From: "Finn Lassen finn.lassen@verizon.net" <flyrotary@lancaironline.net>
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Subject: Re: [FlyRotary] Re: N214FL RV-4 First Flight
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
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Date: Sat, 20 Feb 2021 20:30:52 -0500
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Thanks.

Actually looks like I pulled back on the throttle before 700' when water 
temp reached 200F. Yes very conservative. Wanted to see if water temp 
would stop rising.

Max RPM 5713 (2000 prop RPM). Yes definitely a cruise prop. Note that I 
never got above 117 mph with full throttle (climbing). Oil temp not an 
issue at all. Plan was to go faster once I'd make sure the water temp 
was under control, but then saw the smoke. Still not sure about the 
source of the smoke. Have a bit of oil leak around oil filter adapter 
plate. Oil film on bottom of fuselage. Best guess that got oil on 
exhaust pipe that got hotter as I added throttle to climb again and the 
smoke got sucked into the cockpit via wing roots.

Climbing at a higher airspeed and lower rate would probably have been 
better.

Able to maintain altitude at about 3700 RPM and climb at 4100 RPM.

Exit area about 42 sq in (not counting the cowl cheeks ballooning out a 
bit).

Don't have a way to measure cowl pressure. Perhaps instead of adding 
current sensors I should use the unused EGT and/or CHT channels for 
pressure sensors. Steve, I need to locate your post about that.

The evap cores I use have very small inlets and outlets. Instead of 
going into ends of tanks they go into sides of tanks. Perhaps squeezing 
down to smaller than 0.25"x0.5". Inlet tubes were 1/2" (3/8" to 7/16" 
ID) and outlet tubes 5/8" (1/2" to 9/16" ID). Two in parallel but still 
less than Lynn's 5/8" restrictor. Most obvious solution is to have tube 
elbows welded to the tank end plates. I'll probably end up paying a 
welder more than I paid for the new cores ($34 shipped for two back in 
September 2019): New A/C Evaporator Core 1220174 - 000067B10A6P B2200 
B2600 B2000...
Similar to this: A/C Evaporator Core Four Seasons 54800 For Mazda 626 
B2200 B2600

Finn

On 2/20/2021 6:18 PM, Stephen Izett stephen.izett@gmail.com wrote:
> Congratulations Finn.
>
> Some reflection from the data:
> RPM’s only get to ~5650rpm - Is it over propped?
> You appear to have been quite conservative when you pulled the power back with Eng temps being well below 200.
> You were probably maybe making ~150hp depending on your intake length etc. The OT being quite low.
> Looks like you need to collect some more data.
> What is the exit area and can you measure the cowl pressures?
>
> We are continuing to fine tuning our cooling.
> Changes to our diffuser wedge shape has made some significant improvements.
> We mechanised our right hand (bottom rear) cowl flap and flew the Glasair last week to test.
> Closing the one cowl flap at 140 KTAS yielded a 5 KTAS increase and 2 deg C rise in H2o & Oil temps.
> Based on this data we’ll now mechanise the left hand cowl flap and test.
>
> Our experience is without doing the science and measuring pressures across the radiator cores we are just spitting in the dark.
>
> Again, congratulations and thanks for your help.
>
> Cheers
>
> Steve Izett
> Perth Western Australia
> Renesis 4 port, RD1-C EC2 EM3 variable pitch Prop
>
>
>
>> On 21 Feb 2021, at 3:25 am, Finn Lassen finn.lassen@verizon.net <flyrotary@lancaironline.net> wrote:
>>
>> N214FL left the ground this morning for an 18 minute flight.
>>
>> Main concern was engine (water) cooling. As you know, cooling is a compromise between drag from unnecessary air through cowling and adequate cooling during normal flight conditions. Climbed to 1,500' before pulling back on throttle to see if coolant temp would stop rising. It did. Still, I think I erred in too small fluid inlet openings in the A/C evaporator cores I used for radiators. Some more work in that area is in my future before hot days arrive.
>>
>> Cut the flight short due to a bit of smoke (didn't smell anything) briefly observed low in the cockpit at full throttle later in the flight. To be investigated.
>>
>> Van's RV-4 with Mazda 13-B Renesis (RX-8) stock engine.
>> RWS 2.87:1 Propeller Speed Reduction Unit
>> RWS Engine Controller and Monitor (modified)
>> Performance Propeller 76x88
>> Empty Gross: Approx 926 lbs.
>>
>> Engine log attached. Unzip and open with Excel.
>>
>> WTALR: Water temp after left radiator
>> WTARR: Water temp after right radiator
>> Use EGT and CHT Ref to compare to OAT and adjust accordingly.
>>
>> Finn
>>
>>
>>
>>   	
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    <div class="moz-cite-prefix">Thanks.<br>
      <br>
      Actually looks like I pulled back on the throttle before 700' when
      water temp reached 200F. Yes very conservative. Wanted to see if
      water temp would stop rising. <br>
      <br>
      Max RPM 5713 (2000 prop RPM). Yes definitely a cruise prop. Note
      that I never got above 117 mph with full throttle (climbing). Oil
      temp not an issue at all. Plan was to go faster once I'd make sure
      the water temp was under control, but then saw the smoke. Still
      not sure about the source of the smoke. Have a bit of oil leak
      around oil filter adapter plate. Oil film on bottom of fuselage.
      Best guess that got oil on exhaust pipe that got hotter as I added
      throttle to climb again and the smoke got sucked into the cockpit
      via wing roots.<br>
      <br>
      Climbing at a higher airspeed and lower rate would probably have
      been better.<br>
      <br>
      Able to maintain altitude at about 3700 RPM and climb at 4100 RPM.<br>
      <br>
      Exit area about 42 sq in (not counting the cowl cheeks ballooning
      out a bit).<br>
      <br>
      Don't have a way to measure cowl pressure. Perhaps instead of
      adding current sensors I should use the unused EGT and/or CHT
      channels for pressure sensors. Steve, I need to locate your post
      about that.<br>
      <br>
      The evap cores I use have very small inlets and outlets. Instead
      of going into ends of tanks they go into sides of tanks. Perhaps
      squeezing down to smaller than 0.25"x0.5". Inlet tubes were 1/2"
      (3/8" to 7/16" ID) and outlet tubes 5/8" (1/2" to 9/16" ID). Two
      in parallel but still less than Lynn's 5/8" restrictor. Most
      obvious solution is to have tube elbows welded to the tank end
      plates. I'll probably end up paying a welder more than I paid for
      the new cores ($34 shipped for two back in September 2019): New
      A/C Evaporator Core 1220174 - 000067B10A6P B2200 B2600 B2000...<br>
      Similar to this: <img class="s-item__image-img" alt="A/C
        Evaporator Core Four Seasons 54800 For Mazda 626 B2200 B2600"
        src="https://i.ebayimg.com/thumbs/images/g/8hMAAOSwg5FcNj4S/s-l225.jpg"
        data-atftimer="1613870408304"><br>
      <br>
      Finn<br>
      <br>
      On 2/20/2021 6:18 PM, Stephen Izett <a class="moz-txt-link-abbreviated" href="mailto:stephen.izett@gmail.com">stephen.izett@gmail.com</a> wrote:<br>
    </div>
    <blockquote type="cite" cite="mid:list-1240037@logan.com">
      <pre wrap="">Congratulations Finn.

