X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-fx0-f52.google.com ([209.85.161.52] verified) by logan.com (CommuniGate Pro SMTP 5.4c2) with ESMTPS id 4921589 for flyrotary@lancaironline.net; Fri, 25 Mar 2011 09:55:48 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.161.52; envelope-from=msteitle@gmail.com Received: by fxm6 with SMTP id 6so1138341fxm.25 for ; Fri, 25 Mar 2011 06:55:10 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:in-reply-to:references:date :message-id:subject:from:to:content-type; bh=QiIbWYsw6fQ7U9rznEI+i2FdbOwqOa6ywCpKQpxzy0c=; b=wvDO1NRGi5Cge8KBmZHDBrCCVBH3+jzyCP8ltNrCPWImnrfoI3hjWx3ikG8RyoSrpA MO/WyWdDjda9EXUOzfE1jQb0jccw0G5Lsv6ZjjeVlYcoZEPORlXDhCsiZ74P2uqeXsou kQKz88sHXIMMJzwLbI2DwfLo/1pYwN1Ih/ti0= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; b=VmUW0U8l4nIdlTVg5uf9g0FihzEBrwaPXOxqb8g+ibs1ZmUm2e5/gRvLVcL+UPgXTV pWFCwoFN8ZnQVE97STD9C1RBPH+WBGKZaHJ+4HquTvUcrF0H55qTRValDkjd2CIqdabX gI7Xb45UFoF0i8BnyPp+BC+B9xy5iRwm+mTJ0= MIME-Version: 1.0 Received: by 10.223.42.89 with SMTP id r25mr905268fae.89.1301061310801; Fri, 25 Mar 2011 06:55:10 -0700 (PDT) Received: by 10.223.102.136 with HTTP; Fri, 25 Mar 2011 06:55:10 -0700 (PDT) In-Reply-To: References: Date: Fri, 25 Mar 2011 08:55:10 -0500 Message-ID: Subject: Re: [FlyRotary] Re: Radiator Caps [FlyRotary] Re: On the subject of installations...Coolant Pressure From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=00151747affe42e850049f4ef18e --00151747affe42e850049f4ef18e Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Bill, You can pressurize the cooling system and see if it holds pressure. Auto parts stores sell testers that fit in place of the radiator cap. I installed a Schroeder valve on my system and can read the coolant pressure off the EM-2. Mark On Fri, Mar 25, 2011 at 8:49 AM, Bill Bradburry w= rote: > I have a 21 lb cap on my system for this very purpose. I don=92t presen= tly > have a coolant recovery tank and if the cap burps, I could lose coolant > overboard. I am rethinking this and plan to install a coolant recovery t= ank > as well. > > > > By the way, on the high coolant pressure, in surfing the web I have found > that this problem is most likely caused by combustion gasses getting into > the coolant. That would mean a busted o-ring. I have been in denial tha= t > this is the cause because I don=92t want to tear the engine down. Today = I > plan to see if I can find any coolant coming out of a sparkplug hole. > Fingers are crossed! > > > > Bill B > > > ------------------------------ > > *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] *O= n > Behalf Of *Ed Anderson > > *Sent:* Friday, March 25, 2011 8:27 AM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] Radiator Caps [FlyRotary] Re: On the subject of > installations...Coolant Pressure > > > > One thing to keep in mind about the pressure rating of the radiator cap y= ou > are using. All are rated relative to a standard sea level ambinent > pressure. This means that he air pressure itself is contributing 14.7 ps= i > at sea level. > > > > So at sea level when your differential pressure coolant gauge is reading = 10 > psi - the absolute pressure in your coolant system is then 14.7 + 10 =3D= 24.7 > psi. Now if you are flying at 8000 MSL your ambient pressure is approx 1= /2 > at sea level. So your 14.7 psi CAP now has the lesser capacity of 7.3 + = 10 > =3D 17.3 psi absolute pressure capacity - somewhat less than the 24.7 psi > absolute it had at sea level. > > > > When you increase in altitude this component naturally decreases. So whi= le > a 14.7 psi CAP may work fine at sea level, more than one person found tha= t > at altitude that rating was insufficient and some coolant was lost. > > > > I personally would not fly with less than a 21 psi cap and currently fly > with a 24 psi radiator cap. > > > > There is another factor that occurred to me. Once a hot coolant system > blows the relief valve on the cap, that lowers the pressure inside the > system, superheated (>212F) coolant can quickly flash to steam and furthe= r > cause lost of coolant. So a Higher PSI cap can lessen the chance of that > happening. > > > > FWIW > > > > Ed > > > > *From:* Bill Bradburry > > *Sent:* Thursday, March 24, 2011 5:30 PM > > *To:* Rotary motors in aircraft > > *Subject:* [FlyRotary] Re: On the subject of installations...Coolant > Pressure > > > > Lynn, > > > > You have hit my quandary squarely on the head. Assuming that the pressur= e > was zero at room temp and rose to say 6-7 pounds at 200 degrees, and assu= me > that the flow restriction in