X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from wx-out-0506.google.com ([66.249.82.226] verified) by logan.com (CommuniGate Pro SMTP 5.1.10) with ESMTP id 2186949 for flyrotary@lancaironline.net; Thu, 19 Jul 2007 08:36:04 -0400 Received-SPF: pass receiver=logan.com; client-ip=66.249.82.226; envelope-from=cozy4pilot@gmail.com Received: by wx-out-0506.google.com with SMTP id i27so439508wxd for ; Thu, 19 Jul 2007 05:35:26 -0700 (PDT) DKIM-Signature: a=rsa-sha1; c=relaxed/relaxed; d=gmail.com; s=beta; h=domainkey-signature:received:received:reply-to:from:to:in-reply-to:subject:date:message-id:mime-version:content-type:x-priority:x-msmail-priority:x-mailer:x-mimeole:importance; b=eDKiy6Dqa/nN35r/GwCETOSYrj8KeT1yj1Kt+TkYJS5BdQEAXtnBPLM41qukMCGIBVABUW68fcRV9+U8QBC/7P/FQTbv2NVdwHWvfE/PnHO4mvBEU/skZ4lRd0nRaFCLrb8+j6VPvbh1e7Hushl3yahYH4mE0oxgkeKt0UtOdAY= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=beta; h=received:reply-to:from:to:in-reply-to:subject:date:message-id:mime-version:content-type:x-priority:x-msmail-priority:x-mailer:x-mimeole:importance; b=hWBFdxTl+Fro8W01ujoxuI1cvVKPLoHwYDr8WEMtx3YwC0rWkAs9+M8qyadphz5Cq2QgX0HcD0JLnLToEViAViB1oRDp5oSFvJne+NiHERnNDwiJ5XYgyaSIKSeq1uyfiP9kO9OGN9S4czeYMRkFSHvYtm+7/Ov7JIbhCrR5uCc= Received: by 10.70.7.13 with SMTP id 13mr4335610wxg.1184848525997; Thu, 19 Jul 2007 05:35:25 -0700 (PDT) Return-Path: Received: from HomePC ( [71.2.20.21]) by mx.google.com with ESMTPS id h34sm3290758wxd.2007.07.19.05.35.23 (version=SSLv3 cipher=OTHER); Thu, 19 Jul 2007 05:35:24 -0700 (PDT) Reply-To: From: "Steve Brooks" To: "Rotary motors in aircraft" In-Reply-To: Subject: RE: [FlyRotary] Re: Oil cooler inlet Date: Thu, 19 Jul 2007 08:34:42 -0400 Message-ID: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_003F_01C7C9DF.A73AFF60" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook IMO, Build 9.0.6604 (9.0.2911.0) X-MimeOLE: Produced By Microsoft MimeOLE V6.0.6000.16480 Importance: Normal This is a multi-part message in MIME format. ------=_NextPart_000_003F_01C7C9DF.A73AFF60 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 8bit Gentlemen, I've been following this thread with great interest, as I would still like to make further improvements to my cooling. Since Ernest lives close by to me, I may see if he can look at my radiators to get his thoughts on improvements. Steve Brooks -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]On Behalf Of Ed Anderson Sent: Wednesday, July 18, 2007 3:17 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Oil cooler inlet I agree with Ernest (even if he clearly must be completely and totally wrong {:>)), difficult to find any rule of thumb parameters for a vane. I have marked the region (red color) in you duct that I think is most critical in helping the slower moving boundary layer turn and to prevent/minimize its effect on the rest of the air flow. Once you have helped the boundary layer accelerate and get around the curve, then I believe the vane has done about all it can. I would start out the vane approx 1/2 the depth of your opening in order to try and capture some of the higher velocity air outside the boundary layer. I would then compress that air toward the roof of the duct by reducing the distance between vane and top of duct in order to increase its velocity. Depending on how fancy you want to make the vane, I though that perhaps adding slots so the higher velocity air in the lower part of the duct could help the boundary flow make the turn and further energize it. Don't have a clue as to how much this well help, but I do believe it will help some. Ed ----- Original Message ----- From: Al Gietzen To: Rotary motors in aircraft Sent: Wednesday, July 18, 2007 2:15 PM Subject: [FlyRotary] Oil cooler inlet Attached is a more accurate drawing of the oil cooler inlet x-section; with a few pressure measurements. Based on temps, the average flow velocity into the scoop is about 85 fps (57 mph) – all at about 160 mph airplane speed. (Point “A” is really about 4-5” ahead of the scoop.) Ernest; since you were first to propose the internal airflow, or vane; what would you think is the appropriate shape, position, etc. I can understand your non-participation on the ‘other’ list after being labeled “completely and totally wrong”. (That’s what you get for not reading his bookJ). Others ideas obliviously of interest as well – ED? Al ---------------------------------------------------------------------------- -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html ------=_NextPart_000_003F_01C7C9DF.A73AFF60 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Gentlemen,
I've=20 been following this thread with great interest, as I would still like to = make=20 further improvements to my cooling.
Since=20 Ernest lives close by to me, I may see if he can look at my radiators to = get his=20 thoughts on improvements.
 
Steve=20 Brooks
-----Original Message-----
From: Rotary motors in = aircraft=20 [mailto:flyrotary@lancaironline.net]On Behalf Of Ed=20 Anderson
Sent: Wednesday, July 18, 2007 3:17 = PM
To: Rotary=20 motors in aircraft
Subject: [FlyRotary] Re: Oil cooler=20 inlet

I agree with Ernest (even if he clearly must = be=20 completely and totally wrong {:>)), difficult to find any rule of = thumb=20 parameters for a vane. 
 
 I have marked the region (red color) =  in you=20 duct that I think is most critical in helping the slower moving = boundary layer=20 turn and to prevent/minimize its effect on the rest of the air = flow. =20 Once you have helped the boundary layer accelerate and get around the = curve,=20 then I believe the vane has done about all it can.  I would start = out the=20 vane approx 1/2 the depth of your opening in order to try and capture = some of=20 the higher velocity air outside the boundary layer. I would then = compress that=20 air toward the roof of the duct by reducing the distance between vane = and top=20 of duct in order to increase its velocity. 
 
Depending on how fancy you want to make the = vane, I=20 though that perhaps adding slots so the higher velocity air in the = lower part=20 of the duct could help the boundary flow make the turn and further = energize=20 it.
 
Don't have a clue as to how much this well = help, but I=20 do believe it will help some.
 
Ed 
----- Original Message -----
From:=20 Al = Gietzen=20
To: Rotary motors in = aircraft=20
Sent: Wednesday, July 18, = 2007 2:15=20 PM
Subject: [FlyRotary] Oil = cooler=20 inlet

Attached is a more = accurate=20 drawing of the oil cooler inlet x-section; with a few pressure = measurements.=20  Based on temps, the=20 average flow velocity into the scoop is about 85 fps = (57 mph)=20 =96 all at about 160 mph airplane speed. (Point =93A=94 is really = about 4-5=94 ahead=20 of the scoop.)

 

Ernest; since you = were first=20 to propose the internal airflow, or vane; what would you think is = the=20 appropriate shape, position, etc.  I can understand your=20 non-participation on the =91other=92 list after being labeled = =93completely and=20 totally wrong=94. (That=92s what you get for not reading his=20 bookJ).

 

Others ideas = obliviously of=20 interest as well =96 ED?

 

Al

--
Homepage:  http://www.flyrotary.com/
Archive = and=20 UnSub:  =20 = http://mail.lancaironline.net:81/lists/flyrotary/List.html
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