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Message-ID: <20061120232618.92490.qmail@web81009.mail.mud.yahoo.com>
Date: Mon, 20 Nov 2006 15:26:18 -0800 (PST)
From: James Maher <deltaflyer@prodigy.net>
Subject: Re: [FlyRotary] Re: N11XD First Flight report
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
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Ernest,
  Great questions as usual.
  The OAT at the airport (altitude of 271 feet) was 10C or 50F degrees.
  This day was chosen for the cooler temps.
  After my run up and just before takeoff the coolent was stable at 90C(194F) and the oil was about 70C(158F). In the climb I saw 100C on the coolent and 90C on the oil but they came right down to 90C and about 80C respectively and stablized at those temps pretty much throughout the flight.
  My configuration is what has been generally accepted as standard in our rotary aircraft community.
  I am running 50/50 Prestone coolent with the standard 180F thermostat with two GM cores.
  The oil cooler is standard 1986 Mazda with the thermostat in tact.
  During my ground testing this summer and fall I found that, on a 60F day I could operate as long as I want on the ground without any temp problems.
  When the OAT goes up to 80F my temps will reach critical after about 1/2 hour of
  taxi runs (3-4 high speed runs).
  By critical I mean the coolent goes to 110C and the oil is 100C.
  That is as high as I have ever let the temps go.
  I don't think that I will have much in the way of headroom when the OAT climbs.
  But seeing that it is the end of Nov. and I'm in New England I have a while before I need to be concerned about the OAT.
  I do have options when the OAT goes up.
  I could remove the coolent thermostat and use more water and less antifreeze (90/10).
  I plan to take advantage of the cooler temps to get the hours flown off.
  I did not use my cabin heat on the first flight, but it is available and should be sufficient.
  More later.
  Jim
  

Ernest Christley <echristley@nc.rr.com> wrote:
  James Maher wrote:

> The engine ran smooth as silk with all temps and pressures in the green.

Is it just me, or has the Rotary community just about licked the 
over-temp problems that have plagued us for so long? Jim, could you 
give us some detail on your oil and water cooling layouts? What was the 
OAT, and do you think you have the headroom to handle summer temps?

-- 
,|"|"|, Ernest Christley |
----===<{{(oQo)}}>===---- Dyke Delta Builder |
o| d |o http://ernest.isa-geek.org |

--
Homepage: http://www.flyrotary.com/
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<div>Ernest,</div>  <div>Great questions as usual.</div>  <div>The OAT at the airport (altitude of 271 feet) was 10C or 50F degrees.</div>  <div>This day was chosen for the cooler temps.</div>  <div>After my run&nbsp;up and&nbsp;just before&nbsp;takeoff the coolent was stable&nbsp;at 90C(194F) and the oil was about 70C(158F). In the climb I saw 100C on the coolent and 90C on the oil but they came right down to 90C and about 80C respectively and stablized at those temps pretty much throughout the flight.</div>  <div>My configuration is what has been generally accepted as standard in our rotary aircraft community.</div>  <div>I am running 50/50 Prestone coolent with the standard 180F thermostat with two GM cores.</div>  <div>The oil cooler is standard 1986 Mazda with the thermostat in tact.</div>  <div>During my ground testing this summer and fall I found that, on a 60F day I could operate as long as I want on the ground without any temp problems.</div>  <div>When the OAT
 goes up to 80F my temps will reach critical after about 1/2 hour of</div>  <div>taxi runs (3-4 high speed runs).</div>  <div>By critical I mean the coolent goes to 110C and the oil is 100C.</div>  <div>That is as high as I have ever let the temps go.</div>  <div>I don't think that I will have much in the way of headroom when the OAT climbs.</div>  <div>But seeing that it is the end of Nov. and I'm in&nbsp;New England&nbsp;I have a while before I need to be concerned about the OAT.</div>  <div>I do have options when the OAT goes up.</div>  <div>I could remove the coolent thermostat and use more water and less antifreeze (90/10).</div>  <div>I plan to take advantage of the cooler temps to get the hours flown off.</div>  <div>I did not use my cabin heat on the first flight, but it is available and should be sufficient.</div>  <div>More later.</div>  <div>Jim</div>  <div><BR><BR><B><I>Ernest Christley &lt;echristley@nc.rr.com&gt;</I></B> wrote:</div>  <BLOCKQUOTE class=replbq
 style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid">James Maher wrote:<BR><BR>&gt; The engine ran smooth as silk with all temps and pressures in the green.<BR><BR>Is it just me, or has the Rotary community just about licked the <BR>over-temp problems that have plagued us for so long? Jim, could you <BR>give us some detail on your oil and water cooling layouts? What was the <BR>OAT, and do you think you have the headroom to handle summer temps?<BR><BR>-- <BR>,|"|"|, Ernest Christley |<BR>----===&lt;{{(oQo)}}&gt;===---- Dyke Delta Builder |<BR>o| d |o http://ernest.isa-geek.org |<BR><BR>--<BR>Homepage: http://www.flyrotary.com/<BR>Archive and UnSub: http://mail.lancaironline.net/lists/flyrotary/<BR></BLOCKQUOTE><BR>
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