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Date: Sun, 6 Aug 2006 20:41:56 -0600
From: Bob White <rlwhite@comcast.net>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Subject: Re: [FlyRotary] First flight - Oil temp
Message-Id: <20060806204156.e390461b.rlwhite@comcast.net>
In-Reply-To: <list-1311265@logan.com>
References: <list-1311265@logan.com>
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Hi Al,

I'm sitting here trying to compile a program that won't, so I might as
well give you my uninformed opinion. :)

I agree with you that (c) would be worth a try.  It's sort of brute
force to get something to work, then try to clean it up later.  I also
wonder if the exit scoop might not work better if the slope went up
more gradually, more like a triangle than a box.  OK, I'll attach a
picture.

Bob W.

On Sun, 6 Aug 2006 18:45:05 -0700
"Al Gietzen" <ALVentures@cox.net> wrote:

> Thanks everyone for the congratulatory messages, and for the support that=
 is
> always so helpful.  No pics to post yet because my camera battery went de=
ad
> after the first three shots, so I=92m awaiting for shots from my friend w=
ho
> took hundreds (OK, only about 150) and will be editing for a while :-).
>=20
> =20
>=20
> The principal issue of the day was the higher than comfortable oil
> temperature; most likely due to insufficient air flow through the cooler.
> For anyone who would like to think aerodynamics for awhile and give an
> opinion on the simplest and best approach to remedy; read on.
>=20
> =20
>=20
> The custom cooler for this 265 hp engine is large.  The core here is abou=
t 5
> =BC=94 wide, 22=94 long and 3 =BC=94 thick. It is located in the wing roo=
t of the
> Velocity, behind the spar, with inlet underneath and exit on the top.  Al=
an
> Shaw, who I believe pioneered this approach, found the location worked ve=
ry
> well.  When I discussed the installation with him years ago, he opined th=
at
> a scoop under the wing was probably not necessary because of a pressure
> differential between bottom and top surfaces.  Since then, my investigati=
ons
> of pressure distributions, and similar installations that aren=92t workin=
g so
> well, make me wonder.
>=20
> =20
>=20
> Photo 1 is a view under the wing showing the OC air intake, wheel well, a=
nd
> the big armpit scoop for the coolant radiator in the cowl.  The inlet
> opening is about 1 1/8=94 wide and 23=94 long.  There really isn=92t a sc=
oop, just
> an opening with an extended airfoil shaped lip which extends about =BD=94=
 into
> the free stream.  The idea was to minimize drag, and assume a more negati=
ve
> pressure at the exit would produce the necessary flow.  Photo 2 shows a
> front view where you see the wheel well and the inlet =96 very little
> extension into the free stream.  Analysis suggests that the turbulent
> boundary layer on a smooth surface at the inlet location could be about 5=
/8
> =96 3/4=94 in thick.
>=20
> =20
>=20
> The air exit fairing is shown in photo 3; and is shaped as it is to maint=
ain
> attached flow and cause minimal turbulence going aft.  The effective exit
> area is about 1.6 times the inlet area.  The thickness of the core sugges=
ts
> the need for pretty good pressure differential for adequate flow.
>=20
> =20
>=20
> Here are some options:
>=20
> a)  For the first flight the landing gear was never retracted. Since the
> open wheel well forward of the inlet would likely cause significant
> turbulence; try another flight with the gear retracted to see if that
> improves the results.
>=20
> b)    Place some VGs forward of the inlet to =91energize=92 the boundary =
layer,
> and see if that helps.
>=20
> =20
>=20
> c)     Extend the =91lip=92 of the inlet to form a proper ram scoop, poss=
ible
> also with VGs forward to break up the boundary layer, and accept the slig=
ht
> increase in drag.
>=20
> =20
>=20
> d)    Do something at the exit ( local =91expert=92 suggests there may be=
 flow
> separation before the aft end of the fairing causing high pressure behind
> the exit).  Put VGs on the top of the exit fairing and/or reduce exit are=
a.
>=20
> =20
>=20
> e)    None of the above.
>=20
> =20
>=20
> I suspect the normal aerodynamic pressure differential between the inlet =
and
> outlet points is minimal; especially in level flight where it could be ne=
ar
> zero.  Option c) seems the most sure-fire to me.
>=20
> Thanks for input.
>=20
> =20
>=20
> Al
>=20
> =20
>=20
>=20


--=20
http://www.bob-white.com
N93BD - Rotary Powered BD-4 (first engine start 1/7/06)
Custom Cables for your rotary installation -
http://www.roblinphoto.com/shop/

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