X-Junk-Score: 0 [] X-Cloudmark-Score: 0 [] X-Cloudmark-Analysis: v=2.2 cv=QoAc5h6d c=1 sm=1 tr=0 a=nUkCw4zFzSTvJj5Cg0yrXA==:117 a=KwPsGajWcAwA:10 a=R9QF1RCXAYgA:10 a=pGLkceISAAAA:8 a=Ia-xEzejAAAA:8 a=7g1VtSJxAAAA:8 a=SWdAxrw1tl97EspZoDEA:9 a=FfzwK5PcCf8IGlUF:21 a=QjX1t1c-AkUtZEc5:21 a=QEXdDO2ut3YA:10 a=zPtGX8ySToTLsCX5fBUA:9 a=yM48EKmbxoKewpqj:21 a=mCFkWdSlTe7xDsuk:21 a=YBJFxCwdK2eYbGR8:21 a=Qa1je4BO31QA:10 a=gvSQh4r-fQ0A:10 a=Urk15JJjZg1Xo0ryW_k8:22 a=grOzbf7U_OpcSX4AJOnl:22 From: "Andrew Martin andrew@martinag.com.au" Received: from mail-qt0-f172.google.com ([209.85.216.172] verified) by logan.com (CommuniGate Pro SMTP 6.2.6) with ESMTPS id 11449459 for flyrotary@lancaironline.net; Sun, 29 Jul 2018 07:02:07 -0400 Received-SPF: none receiver=logan.com; client-ip=209.85.216.172; envelope-from=andrew@martinag.com.au Received: by mail-qt0-f172.google.com with SMTP id z8-v6so9388485qto.9 for ; Sun, 29 Jul 2018 04:02:06 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=martinag-com-au.20150623.gappssmtp.com; s=20150623; h=mime-version:in-reply-to:references:from:date:message-id:subject:to; bh=WDLaH9INVajzzhhKu+OYtipocHwErDIYgSISVD+xH78=; b=DUy3PPn0D2ddg9DuSvNGssNm5WpeRapZUBl4NdzckZqi1y+2v2Y51u98xlvKG/5NrW xyVA6VOc8F4oIv0gsHLvGR5Zd/XYjVyBKBZr/rxT0NpdMnsMgp9Lt2aeSufDhtJ9KkFg voNs8TnnsZlt4J1cEcciTfNlOSRs663mUzVBz5g6ljmr2aRSGka8mxeodAUFpj2WPgiq wGryDoHFFRVik34dQ9rVEf1MSE5e/hWI6X3v0BaM/bjzkRfmLLkcTHbIhrYwTMUneMc3 oGC173jU5oBa4t/BACbKmGrOHDnupnwuT2W7+eB1/iNpIRRVesJHEvvqB39sV00giMKq EubA== X-Google-DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:in-reply-to:references:from:date :message-id:subject:to; bh=WDLaH9INVajzzhhKu+OYtipocHwErDIYgSISVD+xH78=; b=C+WAtqYzcJq2g0VS7w6dC8sTZJSr71Ie7Rpi2w1EZGRDGYyw8UFDWpX8nMoRr7bBTg y9T+w216S4fqVGWPgcpDCEHVpsR5WDEB4j2d1em6MGdhgIaGAl4RyVQ3vueQbDiUpnM4 hy0cT6zHdKsM0b+nkPg46GDC3D/CAOkphiJSktd5HCJU+YQmBKZXqGvOZ6tb5J1ALgYW hVOF614QddbWmW5p6G3cPA3rIG0DPgPtsj/9Tm6Bf5hBujkykkElO9ryswh1T1Py/llB v2WE3gFf8JmnddwHqhIaBYHMoZK9j7CEWWwQCRI2rZWhdZFqtAp76BCM0SCPngnBa5yQ 1mMA== X-Gm-Message-State: AOUpUlHRs2yB99cpgUobpuE6ibVU5hE/yATWrZHAYMZW2Vvzf7BXqfX0 iCeYzh/wZZo83msBMYQ2Ln5aY/ykvHmA6Jt3qZXew+0= X-Google-Smtp-Source: AAOMgpdWenlg8f9AP31hQQtkhkw/zv2j3lA1jJ6lzBXDOv0iL8P2YGYm42OU64Iln8dFgksxvwDImklnOyCRDqfz0Ig= X-Received: by 2002:a0c:ada8:: with SMTP id w37-v6mr11644395qvc.107.1532862108700; Sun, 29 Jul 2018 04:01:48 -0700 (PDT) MIME-Version: 1.0 Received: by 2002:a0c:bec4:0:0:0:0:0 with HTTP; Sun, 29 Jul 2018 04:01:08 -0700 (PDT) X-Originating-IP: [202.40.0.40] In-Reply-To: References: Date: Sun, 29 Jul 2018 19:01:08 +0800 Message-ID: Subject: Re: [FlyRotary] Re: cooling To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary="0000000000007aa709057221454d" --0000000000007aa709057221454d Content-Type: text/plain; charset="UTF-8" Finally managed to fly again this afternoon, seems the new oil cooler has done its magic now I found one that actually lets the oil through (Mocal 34row). and is actually probably on the cold side for oil & coolant, but I can live with that for now. Can't give accurate figures as it was a bit busy around the airport, & EC2 has no data recording function. So now that I didn't have to fixate one the oil temp gauge, I seemed to gravitate to the next set of flashing numbers, EGT at 1875 seemed a bit high, adding fuel just made it run rough, did try leaning to the point of rpm drop, A/F went above 18:1 but EGTemps remained when I expected a drop due to the lower power. so not sure whats going on, maybe EGT probes are too close to engine at 55mm from the ports and are still in the flame. Would appreciate input from the group, otherwise I'm likely to cut the egt wires and fly in an ignorant bliss. Cheers Andrew On Fri, Jul 27, 2018 at 9:04 AM, Christian And Tamara Mcdonald christamarmc@gmail.com wrote: > Hey excellent Neil > Will be interesting to see how she flies tas when u get her fine tuned > > Cheers > > Sent from my iPhone > > > On 27 Jul 2018, at 7:57 am, Neil Unger 12348ung@gmail.com < > flyrotary@lancaironline.net> wrote: > > > > Steve and Chris, > > > > Finally got the fibreglass dry and > fired up the revised cooling system and temp as follows Water 90 degrees, > (on thermostat) Oil 80 degrees, and oil to reduction box 70 degrees ( from > oil cooler). To fill other in on how stupid I can be, I had the original > set up, that ran far too cool, so I also believed that I was getting > massive cooling drag as my sportsman could only get 120 Kts instead of the > usual 135 kts. So I set about making up a very sexy cowling where the air > from the radiator exhausted into the cowling. This put the gap between the > radiator and the sump of only 4 - 6 inches, which worked well in that all > it did was heat the oil in the sump marvelously!! I was getting oil temps > 20 degrees hotter than the water. So after booting the cat many times in > frustration, I finally realised that I had to exhaust the rads into the > outside air as per the original. Fibreglass in the middle of winter ????. > > > > Final part of the jig saw was that when I removed the original set up to > mount my new engine and cowling, I found that I had never bolted the > positive lead to the back coil, and it has come off who knows when? Result > I was flying with the back rotor on the trailing plug only!!! Hence the > slower speed which I thought was the cooling drag! > > > > So basically I am now right back where I started as per cooling > exhausting into the outside air, A lot more experience that I did not need > and confirmation that I am an idiot! > > > > Neil Unger. > > > > > > -- > > Homepage: http://www.flyrotary.com/ > > Archive and UnSub: http://mail.lancaironline. > net:81/lists/flyrotary/List.html > > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: http://mail.lancaironline. > net:81/lists/flyrotary/List.html > --0000000000007aa709057221454d Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable
Finally managed to fly again this afternoon, seems th= e new oil cooler has done its magic now I found one that actually lets the = oil through (Mocal 34row).=C2=A0 and is actually probably on the cold side = for oil & coolant, but I can live with that for now. Can't give acc= urate figures as it was a bit busy around the airport, & EC2 has no dat= a recording function.
So now that I didn't have to fixate= one the oil temp gauge, I seemed to gravitate to the next set of flashing = numbers, EGT at 1875 seemed a bit high, adding fuel just made it run rough,= did try leaning to the point of rpm drop, A/F went above 18:1 but EGTemps = remained when I expected a drop due to the lower power. so not sure whats g= oing on, maybe EGT probes are too close to engine at 55mm from the ports an= d are still in the flame.
Would appreciate input from the gro= up, otherwise I'm likely to cut the egt wires and fly in an ignorant bl= iss.
Cheers Andrew



