X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.121] verified) by logan.com (CommuniGate Pro SMTP 5.1.12) with ESMTP id 2370882 for flyrotary@lancaironline.net; Fri, 05 Oct 2007 13:48:48 -0400 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.121; envelope-from=eanderson@carolina.rr.com Received: from edward2 ([24.74.103.61]) by cdptpa-omta02.mail.rr.com with SMTP id <20071005174810.MUBN3965.cdptpa-omta02.mail.rr.com@edward2> for ; Fri, 5 Oct 2007 17:48:10 +0000 Message-ID: <000a01c80777$ed31ddb0$2402a8c0@edward2> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: Coolant Water Pressure Date: Fri, 5 Oct 2007 13:48:23 -0400 MIME-Version: 1.0 Content-Type: multipart/mixed; boundary="----=_NextPart_000_0006_01C80756.65DFD950" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3138 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3138 This is a multi-part message in MIME format. ------=_NextPart_000_0006_01C80756.65DFD950 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0007_01C80756.65DFD950" ------=_NextPart_001_0007_01C80756.65DFD950 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable You are absolutely correct, Al. Just did not think, gas/air compresses, = liquids do not (to any appreciable amount).=20 If by failure, you mean my system would not have supported flight in = that condition (air in coolant) , then you are quite correct, on the = other hand, one of the reasons to test (as you have often pointed out) = is to discover problems before flight inorder to preclude failures in = the air. In this case, I discovered my configuration requires a bit = more effort to remove the air. Once that is done, the system is = operating within its intended parameters. So does that make the = overheating a system failure or a failure to configure the system to = the proper operating parameters.=20 Even in the automobile, the rotary is known for trapping air and = requiring burping although many can get away without it because most = autos don't operate anywhere near WOT for more than a few seconds, so = the effects of trapped air (depending on amount) may not be noticed.=20 I think there is a difference, for instance you could design the = perfect coolant system but fail to put sufficient coolant into the = system resulting in overheating - is that a system failure or a = operational failure? or perhaps more accurately - operator failure? =20 I am always impressed by your meticulous attention to detail and = systematic approach. I could certainly have benefit from your = knowledge/approach back 10 years ago in my initial design{:>). But at = that time, there appear to be bigger issues - such as trying to = understand how a rotary engine really worked - sorted out. Air flow = and cooling were just vague notions back then and I just assume they = would naturally fall into place {:>) I still have a photo of my first oil cooler installation to remind me = of how ignorant of those matters, I was back then . It had a "Plenum" = that conformed to the area of the core - and its wall stood 2" way from = the core face at every point. Then I had a 2 1/2" dia hose piping air = to one corner. Is there small wonder that my first flight was limited = to once around the pattern due to oil temps{:>). Here is a photo - the = oil cooler plenum and inlet are the brown colored box on the left side = of the engine (facing the engine) close to the firewall with the large = back hose (that one is 5" in dia as one of my several early attempts to = address the oil temp problems). The radiator plenums were only slightly = better. =20 No question, knowing what I now know, I would have done some things = different. As you know, Al, I may sometimes take issue with your = characterization, but not your approach and insight. A valuable = contribution to say the least. Best Regards =20 Ed ----- Original Message -----=20 From: Al Wick=20 To: Rotary motors in aircraft=20 Sent: Friday, October 05, 2007 12:49 PM Subject: [FlyRotary] Re: Coolant Water Pressure >at 22 psi the air would likely occupy even more space The opposite is true. Air space reduces substantially when you = increase pressure. Think of coolant as a solid, and air as a giant = spring. When you add btu's to coolant, it immediately responds by = expanding. This causes the air molecules to compress...a lot. There are some fun exhibits at the science museum I volunteer at we = use to demonstrate air/ water compression. An eye dropper inside a pop = bottle. When you squeeze the pop bottle, the eye dropper plummets to the = bottom. When you let go, dropper rises to surface. The pressure increase = when you squeeze bottle causes air in dropper to compress(less air = volume). This allows water to displace that air....dropper is now = heavier and falls to bottom.=20 It's really ironic. You can design a system that seems to work fine. = You fly with that for years with no failures( well I guess you could = call the pinging and high temps a failure). But a small change can = greatly reduce your risk. There's a lot of value to changing your air = bleed design to one that dynamically removes air. No shrader valve, no = repeated cooling cycles to remove air. By "dynamic" I mean that it = automatically removes air from the system. No muss no fuss.