Return-Path: Received: from [24.25.9.101] (HELO ms-smtp-02-eri0.southeast.rr.com) by logan.com (CommuniGate Pro SMTP 4.2b8) with ESMTP id 321397 for flyrotary@lancaironline.net; Wed, 14 Jul 2004 14:32:37 -0400 Received-SPF: error receiver=logan.com; client-ip=24.25.9.101; envelope-from=eanderson@carolina.rr.com Received: from EDWARD (clt25-78-058.carolina.rr.com [24.25.78.58]) by ms-smtp-02-eri0.southeast.rr.com (8.12.10/8.12.7) with SMTP id i6EIW3Ns029866 for ; Wed, 14 Jul 2004 14:32:05 -0400 (EDT) Message-ID: <001801c469d0$dcad5e80$2402a8c0@EDWARD> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: New Scoop Date: Wed, 14 Jul 2004 14:32:04 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0015_01C469AF.555B5A20" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1409 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1409 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_0015_01C469AF.555B5A20 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I first read about the limits on liquids for the Rotary in the Racing = Beat Technical Catalog at least as far back as 1992 when I first = received one. The limits cited were 210F on the oil (after the cooler) = and 180F on the coolant (as it left the engine). These limits were = apparently set for the older models of the engine and apparently were = fairly critical for those blocks (pre 1986). Changes in the casting and = passages since then appear to have given a bit more grace with = temperatures. I, Tracy and a number of folks have hit 240F on the oil for short = periods 3 - 5minutes (in my case) with no apparently harm to the engine. = I also have hit 220F with the coolant again with no immediate adverse = affects (who can say long term). I personally like for my oil to not exceed 220F and coolant to stay at = 210F or lower for the climbout on a hot day. Cooler days sees around = 200F for both on high power climbout. Cruise 175-180F. =20 All depends on OAT as that can shift the temps dramatically. Ed Ed Anderson RV-6A N494BW Rotary Powered Matthews, NC ----- Original Message -----=20 From: Steve Brooks=20 To: Rotary motors in aircraft=20 Sent: Wednesday, July 14, 2004 1:51 PM Subject: [FlyRotary] Re: New Scoop Al, Thanks for shedding some light on it. Both reasons make sense, and I = was probably told why to star6t with, but didn't remember. =20 Steve =20 -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]On = Behalf Of Al Gietzen Sent: Wednesday, July 14, 2004 12:53 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: New Scoop=20 =20 Subject: [FlyRotary] Re: New Scoop=20 =20 Kelly, I would tend to agree, but according to information I received from = other on this group, I was told that the common practice was to measure = the coolant at its hottest point, and oil at it's coolest point. =20 =20 It's logical place to measure the coolant at its hottest point since = that is its limiting value. If you have coolant exceeding the boiling = point anywhere (except for the nucleate boiling at internal surfaces) = you have a problem. =20 =20 The limiting factor on the oil temp in the rotary is its ability to = cool the rotors/seals, so it's the temp at which it returns to the = engine. This limit is generally accepted to be about 220F, but could be = exceeded some for short periods and probably not be a problem. The = limit on the oil itself (breakdown) is higher; considerably higher for = synthetics. =20 At least that's my take on it. =20 Al =20 ------=_NextPart_000_0015_01C469AF.555B5A20 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I first read about the  limits on = liquids for=20 the Rotary in the Racing Beat Technical Catalog at least as far = back as=20 1992 when I first received one.  The limits cited were 210F on = the oil=20 (after the cooler) and 180F on the coolant (as it left the = engine).  These=20 limits were apparently set for the older models of the engine and = apparently=20 were fairly critical for those blocks (pre 1986).  Changes in the = casting=20 and passages since then appear to have given a bit more grace with=20 temperatures.
 
I, Tracy and a number of folks have hit = 240F on the=20 oil for short periods 3 - 5minutes (in my case) with no apparently harm = to the=20 engine.  I also have hit 220F with the coolant again with no = immediate=20 adverse affects (who can say long term).
 
I personally like for my oil to not = exceed 220F and=20 coolant to stay at 210F or lower for the climbout on a hot day.  = Cooler=20 days sees around 200F for both on high power climbout.  Cruise=20 175-180F. 
 
All depends on OAT as that can shift = the temps=20 dramatically.
 
Ed
 
Ed Anderson
RV-6A N494BW Rotary Powered
Matthews, NC
----- Original Message -----
From:=20 Steve = Brooks
Sent: Wednesday, July 14, 2004 = 1:51=20 PM
Subject: [FlyRotary] Re: New = Scoop

Al,

Thanks=20 for shedding some light on it.  = Both reasons make sense, and I was probably told why to star6t = with,=20 but didn=92t remember.

 

Steve

 

-----Original=20 Message-----
From: = Rotary=20 motors in aircraft [mailto:flyrotary@lancaironline.net]On Behalf Of Al = Gietzen
Sent: Wednesday, July 14, 2004 = 12:53=20 PM
To: Rotary = motors in=20 aircraft
Subject: = [FlyRotary]=20 Re: New Scoop

 

Subject: = [FlyRotary] Re:=20 New Scoop

 

Kelly,

I would tend to agree, = but=20 according to information I received from other on this group, I was = told that=20 the common practice was to measure the coolant at its hottest point, = and oil=20 at it=92s coolest point.  

 

It=92s=20 logical place to measure the coolant at its hottest point since that = is its=20 limiting value.  If you have coolant exceeding the boiling point = anywhere=20 (except for the nucleate boiling at internal surfaces) you have a=20 problem. 

 

The=20 limiting factor on the oil temp in the rotary is its ability to cool = the=20 rotors/seals, so it=92s the temp at which it returns to the = engine.  This=20 limit is generally accepted to be about 220F, but could be exceeded = some for=20 short periods and probably not be a problem.  The limit on the = oil itself=20 (breakdown) is  higher; considerably higher for=20 synthetics.

 

At=20 least that=92s my take on it.

 

Al

 

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