skippydiesel

I didnt not suggest using an oil cooler, for a coolant radiator, would not work, only that it may not be the best design for the job. Oil coolers usually ; Are of heavier construction, than needed for coolant - in aircraft all unnecessary weight is usually avoided Have smaller ID inlet/outlet pipes - this may result in the need for pipe reducers, more weight & complexity When perfectly satisfactory dedicated Radiators & Oil Coolers are available, I wonder why you or is it the kit supplier, would choose to do this??😈

Yes - as I acknowledged BUT how effective is the Setrab in BOTH roles??? Seems to me that if an oil cooler can be used as a coolant radiator, then this would be common practise - last time I looked its not. I would like to know the technical reasons why not.????? I am sure there are Forum members who would be fare more qualified to debate this than me😈

There seems to be a small confusion in this thread between Radiators & Oil Coolers. Radiator - Name commonly use for coolant heat exchanger Oil Cooler - Name commonly used for - you guessed it, oil heat exchanger. In both cases they are air/liquid heat exchangers (there are liquid/liquid heat exchangers). Many similarities however, their design differences tend to reflect liquid viscosity and expected temperature & pressure ranges. Not saying that the one heat exchanger design, could not be used for oil or coolant, however I have never seen this and I would suggest that the targeted liquid is more likly to be efficiently cooled eg Danny-G's Setrab example looks to me to be an Oil Cooler., while Rodgerc's is a Coolant Radiator😈

Thanks Thruster however its the calves & feet that are cold not my upper body, head and hands. IF THEY WORK the socks (which brand?) will be the perfect , well targeted, cost effective, solution😈

FOLKS ITS MY FEET & CALVES that are cold Not hands, arms, torso, etc Has no one used, have an opinion on the efficacy, cost effectiveness of heated socks????? 😈

Sounds cosy but of the feet?😈

Thanks BurnieM - the only respondent who has directly addressed my question. Not saying the others don't have merit, they do but for the most part are overkill, in my application, for our short winters - lower extremity cold discomfort. Back to BurnieM - Are you referring to heated motorcycle gear or just motorcycle gear in general? If the former, please expand on your experince /knowledge.😈

Recent trip to The Oaks - Condobolin, NSW, saw 1C, for 90 minutes, at 4500ft. Felt like my feet & calves were about to drop off as I dismounted on arrival. As a result of the above experince, have been thinking on workable solutions for our short but sometimes uncomfortably cold winter flying months; Plumb in the traditional hot air from silencer/exhaust system. Well tested, effective aircraft cockpit heating solution BUT will require considerable fabrication, increased risk of CO poisoning & I suspect cockpit noise levels. Will add little/nothing for 10 months of the year. Make up an automotive style coolant heater with small fan to circulate. Doable but as with above a fair bit of work involved taking the bird out of operation during some of our best flying conditions. Additional weight (got to add at least 3-5 kg). There may also be engine overcooling issues and due to long coolant hoses, additional joins = heightened failure risk. High Top Ugg Boots Yeah but will require changing to regular shoes for any serious ground activities (long walk to point Percy, etc). Bulky when not in use (aircraft space challenged) No longer as cheap as in my youth (last time I had a pair) $70 - $320 Heated socks that have been developed for winter activates such as skiing. This has real potential. No aircraft mods required. Battery powered. Some rechargeable. Claims of adjustable temperature from about 38C upwards (seems a tad hot to me). Relativly low cost (from low $ teens to about $450, with most under $100). Light weight and low volume. This might just be the way to go for our short winter. I am keen to hear from anyone who has experince using heated socks.😈

Round trip 4.3hrs (Hobbs). Times worked out very well - got to Cowra before 12:00 Was almost frozen stiff by the time I got to Condo. Great air, lots of ground fog. Condo deserted - if it wasn't for a passing cattle truck, I would have thought mankind had evaporated. Cowra, Not quite as quiet. Lots of training aircraft lined up waiting for the week to start. Met a wonderful couple, who gave me a lift into town & back for some fuel. Cowra to The Oaks via Wingello - Cloud at 6/8th 5000ft.. Went over the top at 7500Ft - smooth as! This was my longest flight in the Sonex - Perth soon😈

29/06/25 Todays Fun Departing The Oaks -Landing Condobolin Arrive about 10:30-11:00 Condobolin - Landing Cowra Arrive about 12:00 -12:30 Cowra - The Oaks Landing Mid afternoon?