Some reflection from the data:
RPM’s only get to ~5650rpm - Is it over propped?
You appear to have been quite conservative when you pulled the power back with Eng temps being well below 200.
You were probably maybe making ~150hp depending on your intake length etc. The OT being quite low. 
Looks like you need to collect some more data.
What is the exit area and can you measure the cowl pressures?

We are continuing to fine tuning our cooling. 
Changes to our diffuser wedge shape has made some significant improvements.
We mechanised our right hand (bottom rear) cowl flap and flew the Glasair last week to test.
Closing the one cowl flap at 140 KTAS yielded a 5 KTAS increase and 2 deg C rise in H2o &amp; Oil temps.
Based on this data we’ll now mechanise the left hand cowl flap and test.

Our experience is without doing the science and measuring pressures across the radiator cores we are just spitting in the dark.

Again, congratulations and thanks for your help.

Cheers

Steve Izett
Perth Western Australia
Renesis 4 port, RD1-C EC2 EM3 variable pitch Prop


</pre>
      <blockquote type="cite">
        <pre wrap="">On 21 Feb 2021, at 3:25 am, Finn Lassen <a class="moz-txt-link-abbreviated" href="mailto:finn.lassen@verizon.net">finn.lassen@verizon.net</a> <a class="moz-txt-link-rfc2396E" href="mailto:flyrotary@lancaironline.net">&lt;flyrotary@lancaironline.net&gt;</a> wrote:

N214FL left the ground this morning for an 18 minute flight.

Main concern was engine (water) cooling. As you know, cooling is a compromise between drag from unnecessary air through cowling and adequate cooling during normal flight conditions. Climbed to 1,500' before pulling back on throttle to see if coolant temp would stop rising. It did. Still, I think I erred in too small fluid inlet openings in the A/C evaporator cores I used for radiators. Some more work in that area is in my future before hot days arrive.

Cut the flight short due to a bit of smoke (didn't smell anything) briefly observed low in the cockpit at full throttle later in the flight. To be investigated. 

Van's RV-4 with Mazda 13-B Renesis (RX-8) stock engine.
RWS 2.87:1 Propeller Speed Reduction Unit
RWS Engine Controller and Monitor (modified)
Performance Propeller 76x88
Empty Gross: Approx 926 lbs.

Engine log attached. Unzip and open with Excel.

WTALR: Water temp after left radiator
WTARR: Water temp after right radiator
Use EGT and CHT Ref to compare to OAT and adjust accordingly.

Finn


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