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 5.4c2) with ESMTPS id 4923535 for flyrotary@lancaironline.net; Sat, 26 Mar 2011 16:57:59 -0400 Received-SPF: none receiver=logan.com; client-ip=129.72.10.32; envelope-from=SBoese@uwyo.edu Received: from ponyexpress-ht2.uwyo.edu (ponyexpress-ht2.uwyo.edu [10.84.60.209]) by aspensprings.uwyo.edu (8.14.4/8.14.4) with ESMTP id p2QKvKol010650 (version=TLSv1/SSLv3 cipher=AES128-SHA bits=128 verify=FAIL) for ; Sat, 26 Mar 2011 14:57:21 -0600 (MDT) (envelope-from SBoese@uwyo.edu) Received: from ponyexpress-mb5.uwyo.edu ([fe80::9813:248c:2d68:a28b]) by ponyexpress-ht2 ([10.84.60.209]) with mapi; Sat, 26 Mar 2011 14:57:20 -0600 From: "Steven W. Boese" To: Rotary motors in aircraft Date: Sat, 26 Mar 2011 14:57:00 -0600 Subject: RE: [FlyRotary] Re: On the subject of installations...Coolant Pressure Thread-Topic: [FlyRotary] Re: On the subject of installations...Coolant Pressure Thread-Index: Acvr1Iy2O52jq2p2SVS7yLnlNmxPGwAIQFLQ Message-ID: References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: acceptlanguage: en-US Content-Type: multipart/alternative; boundary="_000_E1AA3B1AF41D8049B1E3FBD5E2256260088956513Cponyexpressmb_" MIME-Version: 1.0 --_000_E1AA3B1AF41D8049B1E3FBD5E2256260088956513Cponyexpressmb_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Bill, An early post on this subject indicated that your pressure measurement syst= em has not been calibrated. The first thing I would suggest doing, if you = haven't already, is to check the accuracy of the measurements. Then, a way to test the effect of having an obstruction may be to be sure y= ou have one rather than trying to be sure you don't. Depending on what kin= d of coolant lines you have, this may be as simple as clamping off the hose= s and seeing how this affects the pressure change with RPM. If you see a m= uch larger pressure change with RPM by clamping off a line downstream of th= e pressure sensor, then it would be unlikely that you have a unusual obstru= ction somewhere in the system. On my system which contains close to 2 gallons of coolant, an expansion vol= ume of 4"dia x 8 long is the minimum required to avoid venting liquid coola= nt at temperatures up to 210 degrees. Steve From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Beh= alf Of Bill Bradburry Sent: Saturday, March 26, 2011 10:40 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: On the subject of installations...Coolant Pressure I checked the coolant in the radiator for oil residue floating on top and f= ound none. The radiator was completely full with no air. I removed a plug= from each rotor and turned the engine over looking for water coming out of= the plug holes...nothing. It appears to me that the o-rings are not faile= d and the high coolant pressure is not coming from a leak from the combusti= on chambers. I have located a borescope and I plan to inspect the inside of the radiator= tank on the inlet side. I also plan to remove the water pump and inspect = as far inside the coolant passages as I can see looking for an obstruction. Do I need to replace the gasket on the water pump when I reinstall it? Do = I need to use any sealant? What say ye who have removed/replaced water pum= ps? If the o-rings are ok and if I don't find an obstruction, any other ideas a= s to the cause of the high water pressure?? What about any suggested tests??? Bill B --_000_E1AA3B1AF41D8049B1E3FBD5E2256260088956513Cponyexpressmb_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Bill,

An early post on this subject indicate= d that your pressure measurement system has not been calibrated. The = first thing I would suggest doing, if you haven’t already, is to chec= k the accuracy of the measurements.

=

Then, a way to test the effect of having an obstruc= tion may be to be sure you have one rather than trying to be sure you don&#= 8217;t. Depending on what kind of coolant lines you have, this may be= as simple as clamping off the hoses and seeing how this affects the pressu= re change with RPM. If you see a much larger pressure change with RPM= by clamping off a line downstream of the pressure sensor, then it would be= unlikely that you have a unusual obstruction somewhere in the system.=

On my system whi= ch contains close to 2 gallons of coolant, an expansion volume of 4”d= ia x 8 long is the minimum required to avoid venting liquid coolant at temp= eratures up to 210 degrees.

Steve

<= /p>

From: Rotary motors in aircr= aft [mailto:flyrotary@lancaironline.net] On Behalf Of Bill Bradburry=
Sent: Saturday, March 26, 2011 10:40 AM
To: Rotary mot= ors in aircraft
Subject: [FlyRotary] Re: On the subject of instal= lations...Coolant Pressure

I checked the coolant in = the radiator for oil residue floating on top and found none. The radi= ator was completely full with no air. I removed a plug from each roto= r and turned the engine over looking for water coming out of the plug holes= …nothing. It appears to me that the o-rings are not failed and = the high coolant pressure is not coming from a leak from the combustion cha= mbers.

=

I have located a borescope and I plan to inspect= the inside of the radiator tank on the inlet side. I also plan to re= move the water pump and inspect as far inside the coolant passages as I can= see looking for an obstruction.

=

Do I need to replace t= he gasket on the water pump when I reinstall it? Do I need to use any= sealant? What say ye who have removed/replaced water pumps?

If the o-rings are ok and if I don’t find an obstruction,= any other ideas as to the cause of the high water pressure??

What about any suggested tests???

Bill B

= --_000_E1AA3B1AF41D8049B1E3FBD5E2256260088956513Cponyexpressmb_--