Return-Path: Received: from wb1-a.mail.utexas.edu ([128.83.126.134] verified) by logan.com (CommuniGate Pro SMTP 4.2b2) with ESMTP-TLS id 3207667 for flyrotary@lancaironline.net; Wed, 05 May 2004 16:03:27 -0400 Received: (qmail 90914 invoked from network); 5 May 2004 20:03:25 -0000 Received: from dhcp-191-101.per.utexas.edu (HELO benefits3.mail.utexas.edu) (146.6.191.101) by wb1.mail.utexas.edu with RC4-SHA encrypted SMTP; 5 May 2004 20:03:25 -0000 Message-Id: <5.1.1.5.2.20040505145605.0239e430@localhost> X-Sender: msteitle@mail.utexas.edu@localhost X-Mailer: QUALCOMM Windows Eudora Version 5.1.1 Date: Wed, 05 May 2004 15:02:45 -0500 To: "Rotary motors in aircraft" From: Mark Steitle Subject: Re: [FlyRotary] Re: Coolant Pressure Gauge In-Reply-To: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii"; format=flowed Dave, Thanks, I'll give Dave Atkins a try. BTW, I'm interested in hearing the responses to your idle-surging problem as I am experiencing the same symptoms. The surging did seem to subside after fixing a vacuum leak. Do you have the prop installed to load the engine? I don't, and figured it may be partly responsible for the surging. Tracy says not to even attempt to tune the EC-2 without a load on the engine. Mark S. At 03:33 PM 5/5/2004 -0400, you wrote: >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" > > >To: "Rotary motors in aircraft" > > >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" > > > > >To: "Rotary motors in aircraft" > > > > >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. > > > > > > > > > > > > > > > > > > > > > > > > >> Homepage: http://www.flyrotary.com/ > > > > > > >> Archive: http://lancaironline.net/lists/flyrotary/List.html > > > > > > > > > > > > > > > > > > >> Homepage: http://www.flyrotary.com/ > > > > > > >> Archive: http://lancaironline.net/lists/flyrotary/List.html > > > > > > > > > > > > > > > > > > > > > > > > > > >> Homepage: http://www.flyrotary.com/ > > > > > >> Archive: http://lancaironline.net/lists/flyrotary/List.html > > > > > > > > > > > > >> Homepage: http://www.flyrotary.com/ > > > > >> Archive: http://lancaironline.net/lists/flyrotary/List.html > > > > > > > > > > > > >> Homepage: http://www.flyrotary.com/ > > > >> Archive: http://lancaironline.net/lists/flyrotary/List.html > > > > > > >> Homepage: http://www.flyrotary.com/ > > >> Archive: http://lancaironline.net/lists/flyrotary/List.html > > > > > >> Homepage: http://www.flyrotary.com/ > >> Archive: http://lancaironline.net/lists/flyrotary/List.html