=20 As you design system, just pretend their is air at the top of each = component. Then find simple way to allow that air to move to higher = component in system. So, my radiator is lowest point in system. If I = place my radiator tube near the top of radiator, then all air naturally = leaves rad and flows to engine. Next I look at highest coolant passage = in engine. In my case I had to drill and tap a little 1/4 npt into the = coolant manifold, then run tube from there up to highest point in = system. Suddenly I've got a system that automatically removes all air = immediately. Try as I can, I can no longer trap air anywhere. If I = develop compression leak that pumps air into system, it has much less = effect, because it rises out of the coolant flow. When I drain and = refill, it all immediately and rapidly fills, I can get every drop back = into the system. Dynamic air bleed is a safety advantage, easy to accomplish. Each of = these safety advantages adds up mathematically.=20 Likewise, contrary to popular theory, leaving two cups of air under = cap increases safety. You can prove that to yourself with simple = experiment I described earlier.=20 -al wick ----- Original Message -----=20 From: Ed Anderson=20 To: Rotary motors in aircraft=20 Sent: Friday, October 05, 2007 9:07 AM Subject: [FlyRotary] Re: Coolant Water Pressure Yes, at 22 psi the air would likely occupy even more space, but = since I do my runup with the cap off or loose, there is no pressure = during the process. So while I have never measured it and it probably = varies from one time to the next, there appears to be approx 1/3 of the = top part of each core which has air on the initial fire up of the engine = - after a complete drain and refill of the coolant system. =20 I must admit that the first several times of draining and refilling = coolant, not being as knowledgeable as I am now, I almost cooked the = engine, because I assumed that when the header tank was full - the = engine had all the coolant it could take. Rapidly climbing coolant = temps and pinging of hot engine cooling off soon make it clear that just = because the header tank was full didn't mean a whole lot. Of course, I = noticed after each run up that the coolant level in the header tank = would decrease permitting me to put more coolant in. That finally made = me realize what the problem was - would have been very nice to have this = list around back then {:>) After burping the system there is still small amount of air left, = but the overflow tank set gradually removes the remaining air over a = couple of flights. Then the hydraulic "lock" phenomena starts with = initial pressure of 21-22 psi immediately on engine start, dropping off = quickly to zero and then gradually climbing back to 5 - 7 psi as the = coolant heats up. But, other than having to "clear" the air out with a couple/three = run ups to 5000 rpm, it works just fine and has since 97. I = occasionally toy with the idea of putting in simple small air bleed on = the top of each - but, like I said, it works fine and other things to do = {:>) Sounds like your approach will avoid my burping problem. However, = Lynn has mentioned that even in the car installation it often takes = burping the engine to get the air out. Ed ----- Original Message -----=20 From: Thomas Jakits=20 To: Rotary motors in aircraft=20 Sent: Friday, October 05, 2007 11:12 AM Subject: [FlyRotary] Re: Problem? [FlyRotary] Re: Coolant Water = Pressure Hi Ed, for sure I saw your installation before (numerous times...), but I = do not recall your exact pluming. Your description below sounds like inlet and outlet are facing = down. At 22psi it should even be more like 1/2 the radiator with air :) Anyway, I assume waterflow is radical enough to strip the air out = in 3 trials. My system will have a bottom inlet and a top outlet. If it doesn't = fit the outlet may exit the bottom of the tank but will have an internal = standpipe - this way there is next to no space where air can get = trapped, just a small bubble atop the standpipe, won't be big enough to = cause any cooling detriment.=20 I still see BMW motorcycle oil-coolers mounted this way. Don't = know the exact make-up today, but the earliest ones where simple single = pass bottom feed bottom exit (cheapest solution and esthetically least = disturbing), a big problem to purge. 1/4 was useless because of trapped = air...=20 Furthermore, if the pump had a little leak or just a long time = between runs would drain the oil fro mthe cooler and at start-up you had = a fresh load of cold air inthe cooler! As it heats up the air-bubble = expands and reduces cooler volume even more...=20 Best Regards, TJ snipped.. In my case, if I do a complete drain and refill of the system, = on the first run up the core's tanks will be hot approx 2/3 of the way = up and then they are much cooler - indicating that the remaining 1/3 of = my core is filled with air. It generally takes me 3 runups reaching = 5000 rpm before I can touch the core tanks and find them hot all the = way from top to bottom. So depending on your radiator set up that might = be something you can quickly check.=20 snipped.... -Al Wick Cozy IV powered by Turbo Subaru 3.0R with variable valve lift and cam = timing.=20 Artificial intelligence in cockpit, N9032U 240+ hours from Portland, = Oregon Glass panel design, Subaru install, Prop construct, Risk assessment = info: http://www.maddyhome.com/canardpages/pages/alwick/index.html ------=_NextPart_001_0007_01C80756.65DFD950 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
You are absolutely correct, Al.  Just did = not=20 think, gas/air compresses, liquids do not (to any appreciable=20 amount). 
 
