X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-ww0-f50.google.com ([74.125.82.50] verified) by logan.com (CommuniGate Pro SMTP 5.4c3j) with ESMTPS id 4960530 for flyrotary@lancaironline.net; Thu, 28 Apr 2011 10:28:10 -0400 Received-SPF: pass receiver=logan.com; client-ip=74.125.82.50; envelope-from=rwstracy@gmail.com Received: by wwc33 with SMTP id 33so2473042wwc.7 for ; Thu, 28 Apr 2011 07:27:30 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:in-reply-to:references:date :message-id:subject:from:to:content-type; bh=HcTkoImC9VPTG5L+Pc5wiU/4Ow99iTdYwwde5UivmeE=; b=DIjfqGhMq/8G2o91sAvqUTYQAP4UeJvpoTvXALUwpHORaAY32xiq5ySzqJBFUSfcDO eKpme9Lh/aKIgCQgCPjTLArsHYNH/y3D+bQ+c/PzfHu74WgXo1z4ZJCVJBoIJbi732x0 1kJMUi+WjmdReA+brMpdW5Jy0Pz1G+qjpsXEQ= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; b=R/zKV8gdSj9V1Ro0zIcAyTwiKKcIqTQJ6HonL4lbviZBwHj/eqFLplZiUzQSO3/5xC nazdbz2LwSHm7TIDd7I0yYIZnAvSLkdobXsbn2Iok/p4uyfySeecXxGTu+c8zdsg1u7S Yu4K32aNgAlBCl6wrvafyTBmir+ZuFetueVw0= MIME-Version: 1.0 Received: by 10.216.28.200 with SMTP id g50mr3399566wea.92.1304000850696; Thu, 28 Apr 2011 07:27:30 -0700 (PDT) Received: by 10.216.190.132 with HTTP; Thu, 28 Apr 2011 07:27:30 -0700 (PDT) In-Reply-To: References: Date: Thu, 28 Apr 2011 10:27:30 -0400 Message-ID: Subject: Re: [FlyRotary] Re: Cooling Inlets From: Tracy To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=0016e6de00297e1a4804a1fb5bfd --0016e6de00297e1a4804a1fb5bfd Content-Type: text/plain; charset=ISO-8859-1 Tracy: What does the smaller pipe or intake do on the top of the cowling?. I noticed this was open at Sun N Fun( I think)I am also curious what the pipes feed inside the plenum going to the (i think again) radiator Tom Giddings That is the inlet for the throttle body. It doubles as a 70mm cannon during dogfights : ) It will eventually get the same treatment as the cooling inlets. The cooling inlets connect to the diffusers for water (on left in picture) and oil cooler (below 70mm cannon). As has been discussed at length in the past, the diffuser design is even more important than the inlets. Tracy On Thu, Apr 28, 2011 at 9:15 AM, Thomas Giddings wrote: > Tracy: What does the smaller pipe or intake do on the top of the cowling?. > I noticed this was open at Sun N Fun( I think)I am also curious what the > pipes feed inside the plenum going to the (i think again) radiator > Tom Giddings > VP Avionics Sales > MIDWEST AVIONICS > 200 Hardy Roberts Dr > PO Box 219 > West Paducah,KY 42086 > 877-904 9966 > Cell; 727 858-1772 > FAX:270 744 3466 > tom@midwestaviation.net > Online Store > www.midwest-avionics.com > > > On Apr 28, 2011, at 9:07 AM, Tracy wrote: > > Finally got around to finishing my cooling inlets. (pictures attached) Up > until now they were simply round pipes sticking out of the cowl. The pipes > are still there but they have properly shaped bellmouths on them. The > shape and contours were derived from a NASA contractor report (NASA_CR3485) > that you can find via Google. Lots of math & formulas in it but I just > copied the best performing inlet picture of the contour. Apparently there > is an optimum radius for the inner and outer lip of the inlet. There was > no change to the inlet diameters of 5.25" on water cooler and 4.75" on oil > cooler. > > The simple pipes performed adequately in level flight at moderate cruise > settings even on hot days but oil temps would quickly hit redline at high > power level flight and in climb. > > The significant change with the new inlet shape is that they appear to > capture off-axis air flow (like in climb and swirling flow induced by prop > at high power) MUCH better than the simple pipes. First flight test was > on a 94 deg. F day and I could not get the oil temp above 200 degrees in a > max power climb. They may have gone higher if the air temperature > remained constant but at 3500 fpm the rapidly decreasing OAT kept the temps > well under redline (210 deg F). > > I have an air pressure instrument reading the pressure in front of the oil > cooler and was amazed at the pressure recovered from the prop wash. At 130 > MPH the pressure would almost double when the throttle was advanced to WOT. > That did not happen nearly as much with the simple pipes. > > These inlets ROCK! > > Tracy Crook > > > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: > http://mail.lancaironline.net:81/lists/flyrotary/List.html > > > --0016e6de00297e1a4804a1fb5bfd Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable Tracy: What does the smaller pipe or intake do on the top of the=20 cowling?. I noticed this was open at Sun N Fun( I think)I am also=20 curious what the pipes feed inside the plenum going to the (i think=20 again) radiator
Tom=A0Giddings

