From: <daveleonard@cox.net>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Subject: Re: [FlyRotary] Re: Coolant Pressure Gauge
Date: Wed, 5 May 2004 15:33:04 -0400
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Mark, I am running a multi-v pully that is slightly undersized from the stock pulley.  It is about 1/2 inch smaller in diameter.  I don't know who makes them but Adkins used to sell it.  Maybe you can find out from him.

Good Luck,
Dave Leonard

> 
> Well, that's interesting.  This reminds me of a nagging question I have 
> had, but haven't asked.
> 
> I was curious about the need to go to a smaller crank pulley to slow down 
> the water pump and alternators.
>  From memory, the crank pulley is about 5-1/2", the alternator pulleys are 
> about 2-1/2", and the water pump
> pulley is about 4" diameter.
> 
> So, running an RD-2C (2.85 ratio), the alternators will be turning about 
> 20k during climb-out and the wp will be turning
> about 10K rpm.  That seems too fast to me.  I could probably find larger 
> pulleys for the alternators, but
> then there's the water pump pulley.  Your unplanned experiment would 
> suggest that we can run the wp slower
> and still cool adequately.
> 
> This brings me to a second option.  I think a simpler approach would be to 
> reduce the size of the crank pulley.
> The problem is that I haven't found a multi-V reducing pulley at any of the 
> after-market suppliers.  I really don't
> want to change over all the multi-V pulleys to single V pulleys, but that 
> is one option.
> 
> Another solution might be to find a smaller pulley from another vehicle and 
> adapt it to fit the rotary.  If that doesn't
> work, I could have one made.
> 
> So, am I worrying about nothing, or is this a real problem?
> 
> Mark
> 
> 
>       At 02:26 PM 5/5/2004 -0400, you wrote:
> >Actually, Mark,  I did not notice any variance in the cooling system from
> >the normal.  I just checked my flight log for that trip and at cruise my oil
> >and coolant ranged from 160-170F which is normal.  I too  would have thought
> >that as loose as the belts were (I could easily turn the water pump against
> >the belt friction by hand) that the water pump would have slowed down
> >sufficiently to have elevated the coolant temp.  But, it apparently did not.
> >
> >Perhaps another way of looking at it is in regards to the power needed to
> >drive sufficient coolant, apparently not very much which corresponds well
> >with the 1/3 - 1/2 HP of the EWPs.
> >
> >Ed
> >.
> >Ed Anderson
> >RV-6A N494BW Rotary Powered
> >Matthews, NC
> >----- Original Message -----
> >From: "Mark Steitle" <msteitle@mail.utexas.edu>
> >To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
> >Sent: Wednesday, May 05, 2004 8:57 AM
> >Subject: [FlyRotary] Re: Coolant Pressure Gauge
> >
> >
> > > Ed,
> > > You reported a loose alternator/water pump belt(s) while on your way back
> > > from SNF causing the alternator field breaker to trip.  Did you notice any
> > > changes in water pressure that could be associated with the loose
> > > alternator belts?
> > >
> > > Mark S.
> > >
> > >
> > > At 08:09 AM 5/5/2004 -0400, you wrote:
> > > >Steve,
> > > >
> > > >     I use a 0-30 psi fuel pressure sensor and gauge for my coolant
> >pressure
> > > >sensor and its still working fine after close to 300 hours.  At one time
> > > >(and they may still do) UMA offered a coolant (or water) pressure gauge
> >so
> > > >marked - they actually silk screened a new placard and placed it in the
> >fuel
> > > >gauge I purchased from them.  So my fuel gauge actually says "Water
> > > >Pressure"
> > > >
> > > >    The coolant gauge gives you pressure information that you soon begin
> >to
> > > >correlate with your coolant temperature as well as OAT.  You soon begin
> >to
> > > >notice when anything departs from the norm.  Its simple another bit of
> > > >information about your system which does nothing for you most of the time
> > > >but provide that comfort level that things are nominal - but, can alert
> >you
> > > >to departures from the nominal which bear investigating.
> > > >
> > > >
> > > >Ed
> > > >
> > > >Ed Anderson
> > > >RV-6A N494BW Rotary Powered
> > > >Matthews, NC
> > > >----- Original Message -----
> > > >From: "Steve Brooks" <steve@tsisp.com>
> > > >To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
> > > >Sent: Wednesday, May 05, 2004 7:18 AM
> > > >Subject: [FlyRotary] Re: Mystery of the leaking coolant
> > > >
> > > >
> > > > > Yes, it does sound like a good idea.  I've looked for a sender and
> >gauge,
> > > > > but haven't found any.  Does anyone have a good source for these ?
> > > > >
> > > > > Steve Brooks
> > > > >
> > > > > -----Original Message-----
> > > > > From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]On
> > > > > Behalf Of Bill Dube
> > > > > Sent: Tuesday, May 04, 2004 9:04 PM
> > > > > To: Rotary motors in aircraft
> > > > > Subject: [FlyRotary] Re: Mystery of the leaking coolant
> > > > >
> > > > >
> > > > >
> > > > > >
> > > > > >With the overflow plugged it was probably building up some pretty
> >good
> > > > > >pressure, which I'm sure led to the failure of the pump seal.  It is
> >such
> > > > > an
> > > > > >odd thing to have happened, but I'm glad that my days of chasing the
> > > >drips
> > > > > >of coolant are over.  I think that the hoses must be there to stay,
> >since
> > > > > >they didn't blow off.
> > > > >
> > > > >          In "The Book" Tracy strongly suggests installing a coolant
> >system
> > > > > pressure gauge. It sounds like it might be a good suggestion, in light
> >of
> > > > > the trouble you had.
> > > > >
> > > > >
> > > > >
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> > > > >
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> > > > >
> > > >
> > > >
> > > >
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> > >
> > >
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> >
> >
> >
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> 
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