X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from irongate.mail.utexas.edu ([128.83.32.55] verified) by logan.com (CommuniGate Pro SMTP 5.1c.2) with ESMTP id 1231155 for flyrotary@lancaironline.net; Mon, 10 Jul 2006 14:00:47 -0400 Received-SPF: none receiver=logan.com; client-ip=128.83.32.55; envelope-from=mark.steitle@austin.utexas.edu DomainKey-Signature: s=main; d=austin.utexas.edu; c=nofws; q=dns; b=ECBLe+Cihbu2cB+bNc0pvpDvLhlqfxhkyVWBiKtuNIP3h6h0iqkzN6SvnGV//Yj2hsK90flfKx0CMQDBEZPmqeJVQBosaMMZZPSXXVWANeGOT60dFNXpYvXPOgvDu4r7Tcbb09DZ+c1tPROiJuZIHQjEbV+N49GHvpZvfP5rgiA=; Received: from exb01.austin.utexas.edu (HELO MAIL01.austin.utexas.edu) ([129.116.87.142]) by irongate.mail.utexas.edu with ESMTP; 10 Jul 2006 13:00:03 -0500 x-mimeole: Produced By Microsoft Exchange V6.5 Content-class: urn:content-classes:message MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----_=_NextPart_001_01C6A44A.AB2ABEAB" Subject: RE: [FlyRotary] Temperature control Date: Mon, 10 Jul 2006 13:00:03 -0500 Message-ID: <87DBA06C9A5CB84B80439BA09D86E69E0508F36B@MAIL01.austin.utexas.edu> In-Reply-To: X-MS-Has-Attach: X-MS-TNEF-Correlator: Thread-Topic: [FlyRotary] Temperature control Thread-Index: AcakRlzGcctnKCvRRvWArCOn0bUIjQAALtjA From: "Mark R Steitle" To: "Rotary motors in aircraft" This is a multi-part message in MIME format. ------_=_NextPart_001_01C6A44A.AB2ABEAB Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Jim, I live in Austin, Tx. I haven't flown yet, so take this FWIW. It is my understanding that the best heat transfer is with 100% water. You would need to add a corrosion inhibitor, and switch back to EG in the winter. But it could surely help during the summer months. I added a cowl flap for additional ground cooling on my Lancair. Hopefully, that will give me the extra cooling capacity necessary for ground cooling in the Texas summer months. Two other things you could try is to add a spray bar system and/or an electric fan. =20 =20 Or, as a last resort you could learn to taxi faster.=20 =20 Mark S. =20 * A/C: Lancair ES Engine/Model/Year: N/A 20B=20 * Source Condition: J-spec, Rebuilt myself=20 * Modifications: Ported intakes, 3mm apex seals, TES o-rings, removed springs & check balls in crank, custom oil pan. * Intake: Custom 6 inlet intake w/Holly 100mm throttle body * Exhaust: 3 into 1 header w/Spiral Flow "auger" muffler=20 * Engine Control: RWS EC-2, 6 LS1 coils * Fuel Control: 6 Mazda 550cc Injectors, pri. in block & sec in manifold * Fuel Pumps: RWS=20 * Cooling System: single custom radiator, under engine, 50/50 glycol\water mix. * Oil System: Fluidyne oil cooler=20 * Installation: conventional, stock Lancair mount w/custom MM adapters * PSRU/Re-Drive: RWS RD2-C w/custom mounting plate (relocated starter to 9 o'clock position) * Prop: M/T 76" electric, 3-blade, constant-speed=20 * Power: 280HP? =20 =20 ________________________________ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of James Maher Sent: Monday, July 10, 2006 12:28 PM To: Rotary motors in aircraft Subject: [FlyRotary] Temperature control=20 =20 The setup: * Engine/Model/Year: 13B 6 port NA mixed=20 * Source Condition: David Atkins Rebuilt for Aviation Application * Modifications: Ported intakes and cooling for 180HP=20 * Intake: Atkins short manifold w/TWM 48mm Throttle body=20 * Exhaust: 321 SS tangential muffler=20 * Engine Control: RWS EC2=20 * Fuel Control: 4 Mazda 460cc Injectors, pri. in block & sec in manifold * Fuel Pumps: RWS=20 * Cooling System: 2 - 9"x13"GM evaporator cores with 0.75" auto hose, stock water pump with 180F deg.-thermostat, 50/50 glycol\water mix. * Oil System: stock 1986 oil cooler=20 * Installation: conventional - self built mount * PSRU/Re-Drive: Ross 2.85:1=20 * Prop: IVO Magnum 74" 45-105"pitch in-flight adjustable * Power: 180HP? =20 =20 The issue: On the ground, cooling stabilizes at 180-190F deg and oil is usually 10 degrees below the cooling with an OAT of 65-70F deg. When running with higher OAT (75-85F deg) after about 0.5 hours of moderate taxi runs (up to 4300RPM) the cooling temps reach 212Fdeg with the oil about 200F deg. =20 The question: Can something be done to get lower operating temperatures without redesigning the system? Would switching to pure water help and if so by how much? Would removing the thermostat help and if so by how much? How much change should I expect if I were to do both? You guys down south should have a good idea of how best to enhance cooling. What are your suggestions? Thanks, Jim Maher(Dyke Delta) =20 ------_=_NextPart_001_01C6A44A.AB2ABEAB Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Jim,

