Return-Path: Received: from relay02.roc.ny.frontiernet.net ([66.133.131.35] verified) by logan.com (CommuniGate Pro SMTP 4.1.5) with ESMTP id 2633660 for flyrotary@lancaironline.net; Sun, 12 Oct 2003 09:56:52 -0400 Received: (qmail 21345 invoked from network); 12 Oct 2003 13:56:49 -0000 Received: from unknown (HELO frontiernet.net) ([170.215.97.8]) (envelope-sender ) by relay02.roc.ny.frontiernet.net (FrontierMTA 2.3.6) with SMTP for ; 12 Oct 2003 13:56:49 -0000 Message-ID: <3F894FC0.A30FA525@frontiernet.net> Date: Sun, 12 Oct 2003 08:57:36 -0400 From: Jim Sower X-Mailer: Mozilla 4.77 [en] (Win98; U) X-Accept-Language: en MIME-Version: 1.0 To: Rotary motors in aircraft Subject: Re: [FlyRotary] Re: solo's & Delta T... no more emergencies References: Content-Type: multipart/alternative; boundary="------------70DCC9E2A47E20A501CC6728" --------------70DCC9E2A47E20A501CC6728 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit The spike(s) Todd describes to sound imminently manageable. His suggested procedure of bypassing the controller for takeoff or T&G sounds perfectly reasonable to me. If he forgets, it's no big deal. I don't see where power setting driven "automatic bypass" would accomplish anything much beyond complicating the aircraft wiring and introducing a failure mode for no particular benefit. Very VERY pleased with Todd's progress to date ... Jim S. Marko Bewersdorff wrote: > hmm - put a switch on the throttle - full(ish) throttle = pump > gets full voltage.nerdy approach #2 dunno what the controllers > water temp probe looks like - but that needs to be moved close > to the stream coming from the sparkplug area, orput a cht > sparkplug-gasket style probe on the hottest sparkplug and see > if local boiling can be forecast by a certain temp increase > ....gotta eat pancakes now...Marko > > -----Original Message----- > From: Rotary motors in aircraft > [mailto:flyrotary@lancaironline.net]On Behalf Of > Haywire > Sent: Saturday, October 11, 2003 11:10 PM > To: Rotary motors in aircraft > Subject: [FlyRotary] Re: solo's & Delta T... no more > emergencies > > Hi Bill; Sorry I haven't responded to questions > and comments sooner, but I've been a little busy > flying and trying to get a hay barn built before > winter. I don't have a OAT sensor on my plane but > the ground temp was 9C. I took it up to 13000, where > it should have been ~ -17C. Oddly enough I seem to > have a constant 20C delta T on the coolant but the > oil delta T will vary between 5 and 20 degrees > depending on power load. The temperature controller > works very well to keep the temp at 85C except > during a full power climb where it will gradually > close on 100C even pumping full speed. I also don't > have fuel flow right now, but I hope to both and > much more as soon as the EM2 is available. I have > a switch which allows me to bypass the controller > and apply buss power directly to the pump. While > doing circuits I was closely watching the cooling > temp/press/flow. During descent all three would > decrease and the pump would flow minimum coolant as > it tried to maintain temp, however what concerned me > was that I'd touch down then apply full power for a > climb out, I'd see a sudden spike in the pressure, > followed a few seconds later by a temp increase and > an immediate increase in flow rate. This indicates > (to me) possible localized boiling in the block for > a few seconds until the flow increases again, > reducing the pressure. For this reason I've taken to > switching the pump to bypass the controller while > practicing touch & goes. S. Todd Bartrim > Turbo 13B RV-9Endurance > C-FSTB > http://www3.telus.net/haywire/RV-9/C-FSTB.htm > > "Whatever you vividly imagine, Ardently desire, > Sincerely believe in, Enthusiastically act upon, > Must inevitably come to pass". > > > Todd,At what power setting and/or fuel > flow were the data taken? > > Another queston Todd, What was > the OAT during your taking this > data?Bill Schertz > -- Jim Sower Crossville, TN; Chapter 5 Long-EZ N83RT, Velocity N4095T --------------70DCC9E2A47E20A501CC6728 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit The spike(s) Todd describes to sound imminently manageable.  His suggested procedure of bypassing the controller for takeoff or T&G sounds perfectly reasonable to me.  If he forgets, it's no big deal.  I don't see where power setting driven "automatic bypass" would accomplish anything much beyond complicating the aircraft wiring and introducing a failure mode for no particular benefit.

Very VERY pleased with Todd's progress to date ... Jim S.

Marko Bewersdorff wrote:

hmm - put a switch on the throttle - full(ish) throttle = pump gets full voltage.nerdy approach #2 dunno what the controllers water temp probe looks like - but that needs to be moved close to the stream coming from the sparkplug area, orput a cht sparkplug-gasket style probe on the hottest sparkplug and see if local boiling can be forecast by a certain temp increase ....gotta eat pancakes now...Marko
-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]On Behalf Of Haywire
Sent: Saturday, October 11, 2003 11:10 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: solo's & Delta T... no more emergencies
 
Hi Bill;     Sorry I haven't responded to questions and comments sooner, but I've been a little busy flying and trying to get a hay barn built before winter.    I don't have a OAT sensor on my plane but the ground temp was 9C. I took it up to 13000, where it should have been ~ -17C. Oddly enough I seem to have a constant 20C delta T on the coolant but the oil delta T will vary between 5 and 20 degrees depending on power load. The temperature controller works very well to keep the temp at 85C except during a full power climb where it will gradually close on 100C even pumping full speed. I also don't have fuel flow right now, but I hope to both and much more as soon as the EM2 is available.    I have a switch which allows me to bypass the controller and apply buss power directly to the pump. While doing circuits I was closely watching the cooling temp/press/flow. During descent all three would decrease and the pump would flow minimum coolant as it tried to maintain temp, however what concerned me was that I'd touch down then apply full power for a climb out, I'd see a sudden spike in the pressure, followed a few seconds later by a temp increase and an immediate increase in flow rate. This indicates (to me) possible localized boiling in the block for a few seconds until the flow increases again, reducing the pressure. For this reason I've taken to switching the pump to bypass the controller while practicing touch & goes. S. Todd Bartrim
Turbo 13B RV-9Endurance
C-FSTB
http://www3.telus.net/haywire/RV-9/C-FSTB.htm

   "Whatever you vividly imagine, Ardently desire, Sincerely believe in, Enthusiastically act upon, Must inevitably come to pass".

 
Todd,At what power setting and/or fuel flow were the data taken?
Another queston Todd, What was the OAT during your taking this data?Bill Schertz

--
Jim Sower
Crossville, TN; Chapter 5
Long-EZ N83RT, Velocity N4095T
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