the system caused a pressure rise of about 2 > pounds at 2000 rpm and a pressure rise of, say, 6-7 pounds at 6000 rpm. > Under that scenario, you would have a pressure that ran at between 7-9 > pounds at 2000 and rose to 12-14 pounds at 6000. Those pressures would b= e > easily contained with the stock cap of 14 pounds. And the pressure would= be > constantly changing with rpm and possibly temp of the system as you were > under power or not. > > > > I have a 21 pound cap. My system climbs smartly to the top and stays > there. No fluctuation with rpm, no real fluctuation at temp because it h= as > already hit the 21 pounds before the engine is actually hot. (around 190= ) > > > > Something is wrong and I don=92t understand what it is. > > > > Bobby > > > > I am going to insert answers to your questions in your msg below. > > > > Bill B > > > ------------------------------ > > *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] *O= n > Behalf Of *Bobby J. Hughes > *Sent:* Thursday, March 24, 2011 1:57 PM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] Re: On the subject of installations...Coolant > Pressure > > > > Bill, > > > > This is all I can think of at the moment. > > > > Are you running a thermostat or did you plug the hole between the inlets > and outlets of the water pump? > > > > No thermostat. The Renesis has a thermostat tower which is too tall to f= it > under my cowl, so I removed it and fabricated a flat plate with two 1.25 > aluminum tubes for the inlet and outlet of the water pump. That hole you > are referencing exists in the tower, but not in my plate. > > > > If plugged did you drill a small hole in the plug to allow air a place to > escape? I used a #30 drill. > > > > Any air in my system would have to be carried to the highest point, > (radiator cap) then be forced by pressure to the bottom of the swirl tank > where it would be trapped. This seems to be working because I have found > that after I open the system for some reason, the level in the swirl tank > will go down and there is never any air at the top of the radiator. > > > > After an engine run is the radiator the same temperature at the inlet / > outlet / bottom and top? If I have trapped air only part of my radiator g= ets > hot to the touch. Dual pass barrier leaking? > > > > Seems to be. I have mistakenly laid my arm on the top of the radiator > after a run=85usually I manage to get off pretty fast! :>) I can not se= e > into the radiator tank on the barrier side. It is possible it could be > leaking. I suppose if there was a rag in the thing it could be trapped h= ere > also. I have no way to see in there even if the hose was removed. I wou= ld > need some kind of flexible camera or something like that. > > > > Use an extra CHT channel and clamp it to the inlet of your radiator to > measure Delta T. > > > > Good idea. I will have to rig one up. I don=92t have an extra now. > > > > My water pressure does not vary that much in operation. But it does hold = a > little pressure for a few days after shutdown. 1-2 psi. > > > > What is your pressure during operation? What is the pressure cap rating? > Does it vary at all with temp and/or rpm? Mine is maxed out..always! > > > > What size hoses? I=92m running 1in. > > > > The RX-8 uses 1.25 hoses. I stuck with that size as well. > > > > Where are you measuring water pressure? > > > > The hose that comes off the top of the rear iron goes to the top of the > radiator, just below the cap. A tee in this line has the water pressure > sender in it. The radiator cap is just a cap, not a pressure cap. The > outlet in the radiator neck goes to the bottom of the swirl tank. > > > > Is your pressure cap on the bleed / swirl tank? > > > > Yes. > > > > Any pictures of the plumbing? > > > > Not of the current setup. > > > > Bobby > ------------------------------ > > *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] *O= n > Behalf Of *Bill Bradburry > *Sent:* Thursday, March 24, 2011 10:23 AM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] On the subject of installations...Coolant Pressure > > > > I need some help with figuring out my cooling problems. > > > > Just so it doesn=92t get lost in the following BS, I need to state that I > think the problem is related to the coolant pressure. It seems to me to = be > way too high. I am beginning to think that the coolant is somehow partia= lly > blocked. > > > > Now the rest of the story=85. > > > > After I did the flight described in the attached email, I installed an > opening in the bottom of the cowl that would work something