=

On Fri, Jul 27, 2018 at 9:04 AM, Christian A= nd Tamara Mcdonald christamarmc@gmail.com <flyrotary@lancaironline.net&= gt; wrote:
Hey excellent Neil
Will be interesting to see how she flies tas when u get her fine tuned

Cheers

Sent from my iPhone

> On 27 Jul 2018, at 7:57 am, Neil Unger 12348ung@gmail.com <flyrotary@lancaironline.net&g= t; wrote:
>
> Steve and Chris,
>
>=C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 = =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0Finally got the fibr= eglass dry and fired up the revised cooling system and temp as follows Wate= r 90 degrees, (on thermostat) Oil=C2=A0 80 degrees, and oil to reduction bo= x 70 degrees ( from oil cooler).=C2=A0 To fill other in on how stupid I can= be,=C2=A0 I had the original set up, that ran far too cool, so I also beli= eved that I was getting massive cooling drag as my sportsman could only get= 120 Kts instead of the usual 135 kts.=C2=A0 So I set about making up a ver= y sexy cowling where the air from the radiator exhausted into the cowling.= =C2=A0 This put the gap between the radiator and the sump of only 4 - 6 inc= hes,=C2=A0 which worked well in that all it did was heat the oil in the sum= p marvelously!!=C2=A0 I was getting oil temps 20 degrees hotter than the wa= ter.=C2=A0 So after booting the cat many times in frustration, I finally re= alised that I had to exhaust the rads into the outside air as per the origi= nal.=C2=A0 Fibreglass in the middle of winter ????.
>
> Final part of the jig saw was that when I removed the original set up = to mount my new engine and cowling, I found that I had never bolted the pos= itive lead to the back coil, and it has come off who knows when?=C2=A0 Resu= lt I was flying with the back rotor on the trailing plug only!!! Hence the = slower speed which I thought was the cooling drag!
>
> So basically I am now right back where I started as per cooling exhaus= ting into the outside air,=C2=A0 A lot more experience that I did not need = and confirmation that I am an idiot!
>
> Neil Unger.
>
>
> --
> Homepage:=C2=A0 http://www.flyrotary.com/
> Archive and UnSub:=C2=A0 =C2=A0http:/= /mail.lancaironline.net:81/lists/flyrotary/List.html

--
Homepage:=C2=A0 http://www.flyrotary.com/
Archive and UnSub:=C2=A0 =C2=A0http://mail= .lancaironline.net:81/lists/flyrotary/List.html

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