X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao104.cox.net ([68.230.241.42] verified) by logan.com (CommuniGate Pro SMTP 5.2.2) with ESMTP id 2900091 for flyrotary@lancaironline.net; Mon, 05 May 2008 20:14:41 -0400 Received-SPF: none receiver=logan.com; client-ip=68.230.241.42; envelope-from=alventures@cox.net Received: from fed1rmimpo02.cox.net ([70.169.32.72]) by fed1rmmtao104.cox.net (InterMail vM.7.08.02.01 201-2186-121-102-20070209) with ESMTP id <20080506001402.TDOF19736.fed1rmmtao104.cox.net@fed1rmimpo02.cox.net> for ; Mon, 5 May 2008 20:14:02 -0400 Received: from BigAl ([72.192.137.74]) by fed1rmimpo02.cox.net with bizsmtp id N0E21Z0021cVYgg040E2HF; Mon, 05 May 2008 20:14:02 -0400 From: "Al Gietzen" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: Cooling sytem changes- Velocity 20B Date: Mon, 5 May 2008 16:18:25 -0800 Message-ID: <003901c8af0e$b381cb90$6401a8c0@BigAl> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_003A_01C8AECB.A55E8B90" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3198 In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_003A_01C8AECB.A55E8B90 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable I thought it was a bit of a mystery that now that I am dumping heat from = the oil/water heat exchanger to the coolant, the coolant temp is lower, even with the thermostat to the second radiator closed (yes, there are some = small holes in the thermostat, but it's a tiny flow area - 0.02 sq. in.). It finally occurred to me that the second radiator, being very ineffectual = as it was, was basically a bypass of the effective radiator in the cowl. = Now that it is blocked by the thermostat, the increased flow through the effective radiator is lowering the coolant temp. =20 In effect, this says that the 460 cu. in of rad core volume is adequate = for cooling my 20B, even when dumping some oil heat load into it. It's in = the neighborhood of 2.3 cu. in. per hp out. Shows you what an effective = scoop and diffuser can do. =20 Al =20 -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Lehanover@aol.com Sent: Tuesday, April 29, 2008 12:46 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Cooling sytem changes- Velocity 20B =20 In a message dated 4/29/2008 12:50:27 PM Pacific Daylight Time, ALVentures@cox.net writes: I drilled three 5/32" holes in the thermostat to keep some flow going through not thinking that would provide any significant cooling, but I = guess it does. First step is to replace the thermostat; then see if it might = be appropriate to reduce the airflow into the in-cowl rad - in some way = that reduces drag. But the nice thing is there is no urgency - and my flight regime is not limited. =20 I use a 180 degree thermostat with a single 1/8" hole to allow air to escape. On cold days the engine runs under 180 on yellow laps. That 1/8" hole is enough flow to cool the engine.=20 =20 For best power, 160 degrees on the oil is as high as you need. =20 Lynn E. Hanover _____ =20 Need a new ride? Check out the largest site for U.S. used car listings = at AOL Autos . ------=_NextPart_000_003A_01C8AECB.A55E8B90 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

I thought it was a bit of a = mystery that now that I am dumping heat from the oil/water heat exchanger to the = coolant, the coolant temp is lower, even with the thermostat to the second = radiator closed (yes, there are some small holes in the thermostat, but = it’s a tiny flow area - 0.02 sq. in.). It finally occurred to me that the = second radiator, being very ineffectual as it was, was basically a bypass of = the effective radiator in the cowl. Now that it is blocked by the = thermostat, the increased flow through the effective radiator is lowering the = coolant temp.

In effect, this says that the 460 = cu. in of rad core volume is adequate for cooling my 20B, even when dumping = some oil heat load into it. It’s in the neighborhood of 2.3 cu. in. per hp out. Shows you what an effective scoop and diffuser can = do.

Al

-----Original = Message-----
From: Rotary motors in = aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Lehanover@aol.com
Sent: Tuesday, April 29, = 2008 12:46 PM
To: Rotary motors in = aircraft
Subject: [FlyRotary] Re: = Cooling sytem changes- Velocity 20B

In a message dated = 4/29/2008 12:50:27 PM Pacific Daylight Time, ALVentures@cox.net = writes:

I drilled three 5/32” holes in the thermostat to keep some flow = going through not thinking that would provide any significant cooling, but I = guess it does. First step is to replace the thermostat; then see if it = might be appropriate to reduce the airflow into the in-cowl rad – in some = way that reduces drag. But the nice thing is there is no urgency – = and my flight regime is not limited.

I use a 180 degree = thermostat with a single 1/8" hole to allow air to escape. On cold days the engine = runs under 180 on yellow laps. That 1/8" hole is enough flow to cool the engine.

For best power, 160 degrees = on the oil is as high as you need.

Lynn E. = Hanover

Need a new = ride? Check out the largest site for U.S. used car listings at AOL = Autos.

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