X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail01.syd.optusnet.com.au ([211.29.132.182] verified) by logan.com (CommuniGate Pro SMTP 5.2.5) with ESMTPS id 3054374 for flyrotary@lancaironline.net; Sun, 03 Aug 2008 17:36:50 -0400 Received-SPF: pass receiver=logan.com; client-ip=211.29.132.182; envelope-from=lendich@optusnet.com.au Received: from george (d58-105-122-139.dsl.nsw.optusnet.com.au [58.105.122.139]) by mail01.syd.optusnet.com.au (8.13.1/8.13.1) with SMTP id m73La3HE012998 for ; Mon, 4 Aug 2008 07:36:04 +1000 Message-ID: <001601c8f5b0$ef0d88f0$6400a8c0@george> From: "George Lendich" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Back in the air Date: Mon, 4 Aug 2008 07:36:03 +1000 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0013_01C8F604.BFE7CA00" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3138 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3198 X-Antivirus: avast! (VPS 080803-0, 03/08/2008), Outbound message X-Antivirus-Status: Clean This is a multi-part message in MIME format. ------=_NextPart_000_0013_01C8F604.BFE7CA00 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Steve, How large is the cooling fan, do you think it may be restrictive ( = restrict air flow) in the low speed climb. Another test would be to take out the fan and do another test and you = would have a better idea of what the advantages and disadvantages are. George (down under) ----- Original Message -----=20 From: Steve Brooks=20 To: Rotary motors in aircraft=20 Sent: Sunday, August 03, 2008 11:33 PM Subject: [FlyRotary] Back in the air 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 =20 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. =20 =20 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. =20 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. =20 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.=20 =20 =20 Steve Brooks Cozy MKIV N75CZ Turbo rotary ------=_NextPart_000_0013_01C8F604.BFE7CA00 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Steve,
How large is the cooling fan, do you = think it may=20 be restrictive ( restrict air flow) in the low speed climb.
Another test would be to take out the = fan and do=20 another test and you would have a better idea of what the advantages and = disadvantages are.
George (down under)
----- Original Message -----
From:=20 Steve=20 Brooks
Sent: Sunday, August 03, 2008 = 11:33=20 PM
Subject: [FlyRotary] Back in = the=20 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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