X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from blu0-omc2-s19.blu0.hotmail.com ([65.55.111.94] verified) by logan.com (CommuniGate Pro SMTP 5.2.5) with ESMTP id 3054361 for flyrotary@lancaironline.net; Sun, 03 Aug 2008 17:29:19 -0400 Received-SPF: pass receiver=logan.com; client-ip=65.55.111.94; envelope-from=wilenius@sympatico.ca Received: from BLU0-SMTP20 ([65.55.111.73]) by blu0-omc2-s19.blu0.hotmail.com with Microsoft SMTPSVC(6.0.3790.3959); Sun, 3 Aug 2008 14:28:39 -0700 X-Originating-IP: [65.94.119.4] X-Originating-Email: [wilenius@sympatico.ca] Message-ID: Return-Path: wilenius@sympatico.ca Received: from compy386 ([65.94.119.4]) by BLU0-SMTP20.blu0.hotmail.com over TLS secured channel with Microsoft SMTPSVC(6.0.3790.2668); Sun, 3 Aug 2008 14:28:38 -0700 From: "Dave Wilenius" To: "Rotary motors in aircraft" Subject: RE: [FlyRotary] Back in the air Date: Sun, 3 Aug 2008 17:26:42 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0020_01C8F58E.1870B5A0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook IMO, Build 9.0.2416 (9.0.2910.0) X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2900.3028 In-Reply-To: Importance: Normal X-OriginalArrivalTime: 03 Aug 2008 21:28:38.0519 (UTC) FILETIME=[E4B4B870:01C8F5AF] This is a multi-part message in MIME format. ------=_NextPart_000_0020_01C8F58E.1870B5A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 8bit Steve, Any pictures of your rad plenum and fan? Dave Wilenius Plans # 796 http://wilenius.webcentre.ca -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]On Behalf Of Steve Brooks Sent: August 3, 2008 9:34 AM To: Rotary motors in aircraft Subject: [FlyRotary] Back in the air 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_0020_01C8F58E.1870B5A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Steve,
 
 Any pictures of your rad plenum and = fan?
 
Dave Wilenius
Plans = #=20 796
http://wilenius.webcentre.ca
 
-----Original Message-----
From: Rotary motors in = aircraft=20 [mailto:flyrotary@lancaironline.net]On Behalf Of Steve=20 Brooks
Sent: August 3, 2008 9:34 AM
To: Rotary = motors in=20 aircraft
Subject: [FlyRotary] Back in the = air

I=92ve=20 had my plane torn apart for about 3 =BD months rebuilding the cooling = system, in=20 between vacation, wife=92s projects, and problems fitting in the = radiator.  I installed a custom made = radiator,=20 replacing two evaporator cores that I was using.  The evaporator cores = provided only=20 marginal cooling for the turbo 13B, in a pusher=20 aircraft

 

In=20 order to install the new radiator, I also had to relocate almost all = of the=20 fuel system components, and I replaced the aluminum lines connecting = the fuel=20 pumps to filters to regulator with SS braided AN=20 hose/fittings.

Due to=20 the extensive changes, I had at least an hour, maybe hour and a half = of ground=20 testing, including four high speed taxi=92s up to rotate speed.  =

 

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

 

This=20 morning OAT was about 78 F, which is very good for North Carolina in=20 August,  I wanted = something less=20 than 95 F for the first test of the new cooling system.  I did not use the cooling = fan for taxi=20 or takeoff, as I wanted to see what the cooling was without the = fan.  I took of and climbed up to = about=20 1200=92 AGL.  The = coolant was up to=20 about 205, and oil at 185.  = I=20 leveled off and reduced the throttle to normal cruise power.  I watched the coolant = temperature for=20 a little while (maybe 15-20 seconds), and it seemed to stay at the 205 = F=20 reading.  I wish now = that I=92d been=20 a little more patient, but I kicked on the cooling fan, and the = temperature=20 came down pretty quickly to slightly above 180 F.  I turned the fan off again = and the=20 temperature stayed right there.  I=20 did power up and climb another 300 feet or so, but really didn=92t = push it too=20 hard on the first flight.  = The=20 temperature didn=92t really move too much during the brief climb. =  All other systems ran = perfectly and it=20 was a very nice flight.  = I did=20 stay within gliding distance of the runway the whole flight, but based = on zero=20 squawks on this flight, the next one will be=20 longer.

 

While=20 I would like to have seen a little better performance, I was happy = with the=20 improved cooling over the old system. =20 Climbing to pattern altitude old the old system at today=92s = temperature=20 would have been 215 =96 220F.  On=20 the next flight, I=92ll take off using the cooling fan, and see what = kind of=20 numbers I get with it.  = I hope to=20 see something more in the 185-190 range, but I=92ll have to see what = the real=20 number are.

 

 

Steve=20 Brooks

Cozy=20 MKIV N75CZ

Turbo=20 = rotary

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