Return-Path: Received: from [65.54.169.106] (HELO hotmail.com) by logan.com (CommuniGate Pro SMTP 4.2b1) with ESMTP id 3149054 for flyrotary@lancaironline.net; Tue, 06 Apr 2004 13:14:32 -0400 Received: from mail pickup service by hotmail.com with Microsoft SMTPSVC; Tue, 6 Apr 2004 10:14:32 -0700 Received: from 4.174.3.208 by bay3-dav76.adinternal.hotmail.com with DAV; Tue, 06 Apr 2004 17:14:32 +0000 X-Originating-IP: [4.174.3.208] X-Originating-Email: [lors01@msn.com] X-Sender: lors01@msn.com From: "Tracy Crook" To: "Rotary motors in aircraft" Subject: Re: [FlyRotary] Re: idle speeds Date: Tue, 6 Apr 2004 13:14:31 -0400 MIME-Version: 1.0 X-Mailer: MSN Explorer 7.02.0011.2700 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0007_01C41BD9.194A4F10" Message-ID: X-OriginalArrivalTime: 06 Apr 2004 17:14:32.0229 (UTC) FILETIME=[A0887D50:01C41BFA] ------=_NextPart_001_0007_01C41BD9.194A4F10 Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: quoted-printable David, I've followed your troubles with great interest. I don't have th= e answer but would give this advise to all builders when faced with a bas= ic problem like yours. =20 Regarding the low circulation problem, there is something very basic wron= g. It is not a detail or technical problem. When faced with something l= ike this, I always suggest stopping all engine testing until the problem = is identified. I know you think you have checked everything (been there= ) but you are overlooking something or have misinterpreted something you = have looked at already. =20 I want to see you fly a rotary! =20 Tracy Crook (seen way too many engines smoked while testing the basics) Yes, unfortunately true. I was having those problems trying to get the c= oolant to circulate. I thought I was getting a handle on it. The system= was thoroughly burped. At 2000 RPM the coolant was level at about 140. = At 3000 it would cool to about 100. This told me that I was just circul= ating a little better at the higher RPM. After about 5 min at 4000 RPM t= he coolant temp was still only 150 when coolant began to spray the canop= y. I thought for sure I had a big enough catch can. At first I couldn=E2= =80=99t figure out where the coolant was coming from. Until, to my utter= dismay, I discovered it was coming from the oil vent line. L =20 I had coolant dripping from the exhaust and spilling out around the injec= tors. I was so disgusted with the whole project I didn=E2=80=99t even wa= nt to think about it. The next day I pressurized the cooling system and = found a very slow leak of coolant into the front rotor chamber (as eviden= ced by the spray of coolant into the eye as I peered into the open spark = plug hole and turned the prop =E2=80=93 highly NOT recommended). I still have good compression all around, I just need to replace the wate= r o-rings. I am going to use the TES o-rings. But even that won=E2=80=99= t help if I can=E2=80=99t solve this damn circulation problem. I am real= ly at whit=E2=80=99s end. There is no reason I shouldn=E2=80=99t be maki= ng coolant go round and round. =20 With my work schedule re-building the engine will only set me back about = =E2=80=A6 3 months. Will make it thought to get to the next rotary roun= dup. David (It could be worse, I could have to do a bunch more fiberglass wor= k.) Leonard The Rotary Roster: http://members.aol.com/_ht_a/rotaryroster/index.html David Leonard (working on the cowl while I await parts to re-build the engine) ------=_NextPart_001_0007_01C41BD9.194A4F10 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable

<= DIV>David, I've followed your troubles with great interest. I= don't have the answer but would give this advise to all builders when fa= ced with a basic problem like yours.

= Regarding the low circulation problem, there is something very basic wron= g. It is not a detail or technical problem. When faced with s= omething like this, I always suggest stopping all engine testing until&nb= sp;the problem is identified. I know you think you have checke= d everything (been there) but you are overlooking something or have= misinterpreted something you have looked at already.

<= DIV>

I want to see you fly a rotary!

&n= bsp;

Tracy Crook (seen way too many engines smoked while= testing the basics)

Yes, unfortunately true. I was having those problems try= ing to get the coolant to circulate. I thought I was getting a hand= le on it. The system was thoroughly burped. At 2000 RPM the c= oolant was level at about 140. At 3000 it would cool to about 100.&= nbsp; This told me that I was just circulating a little better at the hig= her RPM. After about 5 min at 4000 RPM the coolant temp was s= till only 150 when coolant began to spray the canopy. I thought for= sure I had a big enough catch can. At first I couldn=E2=80=99t fig= ure out where the coolant was coming from. Until, to my utter disma= y, I discovered it was coming from the oil vent line. L

I had coolant dripping from the exhaust and= spilling out around the injectors. I was so disgusted with the who= le project I didn=E2=80=99t even want to think about it. The next d= ay I pressurized the cooling system and found a very slow leak of coolant= into the front rotor chamber (as evidenced by the spray of coolant into = the eye as I peered into the open spark plug hole and turned the prop =E2= =80=93 highly NOT recommended).

I still have good compression all ar= ound, I just need to replace the water o-rings. I am going to use t= he TES o-rings. But even that won=E2=80=99t help if I can=E2=80=99t= solve this damn circulation problem. I am really at whit=E2=80=99s= end. There is no reason I shouldn=E2=80=99t be making coolant go r= ound and round.

With my work schedule re-building the engine wi= ll only set me back about =E2=80=A6 3 months. Will make it th= ought to get to the next rotary roundup.

David (It could = be worse, I could have to do a bunch more fiberglass work.) Leonard

The Ro= tary Roster:

http://members.aol.com/_ht_a/rotaryroster/index.html

= D= avid Leonard (working on the cowl while I await parts to re-build the
= engine)

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