X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from aspensprings.uwyo.edu ([129.72.10.32] verified) by logan.com (CommuniGate Pro SMTP 5.2.10) with ESMTPS id 3325247 for flyrotary@lancaironline.net; Mon, 01 Dec 2008 11:27:13 -0500 Received-SPF: none receiver=logan.com; client-ip=129.72.10.32; envelope-from=sboese@uwyo.edu Received: from UWMAIL.uwyo.edu (uwmail.uwyo.edu [172.26.4.76]) by aspensprings.uwyo.edu (8.13.8/8.13.8) with ESMTP id mB1GQPQD020199 for ; Mon, 1 Dec 2008 09:26:31 -0700 (MST) (envelope-from sboese@uwyo.edu) Received: from Boesexps ([10.4.44.41]) by UWMAIL.uwyo.edu with Microsoft SMTPSVC(6.0.3790.3959); Mon, 1 Dec 2008 09:26:12 -0700 From: "sboese" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: : First Flight, short and hot Date: Mon, 1 Dec 2008 09:25:24 -0700 Message-ID: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_002C_01C95396.BD578880" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 In-Reply-To: X-OriginalArrivalTime: 01 Dec 2008 16:26:12.0491 (UTC) FILETIME=[866695B0:01C953D1] This is a multi-part message in MIME format. ------=_NextPart_000_002C_01C95396.BD578880 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Jeff, =20 Let me add my congratulations on your first flight.=20 =20 On the subject of thermostats, I have been using a non-Mazda thermostat = in my 13B powered RV6A for over two years with good results: Hypertech 160 Degree Thermostat H1008. This thermostat operates properly with the = Mazda bypass system. Here in Laramie, WY we often see temperatures similar to those you saw on that first flight. Under most conditions, the = thermostat is only partially opened and is controlling the coolant system = temperature. When this is the case, I see pressures of over 30 psi between the water = pump and thermostat. At the same time, on the downstream side of the = thermostat I see pressures that can be slightly negative. These pressures are = gauge pressures relative to ambient. I have always used a 14 psi cap on the expansion tank and it has never vented as long as there is an air = cushion. Depending on where the connection is made between the expansion tank and = the rest of the cooling system, and also depending on where the coolant = pressure measurement is taken, it is not unreasonable to see a pressure reading significantly greater than the pressure rating of a properly working pressure cap on the expansion tank. It also has been my observation = that the temperatures seen at the thermostat location are usually about 10 degrees lower than the temperature at the other stock temperature sensor location on the engine block when operating at cruise to max power = settings. =20 I have also successfully used an impact wrench to remove and reinstall = nuts retaining alternator pulleys. Just don't get carried away with the = impact wrench settings and times. Those threads have always been right hand on = the alternators I have worked on. =20 Just some additional data points to consider. =20 Sincerely, =20 Steve Boese =20 RV6A, 1986 13B NA, EC2, RD1A =20 =20 =20 ------=_NextPart_000_002C_01C95396.BD578880 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Jeff,

 

Let me add my congratulations on your first flight. =

 

 On the subject of thermostats, I have been using a = non-Mazda thermostat in my 13B powered RV6A for over two years with good results: = Hypertech 160 Degree Thermostat  H1008.  This thermostat operates = properly with the Mazda bypass system.  Here in Laramie, WY we often see = temperatures similar to those you saw on that first flight.  Under most = conditions, the thermostat is only partially opened and is controlling the coolant = system temperature.  When this is the case, I see pressures of over 30 psi between the water pump and thermostat.  At the same time, on the downstream side of the thermostat I see pressures that can be slightly = negative.  These pressures are gauge pressures relative to ambient.  I = have always used a 14 psi cap on the expansion tank and it has never vented = as long as there is an air cushion.  Depending on where the connection is = made between the expansion tank and the rest of the cooling system, and also = depending on where the coolant pressure measurement is taken, it is not unreasonable = to see a pressure reading significantly greater than the pressure rating of a = properly working pressure cap on the expansion tank.  It also has been my observation that the temperatures seen at the thermostat location are = usually about 10 degrees lower than the temperature at the other stock = temperature sensor location on the engine block when operating at cruise to max = power settings.

 

I have also successfully used an impact wrench to remove and = reinstall nuts retaining alternator pulleys.  Just don’t get carried = away with the impact wrench settings and times.  Those threads have always = been right hand on the alternators I have worked on.

 

Just some additional data points to consider.

 

Sincerely,

 

Steve Boese

 

RV6A, 1986 13B NA, EC2, RD1A

      

 

 

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