  If by failure, you mean my system would = not have=20 supported flight in that condition (air in coolant) , then you are quite = correct, on the other hand, one of the reasons to test (as you have = often=20 pointed out) is to discover problems before flight inorder to preclude = failures=20 in the air.  In this case, I discovered my configuration requires a = bit=20 more effort to remove the air.  Once that is done, the system is = operating=20 within its intended parameters.  So does that make the = overheating  a=20 system failure or a failure to configure the system to the proper = operating=20 parameters. 
 
Even in the automobile, the rotary is known for = trapping=20 air and requiring burping although many can get away without it because = most=20 autos don't operate anywhere near WOT for more than a few seconds, so = the=20 effects of trapped air (depending on amount) may  not be=20 noticed. 
 
   I think there is a difference, for = instance=20 you could design the perfect coolant system but fail to put sufficient = coolant=20 into the system resulting in overheating - is that a system failure or a = operational failure? or perhaps more accurately - operator = failure? =20
 
I am always  impressed by your meticulous = attention=20 to detail and systematic approach.  I  could certainly have = benefit=20 from your knowledge/approach  back 10 years ago in my initial=20 design{:>).  But at that time, there appear to be bigger issues = - such=20 as trying to understand how  a rotary engine really = worked=20 - sorted out.  Air flow and cooling were just vague = notions back=20 then and I just assume they would naturally fall into place = {:>)
 
 I still have a photo of my first oil = cooler=20 installation to remind me of how ignorant of those matters,  I was = back=20 then .  It had a "Plenum" that conformed to the area of the core - = and its=20 wall stood 2" way from the core face at every point.  Then I had a = 2 1/2"=20 dia hose piping air to one corner.  Is there small wonder that my = first=20 flight was limited to once around the pattern due to oil = temps{:>). =20 Here is a photo - the oil cooler plenum and inlet are the brown colored = box on=20 the left side of the engine (facing the engine) close to the firewall = with the=20 large back hose (that one is 5" in dia as one of my several  early = attempts=20 to address the oil temp problems).  The radiator plenums were only = slightly=20 better.  
 
No question, knowing what I now know, I = would=20 have done some things different.   As you know, Al, =  I may=20 sometimes take issue with your characterization, but not your approach = and=20 insight.  A valuable contribution to say the least.
 
Best Regards
 
Ed
----- Original Message -----
From:=20 Al Wick =
Sent: Friday, October 05, 2007 = 12:49=20 PM
Subject: [FlyRotary] Re: = Coolant Water=20 Pressure

>at 22 psi the air would likely occupy even = more=20 space
 
The opposite is true. Air space reduces = substantially=20 when you increase pressure. Think of coolant as a solid, and air = as a=20 giant spring. When you add btu's to coolant, it immediately responds = by=20 expanding. This causes the air molecules to compress...a = lot.
 
There are some fun exhibits at the science = museum I=20 volunteer at we use to demonstrate air/ water compression. An eye = dropper=20 inside a pop bottle. When you squeeze the pop bottle, the eye dropper = plummets=20 to the bottom. When you let go, dropper rises to surface. The pressure = increase when you squeeze bottle causes air in dropper to = compress(less air=20 volume). This allows water to displace that air....dropper is now = heavier and=20 falls to bottom.
 
It's really ironic. You can design a system = that seems=20 to work fine. You fly with that for years with no failures( well I = guess you=20 could call the pinging and high temps a failure). But a small change = can=20 greatly reduce your risk. There's a lot of value to changing your air = bleed=20 design to one that dynamically removes air. No shrader valve, no = repeated=20 cooling cycles to remove air. By "dynamic" I mean that it = automatically=20 removes air from the system. No muss no fuss.
 
As you design system, just pretend their is = air at the=20 top of each component. Then find simple way to allow that air to move = to=20 higher component in system. So, my radiator is lowest point in system. = If I=20 place my radiator tube near the top of radiator, then all air = naturally leaves=20 rad and flows to engine. Next I look at highest coolant passage in = engine. In=20 my case I had to drill and tap a little 1/4 npt into the coolant = manifold,=20 then run tube from there up to highest point in system. Suddenly I've = got a=20 system that automatically removes all air immediately. Try as I can, I = can no=20 longer trap air anywhere. If I develop compression leak that pumps air = into=20 system, it has much less effect, because it rises out of the coolant = flow.=20 When I drain and refill, it all immediately and rapidly fills, I can = get every=20 drop back into the system.
 
