X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-bw0-f226.google.com ([209.85.218.226] verified) by logan.com (CommuniGate Pro SMTP 5.3c3) with ESMTP id 4019903 for flyrotary@lancaironline.net; Mon, 14 Dec 2009 12:35:37 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.85.218.226; envelope-from=msteitle@gmail.com Received: by bwz26 with SMTP id 26so2366837bwz.27 for ; Mon, 14 Dec 2009 09:35:00 -0800 (PST) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:received:in-reply-to:references :date:message-id:subject:from:to:content-type; bh=A1SpKmMwtkznC48cCN9GrN7grnuJqnP/eL6j2lq/Mqo=; b=tyH0XeLFLuCXNnY6870Yk8vZGTyUJ/egSt+4UK336vqg1Vzidn92WaX3cUWLY5xC5d GyR+A1oQ0/rUXKNgg6POs+8OcxhzL7bdO5LjI9j+5nWn7qV5FLyKEnQb9uzb0CfKtRfV 7j+LDNOQsRRzDq4EvuqNwOS8A45Q8B+wNOqAQ= 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=RbKGO+60Q98ieNmG7Q0QvtnulZe/VxHkFOqfURhmLvUotgEosKA/fh8y1xJZ5EPEhK 6fDU8WYOEj97lyJ2jd3Q7wae5oofZ8HxhkpeJwEpCIMDGX5rvR7fP3rSBWRw1xdLRXT1 1BLTu6kzTOhzeEJalasI8TsUofSn+h8vXCE2A= MIME-Version: 1.0 Received: by 10.204.174.197 with SMTP id u5mr1106598bkz.50.1260812099906; Mon, 14 Dec 2009 09:34:59 -0800 (PST) In-Reply-To: References: Date: Mon, 14 Dec 2009 11:34:59 -0600 Message-ID: <5cf132c0912140934s7b74547fn4185cd68d385685a@mail.gmail.com> Subject: Re: [FlyRotary] Re: Oil Cooling From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=00032555567a57eda3047ab3b16a --00032555567a57eda3047ab3b16a Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Jeff, I doubt an air lock is/was the problem as it was oriented with the inlet/outlet on the side. If there was an air lock, I would think that at least part of the other end tank would get warm (which it doesn't). Good suggestion though. This single cooler is almost twice the size as one of your coolers. So, it should be up to the task at hand. This is assuming that it is working as designed. Mark On Mon, Dec 14, 2009 at 11:20 AM, Jeff Whaley wrote: > Hey Mark, I guess the only other logical reason would be an air-lock > caused by orientation =85 but if you=92ve got two exactly the same, that = is > highly unlikely. > > Incidentally, I have two, 6.25=94x11=942.75=94 oil coolers in series =96 = I=92m > over-cooled with 2 but found 1 wasn=92t enough. > > JWW > > > > *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] *O= n > Behalf Of *Mark Steitle > *Sent:* Monday, December 14, 2009 12:00 PM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] Oil Cooling > > > > Well guys, here is a new one... at least for me. > > > > I've never been able to get my 20B oil temps quite low enough for comfort= . > I chaulked most of it up to the high Texas temps and an engine that produ= ces > gobs of horsepower (just kidding on the "gobs of horsepower" part). I'm > running a 10" x 11" x 2 3/4" Fluidyne dual-pass oil/air cooler and a larg= e > (and heavy) Fluidyne oil/water exchanger. Water temps were fine but the = oil > temps would reach 240*-245* on climb, and just barely down to 200* in > cruise. I tried different plumbing arrangements, added a cowl flap (whic= h > helped some), etc. Still, the temps didn't want to come down. Well, > yesterday I ran the engine with the cowl off (doing some fuel > pressure monitoring/adjusting), and I had just finished getting things up > to operating temperature, verified that fuel pressure was good, and then > shut it down. I just happened to touch the end tank on the Fluidyne oil/= air > exchanger and to my surprise, IT WAS STONE COLD! I touched the other end > (inlet/outlet) and it was HOT! I thought this was odd. The only thing t= hat > I could figure is that the dual-pass oil cooler was defective. Since the > cooler has no thermostat, I can only conclude that the internal tank > separator, which is how they make a single-pass cooler into a dual-pass > cooler, was allowing the oil to bypass the core and go directly from the > inlet to the outlet. Well, no wonder I can't get the oil temps to come > down!!! > > > > I replaced the cooler with another unit I had on hand, ran the engine, > and low and behold, both end tanks come up to temp together. I did a cou= ple > of ground runs and themps look encouraging. But unfortunately, it was to= o > late to do a test flight yesterday. I'm sure the new cooler will make a = big > improvement. I'm hoping it will be enough to permit me to remove the > oil/water exchanger. > > > > Moral of the story... DON'T TAKE ANYTHING FOR GRANTED! TRUST BUT VERIFY!= !! > > > > Mark S. > > Lancair ES/20B > > > > > --00032555567a57eda3047ab3b16a Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable
Jeff,
=A0
I doubt an air lock is/was the problem as it was oriented with the inl= et/outlet=A0on the side.=A0 If there was an air lock, I would think that at= least part of the other end tank would get warm (which it doesn't).=A0= Good suggestion though.=A0
=A0
This single cooler is almost twice the size as one of your coolers.=A0= So, it should be up to the task at hand.=A0 This is assuming that it is wo= rking as designed.
=A0
Mark=A0=A0=A0