like a cowl f= lap > that is permanently open. The new opening is 9 inches by 5 inches or 54 = sq > in.. There is a flare in front of the opening that is at an angle of 45 > degrees and extends down into the airstream about 4 inches. (it is 6 inc= hes > long.) This opening is in addition to two 6 X 6 openings, one of which h= as > a 3 inch diameter exhaust pipe in it. > > > > This helped a little, but nothing like I expected it would. The pressure > inside the radiator inlet dropped from 10 inches of water to 8 inches of > water. (by the way, Steve was right about it being inches of water and n= ot > inches of Hg.) > > The pressure after the radiator and inside the cowl dropped to 8 inches a= s > well. The temperature of the water dropped to 208 and the oil a couple o= f > degrees. Neither of these had the result that I expected. > > > > My water pressure cap is rated at 21 lbs. I have not calibrated the send= er > that came with my EM-2 and it shows 3 lbs when the engine is cold. I ass= ume > that this is zero. When in flight the pressure climbs to 24 lbs and stay= s > there. I assume that at this point, the cap is at 21 lbs and is bleeding > off air. There is about a pint to a quart of air above the coolant in th= e > bleed tank. > > > > This morning I ran the engine on the ground for about 10-15 minutes at an > rpm of 3000 to 3200. The OAT was 75 degrees. > > > > I read the temps and pressures every minute or two during the run. I hop= e > this doesn=92t get jumbled during transmission. > > > > Oil temp =96 80 103 130 > 139 144 155 162 165 > > Air temp after cooler - 97 > 109 122 129 133 > 134 > > > > Water temp - 86 126 161 > 173 178 190 198 199 > > Air temp after rad - 109 > 133 157 169 179 > 183 > > > > Water pressure - 2 11 17 > 20 21 24 > > > > I noticed that the water pressure could be brought from 2 lbs to 9 lbs by > changing the rpm while the engine was still relatively cool > > > > What should I expect for water pressure at lower temps and how could I go > about making a determination that the water passages are clear? > > > > I am beginning to think that a rag has been left either in the engine or > the radiator. I have never torn the engine down and I sent the radiator = out > to have a leak repair a couple of years ago. It is a double pass radiato= r. > I can look into the end that has both sides connected thru the radiator c= ap > neck, but not into the inlet and outlet end. > > > > Suggestions??? > > > > Thanks, > > > > Bill B > > > ------------------------------ > > *From:* Bill Bradburry [mailto:bbradburry@bellsouth.net] > *Sent:* Sunday, March 20, 2011 5:29 PM > *To:* 'Rotary motors in aircraft' > *Subject:* On the subject of installations... > > > > My water temp has been running between 199 and 217, depending on the OAT. > The oil is pretty steady at around 175. Today I finally got to fly with > pressure probes inside the cowling. I was all set to try and enlarge the > inlet to the radiator to solve the problem. It turns out that =93in=94 i= s not > the problem, it is =93out=94 that is the problem! > > > > I have 10 inches of Hg pressure in the radiator inlet and 10 inches of Hg > on the outlet side as well as the same pressure everywhere I measured ins= ide > the cowl. I need to open up the cowl some so more air can get out. I ha= d > considered a cowl flap but that would not work in this instance because t= he > problem is at cruise. I need a permanent opening. I am considering louv= ers > and I am looking for a source. I know some of you are using them. Where > did you get them and how are they installed so that they look ok? > > > > I am also considering some kind of flare around the exit area to create a > low pressure area to help suck air out. Do any of you have those and do > they seem to work? > > > > While I look into this, I also need to do something about my muffler=85Th= ank > you, Bobby! > > > > I wonder about that spiral muffler some of you are trying?? > > > > Bill B 9 hours and counting=85 > > > > By the way, I was considering putting a 1 or 2 inch wide piece of cardboa= rd > across the bottom of the oil cooler to partially block it in the hopes th= at > more air would then flow through the radiator. Sort of like truckers do > with the radiator in cold weather. What opinions do you have about that > idea? I realize it would make more sense if the oil was really cool, but= I > think the oil might not get much hotter if an inch or so was blocked. Wh= at > do you think??? > --00151747affe42e850049f4ef18e Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Bill,=A0

