From: "Stephen Izett stephen.izett@gmail.com" <flyrotary@lancaironline.net>
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Subject: Re: [FlyRotary] Re: Update on Glasair Cooling in Phase #1
Date: Tue, 5 Nov 2019 07:01:56 +0800
References: <list-13140318@logan.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
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Message-Id: <1E479516-5050-42F4-A60E-8FF24ABE1FFF@gmail.com>

Hi Bobby
Thanks, I had the same thought yesterday. Introduced a further 15 in2 of =
airflow to cowl.
I must get on and instrument the cowl for pressures.

Thanks Lynn.
What kind of power difference might we see between say oil of 180F and =
200F
Does oil temp also effects fuel economy?
I need to do further testing at higher airs speeds and trying to =
understand the tradeoffs between approx power/eccon cost if we were to =
only get down to 200F.
I had a Starmazda paper that stated that they target 200F.

Also any feedback on how to fly the engine would be appreciated by my =
test pilot friend who is doing the testing.
He is trying to get a handle on what rpm, map, prop pitch settings to =
use for the various flight regimes.
The prop is elect variable but not auto/constant speed.

For take off we are just winding in pitch (a human governor) to keep RPM =
at ~7300 and 120KIAS climb.
Now I=E2=80=99m guessing that we=E2=80=99ll eventually experiment with =
best rpm/blade pitch/map that gives best efficiency, but before then can =
you guys provide any wisdom?

What RPM might you target after initial climb?

As always, really appreciate the feedback.
Cheers

Steve Izett
> On 5 Nov 2019, at 3:21 am, lehanover lehanover@aol.com =
<flyrotary@lancaironline.net> wrote:
>=20
> The oil temp tracks the power output. Hotter rotor means hotter oil. =
Not a solid connection to water temps but some. Oil temps above 160 =
degrees cost power.
> Lynn E. Hanover
>=20
> In a message dated 11/4/2019 9:28:29 AM Eastern Standard Time, =
flyrotary@lancaironline.net writes:
>=20
> Steve,
>=20
> If all your exchangers dump into the cowl then the increased flow / =
pressure through the coolant exchangers may be limiting air flow through =
the oil cooler.
>=20
> Bobby
>=20
> -----Original Message-----
> From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
> Sent: Sunday, November 03, 2019 3:42 PM
> To: Rotary motors in aircraft
> Subject: [FlyRotary] Re: Update on Glasair Cooling in Phase #1
>=20
> Sorry Matt, I just realised I hadn=E2=80=99t mentioned the actual oil =
temps.
> Highest in climb were 114C (237F) settling back to 110C this is 10C =
higher than previous flight?? OAT was up 4C ~7F
> I would have expected a symbiotic relationship between oil and water =
temps. Lower coolant yielding lower oil temps.
> This is troubling me, Prior to this flight I noticed oil level down on =
the stick. Its always been very consistently full  with no signs of =
leaks etc. (Standard Renesis pan)
> It=E2=80=99s running Mobile 1 and measuring the oil entering the =
engine after cooler and filter.
>=20
> Steve
>=20
> > On 3 Nov 2019, at 11:35 pm, Matt Boiteau mattboiteau@gmail.com =
<flyrotary@lancaironline.net> wrote:
> >
> > Coolant looks great. Are you running a t-stat?
> > What are the oil temps when you say "high"? Synthetic? Weight? Oil =
pan or inlet temp location?
> >
> > This is my opinion, with synthetic 20W50 at oil pain temps, I'd be =
okay during the climb with 240F and hopefully after some air speed it =
drops down under 220F.
> >
> > I do agree you might have to open up to 100mm (4 inch) for oil =
cooler.
> >
> > - Matt Boiteau
> >> On 2019-11-03 8:31:47 AM, Stephen Izett stephen.izett@gmail.com =
<flyrotary@lancaironline.net> wrote:
> >>
> >> Hi there people
> >>
> >> Over the past month I have updated the cooling system of the =
Glasair Super II RG in order to continue our phase 1 testing.
> >>
> >> The previous setup had 540in3 two pass behind the ~20in2 unmodified =
right cheek inlet.
> >> We hadn=E2=80=99t included the left cheek as it was so difficult to =
get the air across to the right hand side diffuser.
> >> The Oil is 250in3 behind a 8in2 under spinner inlet.
> >> Initial testing was marginal with OAT below 20C (68F)
> >> So having established that cooling was rather marginal above 68F I =
went for the planned upgrade path which included
> >> installing a secondary bike radiator of 130in3 plumbed into the =
heater circuit behind the ~15in2 left cheek inlet.
> >> The diffuser was designed to hopefully be more efficient in a climb =
configuration.
> >> So the total radiators frontal area has been increased by 50% while =
the air in has increased 75%.
> >> The unknown is that being in the heater circuit we don't know the =
total flow through the secondary rad compared with the primary rad.
> >>
> >> Testing on the ground yield an approx 15-20C drop in coolant after =
30mins of 1800rpm idle.
> >>
> >> Flight Testing Results the next day: OAT 21C (70F)
> >> Coolant Temps max=E2=80=99d on climb at 93C (200F) down 15C on =
highest Flight 3 climb temp with a 4C higher OAT.
> >> Coolant Temps dropped to 83C (181F) as speed got to 147 KIAS =
(Cruise is published as 192 KIAS but we haven=E2=80=99t expanded the =
envelope to date)
> >> I=E2=80=99m very pleased with this result.
> >>
> >> Oil Temps are high. I would much prefer them below 80C (176F)
> >> I=E2=80=99ll be interested to see what oil temp does as speed =
rises, but my hunch is it needs more air (increase air to oil cooler =
from a diameter of 77mm to 100mm)
> >>
> >> Slow Speed Tests:
> >> Vs Clean Stall is at 67 KIAS row 2011 (Glasair claims 70 Knots at =
Gross)
> >> Vso Full Flap Stall is at 57 KIAS row 2062 & 2083 (Glasair claims =
59 Knots at Gross)
> >>
> >> Cheers
> >>
> >> Steve Izett
> >> Perth Western Australia
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >> --
> >> Homepage: http://www.flyrotary.com/
> >> Archive and UnSub: =
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>=20
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