Return-Path: <13brv3@bellsouth.net> Received: from imf17aec.mail.bellsouth.net ([205.152.59.65] verified) by logan.com (CommuniGate Pro SMTP 4.1.5) with ESMTP id 2641969 for flyrotary@lancaironline.net; Sat, 18 Oct 2003 20:42:45 -0400 Received: from rad ([68.212.14.231]) by imf17aec.mail.bellsouth.net (InterMail vM.5.01.05.27 201-253-122-126-127-20021220) with ESMTP id <20031019004239.NBHO1816.imf17aec.mail.bellsouth.net@rad> for ; Sat, 18 Oct 2003 20:42:39 -0400 From: "Russell Duffy" <13brv3@bellsouth.net> To: "Flyrotary List" Subject: Screamin' Demon Date: Sat, 18 Oct 2003 19:42:41 -0500 Message-ID: <007f01c395d9$e73248a0$6001a8c0@rad> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0080_01C395AF.FE5C40A0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.4510 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 This is a multi-part message in MIME format. ------=_NextPart_000_0080_01C395AF.FE5C40A0 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Greetings, =20 It seems the plane has been officially named. A couple guys came up to = the hanger after my first flight, and called it the screamin' demon. I can = live with that :-) =20 =20 Here's today's log entry. A few really interesting cooling tests. I'm still trying to make sense out of some of this (see future questions) = but it looks like I have more than double the radiator that I need. That will = sure make the cowl repackaging easier. As for climb performance, it's = minimally acceptable now :-) =20 Cheers, Rusty =20 =20 10-18-03 1.2 / 6.2 total =20 Started the day by reducing the size of the air inlet to 19 1/8" wide, = by 2.5" tall (48 sq in). I also tied a bright colored string to the cowl = exit on the left side, so I could see where the air went. =20 =20 Test flight number one showed 2500 fpm on my new VSI, at about 110 mph, = and 5psi of boost. Unfortunately, the oil temp was high. On climb to 4000 = ft, the oil reached 230F, and the water stayed at 180F. I remained level at 3500 ft for a few minutes, at about 27" MAP, and the oil started coming = down slowly. Water dropped pretty fast to 130F. Oil came down to 130 on low power descent, and water remained at 130F. =20 =20 Watching my cowl exit string revealed that the air goes pretty much = straight back from the opening. On the ground, I could feel the hot exit air, = and it seemed to go just about 3 inches below the canopy rail. My eventual = plan is to blow my exhaust out this exit hole. I think I'll be able to exit the exhaust here, as long as I direct it a bit outboard, and maybe downward some, and get a good carbon monoxide sensor. I can't get too carried = away with the downward stuff, because that would be pointing right at the = fuel tank. =20 =20 >From the temp tests, it seems clear that I have far more excess water cooling, than oil cooling capacity. After the flight, I went ahead and opened the cowl inlet back up to it's normal 80 sq in area to make the = oil temp happy, then covered over more of the radiator. It's getting really small now. In fact, it's half covered! =20 =20 Second flight was a quickie, and only went to about 3000 ft, at 2700 = fpm, and 100 mph. I realized after the flight, that I didn't completely = block off the rear cowl opening on the bottom when I put the cowl back on, but = I don't think this will make much difference. Water stabilized at 160F, = and oil went to 185F, and was probably still rising very slowly. Both temps dropped to 130F on descent. Not sure what the next test will be yet. =20 =20 The rad core width is 17.25, and the length as been changed. Full = length is 24.25". The length (not covered) on the first flight today was 17.75. = The final length (not covered) was 12.625". HALF the original radiator. = The core is 2.25" thick if anyone is doing the math. =20 =20 Here is a chart of inlet, rad size, and temps for climb at around = 100-100 mph. Outlet is fixed at about 66 sq in, but will be close to 80 sq in = due to larger cheeks on the new cowl. =20 Inlet (sq in) | Rad core (sq in area) | water temp F | oil temp F = | OAT F =20 80 | 423 | <180 (t-stat) | 180 | 80 80 | 306 | <180 (t-stat) | 180 | 80 48 | 306 | 180 (no t-stat) | 230 | 75 80 | 218 | 160 (no-t-stat) | 185 | 70 ------=_NextPart_000_0080_01C395AF.FE5C40A0 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Message
Greetings,
 
