X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from wr-out-0506.google.com ([64.233.184.229] verified) by logan.com (CommuniGate Pro SMTP 5.2.5) with ESMTP id 3053853 for flyrotary@lancaironline.net; Sun, 03 Aug 2008 09:35:29 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.233.184.229; envelope-from=cozy4pilot@gmail.com Received: by wr-out-0506.google.com with SMTP id c55so1106592wra.11 for ; Sun, 03 Aug 2008 06:34:49 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:received:received:reply-to:from:to:subject:date :message-id:mime-version:content-type:x-priority:x-msmail-priority :x-mailer:x-mimeole:importance; bh=Sy2LH+SPUZiefe/3ge4JyLELB/PA/dX9NwQN1/vNmDI=; b=bgUCaBWf0BW/zx0A5STE2IFu0lLDysdFjK+V/lG4ZBZ6e7g3rkhlvu/fyk7m3ZCVid 6x5nVCON0htxvrbQ0oVfThwyjNmj6M5NdJQnwPHTrxq5oEiAVuggGrM97I9/+JIF9NOZ EzPkvGgwE6jP4ICD4wZJjmVfAVovM/3A2Luk0= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=reply-to:from:to:subject:date:message-id:mime-version:content-type :x-priority:x-msmail-priority:x-mailer:x-mimeole:importance; b=tgaJJMVDExPnh4aO8DDkrBSdcy97/tCs276579p8tB+2R3V1MfhagnXwW4fXpJpL/M D6u1S/cK4rB8C5UIdUyOqJsVATtjYvfZGah48SY965YWXp1oRYEBHgYGJGLWyXX3DCnp uadKvlnyEJAPo5eXNL0K7V0kgevx9muOKwwRs= Received: by 10.90.101.7 with SMTP id y7mr17608798agb.13.1217770489503; Sun, 03 Aug 2008 06:34:49 -0700 (PDT) Return-Path: Received: from HomePC ( [76.4.221.180]) by mx.google.com with ESMTPS id 31sm5043937wri.14.2008.08.03.06.34.48 (version=SSLv3 cipher=RC4-MD5); Sun, 03 Aug 2008 06:34:48 -0700 (PDT) Reply-To: From: "Steve Brooks" To: Subject: Back in the air Date: Sun, 3 Aug 2008 09:33:54 -0400 Message-ID: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0004_01C8F54C.0C076530" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook IMO, Build 9.0.6604 (9.0.2911.0) X-MimeOLE: Produced By Microsoft MimeOLE V6.0.6000.16545 Importance: Normal This is a multi-part message in MIME format. ------=_NextPart_000_0004_01C8F54C.0C076530 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 8bit I’ve had my plane torn apart for about 3 ½ months rebuilding the cooling system, in between vacation, wife’s projects, and problems fitting in the radiator. I installed a custom made radiator, replacing two evaporator cores that I was using. The evaporator cores provided only marginal cooling for the turbo 13B, in a pusher aircraft In order to install the new radiator, I also had to relocate almost all of the fuel system components, and I replaced the aluminum lines connecting the fuel pumps to filters to regulator with SS braided AN hose/fittings. Due to the extensive changes, I had at least an hour, maybe hour and a half of ground testing, including four high speed taxi’s up to rotate speed. The new cooling system also has a cooling fan which I was able to integrate into the plenum holding the radiator. At 95 F degrees OAT, and turning the fan on at about 190 F degrees coolant temperature, The fan maintained 180 F for 20 minutes of ground operation, including some high power testing. This morning OAT was about 78 F, which is very good for North Carolina in August, I wanted something less than 95 F for the first test of the new cooling system. I did not use the cooling fan for taxi or takeoff, as I wanted to see what the cooling was without the fan. I took of and climbed up to about 1200’ AGL. The coolant was up to about 205, and oil at 185. I leveled off and reduced the throttle to normal cruise power. I watched the coolant temperature for a little while (maybe 15-20 seconds), and it seemed to stay at the 205 F reading. I wish now that I’d been a little more patient, but I kicked on the cooling fan, and the temperature came down pretty quickly to slightly above 180 F. I turned the fan off again and the temperature stayed right there. I did power up and climb another 300 feet or so, but really didn’t push it too hard on the first flight. The temperature didn’t really move too much during the brief climb. All other systems ran perfectly and it was a very nice flight. I did stay within gliding distance of the runway the whole flight, but based on zero squawks on this flight, the next one will be longer. While I would like to have seen a little better performance, I was happy with the improved cooling over the old system. Climbing to pattern altitude old the old system at today’s temperature would have been 215 – 220F. On the next flight, I’ll take off using the cooling fan, and see what kind of numbers I get with it. I hope to see something more in the 185-190 range, but I’ll have to see what the real number are. Steve Brooks Cozy MKIV N75CZ Turbo rotary ------=_NextPart_000_0004_01C8F54C.0C076530 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

I’ve had my plane torn apart for about 3 =BD months = rebuilding the cooling system, in between vacation, wife’s projects, and problems fitting = in the radiator.  I installed a = custom made radiator, replacing two evaporator cores that I was using.  The evaporator cores provided = only marginal cooling for the turbo 13B, in a pusher = aircraft

 

In order to install the new radiator, I also had to relocate = almost all of the fuel system components, and I replaced the aluminum lines connecting = the fuel pumps to filters to regulator with SS braided AN = hose/fittings.

Due to the extensive changes, I had at least an hour, maybe hour = and a half of ground testing, including four high speed taxi’s up to = rotate speed.  =

 

The new cooling system also has a cooling fan which I was able to = integrate into the plenum holding the radiator.  At 95 F degrees OAT, and turning the fan on at about 190 F = degrees coolant temperature, The fan maintained 180 F for 20 minutes of ground operation, including some high power = testing.

 

This morning OAT was about 78 F, which is very good for North = Carolina in August,  I wanted = something less than 95 F for the first test of the new cooling system.  I did not use the cooling fan = for taxi or takeoff, as I wanted to see what the cooling was without the = fan.  I took of and climbed up to = about 1200’ AGL.  The coolant was up = to about 205, and oil at 185.  I = leveled off and reduced the throttle to normal cruise power.  I watched the coolant temperature for a little while = (maybe 15-20 seconds), and it seemed to stay at the 205 F reading.  I wish now that I’d been = a little more patient, but I kicked on the cooling fan, and the temperature came down = pretty quickly to slightly above 180 F.  I turned the fan off again and the temperature stayed right there.  I did power up and climb = another 300 feet or so, but really didn’t push it too hard on the first = flight.  The temperature didn’t = really move too much during the brief climb.  All other systems ran perfectly and it was a very nice flight.  I did stay within gliding = distance of the runway the whole flight, but based on zero squawks on this flight, = the next one will be longer.

 

While I would like to have seen a little better performance, I = was happy with the improved cooling over the old system.  Climbing to pattern altitude old the old system at = today’s temperature would have been 215 – 220F.  On the next flight, I’ll take off using the cooling fan, and see what = kind of numbers I get with it.  I hope to = see something more in the 185-190 range, but I’ll have to see what the = real number are.

 

 

Steve Brooks

Cozy MKIV N75CZ

Turbo rotary

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