You can pressurize the cooling system and see i= f it holds pressure. =A0Auto parts stores sell testers that fit in place of= the radiator cap. =A0I installed a=A0Schroeder valve on my system and can = read the coolant pressure off the EM-2. =A0=A0

Mark

On Fri, Mar 25= , 2011 at 8:49 AM, Bill Bradburry <bbradburry@bellsouth.net> wrote:
=

I have a 21 lb cap= on my system for this very purpose.=A0 I don=92t presently have a coolant recovery tank and if the cap burps, I could lose coolant overboard.=A0 I am rethinking this and plan to install a coolant recovery tank as well.

=A0<= /p>

By the way, on the= high coolant pressure, in surfing the web I have found that this problem is most likely caused by combustion gasses getting into the coolant.=A0 That would mean a busted o-ring.=A0 I have been in denial that this is the cause because I don=92t want to tear the engine down.=A0 Today I plan to see if I can find any coolant coming out of a sparkplug hole.=A0 Fingers are crossed!

=A0<= /p>

Bill B

=A0<= /p>

From: Rotary motors in aircraft [mailto:fl= yrotary@lancaironline.net] On Behalf Of Ed Anderson


Sent: Friday, March 25, 2011= 8:27 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Radiato= r Caps [FlyRotary] Re: On the subject of installations...Coolant Pressure

=A0

One thing to keep in mind about the pressure= rating of the radiator cap you are using.=A0 All are rated relative to a standard sea level ambinent pressure.=A0 This means that he air pressure itself is contributing 14.7 psi at sea level.=A0

=A0

So at sea level when your differential press= ure coolant gauge is reading 10 psi - the absolute pressure in your coolant system is t= hen =A014.7 + 10 =3D 24.7 psi.=A0 Now if you are flying at 8000 MSL your ambient pressure is approx 1/2 at sea level.=A0 So your 14.7 psi CAP now ha= s the lesser capacity of 7.3 + 10 =3D 17.3 psi absolute pressure capacity - somewhat less than the 24.7 psi absolute it had at sea level.=

=A0

When you increase in altitude this component= naturally decreases.=A0 So while a 14.7 psi CAP may work fine at sea level, more than one person found that at=A0altitude=A0 that rating was=A0 insufficient and some coolant was lost.

=A0

I personally would not fly with less than a = 21 psi cap and currently fly with a 24 psi radiator cap.

=A0

There is another factor that occurred to me.= =A0 Once a=A0hot coolant system blows the relief valve on the cap, that lowers the pressure inside the system, superheated (>212F) coolant can quickly flas= h to steam and further cause lost of coolant.=A0 So a Higher PSI cap can lessen the chance of that happening.=A0

=A0

FWIW

=A0

Ed

=A0

Sent: Thursday, March 24, 2011 5:30 PM

Subject: [FlyRotary] Re: On the subject of installations...Coolant Pressure

=A0

Lynn= ,

=A0<= /p>

You have hit my qu= andary squarely on the head.=A0 Assuming that the pressure was zero at room temp and rose to say 6-7 pounds at 200 degrees, and assume that the flow restriction in the syst= em caused a pressure rise of about 2 pounds at 2000 rpm and a pressure rise of= , say, 6-7 pounds at 6000 rpm.=A0 Under that scenario, you would have a pressure that ran at between 7-9 pounds at 2000 and rose to 12-14 pounds at 6000.=A0 Those pressures would be easily contained with the stock cap of 14 pounds.=A0 And the pressure would be constantly changing with rpm and possibly temp of the system as you were under power or not.

=A0<= /p>

I have a 21 pound = cap.=A0 My system climbs smartly to the top and stays there.=A0 No fluctuation with rpm, no real fluctuation at temp because it has already hit the 21 pounds before th= e engine is actually hot.=A0 (around 190)

=A0<= /p>

Something is wrong= and I don=92t understand what it is.

=A0<= /p>

Bobby

=A0<= /p>

I am going to inse= rt answers to your questions in your msg below.

=A0<= /p>

Bill B

=A0<= /p>

From: Rotary motors in aircraft [mailto:fl= yrotary@lancaironline.net] On Behalf Of Bobby J. Hughes
Sent: Thursday, March 24, 20= 11 1:57 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: On = the subject of installations...Coolant Pressure

=A0

Bill,

=A0<= /p>

This is all I can = think of at the moment.

=A0<= /p>

Are you running a = thermostat or did you plug the hole between the inlets and outlets of the water pump?

=A0<= /p>

No thermostat.=A0 Th= e Renesis has a thermostat tower which is too tall to fit under my cowl, so I removed it and fabricate= d a flat plate with two 1.25 aluminum tubes for the inlet and outlet of the wat= er pump.=A0 That hole you are referencing exists in the tower, but not in my plate.