On Mon, Dec 14, 2009 at 11:20 AM, Jeff Whaley <jwhaley@datacas= t.com> wrote:

Hey = Mark, I guess the only other logical reason would be an air-lock caused by = orientation =85 but if you=92ve got two exactly the same, that is highly un= likely.

Inci= dentally, I have two, 6.25=94x11=942.75=94 oil coolers in series =96 I=92m = over-cooled with 2 but found 1 wasn=92t enough.

JWW<= /span>

=A0<= /span>

From:<= span style=3D"FONT-SIZE: 10pt"> Rotary motors in aircraft [mailto:flyrotary@lancair= online.net] On Behalf Of Mark Steitle
Sent: Monday, December 14, 2009 12:00 PM
To: Rotary motors= in aircraft
Subject: [FlyRotary] Oil Cooling

=A0

Well guys, here is a new one... at least for me.=A0 =

=A0

I've never been able to get my 20B=A0oil temps q= uite low enough=A0for comfort.=A0 I=A0chaulked=A0most=A0of it up to the hig= h Texas temps and an engine that produces gobs of horsepower (just kidding = on the "gobs of horsepower" part).=A0=A0I'm running a 10"= ; x 11" x 2 3/4"=A0Fluidyne dual-pass oil/air cooler and a large = (and heavy)=A0Fluidyne oil/water exchanger.=A0 Water temps were fine but=A0= the oil temps would reach 240*-245* on climb, and just barely down to 200* = in cruise.=A0 I tried different plumbing arrangements, added a cowl flap (w= hich helped some), etc.=A0 Still, the temps didn't want to come down.= =A0=A0Well, yesterday=A0I ran the engine with the cowl off (doing some fuel= pressure=A0monitoring/adjusting), and I had just finished getting things u= p to=A0operating temperature, verified that fuel pressure was good,=A0and t= hen shut it down.=A0 I=A0just happened to touch the end tank on the Fluidyn= e=A0oil/air exchanger and to my surprise, IT WAS STONE COLD!=A0 I touched t= he other end (inlet/outlet) and it was=A0HOT!=A0=A0I thought this was=A0odd= .=A0 The only thing that I could figure is that the dual-pass oil cooler wa= s defective.=A0 Since the cooler has no thermostat, I can only conclude tha= t the internal tank separator, which is=A0how they make=A0a single-pass coo= ler=A0into a dual-pass cooler,=A0was=A0allowing the oil to=A0bypass the cor= e and=A0go directly from=A0the inlet to the outlet.=A0 Well, no wonder I ca= n't get the=A0oil temps to come down!!!=A0=A0

=A0

I replaced the cooler with another unit=A0I had on h= and, ran the engine, and=A0low and behold, both end tanks=A0come up to temp= =A0together.=A0 I did a couple of ground runs and themps look encouraging.= =A0=A0But unfortunately,=A0it was too late to=A0do a test flight yesterday.= =A0 I'm sure the new cooler=A0will=A0make a big improvement.=A0I'm = hoping=A0it will be enough to permit me to remove the oil/water exchanger.= =A0=A0

=A0

Moral of the story... DON'T TAKE ANYTHING FOR GR= ANTED!=A0 TRUST BUT VERIFY!!!

=A0

Mark S.

Lancair ES/20B

=A0

=A0=A0=A0=A0=A0=A0

=

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