I’m thinking about this regarding cooling on the ground, and
if I’m going to work on reducing one or the other, which might have the
greater benefit. As it is now, the oil gets to 220F about the time the
coolant gets to 210F. Options under consideration are a fan behind the
Lynn E.
Hanover
Lynn;
I understand that we can abuse the oil a
bit, and out-of-control coolant temp is a disaster. The question this raises
is the oil temp limit not being the oil, but the risk to the side seals of oil temps
over about 220F for more than very short period.
On my last fill I put in about 20% anti-freeze
in distilled water, and I use a 23# cap. No water wetter or soap at this point.
For my coolant I do get some air flow
through the rad due to negative pressure created by the prop. And I have
an ace in the hole that I haven’t used yet (just simply hadn’t
thought about it) which is the cabin heater with a centrifugal blower. I’m
guessing that for ground ops this would add significant heat rejection.
Problem is heat is dumped into the cabin, but on the ground there is always the
option of the open door.
The oil cooler, which is in the wing,
gets no air flow beyond natural convection (negligible through the 3”
thick core) except that caused by movement of the airplane. So I have proceeded
with the installation of a water spray system. Based on taxi testing, I
really don’t expect to need except for initial flight testing, or other
unusual circumstances. Hope to check it out in a couple of days.
Had a couple of weeks delay to due an intermittent
problem with the EC2. Tracy persevered in discovering that it had to do with new chips added
to the old board as part of a software upgrade we did a few months ago. Unit
should be back tomorrow.
Al