X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-bw0-f226.google.com ([209.85.218.226] verified) by logan.com (CommuniGate Pro SMTP 5.3c4) with ESMTP id 4031265 for flyrotary@lancaironline.net; Sat, 19 Dec 2009 18:53:00 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.85.218.226; envelope-from=msteitle@gmail.com Received: by bwz26 with SMTP id 26so3017381bwz.27 for ; Sat, 19 Dec 2009 15:52:23 -0800 (PST) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:received:in-reply-to:references :date:message-id:subject:from:to:content-type; bh=UMk+lMPsX+he4tpLJ3ZGhJl/9mbBc4qWEUBe5+WD/n8=; b=viDiE9xfEhsSJAEXuUWHf9h0HQJmPCySNHWo4xQzFBBGWFDH3wOYvP2vP/YmIkM1fr QDc9V9pBtJCXrTIktZRmXeDukuKcECcp8f+uksDkvPuVj6FMdnFyYW4J2RMe9eZy7/jl pbRKcyDe/hMhmzOQk2L2nga2R0jsgcWQZqeAc= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; b=ckkcwpEt8olZxbZLZnkjV9OB1oxJjOtQKz94FPwNXT4LV2cKF7HYYke+b2Sg7bscIV +YtdGnSey6NSbOG1DyXCL0IarWJwE+HbNdwH85E82Z418kLb5kpGFRvSbTR3o0NhxIw/ WESSDf6v4hVbMYsT08ueLNkoGHkoT6kh9KjfI= MIME-Version: 1.0 Received: by 10.204.34.18 with SMTP id j18mr1602560bkd.38.1261266743271; Sat, 19 Dec 2009 15:52:23 -0800 (PST) In-Reply-To: References: Date: Sat, 19 Dec 2009 17:52:23 -0600 Message-ID: <5cf132c0912191552v94d1024i3ece3db02006d219@mail.gmail.com> Subject: Re: [FlyRotary] Re: Radiator/Oil Cooler Combo From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=00032555b392332017047b1d8c39 --00032555b392332017047b1d8c39 Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable TMann, Well, I've just finished spending who knows how many months (years) trying to get my oil temps down only to finally discover the problem was a defective oil cooler. It appears that the only oil cooling was from the oil/water exchanger. While it was too high for comfort, especially during summer, it did cool the oil well enough to keep me flying throughout the Texas summer. After just recently discovering the defective cooler, I replaced it with a Modine of similar size & style and flew it for the first time today. WOW! What a difference, possibly enough to remove the oil/water exchanger altogether (more testing is requried). Addimitedly, th= e OAT was in the mid 40's, the return oil temp was down in the 150*F range, when it had been around 210 - 240*F. On today's flight, in cruise configuration, the coolant was 165-170 with cowl flap closed. Also, it appears that Lynn Hannover is correct (big surprise) about the bes= t horsepower being produced at around 160*F oil temp. I saw an extra 11 knot= s IAS today over my typical cruise speeds. I'm sure it wasn't just my imagination as the fuel flow was also higher. (Gotta take the bad with the good.) So, if you want to go fast(er), work on reducing those oil temps. Mark S. On Sat, Dec 19, 2009 at 10:29 AM, Thomas Mann wrote: > Mark, > > I=92m going to investigate that further but first look seems like a winn= er > if it can handle the BTU loads (which does not seem like an issue. > > > > I like the idea of a single scoop as well as a single radiator if it can = be > done. I=92m thinking airflow here. > > The P-51 scoop is supposed to create enough thrust as a result of the > heated expanding air jetting out the back to cancel out 90%+ of the drag > created. I never could get my head around the whole ram-jet theory but > that=92s the basis. > > > > The other benefit I see here is the comment provided earlier about the > optimum oil and coolant temp being closer to the 180F range, both of whic= h I > could control with my coolant thermostat. > > > > Like I say, I have time to work these things out. > > > > T Mann > > > > > > > > Have you considered using a Laminova type oil/water exchanger? They're > relatively light, compact, work well, and come in a variety of sizes. > > > > Mark S. > > On Fri, Dec 18, 2009 at 9:13 PM, Thomas Mann wrote: > > > --00032555b392332017047b1d8c39 Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable
TMann,
=A0
Well, I've just finished spending who knows how many months (years= )=A0trying to get my oil temps down only to finally discover the problem wa= s a defective oil cooler.=A0 It appears that the only=A0oil cooling was=A0f= rom the oil/water exchanger.=A0 While it was too high for comfort, especial= ly during summer, it did cool the oil well enough to=A0keep me flying throu= ghout the Texas summer.=A0=A0After just recently discovering the defective = cooler, I replaced it with a Modine of=A0similar size & style and flew = it for the first time today.=A0 WOW!=A0 What a difference, possibly enough = to remove the oil/water exchanger altogether (more testing is requried).=A0= Addimitedly, the OAT was in the mid 40's,=A0the return oil=A0temp was = down in the 150*F range, when=A0it had been around 210 - 240*F.=A0 On today= 's flight, in cruise configuration,=A0the coolant was 165-170 with cowl= flap closed.=A0=A0
=A0
Also,=A0it appears that Lynn=A0Hannover is=A0correct (big surprise)=A0= about=A0the best horsepower=A0being produced=A0at around 160*F oil temp.=A0= =A0I saw an extra 11 knots IAS today over my typical cruise speeds.=A0 I= 9;m sure it wasn't just my imagination as the fuel flow was also higher= .=A0 (Gotta take the bad with the good.)=A0
=A0
So, if you want to go fast(er), work on reducing=A0those oil temps.
=A0
Mark S.=A0

=A0
On Sat, Dec 19, 2009 at 10:29 AM, Thomas Mann <tmann@n200lz.com> wrote:

Mark= ,

I=92= m going to investigate that further=A0 but first look seems like a winner i= f it can handle the BTU loads (which does not seem like an issue.

=A0<= /span>

I li= ke the idea of a single scoop as well as a single radiator if it can be don= e. I=92m thinking airflow here.

The = P-51 scoop is supposed to create enough thrust as a result of the heated ex= panding air jetting out the back to cancel out 90%+ of the drag created. I = never could get my head around the whole ram-jet theory but that=92s the ba= sis.

=A0<= /span>

The = other benefit I see here is the comment provided earlier about the optimum = oil and coolant temp being closer to the 180F range, both of which I could = control with my coolant thermostat.

=A0<= /span>

Like= I say, I have time to work these things out.

=A0<= /span>

T Ma= nn

=A0

=A0

=A0

Have you=A0considered using a Laminova type oil/wate= r exchanger?=A0 They're relatively light, compact, work well, and come = in a variety of sizes.=A0

=A0

Mark S.

On Fri, Dec 18, 2009 at 9:13 PM, Thomas Mann <tmann@n200lz.com>= wrote:

=A0


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