Dynamic air bleed is a safety advantage, = easy to=20 accomplish. Each of these safety advantages adds up mathematically.=20
Likewise, contrary to popular theory, leaving = two cups=20 of air under cap increases safety. You can prove that to yourself with = simple=20 experiment I described earlier.
 
-al wick
 
----- Original Message -----
From:=20 Ed Anderson
To: Rotary motors in = aircraft=20
Sent: Friday, October 05, = 2007 9:07=20 AM
Subject: [FlyRotary] Re: = Coolant Water=20 Pressure

 
Yes, at 22 psi the air would likely occupy = even more=20 space, but since I do my runup with the cap off or loose, there is = no=20 pressure during the process.  So while I have never measured it = and it=20 probably varies from one time to the next, there appears to be = approx 1/3 of=20 the top part of each core which has air on the initial fire up of = the engine=20 - after a complete drain and refill of the coolant system. =20
 
I must admit that the first several times of = draining=20 and refilling coolant, not being as knowledgeable as I am now, I = almost=20 cooked the engine, because I assumed that when the header tank was = full -=20 the engine had all the coolant it could take.  Rapidly climbing = coolant=20 temps and pinging of hot engine cooling off soon make it clear that = just=20 because the header tank was full didn't mean a whole lot.  Of = course, I=20 noticed after each run up that the coolant level in the header tank = would=20 decrease permitting me to put more coolant in.  That finally = made me=20 realize what the problem was - would have been very nice to have = this list=20 around back then {:>)
 
 
 
After burping the system there is still = small amount=20 of air left, but the overflow tank set gradually removes the = remaining air=20 over a couple of flights.  Then the hydraulic "lock" phenomena = starts=20 with initial pressure of 21-22 psi immediately on engine start, = dropping off=20  quickly to zero and then gradually climbing  back to 5 - = 7 psi as=20 the coolant heats  up.
 
 
But, other than having to "clear" the air = out with a=20 couple/three run ups to 5000 rpm, it works just fine and has since = 97. =20 I occasionally toy with the idea of putting in simple small air = bleed on the=20 top of each - but, like I said, it works fine and other things to do = {:>)
 
Sounds like your approach will avoid my = burping=20 problem.  However, Lynn has mentioned that even in the car = installation=20 it often takes burping the engine to get the air out.
 
Ed
----- Original Message ----- =
From:=20 Thomas Jakits
To: Rotary motors in = aircraft=20
Sent: Friday, October 05, = 2007 11:12=20 AM
Subject: [FlyRotary] Re: = Problem?=20 [FlyRotary] Re: Coolant Water Pressure

Hi Ed,
 
for sure I saw your installation before (numerous times...), = but I do=20 not recall your exact pluming.
Your description below sounds like inlet and outlet are = facing=20 down.
At 22psi it should even be more like 1/2 the radiator with = air=20 :)
Anyway, I assume waterflow is radical enough to strip the air = out in=20 3 trials.
My system will have a bottom inlet and a top outlet. If it = doesn't=20 fit the outlet may exit the bottom of the tank but will have an = internal=20 standpipe - this way there is next to no space where air can get = trapped,=20 just a small bubble atop the standpipe, won't be big enough to = cause any=20 cooling detriment.
I still see BMW motorcycle oil-coolers mounted this way. = Don't know=20 the exact make-up today, but the earliest ones where simple single = pass=20 bottom feed bottom exit (cheapest solution and esthetically least=20 disturbing), a big problem to purge. 1/4 was useless because of = trapped=20 air...
Furthermore, if the pump had a little leak or just a long = time=20 between runs would drain the oil fro mthe cooler and at start-up = you had a=20 fresh load of cold air inthe cooler! As it heats up the air-bubble = expands=20 and reduces cooler volume even more...
 
Best Regards,
 
TJ

snipped..
 In my case, if I do a = complete drain=20 and refill of the system, on the first run up the core's tanks=20  will be hot approx 2/3 of the way up and then they are = much cooler=20 - indicating that the remaining 1/3 of my core is filled with = air. =20 It generally takes me 3 runups reaching 5000 rpm before I = can=20 touch  the core tanks and find them hot all the way = from top=20 to bottom.  So depending on your radiator set up that might = be=20 something you can quickly check. =
 
 
snipped....

=
 
-Al Wick
Cozy IV powered by Turbo Subaru 3.0R with variable = valve lift=20 and cam timing.
Artificial intelligence in cockpit, N9032U 240+ = hours from=20 Portland, Oregon
Glass panel design, Subaru install, Prop = construct, Risk=20 assessment info:
htt= p://www.maddyhome.com/canardpages/pages/alwick/index.html
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