X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from an-out-0708.google.com ([209.85.132.250] verified) by logan.com (CommuniGate Pro SMTP 5.2.3) with ESMTP id 2912548 for flyrotary@lancaironline.net; Wed, 07 May 2008 15:24:30 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.132.250; envelope-from=rwstracy@gmail.com Received: by an-out-0708.google.com with SMTP id b38so91209ana.81 for ; Wed, 07 May 2008 12:23:47 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:received:received:message-id:date:from:sender:to:subject:in-reply-to:mime-version:content-type:references:x-google-sender-auth; bh=fnGb/siC/HA0tj/EYtApSYP+lNrE9wMYlI3P4C5rDjE=; b=l9GCPp5tjIgUE8MVWnxwcdt/fKXIAhmIziZ6Wi01EYPVOfMMwNagMLzCs/lhWfzoxVfcI2VM0sQ2FN/oT2gJK4TbryWhNWzyR+ebJXorwr8ol4k/bSmDfZgaIf+Tyc61XtsR6c3SO1V/xip1lcao2rkZ/Mn4qjdP2fdmDyTJPAc= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=message-id:date:from:sender:to:subject:in-reply-to:mime-version:content-type:references:x-google-sender-auth; b=Mbv+aLT0rG/eGfLiqAk6YzBCpVTsPX0i1MAM7wZWisbqeNkqhqCk5yunEnn+M4nGKSi8J9fWpMTAxksLvGoDEbbI22Xkb9WPNXZxP/+Z7EYgca4bcWTEkaNs73BoeKyl9bXXSJlG/+EFBxx8t5cphu4K4j4YEuOlkuolqPClCd0= Received: by 10.100.227.6 with SMTP id z6mr3355480ang.41.1210188227455; Wed, 07 May 2008 12:23:47 -0700 (PDT) Received: by 10.100.133.10 with HTTP; Wed, 7 May 2008 12:23:47 -0700 (PDT) Message-ID: <1b4b137c0805071223h584d8677oc9739941f47e78f3@mail.gmail.com> Date: Wed, 7 May 2008 15:23:47 -0400 From: "Tracy Crook" Sender: rwstracy@gmail.com To: "Rotary motors in aircraft" Subject: Re: [FlyRotary] Re: Cooling sytem changes- Velocity 20B In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_Part_23111_12317328.1210188227430" References: X-Google-Sender-Auth: e52bf1a53c9015cf ------=_Part_23111_12317328.1210188227430 Content-Type: text/plain; charset=WINDOWS-1252 Content-Transfer-Encoding: quoted-printable Content-Disposition: inline Very encouraging Al. I should have a good shot at adequate cooling my 20B with the 567 CI Griffin I used. I agree, the inlet and diffuser is absolutely the critical piece of the cooling equation on an aircraft cooling system. Tracy On Mon, May 5, 2008 at 8:18 PM, Al Gietzen wrote: > 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, e= ven > with the thermostat to the second radiator closed (yes, there are some sm= all > 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 a= s > it was, was basically a bypass of the effective radiator in the cowl. No= w > 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] *O= n > 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 gu= ess > it does. First step is to replace the thermostat; then see if it might b= e > appropriate to reduce the airflow into the in-cowl rad =96 in some way th= at > reduces drag. But the nice thing is there is no urgency =96 and my fligh= t > 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 . > ------=_Part_23111_12317328.1210188227430 Content-Type: text/html; charset=WINDOWS-1252 Content-Transfer-Encoding: quoted-printable Content-Disposition: inline
Very encouraging Al.  I should have a good shot at adequate cooli= ng my 20B with the 567 CI Griffin I used. 
 
  I agree, the inlet and diffuser is absolutely the critical piec= e of the cooling equation on an aircraft cooling system.
 
Tracy


 
On Mon, May 5, 2008 at 8:18 PM, Al Gietzen <<= a href=3D"mailto:ALVentures@cox.net">ALVentures@cox.net> wrote:

I thought it was a bit of a mys= tery that now that I am dumping heat from the oil/water heat exchanger to t= he coolant, the coolant temp is lower, even with the thermostat to the seco= nd 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 byp= ass of the effective radiator in the cowl.  Now that it is blocked by = the thermostat, the increased flow through the effective radiator is loweri= ng the coolant temp.

 

In effect, this says that the 4= 60 cu. in of rad core volume is adequate for cooling my 20B, even when dump= ing 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 aircra= ft [mailto:flyrotary@lancaironline.net] On B= ehalf Of = Lehanover@aol.com
Sent: Tuesday, April 29, 20= 08 12:46 PM
To: Rotary m= otors in aircraft
Subject: [FlyRotary] Re: Cooling sytem changes- Velocity 20B

<= span style=3D"FONT-SIZE: 12pt"> 

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 throug= h not thinking that would provide any significant cooling, but I guess it d= oes.  First step is to replace the thermostat; then see if it might be= appropriate to reduce the airflow into the in-cowl rad =96 in some way tha= t reduces drag.  But the nice thing is there is no urgency =96 and my = flight regime is not limited.

<= span style=3D"FONT-SIZE: 12pt"> 

I use a 180 degree thermostat with= a single 1/8" hole to allow air to escape. On cold days the engine ru= ns 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

<= /div>



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


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