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Mark,
I considered them in my early days when I was
fighting high temps. But, once I solved that I have not really considered
them. The only person I am aware of using them is Bill Eslick. You
should contact him for details, but my impression was that while they appear to
work in aiding cooling, they also acted like a speed brake dropping over 10MPH
from his cruise. I believe he also found it very difficult to close them
down against the air flow out of the cowl when he tried to close them to
minimize drag.
But, again contact Bill for the full
skinny.
Ed
Ed Anderson
RV-6A N494BW Rotary Powered
Matthews, NC
----- Original Message -----
Sent: Wednesday, July 14, 2004 2:46
PM
Subject: [FlyRotary] Re: New Scoop
Ed,
What are your thoughts on cowl flaps.
Do you use them?
Mark S.
At 02:32 PM 7/14/2004 -0400,
you wrote:
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"urn:schemas-microsoft-com:office:word">
I first read about the limits on liquids for the Rotary in the
Racing Beat Technical Catalog at least as far back as 1992 when I first
received one. The limits cited were 210F on the oil (after the cooler)
and 180F on the coolant (as it left the engine). These limits were
apparently set for the older models of the engine and apparently were fairly
critical for those blocks (pre 1986). Changes in the casting and
passages since then appear to have given a bit more grace with
temperatures.
I, Tracy and a number of folks have hit 240F on the oil for short
periods 3 - 5minutes (in my case) with no apparently harm to the
engine. I also have hit 220F with the coolant again with no immediate
adverse affects (who can say long term).
I personally like for my
oil to not exceed 220F and coolant to stay at 210F or lower for the climbout
on a hot day. Cooler days sees around 200F for both on high power
climbout. Cruise 175-180F.
All depends on OAT as
that can shift the temps dramatically.
Ed
Ed Anderson
RV-6A N494BW Rotary Powered
Matthews,
NC
- ----- Original Message -----
- From: Steve Brooks
- To: Rotary motors in
aircraft
- Sent: Wednesday, July 14, 2004 1:51 PM
- Subject: [FlyRotary] Re: New Scoop
- Al,
- Thanks for shedding some light on it. Both reasons make sense,
and I was probably told why to star6t with, but didn’t
remember.
- Steve
- -----Original Message-----
- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]On Behalf Of
Al Gietzen
- Sent: Wednesday, July 14, 2004 12:53 PM
- To: Rotary motors in aircraft
- Subject: [FlyRotary] Re: New Scoop
- Subject: [FlyRotary] Re: New Scoop
- Kelly,
- I would tend to agree, but according to information I received from
other on this group, I was told that the common practice was to measure
the coolant at its hottest point, and oil at it’s coolest point.
- It’s logical place to measure the coolant at its hottest point since
that is its limiting value. If you have coolant exceeding the
boiling point anywhere (except for the nucleate boiling at internal
surfaces) you have a problem.
- The limiting factor on the oil temp in the rotary is its ability to
cool the rotors/seals, so it’s the temp at which it returns to the
engine. This limit is generally accepted to be about 220F, but could
be exceeded some for short periods and probably not be a problem.
The limit on the oil itself (breakdown) is higher; considerably
higher for synthetics.
- At least that’s my take on it.
- Al
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