That is the inlet for the throttle body.=A0 It double= s as a 70mm cannon during dogfights : )=A0=A0 It will eventually get the sa= me treatment as the cooling inlets.

The cooling inlets connect to th= e diffusers for water (on left in picture) and oil=A0 cooler (below 70mm ca= nnon).=A0 As has been discussed at length in the past, the diffuser design = is even more important than the inlets.

Tracy

On Thu, Apr 28, 2011 at 9:15 AM, Thomas Gi= ddings <tom= @midwestaviation.net> wrote:
Tracy: = What does the smaller pipe or intake do on the top of the cowling?. I notic= ed this was open at Sun N Fun( I think)I am also curious what the pipes fee= d inside the plenum going to the (i think again) radiator
Tom=A0Giddings
VP Avionics Sales
MIDWEST AVIONICS
200 Hardy Roberts Dr
PO Box 219
West Paducah,KY= 42086
877-904 9966
Cell; 727 858-1772
FAX:270 744 3466
tom@midwestaviation.net


On Apr 28, 2011, at 9:07 AM= , Tracy wrote:

Finally got around to finishing my cooling inlets. (pictures attached= )=A0 Up until now they were simply round pipes sticking out of the cowl.=A0= =A0 The pipes are still there but they have properly shaped bellmouths on t= hem.=A0=A0 The shape and contours were derived from a NASA contractor repor= t (NASA_CR3485) that you can find via Google.=A0 Lots of math & formula= s in it but I just copied the best performing inlet picture of the contour.= =A0=A0 Apparently there is an optimum radius for the inner and outer lip of= the inlet.=A0=A0 There was no change to the inlet diameters of 5.25" = on water cooler and 4.75" on oil cooler.

The simple pipes performed adequately in level flight at moderate cruis= e settings even on hot days but oil temps would quickly hit redline at high= power level flight and in climb.=A0

The significant change with th= e new inlet shape is that they appear to capture off-axis air flow=A0 (like= in climb and swirling flow=A0 induced by prop at high power)=A0 MUCH bette= r than the simple pipes. =A0=A0 First flight test was on a 94 deg. F day an= d I could not get the oil temp above 200 degrees in a max power climb. =A0= =A0 They may have gone higher if the air temperature remained constant but = at 3500 fpm the rapidly decreasing OAT kept the temps well under redline (2= 10 deg F).

I have an air pressure instrument reading the pressure in front of the = oil cooler and was amazed at the pressure recovered from the prop wash.=A0 = At 130 MPH the pressure would almost double when the throttle was advanced = to WOT. =A0 That did not happen nearly as much with the simple pipes.=A0=A0=

These inlets ROCK!

Tracy Crook


<= div style=3D"padding:0px;margin-left:0px;margin-top:0px;overflow:hidden;wor= d-wrap:break-word;color:black;font-size:10px;text-align:left;line-height:13= 0%">
<inlets_front.jpg><RtInlet.jpg><= /span>--
Homepage: =A0http://www.flyrotary.com/
Archive and UnSub: =A0=A0http://mail.lancaironline.net:81/lists/flyrotary/List.html


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