It seems = the plane has=20 been officially named.  A couple guys came up to the hanger after = my first=20 flight, and called it the screamin' demon.  I can live with that=20 :-)  
 
Here's today's = log=20 entry.  A few really interesting cooling tests.  I'm still = trying to=20 make sense out of some of this (see future questions) but it looks like = I have=20 more than double the radiator that I need.  That will sure make the = cowl=20 repackaging easier.  As for climb performance, it's minimally = acceptable=20 now :-)
 
Cheers,
Rusty
 
 

10-18-03  1.2 / 6.2 total

 

Started the day by=20 reducing the size of the air inlet to 19 1/8” wide, by 2.5” = tall (48 sq=20 in).  I also tied a bright = colored=20 string to the cowl exit on the left side, so I could see where the air=20 went.    =

 

Test = flight number=20 one showed 2500 fpm on my new VSI, at about 110 mph, and 5psi of = boost.  Unfortunately, the oil temp = was=20 high.  On climb to 4000 = ft, the oil=20 reached 230F, and the water stayed at 180F.  I remained level at 3500 ft = for a few=20 minutes, at about 27” MAP, and the oil started coming down = slowly.  Water dropped pretty fast to = 130F.  Oil came down to 130 on low = power=20 descent, and water remained at 130F. =20

 

Watching my cowl=20 exit string revealed that the air goes pretty much straight back from = the=20 opening.  On the ground, I = could=20 feel the hot exit air, and it seemed to go just about 3 inches below the = canopy=20 rail.  My eventual plan is = to blow=20 my exhaust out this exit hole. I think I’ll be able to exit the = exhaust here, as=20 long as I direct it a bit outboard, and maybe downward some, and get a = good=20 carbon monoxide sensor.  I = can’t get=20 too carried away with the downward stuff, because that would be pointing = right=20 at the fuel tank.  =

 

From = the temp tests,=20 it seems clear that I have far more excess water cooling, than oil = cooling=20 capacity.  After the = flight, I went=20 ahead and opened the cowl inlet back up to it’s normal 80 sq in = area to make the=20 oil temp happy, then covered over more of the radiator.  It’s getting really = small now.  In fact, it’s half = covered! 

 

Second = flight was a=20 quickie, and only went to about 3000 ft, at 2700 = fpm,=20 and 100 mph.  I realized = after the=20 flight, that I didn’t completely block off the rear cowl opening = on the bottom=20 when I put the cowl back on, but I don’t think this will make much = difference.  Water = stabilized at=20 160F, and oil went to 185F, and was probably still rising very = slowly.  Both temps dropped to 130F on=20 descent.  Not sure what = the next=20 test will be yet.  =

 

The = rad core width=20 is 17.25, and the length as been changed. =20 Full length is 24.25”.  The=20 length (not covered) on the first flight today was 17.75.  The final length (not covered) = was=20 12.625”.  HALF the = original=20 radiator.  The core is = 2.25” thick=20 if anyone is doing the math.  =20

 

Here = is a chart of=20 inlet, rad size, and temps for climb at around 100-100 mph. Outlet is = fixed at=20 about 66 sq in, but will be close to 80 sq in due to larger cheeks on = the new=20 cowl.

 

Inlet = (sq in)  | =20 Rad core (sq in area)  = |  water temp F  | =20 oil temp F  | OAT=20 F

 

80  | =20 423  |  <180 (t-stat)     |  180  | =20 80

80  | =20 306  |  <180 (t-stat)     |  180  | =20 80

48  | =20 306  |  180 (no t-stat)  | =20 230  |  75

80  | =20 218  |  160 (no-t-stat)  | =20 185  |  = 70

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