolant in the engine pressurizes the system as = it heats up. But with no air in the system, after the peak is reached, = the pressure goes back to zero (or slightly negative to draw coolant = back from the overflow bottle) any time the temperature drops a bit; as = when you reduce power after climb-out. There are no caps on the radiators (2) as they are mounted at lower = levels. There are air bleed lines from the highest point of the tank on = each rad that go back to the filler neck; which is always at the lowest = pressure in the loop so the air will go there. With both caps fully latched, it is possible for the pressure to peak at = about 38 psi (23 plus 15), at sea level, if the overflow bottle is full = (coolant fully expanded). This give more margin (higher boiling temp) = and less likely cavitation at extreme conditions. Generally there is = always residual air in the bottle that is compressing, so the pressure = doesn't reach peak. Caps are 'differential pressure' so at higher = altitude the absolute pressure in the system is lower. A similar, and simpler approach is to have an expansion tank that has = air in it connected directly to the system, say as a filler tank with a = pressure cap, that is only half full when cold. Pressure builds as = things heat up, up to the max cap pressure. The difference in my = approach is that the pressure builds very quickly to the system cap = pressure because the coolant is incompressible (not counting some = expansion of hose connectors). So even if the engine is not fully = warmed up and I give it full throttle on takeoff, the system is at least = 23 psi at the pump inlet. Same is true any time later when power (and = RPM) is increased. Hope this all makes sense, Al -------------------------------------------------------------------------= ------- -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net/lists/flyrotary/ ------=_NextPart_001_008B_01C7145D.B0065EB0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Al,
Now that you are flying, how is your = series=20 connection of coolant bottles with pressure caps working? I have = constructed=20 something similiar, and there was some discussion that claimed that it = wouldn't=20 work. I would be interested in what you found out.
Bill Schertz
KIS Cruiser # 4045
----- Original Message -----=20
From: Al = Gietzen
To: Rotary motors in = aircraft
Sent: Saturday, December 10, 2005 3:17 PM
Subject: [FlyRotary] Re: Radiator Expansion Tank

Al, Rusty = and=20 others.

 

I've=20 been a little confused with the set- up recommended. Do you have a = pressure=20 cap on the Radiator as well as the Expansion tank and do you have an = overflow=20 bottle attached to the expansion tank.

I've=20 also seen where the rad pressure cap is not on the rad but on the = return to=20 the pump.

 

I would=20 really like to sort this out so that I get a clearer picture = of the=20 correct set-up.

 

Advice=20 appreciated.

 

George (=20 down under)

 

George;

 

My system = has two=20 pressure caps.  The filler neck on the left in the photo connects = to the=20 pump inlet side of the loop (lowest pressure point).  That neck has = a 23 #=20 cap; and when the system is full and purged, there is never any air at = that=20 cap.  Overflow from the main filler is plumbed to the bottom of the = overflow bottle.  The overflow bottle normally is maybe = half to=20 two-thirds = air as=20 required to accommodate the expansion from cold to hot.  It has a = 15#=20 cap. 

 

The idea = is to=20 always have positive pressure on the inlet side of the pump to inhibit=20 cavitation.  Without a pressure cap on the overflow bottle, = expansion of=20 the coolant in the engine pressurizes the system as it heats up. But = with no air=20 in the system, after the peak is reached, the pressure goes back to zero = (or=20 slightly negative to draw coolant back from the overflow bottle) any = time the=20 temperature drops a bit; as when you reduce power after=20 climb-out.

 

There are = no caps on=20 the radiators (2) as they are mounted at lower levels.  There are = air bleed=20 lines from the highest point of the tank on each rad that go back to the = filler=20 neck; which is always at the lowest pressure in the loop so the air will = go=20 there.

 

With both = caps fully=20 latched, it is possible for the pressure to peak at about 38 psi (23 = plus 15),=20 at sea level, if the overflow bottle is full (coolant fully expanded).=20  This give more margin (higher boiling temp) and less likely = cavitation at=20 extreme conditions. Generally there is always residual air in the bottle = that is=20 compressing, so the pressure doesn=92t reach peak.  Caps are = =91differential=20 pressure=92 so at higher altitude the absolute pressure in the system is = lower.

 

A similar, = and=20 simpler approach is to have an expansion tank that has air in it = connected=20 directly to the system, say as a filler tank with a pressure cap, that = is only=20 half full when cold.  Pressure builds as things heat up, up to the = max cap=20 pressure.  The difference in my approach is that the pressure = builds very=20 quickly to the system cap pressure because the coolant is incompressible = (not=20 counting some expansion of hose connectors).  So even if the engine = is not=20 fully warmed up and I give it full throttle on takeoff, the system is at = least=20 23 psi at the pump inlet.  Same is true any time later when power = (and RPM)=20 is increased.

 

Hope this = all makes=20 sense,

 

Al

--
Homepage:  http://www.flyrotary.com/
Archive and=20 UnSub:  =20 http://mail.lancaironline.net/lists/flyrotary/
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