=A0<= /p>

If plugged did you= drill a small hole in the plug to allow air a place to escape? I used a #30 drill. =

=A0<= /p>

Any air in my system= would have to be carried to the highest point, (radiator cap) then be forced by pressure to = the bottom of the swirl tank where it would be trapped.=A0 This seems to be working because I have found that after I open the system for some reason, = the level in the swirl tank will go down and there is never any air at the top = of the radiator.

=A0<= /p>

After an engine ru= n is the radiator the same temperature at the inlet / outlet / bottom and top? If I have trapped = air only part of my radiator gets hot to the touch. Dual pass barrier leaking?<= /span>

=A0<= /p>

Seems to be.=A0 I ha= ve mistakenly laid my arm on the top of the radiator after a run=85usually I manage to get off pretty fast!=A0 :>)=A0 I can not see into the radiator tank on the barrier side.=A0 It is possible it could be leaking.=A0 I suppose if there was a rag in the thing it could be trapped here also.=A0 I have no wa= y to see in there even if the hose was removed.=A0 I would need some kind of flexible camera or something like that.

=A0<= /p>

Use an extra CHT c= hannel and clamp it to the inlet of your radiator to measure Delta T.

=A0<= /p>

Good idea.=A0 I will= have to rig one up.=A0 I don=92t have an extra now.

=A0<= /p>

My water pressure = does not vary that much in operation. But it does hold a little pressure for a few days after shutd= own. =A01-2 psi.

=A0<= /p>

What is your pressur= e during operation?=A0 What is the pressure cap rating?=A0 Does it vary at all with temp and/or rpm?=A0 Mine is maxed out..always!

=A0<= /p>

What size hoses? I= =92m running 1in.

=A0<= /p>

The RX-8 uses 1.25 h= oses.=A0 I stuck with that size as well.

=A0<= /p>

Where are you meas= uring water pressure? =A0

=A0<= /p>

The hose that comes = off the top of the rear iron goes to the top of the radiator, just below the cap. A tee in this lin= e has the water pressure sender in it.=A0 The radiator cap is just a cap, not a pressure cap.=A0 The outlet in the radiator neck goes to the bottom of th= e swirl tank.

=A0<= /p>

Is your pressure c= ap on the bleed / swirl tank?

=A0<= /p>

Yes.

=A0<= /p>

Any pictures of th= e plumbing?

=A0<= /p>

Not of the current s= etup.

=A0<= /p>

Bobby

From: Rotary motors in aircraft [mailto:fl= yrotary@lancaironline.net] On Behalf Of Bill Bradburry
Sent: Thursday, March 24, 20= 11 10:23 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] On the subject of installations...Coolant Pressure

=A0

I need some help w= ith figuring out my cooling problems.

=A0<= /p>

Just so it doesn= =92t get lost in the following BS, I need to state that I think the problem is related to the coolant pressure.=A0 It seems to me to be way too high.=A0 I am beginning to think that the coolant is somehow partially blocked.

=A0<= /p>

Now the rest of th= e story=85.

=A0<= /p>

After I did the fl= ight described in the attached email, I installed an opening in the bottom of the cowl that would work something like a cowl flap that is permanently open.=A0 The new openin= g is 9 inches by 5 inches or 54 sq in..=A0 There is a flare in front of the opening that is at an angle of 45 degrees and extends down into the airstre= am about 4 inches.=A0 (it is 6 inches long.)=A0 This opening is in addition to two 6 X 6 openings, one of which has a 3 inch diameter exhaust pipe in i= t.

=A0<= /p>

This helped a litt= le, but nothing like I expected it would.=A0 The pressure inside the radiator inlet dropped from 1= 0 inches of water to 8 inches of water.=A0 (by the way, Steve was right about it being inches of water and not inches of Hg.)

The pressure after= the radiator and inside the cowl dropped to 8 inches as well.=A0 The temperature of the water dropped to 208 and the oil a couple of degrees.=A0 Neither of these had the result that I expected.

=A0<= /p>

My water pressure = cap is rated at 21 lbs.=A0 I have not calibrated the sender that came with my EM-2 and it show= s 3 lbs when the engine is cold.=A0 I assume that this is zero.=A0 When in flight the pressure climbs to 24 lbs and stays there.=A0 I assume that at this point, the cap is at 21 lbs and is bleeding off air.=A0 There is about a pint to a quart of air above the coolant in the bleed tank.=

=A0<= /p>

This morning I ran= the engine on the ground for about 10-15 minutes at an rpm of 3000 to 3200.=A0 The OAT was 75 degrees.

