X-Virus-Scanned: clean according to Sophos on Logan.com From: "Steven W. Boese" Received: from [157.56.110.139] (HELO na01-bn1-obe.outbound.protection.outlook.com) by logan.com (CommuniGate Pro SMTP 6.1.2) with ESMTPS id 7698293 for flyrotary@lancaironline.net; Mon, 18 May 2015 12:55:23 -0400 Received-SPF: none receiver=logan.com; client-ip=157.56.110.139; envelope-from=SBoese@uwyo.edu Received: from BN3PR0501MB1138.namprd05.prod.outlook.com (25.160.113.148) by BN3PR0501MB1137.namprd05.prod.outlook.com (25.160.113.147) with Microsoft SMTP Server (TLS) id 15.1.166.22; Mon, 18 May 2015 16:54:46 +0000 Received: from BN3PR0501MB1138.namprd05.prod.outlook.com ([25.160.113.148]) by BN3PR0501MB1138.namprd05.prod.outlook.com ([25.160.113.148]) with mapi id 15.01.0166.017; Mon, 18 May 2015 16:54:46 +0000 To: Rotary motors in aircraft Subject: Re: [FlyRotary] Re: Return to Flight - 2 Thread-Topic: [FlyRotary] Re: Return to Flight - 2 Thread-Index: AQHQkWnR1FBIKl4uy0iVR0438WKG752B5EOu Date: Mon, 18 May 2015 16:54:45 +0000 Message-ID: <1431968086057.86979@uwyo.edu> References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: authentication-results: spf=none (sender IP is ) smtp.mailfrom=SBoese@uwyo.edu; x-originating-ip: [69.146.103.188] x-microsoft-antispam: UriScan:;BCL:0;PCL:0;RULEID:;SRVR:BN3PR0501MB1137; x-microsoft-antispam-prvs: x-exchange-antispam-report-test: UriScan:; x-exchange-antispam-report-cfa-test: BCL:0;PCL:0;RULEID:(601004)(5005006)(3002001);SRVR:BN3PR0501MB1137;BCL:0;PCL:0;RULEID:;SRVR:BN3PR0501MB1137; x-forefront-prvs: 058043A388 x-forefront-antispam-report: SFV:NSPM;SFS:(10019020)(6009001)(377454003)(189002)(199003)(117636001)(54356999)(19625215002)(76176999)(19580405001)(62966003)(450100001)(19580395003)(50986999)(5890100001)(86362001)(107886002)(90282001)(2656002)(66066001)(87936001)(64706001)(89122001)(19627405001)(189998001)(16236675004)(5001960100002)(110136002)(46102003)(5001830100001)(5001860100001)(40100003)(88552001)(106356001)(106116001)(105586002)(2900100001)(99286002)(2950100001)(80792005)(102836002)(122556002)(1600100001)(77156002)(36756003)(68736005)(92566002)(101416001)(4001540100001)(75432002)(97736004)(81156007);DIR:OUT;SFP:1102;SCL:1;SRVR:BN3PR0501MB1137;H:BN3PR0501MB1138.namprd05.prod.outlook.com;FPR:;SPF:None;PTR:InfoNoRecords;MX:1;A:1;LANG:en; received-spf: None (protection.outlook.com: uwyo.edu does not designate permitted sender hosts) Content-Type: multipart/alternative; boundary="_000_143196808605786979uwyoedu_" MIME-Version: 1.0 X-OriginatorOrg: uwyo.edu X-MS-Exchange-CrossTenant-originalarrivaltime: 18 May 2015 16:54:45.6973 (UTC) X-MS-Exchange-CrossTenant-fromentityheader: Hosted X-MS-Exchange-CrossTenant-id: f9cdd7ad-825d-4601-8e9c-a325e02d52da X-MS-Exchange-Transport-CrossTenantHeadersStamped: BN3PR0501MB1137 --_000_143196808605786979uwyoedu_ Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Jeff, When checking for wasted inlet area, consider checking the necessity of hav= ing the Mazda oil cooler. From a previous photo, it appears that the oil f= lows from the pump to the Fluidyne cooler and then through the Mazda cooler= . The Fluidyne oil cooler may be of sufficient capacity to handle the oil = cooling by itself. I replaced the stock RX7 cooler with a Fluidyne DB 3061= 8 cooler of similar dimensions and the improvement in oil cooling was drama= tic. The three RX7 coolers that I tested all behaved identically in that= at RPM above 2600, the pressure at the inlet to the cooler was about 150 p= si and independent of RPM. It didn't matter whether the oil temperature wa= s 160 or 230 degrees. This means that at an RPM of 5200, half of the oil i= s being dumped directly back into the oil pan and not going through the coo= ler. With the Fluidyne cooler, all of the oil is passing through it, the b= ack pressure is only a few psi, the oil temperature at its outlet is less t= han 200 degrees in climb with an OAT of 90 degrees, and less than 1" H2O pr= essure across its core is sufficient to keep the oil temperature at the coo= ler outlet less than 190 in cruise. It is possible that the Mazda oil cooler in your system is acting purely as= a constriction to the oil flow and its internal thermostat isn't doing muc= h. The Fluidyne cooler may be operating at 150 psi or more most of the tim= e and is doing nearly all of the oil heat dissipation. If you haven't done this already, it may be very instructive to check the o= il pressure and temperature between your Fluidyne and Mazda oil coolers. Steve Boese RV6A, 1986 13B NA, RD1A, EC2 ________________________________ From: Rotary motors in aircraft on behalf of = Jeff Whaley Sent: Monday, May 18, 2015 6:53 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Return to Flight - 2 I spent several hours yesterday working on the inlet plenum. First the pin= ch was removed and reprofiled with a gentle slope. Then I decided to divid= e the airflow front and back by adding a divide vane. I simply cut a notch= on both sides of the plenum, slipped in a sheet of aluminum and glassed ov= er the seams. Also added some foam core on the inside to aid the back half= of the core ... see attached photos. Still have to examine the outlet dif= fuser (or none) and/or cowl flap, plus check cowling to see if any inlet ar= ea is being wasted. Jeff ________________________________ --_000_143196808605786979uwyoedu_ Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Jeff,


