Return-Path: Received: from [199.185.220.240] (HELO priv-edtnes51.telusplanet.net) by logan.com (CommuniGate Pro SMTP 4.1.5) with ESMTP id 2637402 for flyrotary@lancaironline.net; Wed, 15 Oct 2003 03:56:42 -0400 Received: from Endurance ([209.52.209.169]) by priv-edtnes51.telusplanet.net (InterMail vM.5.01.06.05 201-253-122-130-105-20030824) with SMTP id <20031015075638.SKEQ3056.priv-edtnes51.telusplanet.net@Endurance> for ; Wed, 15 Oct 2003 01:56:38 -0600 From: "Haywire" To: "Rotary motors in aircraft" Subject: RE: [FlyRotary] Re: EWP - series pumps and wacky ideas Date: Wed, 15 Oct 2003 00:56:26 -0700 Message-ID: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0043_01C392B7.293DC3D0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook IMO, Build 9.0.2416 (9.0.2910.0) X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2600.0000 In-reply-to: Importance: Normal This is a multi-part message in MIME format. ------=_NextPart_000_0043_01C392B7.293DC3D0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit MessageS. 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". I recall it being rather big and bulky. Either way, it doesn't sound like something that I'll install on the plane. The one I have isn't very big and was perfect for my installation. I now have the parts I need to build a small digital indication so I'll start to work on that tomorrow. I'm interested to know if the problem you fixed with the original pump was something that you think was a flaw in that particular pump, or something that you think exists in all of them. I need to type up a report for Leon along with drawings of my analysis. I will share them with the list. I checked the new pump for that problem as well but it was fine. I installed the new pump last night and when I arrived at the hangar this afternoon, I found a large puddle of coolant under the plane. More than a litre had leaked out through the shaft seal. *&%$!?, but before I removed it, I topped up the system and ran it up to temp and press... no more leaks. The new seal just had to seat properly, so all is well. I probably just disrupted the seating when I disassembled for inspection. I find that the new pump flows a few litres/min less than the old pump, but still more than sufficient for cooling. On the other hand, there are lots of folks running with no thermostat, and during descent, they will still be at a reasonable rpm to create a lot of flow with the stock pump. If they aren't having problems, then I shouldn't either. Tonight, while descending from 9500' I kept the controller bypassed allowing the pump to flow at full speed. I found that it cooled off so that the hot coolant out of the engine was below the bottom scale of the gauge (<50C) and coolant press was 0psi. Then when I entered the circuit and applied power, it ran rough until it warmed up a bit. May I suggest that you plug your thermal switch into the temp sensor location near the oil filter pad? I figure that would be the first place to show high temps in the combustion chamber if the water flow stops. I was thinking about this as I'm running out of places to put coolant sensors. It got me wondering where others are taking their coolant temp measurements. I take my temps at the adapter block measuring temps in and out. It would seem to me that the temp at the rear sensor fitting would be a little cooler as the coolant has only gone half way through the engine. However as you imply, it may have already seen the hottest parts. ------=_NextPart_000_0043_01C392B7.293DC3D0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message
S. Todd Bartrim
Turbo 13B = RV-9Endurance
C-FSTB
http://www3.telus.net/haywire/RV-9/C-FSTB.htm

=   =20 "Whatever you vividly imagine, Ardently desire, Sincerely believe in,=20 Enthusiastically act upon, Must inevitably come to pass".
 I=20 recall it being rather big and bulky.  Either way, = it doesn't sound=20 like something that I'll install on the=20 = plane. 
 
 The one I have=20 isn't very big and was perfect for my installation. I now have the = parts I=20 need to build a small digital indication so I'll start to work on that = tomorrow. 
 
I'm = interested to know if=20 the problem you fixed with the original pump was something that = you think=20 was a flaw in that particular pump, or something that you think exists = in all=20 of them.    
  
 I need to type up a report for Leon = along with=20 drawings of my analysis. I will share them with the list. I = checked the=20 new pump for that problem as well but it was fine. I installed the new = pump=20 last night and when I arrived at the hangar this afternoon, I found a = large=20 puddle of coolant under the plane. More than a litre had leaked out = through=20 the shaft seal. *&%$!?, but before I removed it, I topped up the = system=20 and ran it up to temp and press... no more leaks. The new seal just = had to=20 seat properly, so all is well. I probably just disrupted the seating = when I=20 disassembled for inspection. I find that the new pump flows a few = litres/min=20 less than the old pump, but still more than sufficient for=20 cooling.
 
 
 On = the other=20 hand, there are lots of folks running with no thermostat, and = during=20 descent, they will still be at a reasonable rpm to create a lot of = flow with=20 the stock pump.  If they aren't having problems, then I = shouldn't either.   
 
Tonight, while descending from 9500' I kept = the=20 controller bypassed allowing the pump to flow at full speed. I found = that it=20 cooled off so that the hot coolant out of the engine was below the = bottom=20 scale of the gauge (<50C) and coolant press was 0psi. Then = when I=20 entered the circuit and applied power, it ran rough until it = warmed up a=20 bit.
 
   May I suggest = that you plug=20 your thermal switch into the temp sensor location near the oil = filter=20 pad?  I figure that would be the first place to show high temps = in the=20 combustion chamber if the water flow=20 stops.   
 
 I was thinking about this as I'm = running out of=20 places to put coolant sensors. It got me wondering where others are = taking=20 their coolant temp measurements. I take my temps at the adapter block=20 measuring temps in and out. It would seem to me that the temp at the = rear=20 sensor fitting would be a little cooler as the coolant has only gone = half way=20 through the engine. However as you imply, it may have already seen the = hottest=20 parts.
 
 
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