=A0<= /p>

I read the temps a= nd pressures every minute or two during the run.=A0 I hope this doesn=92t get jumbled during transmission.

=A0<= /p>

Oil temp =96 =A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A080 =A0=A0=A0=A0=A0103=A0=A0=A0=A0=A0 130=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 139=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 144=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 155=A0=A0=A0=A0=A0=A0=A0=A0=A0 162=A0=A0=A0=A0=A0=A0=A0=A0 165

Air temp after coo= ler - =A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A097=A0=A0=A0=A0=A0=A0 109=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A0=A0=A0=A0=A0=A0=A0 122=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 129=A0=A0=A0=A0=A0=A0=A0=A0=A0 133=A0=A0=A0=A0=A0=A0=A0=A0 134

=A0<= /p>

Water temp -=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 86=A0=A0=A0=A0=A0=A0 126=A0=A0=A0=A0=A0 161=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 173=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 178=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 190=A0=A0=A0=A0=A0=A0=A0=A0=A0 198=A0=A0=A0=A0=A0=A0=A0=A0=A0 199

Air temp after rad= -=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 109=A0=A0=A0=A0=A0 133=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A0=A0=A0=A0=A0=A0=A0 157=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 169=A0=A0=A0=A0=A0=A0=A0=A0=A0 179=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 183

=A0<= /p>

Water pressure -=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 2=A0=A0=A0=A0=A0=A0=A0=A0=A0 11=A0=A0=A0=A0=A0=A0=A0 17=A0=A0=A0=A0=A0=A0=A0 =A0=A0=A0=A0=A0=A0=A020=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A0=A0=A0=A0=A0 21=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A0=A0=A0 24=A0=A0=A0=A0=A0

=A0<= /p>

I noticed that the= water pressure could be brought from 2 lbs to 9 lbs by changing the rpm while the engine was still relatively cool

=A0<= /p>

What should I expe= ct for water pressure at lower temps and how could I go about making a determination that the water passages are clear?

=A0<= /p>

I am beginning to = think that a rag has been left either in the engine or the radiator.=A0 I have never torn the engine down and I sent the radiator out to have a leak repair a couple of y= ears ago.=A0 It is a double pass radiator.=A0 I can look into the end that has both sides connected thru the radiator cap neck, but not into the inlet and outlet end.

=A0<= /p>

Suggestions???

=A0<= /p>

Thanks,

=A0<= /p>

Bill B

=A0<= /p>

From: Bill Bradburry [mailto:bbrad= burry@bellsouth.net]
Sent: Sunday, March 20, 2011= 5:29 PM
To: 'Rotary motors in ai= rcraft'
Subject: On the subject of installations...

=A0

My water temp has = been running between 199 and 217, depending on the OAT.=A0 The oil is pretty steady at around 175.=A0 Today I finally got to fly with pressure probes inside the cowling.=A0 I was all set to try and enlarge the inlet to the radiator to solve the problem.=A0 It turns out that =93in=94 is not the problem, it is =93out=94 that is the problem!

=A0<= /p>

I have 10 inches o= f Hg pressure in the radiator inlet and 10 inches of Hg on the outlet side as well as the same pressure everywhere I measured inside the cowl.=A0 I need to open up the cowl some so more air can get out.=A0 I had considered a cowl flap but that would not work in this instance because the problem is at cruise.=A0 I need a permanent opening.=A0 I am considering louvers and I am looking for a source.=A0 I know some of you are using them.=A0 Where did you get them and how are they installed so that they look ok?

=A0<= /p>

I am also consider= ing some kind of flare around the exit area to create a low pressure area to help suck air out.=A0= Do any of you have those and do they seem to work?

=A0<= /p>

While I look into = this, I also need to do something about my muffler=85Thank you, Bobby!

=A0<= /p>

I wonder about tha= t spiral muffler some of you are trying??

=A0<= /p>

Bill B=A0 9 hours = and counting=85

=A0<= /p>

By the way, I was = considering putting a 1 or 2 inch wide piece of cardboard across the bottom of the oil cooler to partially block it in the hopes that more air would then flow through the radiator.=A0 Sort of like truckers do with the radiator in cold weather.=A0 What opinions do you have about that idea?=A0 I realize it would make more sense if the oil was really cool, but I think the oil might= not get much hotter if an inch or so was blocked.=A0 What do you think???


--00151747affe42e850049f4ef18e--