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Chad Robinson wrote:
Perry Mick wrote:
I'm not sure I can offer much help John. The ducted fan cools my installation on the ground so I can run it indefinitely. I know if I take the fanduct off, it will eventually overheat just idling on the ground.
I think I saw on your website you have a cooling fan installed on your rad? That should help.
On my first flight the coolant temp was not a problem (never has been) but oil temp went to 240. I stayed in the pattern (I was planning to go high and feel things out) but I had to go around twice and didn't get it down until the 3rd approach.
Best advise I can offer is "fly the plane" (origin Burt Rutan: don't get distracted by some anomaly and forget to fly the airplane).
Perry, out of curiosity what's the current status of your duct work? Have you worked on "fan 4" yet? What airspeeds are you seeing?
Reards,
Chad
I haven't made any duct or fan mods for years now. Same duct and fan since 10 hours on the Hobbs, October 1999. A year ago I finally made a new intake manifold and got it off the top of the engine and got some weight out in the process. Reshaped the cowl, got the bumps out, gained 5 knots. I now cruise at about 160 mph and 7.5 gph (at altitude). Engine is stock '86 and estimated HP is around 120 at 5200 RPM (near S.L.). So compared to an O-235 Long-EZ my fuel burn might be slightly higher and cruise speed about 20 mph slower.
I can't see making any more duct/fan changes unless I make other changes to drastically increase HP, such as porting, turbocharger, etc. I just don't see where I could possibly squeeze in a turbocharger and an intercooler, there is just no room. Then I would need a larger rad, no room for that either.
So for now, the plane is nearing "completion". 450 hours in 4 years 8 months.
--
Perry Mick
http://www.ductedfan.com
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