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I agree with Tracy, phase change of coolant from
liquid to vapor can remove a tremendous amount of heat - so provided you
recognize the problem quickly, throttle back to minimum power capable of
sustaining flight, have sufficient coolant, and can find a landing spot soon -
you may save the engine from damage. Overhauling your engine away from
home is absolutely NO FUN - especially if in a Rotary No-Man land, in the middle
of summer.
Ed
----- Original Message -----
Sent: Saturday, March 15, 2008 12:31
PM
Subject: [FlyRotary] Re: Oil temps,
O-rings
For another data point, I had coolant temps above 256 degrees when I
lost coolant due to a malfunctioning radiator cap. 256 degrees was max
range of the GRT EIS I was using at the time so it might have been
even higher. I went to low throttle as soon as the alarm went off
and flew for about 6 minutes until I got to an airport (in Texas) and
landed. Topped off the engine with tap water, fixed the cap and
flew back to Florida. Engine showed no signs of distress and I put
several hundred hours on it after that. Was using TES water jacket
O-rings at the time.
One other observation: The temp warning went off as soon as
coolant level fell too low for the pump to work. The engine still had
coolant in it and cooled the engine by boiling off some of the remaining
coolant. Many have felt that it is a weakness with the rotary but I LIKE
the pump being high in the system for this reason. If the pump had been
low, it would have continued to pump water until there was almost nothing
left. A temp warning at this point leaves you no grace period and my
engine would have been 'toast' after I landed. As Ed can testify, an
engine overhaul away from home is no fun at all.
Tracy
On Sat, Mar 15, 2008 at 7:00 AM, Mark Steitle < msteitle@gmail.com> wrote:
Kelly,
After reading Al's post, I need to make a clarification on my previous
oil temp information. The 245* temps were after the cooler, at
the oil filter pad, so who knows what they were coming out of the
engine. Over the last year I've instrumented my oil & water
cooling systems so many different ways that I sometimes get confused as to
what I'm reading on the EFIS & EM-2. Presently, I'm taking
oil temp readings after the first oil/air cooler, then after the oil/water
exchanger (as the oil enters the engine). I do this to monitor how
well each of the oil coolers are working. Sorry for the confusion.
Mark S.
On Sat, Mar 15, 2008 at 12:54 AM, Al Gietzen < ALVentures@cox.net>
wrote:
That is the kind of "Real
World" info we like to hear.......Particularly
since there is some difference of opinion as to
the need or suitability
for the use of the "TES" seals among the
group..........
--
Kelly
Troyer
My 20B has the
stock O-rings, and I've had the engine exit oil up to 235-240 a number of
times, coolant temp to 200F – never for very long - no issues. I figure a
max short duration limit on the pan temp is 250. Max on oil return, about
220F. Cruise below 190.
I'm installing
an oil/coolant exchanger looking to reduce the oil temp by about 15
degrees.
I had done all
my analysis around using a Setrab TOC300, then when ordering found they
have stopped making it. Anyone have one lying
around?
Al
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