I live in Austin, Tx.  I haven’t flown yet, so take this FWIW.  It is my = understanding that the best heat transfer is with 100% water.  You would need to add a corrosion inhibitor, and switch back to EG in the winter.  But it = could surely help during the summer months.  I added a cowl flap for = additional ground cooling on my Lancair.  Hopefully, that will give me the = extra cooling capacity necessary for ground cooling in the Texas summer months.  Two = other things you could try is to add a spray bar system and/or an electric fan.  =   

 

Or, as a last resort you could = learn to taxi faster.

 

Mark = S.

 

· = ;   A/C:  Lancair ES

        = ;    Engine/Model/Year: = N/A 20B

·        = Source Condition: = J-spec, Rebuilt = myself

·        = Modifications: = Ported intakes, 3mm apex seals, TES o-rings, removed springs & check balls = in crank, custom oil pan.

·        = Intake: = Custom 6 inlet intake w/Holly 100mm throttle body

·        = Exhaust: = 3 = into 1 header w/Spiral Flow “auger” muffler =

·        = Engine Control: = RWS EC-2, 6 LS1 coils

·        = Fuel Control: = 6 Mazda 550cc Injectors, pri. in block & sec in manifold

·        = Fuel Pumps: = RWS

·        = Cooling System: = single custom radiator, under engine, 50/50 glycol\water mix.

·        = Oil System: = Fluidyne oil cooler

·        = Installation: = conventional, stock Lancair mount w/custom MM adapters

·        = PSRU/Re-Drive: = RWS RD2-C w/custom mounting plate (relocated starter to 9 o’clock = position)

·        = Prop: M/T = 76” electric, 3-blade, constant-speed

·        = Power: = 280HP? 

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of James Maher
Sent: Monday, July 10, = 2006 12:28 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] = Temperature control

 

The setup:

·        = Engine/Model/Year: = 13B 6 port NA mixed

·        = Source Condition: = David Atkins Rebuilt for Aviation Application 

·        = Modifications: = Ported intakes and cooling for 180HP

·        = Intake: = Atkins short manifold w/TWM 48mm Throttle body

·        = Exhaust: = 321 SS tangential muffler

·        = Engine Control: = RWS EC2

·        = Fuel Control: = 4 Mazda 460cc Injectors, pri. in block & sec in manifold

·        = Fuel Pumps: = RWS

·        = Cooling System: = 2 – 9”x13”GM evaporator cores with 0.75” auto = hose, stock water pump with 180F deg.-thermostat, 50/50 glycol\water = mix.

·        = Oil System: = stock 1986 oil cooler

·        = Installation: = conventional – self built mount

·        = PSRU/Re-Drive: = Ross 2.85:1

·        = Prop: IVO = Magnum 74" 45-105”pitch in-flight adjustable

·        = Power: = 180HP? 

 

The issue:

On the ground, cooling stabilizes at 180-190F deg and oil is = usually 10 degrees below the cooling with an OAT of 65-70F = deg.

When running with higher OAT (75-85F deg) after about 0.5 hours = of moderate taxi runs (up to 4300RPM) the cooling temps reach 212Fdeg with = the oil about 200F deg.

 

The question:

Can something be done to get lower operating temperatures = without redesigning the system?

Would switching to pure water help and if so by how = much?

Would removing the thermostat help and if so by how = much?

How much change should I expect if I were to do = both?

You guys down south should have a good idea of how best to = enhance cooling.

What are your suggestions?

Thanks,

Jim Maher(Dyke Delta)

 

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