Just back from a very nice 2 hr jaunt - The Oak to a friends place between Yass & Canberra (did not land). Could see forever. Not quite silky smooth but almost. 3C at 5500ft. Averaged 14.5L/hr @ 130 knots true. Lake George was an amazing metallic purple. Great to be alive!😈

Thats fine BrendAn - FYL; A return line does not have to run from/to the engine. Usually T'd in somewhere between the pump & the carburettor(s). 😈

The vapour lock was only an added bonus (not for you) - Save your $$ and put in a return line with a Mikuni No 35 or smaller restrictor jet.😈

Nooooo! Way out of context. The electric Boost/Aux/Back Up/Secondary (whatever name you wish) is ON as a precaution should the Main/Mechanical fail, in whole or part at a critical time in flight ie TO/Climb-Out/Low level opps. Of course it will also be used should the mechanical fail at other times. I have never ever suggested otherwise😈 "My latest xair has a 618 and if I leave the electric pump on too long at idle it overcomes the the needles and starts flooding. Will have to swap for a lower pressure pump or fit a regulator." It may be simpler/less costly to fit a fuel return line (added benefit - will help to remove vaporised fuel). If already fitted - try a larger restrictor jet.😈

I may be mistaken but didnt Rover have a turbine powered car and weren't some tanks similarly powered ??😈

I have one, never used - came with the aircraft. I can only sympathise with those that must endure long cold winters - living near Sydney, Australia, I enjoy a more moderate environment. I still "blank" off part of my coolant radiator & oil cooler when day temperatures routinely go below 25C. After much trial/error I arrived at a good compromise blanking, which I have photographed for future reference. In Cruise I have Oil temp. 90-95C. Coolant/CHT 90C. Climb OUT 100-105C. I find that the engine warm up period (Oil -50C) is well spent on checks, review of plan, etc I use adhesive backed refrigeration aluminium tape. Easy to cut & apply - can leave a residue when removed. Residue responds to most hydrocarbons. Reasons for use - Engine operated in seasonally very cold climates eg. N. America, UK, N Europe etc Speeds warm up. Reduced fuel consumption & frustration. Certainly important in cold climate opps but more of a perception benefit, in warmer climates May maintain even engine temperatures on descent - assist with carburettor ice prevention (if fitted) Reasons against - Significant added complexity = more to go wrong = heightened risk. From memory, at lest 4 additional joins in oil supply hose. All things mechanical will fail. Increased weight. Probably a minor concern however every minor increase adds up. Cost. Depending on arm length & depth of pockets, may or may not be an issue.😈

NOTE: My comments are with reference to Rotax naturally aspirated (carburetted) engines. Fuel injection is a whole diffrent ball game. The Boost Pumps primary purpose is to ensure fuel supply to the carburettors at times of potential or actual high engine power demand, when a loss of power may result in crash. Its secondary function is to prime the fuel supply system to ensure a "good" engine start. The latter may include hot starts where vapour lock is a potential or suspected 😈

Nope - no effect on engine performance ie engine still receiving a sufficient fuel - remember pressure , in this context, is a secondary indicator of supply - the engine runs on volume not pressure.. It can only be an anomaly of my fuel distribution system or some inherent fault in the pressure sensing. IF the pressure is actually dropping , as indicated, the engine is somehow still receiving sufficient volume of fuel to keep functioning normally.😈

So northerly direction from Canberra - how does that fit the prevailing winter wind direction? I guess it will depend on the prevalence/location of the low/high pressure systems at that time and luck😈.

Hi AntekinCanberra, I have fantasised about such a trip for years. Not sure from your post, if you are looking for Pax and / or other aircraft to join your safari??? I have my own aircraft, so would be "flying in company". From where and when do you plan on departing? Do you plan a clockwise/anti clockwise rout ?😈

I guess that the theory. I remember, some many years back, that this was flagged as the next propeller performance innovation. As we all know, doesn't seem to have eventuated. I wonder why?😈

Sonex Legacy/Rotax 912 ULS - Boost pump on for Take-Off and all low level opps. Turn off Boost when at/above Circuit height - immediate drop in fuel pressure. Pressure return/recovers slowly over about 1- 2 minutes. Never been any change in engine note, so am of opinion that gauge is likly in error.😈

The jokes on me then - I didnt realy think it was a deliberate change to the tip.😈