X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from ms-smtp-01.southeast.rr.com ([24.25.9.100] verified) by logan.com (CommuniGate Pro SMTP 5.0.9) with ESMTP id 1099074 for flyrotary@lancaironline.net; Wed, 10 May 2006 11:10:54 -0400 Received-SPF: pass receiver=logan.com; client-ip=24.25.9.100; envelope-from=eanderson@carolina.rr.com Received: from edward2 (cpe-024-074-025-165.carolina.res.rr.com [24.74.25.165]) by ms-smtp-01.southeast.rr.com (8.13.6/8.13.6) with SMTP id k4AF9t4U013582 for ; Wed, 10 May 2006 11:09:57 -0400 (EDT) Message-ID: <001501c67db1$d4b2d150$2402a8c0@edward2> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Airworthiness Date: Mon, 22 May 2006 11:10:15 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0012_01C67D90.4D527510" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2869 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2900.2869 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_0012_01C67D90.4D527510 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Great to hear the good news, Al, a major milestone for certain. =20 Regarding your wing root cooler. I can only think of four options, 1. = The water spray as used by Tracy - as you know very effective - but of = course requires you to carry the water 2. Possibility of a permanent = fan to pull air through - but I would be a bit concerned about it = windmilling at cruise. 3. Possibly use of an external fan to push air = through during static ground operations (such as tuning your engine) - = but would require a considerable ability to move air. 4. Alternative = position - I would assume that would probably be the least desirable = solution. Ed ----- Original Message -----=20 From: Al Gietzen=20 To: Rotary motors in aircraft=20 Sent: Wednesday, May 10, 2006 10:31 AM Subject: [FlyRotary] Airworthiness Good News: Velocity N755V received FAA airworthiness certification = yesterday. Also survived an intensive 4-hr inspection by a factory = authorized insurance inspector with a small list of minor items to = attend to. Not So Good News: Main issue now seems to be cooling during ground = operations, particularly oil cooling, and the secondary temporary issue = of mixture reprogramming (again, after software update). With the wing = root cooler in a pusher configuration there is almost no oil cooling = when standing still. So running at significant power to adjust mixture = allows little time to do anything before reaching temp limits. Then, = with cowl on, it takes hours for it to cool down. My expectation was for enough natural convection cooling on the ground = to handle low power taxi operations. Earlier static running suggested = that there would be sufficient time, but I'm finding that; a) taxi = maneuvering with brake steering takes more power than anticipated, and = b) the 3" thick, 16 fins/in. oil cooler core has almost no = natural-convection cooling. Have no good ideas at the moment how to = improve this situation. Haven't gotten to high speed taxi yet to see if = temps stabilize. Tracy; can you tell me the basics of your water spray system? The in-cowl coolant rad gets reasonable air flow because of negative = pressure generated by the prop aft of the cowl. More later, Al ------=_NextPart_000_0012_01C67D90.4D527510 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Great to hear the good news, Al, a major = milestone for=20 certain. 
 
Regarding your wing root cooler. I can only = think of=20 four  options, 1.  The water spray as used by Tracy - as you = know very=20 effective - but of course requires you to carry the water 2.  = Possibility=20 of a permanent fan to pull air through - but I would be a bit = concerned=20 about it windmilling at cruise.  3.  Possibly use of an = external=20 fan to push air through during static ground operations (such as tuning = your=20 engine) - but would require a considerable ability to move air. 4. = Alternative=20 position - I would assume that would probably be the least desirable=20 solution.
 
Ed
 
----- Original Message -----
From:=20 Al = Gietzen=20
Sent: Wednesday, May 10, 2006 = 10:31=20 AM
Subject: [FlyRotary] = Airworthiness

Good News:  = Velocity N755V=20 received FAA airworthiness certification yesterday.  Also = survived an=20 intensive 4-hr inspection by a factory authorized insurance inspector = with a=20 small list of minor items to attend to.

 

Not So Good = News:  Main=20 issue now seems to be cooling during ground operations, particularly = oil=20 cooling, and the secondary temporary issue of mixture reprogramming = (again,=20 after software update).  With the wing root cooler in a pusher=20 configuration there is almost no oil cooling when standing = still.  So=20 running at significant power to adjust mixture allows little time to = do=20 anything before reaching temp limits. Then, with cowl on, it takes = hours for=20 it to cool down.

 

My expectation was for = enough=20 natural convection cooling on the ground to handle low power taxi=20 operations.  Earlier static running suggested that there would be = sufficient time, but I=92m finding that; a) taxi maneuvering with = brake steering=20 takes more power than anticipated, and b) the 3=94 thick, 16 fins/in. = oil cooler=20 core has almost no natural-convection cooling. Have no good ideas at = the=20 moment how to improve this situation.  Haven=92t gotten to high = speed taxi=20 yet to see if temps stabilize.

 

Tracy; can=20 you tell me the basics of your water spray system?

 

The in-cowl coolant = rad gets=20 reasonable air flow because of negative pressure generated by the prop = aft of=20 the cowl.

 

More = later,

 

Al

 

 

------=_NextPart_000_0012_01C67D90.4D527510--