Return-Path: Received: from remt25.cluster1.charter.net ([209.225.8.35] verified) by logan.com (CommuniGate Pro SMTP 4.1) with ESMTP id 2513344 for flyrotary@lancaironline.net; Wed, 06 Aug 2003 12:26:44 -0400 Received: from [68.187.32.13] (HELO dell) by remt25.cluster1.charter.net (CommuniGate Pro SMTP 4.0.6) with SMTP id 114039826 for flyrotary@lancaironline.net; Wed, 06 Aug 2003 12:26:42 -0400 MIME-Version: 1.0 Message-Id: <3F312C0B.000001.83787@dell.WorkGroup> Date: Wed, 6 Aug 2003 11:25:47 -0500 (Central Daylight Time) Content-Type: Multipart/related; type="multipart/alternative"; boundary="------------Boundary-00=_ZMH7QL80000000000000" X-Mailer: IncrediMail 2001 (1850931) From: "Bill Eslick" References: X-FID: FLAVOR00-NONE-0000-0000-000000000000 X-FVER: X-CNT: ; X-Priority: 3 To: Subject: Re: [FlyRotary] Re: Cooling / Pressure recovery --------------Boundary-00=_ZMH7QL80000000000000 Content-Type: Multipart/Alternative; boundary="------------Boundary-00=_ZMH7LVC0000000000000" --------------Boundary-00=_ZMH7LVC0000000000000 Content-Type: Text/Plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Here is a link to the basic info on the cooling flap. My apologies for t= he large files.=0D =0D http://webpages.charter.net/wgeslick/N268BL/n268bl.htm=0D =0D Back to pulling the tanks and plugging seeps. I have a spintech and a gl= ass pack to try after that.=0D =0D Someday I will get back to more flying and less tinkering.=0D =0D Bill Eslick=0D =0D =0D =0D -------Original Message-------=0D =0D From: Rotary motors in aircraft=0D Date: Wednesday, August 06, 2003 06:21:40 AM=0D To: Rotary motors in aircraft=0D Subject: [FlyRotary] Re: Cooling / Pressure recovery=0D =0D Hi Bill, =0D 1. Your temps sound better than mine...:0) (for now)=0D 2. What were the temps before you made the cowl flap larger?=0D =0D I normally kept the temps in the 190's at full power with the old intake manifold. With the new one, I was forced to pull power as they approache= d (rapidly) the lower 200's. With power reduced to match the old available power, the cooling was the same.=0D =0D 3. What is the angle of your flap and what are its dimensions? What is = the area of the opening behind the flap? One can open the angle of the flap = to increase the opening, which also increases drag and calls for an adjustab= le flap. Or, one can move the flap forward on the bottom of the cowl and ke= ep the angle and flap dimensions the same. This will make the exit area lar= ger and I don't know what it will do to drag..:-)=0D =0D See link above.=0D =0D 4. Less than WOT (25") calls for more runway, I'd think.=0D =0D This is still a 500 fpm climb at OAT of 100+, and as the air cools, I add power. WOT is always used for takeoff, so I am only talking about the cruise climb.=0D =0D Share a little more of the particulars, please.=0D Tommy James<><=0D =0D I made a new one that is about twice the size of the original. Now I ca= n climb out at 25 inches MAP with OAT over 100F, and the oil stays under 20= 0, and the coolant stays about 205. Does that sound reasonable for temps?=0D =0D =0D =0D =0D =20 --------------Boundary-00=_ZMH7LVC0000000000000 Content-Type: Text/HTML; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Here is a link to the basic info on the cooling flap.  My apolo= gies for the large files.
 
 
Back to pulling the tanks and plugging seeps.  I have a spintec= h and a glass pack to try after that.
 
Someday I will get back to more flying and less tinkering.
 
Bill Eslick
 
 
 
-------Original Message-------
 
Date: Wednesday, A= ugust 06, 2003 06:21:40 AM
Subject: [FlyRotar= y] Re: Cooling / Pressure recovery
 
Hi Bill, 
1.  Your temps sound better than mine...:0) = ; (for now)
2.  What were t= he temps before you made the cowl flap larger?
 =
I no= rmally kept the temps in the 190's at full power with the old intake mani= fold.  With the new one, I was forced to pull power as they approach= ed (rapidly) the lower 200's.  With power reduced to match the old a= vailable power, the cooling was the same.
 =
3.  What is the= angle of your flap and what are its dimensions?  What is the area o= f the opening behind the flap?  One can open the angle of the flap t= o increase the opening, which also increases drag and calls for an adjust= able flap.  Or, one can move the flap forward on the bottom of the c= owl and keep the angle and flap dimensions the same.  This will make= the exit area larger and I don't know what it will do to drag..:-)
 =
See link above.
 =
4.  Less than W= OT (25") calls for more runway, I'd think.
 =
This= is still a 500 fpm climb at OAT of 100+, and as the air cools, I add pow= er.  WOT is always used for takeoff, so I am only talking about the = cruise climb.
 =
Share a little more = of the particulars, please.
Tommy James<>&= lt;
 
 I made a new one that is about twice the size of the original.=   Now I can climb out at 25 inches MAP with OAT over 100F, and the o= il stays under 200, and the coolant stays about 205.  Does that soun= d reasonable for temps?
 
 
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