Hi Mike !
Was discussing this with many pilots and aircraft-techs at the airport last Sunday.
(Since I´m not a specialist in aircraft engine specs I simply have to admit what they say.)
Everyone convinced me to be lucky with my low temps CHT and oil (with 2/3rds tape covered still barely over 90°C at 15° ambient temp) since the pure synth-oils (Shell advance Ultra something) we fill in the rotaxes barely take up water and if so, the water still vaporizes also below 100°C AND oil temp is always above 100°C in the cyls.
On the other hand: the less temp the less wear we have cause the oil works best between 75-95 °C as I was told.
So I just have to let it stay like this since - I have to repeat - I´m no engineer nor expert concerning this.
What else they told me would be a little experiment to find out wether there really IS substantial water in the oil. When doing an oil-change You get some 8th of a litre from different fractions of the oil into standard eprouvettes and let them rest unmoving at home for 3-4 weeks. IF there is water it will settle at the bottom of the eprouvette and You can measure how much it is (if any).
Questioning the other ELA, XENON, MTOsport-pilots about their oil-temps they admit that mostly they fly far below 100°C at current weather conds. So the general tendency is that the pilots feel better with temps below 100°C than at or above.
Angelo
(PS: last Sunday two brand new "Calidus" from the MTO3/sport manufs arrived at our airport. Though sleek shaped and somehow nice to look on once again the MTO3/sport manufs did not learn the lessons from the desasters with the MTO3. On one of the two ships the prerotator failed completely since the tolerances where not kept in the assembly and the clutch broke. Now, since the prerot in the Calidus is attached TO THE FRONT of the motor directly to the crankshaft by a clutch instead of in the back, the tech-crew at our apt. had to disassemble the entire motor to change the broken clutch taking a full working day and the facility of a complete tech-shop.
Other findings were: the stick is still too long and prevents resting of the arm on the limb druing cruise-flight, the cabin supports pilots of max. 180cm, pilots seat is simply attached with some adjustable textile straps, climbing in the cabin is still artistic, main airvent blows in the face from directly underneath and so on. The entire interior looks pretty provisional and far from elaborate and ergonomic giving the impression the ship was built primarily as a hull and only afterwards squeezing in pilot, PAX, instruments and steering.
Pilots testing the Calidus reported terrible stick shake/rotor vibes and nervous reactions on side winds.
Last but not least: in case of an accident the pilot will never be able to get out of the machine neither lying on the left or right side since the cabin-hood is manufed in one piece and too solid to be cracked or kicked out by the pilot. Having in mind the lots of burned victims in the MT03 in case of an accident this ship is a mere death-trap.
Once again the MT03/sport company did not learn from their own mistakes and releases a gyroplane which is full of construction faults and very sloppy assembled. I fear we´ll read of a lot of accs with this new type which then once again will be commented as pilot mistakes...... Yeah, my a.., the pilot´s only mistake would be to have bought this crap.......)
I write this ´cause I myself was the victim of the first series MT03 which was grounded 2/3rds of the time due to construction and assembly faults in a brand new machine and was told by the company then that simply this is the way it is in ultralight-airplane-flying. Now I know it better...................... )