When checking for wasted inlet area, consider checking the necessity of = having the Mazda oil cooler.  From a previous photo, it appears that t= he oil flows from the pump to the Fluidyne cooler and then through the Mazd= a cooler.  The Fluidyne oil cooler may be of sufficient capacity to handle the oil cooling by itself.  I rep= laced the stock RX7 cooler with a Fluidyne DB 30618 cooler of similar dimen= sions and the improvement in oil cooling was dramatic.    Th= e three RX7 coolers that I tested all behaved identically in that at RPM above 2600, the pressure at the inlet to the cooler was abo= ut 150 psi and independent of RPM.  It didn't matter whether the = oil temperature was 160 or 230 degrees.  This means that at an RPM of = 5200, half of the oil is being dumped directly back into the oil pan and not going through the cooler.  With the Flu= idyne cooler, all of the oil is passing through it, the back pressure is on= ly a few psi, the oil temperature at its outlet is less than 200 degrees in= climb with an OAT of 90 degrees, and less than 1" H2O pressure across its core is sufficient to keep the&n= bsp;oil temperature at the cooler outlet less than 190 in cruise.


It is possible that the Mazda oil cooler in your system is acting purely= as a constriction to the oil flow and its internal thermostat is= n't doing much.  The Fluidyne cooler may be operating at 150= psi or more most of the time and is doing nearly all of the oil heat dissipation.


If you haven't done this already, it may be very instructive to check th= e oil pressure and temperature between your Fluidyne and Mazda oil coolers.=  


Steve Boese
RV6A, 1986 13B NA, RD1A, EC2




From: Rotary motors in ai= rcraft <flyrotary@lancaironline.net> on behalf of Jeff Whaley <fly= rotary@lancaironline.net>
Sent: Monday, May 18, 2015 6:53 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Return to Flight - 2
 
I spent several hours yesterday working on the inlet plenum.  First th= e pinch was removed and reprofiled with a gentle slope.  Then I decide= d to divide the airflow front and back by adding a divide vane.  I sim= ply cut a notch on both sides of the plenum, slipped in a sheet of aluminum and glassed over the seams.  Also added some f= oam core on the inside to aid the back half of the core ... see attached ph= otos.  Still have to examine the outlet diffuser (or none) and/or cowl= flap, plus check cowling to see if any inlet area is being wasted.
Jeff
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