Good memory Steve. My RV8 inlets are
round, 6” for water, 5” for oil cooler. Oil cooler is a “30
row cooler” found on-line. Can’t remember make. It’s about
10 x 11 x 2 but with very closely spaced fins so more fin
area than the similar core volume on the stock Mazda cooler.
The inlets on the RV4 are so irregular
(the right side is especially ugly : ) that area is unknown.
Tracy
Sent from Mail for Windows 10
Tracy
Thats what I thought. Our rad should with
good airflow easily cool 200hp.
I thought I remembered the Otter with a
standard mazda oil cooler and the RV8 20b with a bigger
aftermarket oil cooler.
Can you provide inlet areas of the RV4
& 8?
Thanks again
Steve Izett
> On 18 Mar 2018, at 9:53 am, Tracy
Crook rwstracy@gmail.com
<flyrotary@lancaironline.net>
wrote:
>
> Was thinking of the RV-4 but now
that you ask, the rad size was from RV-8. The oil cooler
was the RV-4. I used two 10 x 9 x 4 evaporator cores for
rad on the 4.
>
> Tracy
>
> Sent from my iPad
>
>> On Mar 17, 2018, at 20:13,
Stephen Izett stephen.izett@gmail.com <flyrotary@lancaironline.net>
wrote:
>>
>> Tracy
>> When you say the rad and oil
cooler are the same size as yours, were you referring to the
RV 4 or 8?
>> Steve
>>
>>> On 18 Mar 2018, at 8:08 am,
Stephen Izett stephen.izett@gmail.com <flyrotary@lancaironline.net>
wrote:
>>>
>>> Thanks Tracy.
>>> Much appreciated.
>>>
>>> Steve
>>>> On 18 Mar 2018, at 7:48
am, Tracy Crook rwstracy@gmail.com
<flyrotary@lancaironline.net>
wrote:
>>>>
>>>> The rad is the same size
as mine so should be OK, oil cooler about the same as mine
too. Success depends as much on volume through them as size
though. I can’t guess on the inlet size since your airspeed
will be higher than mine. In my experience cooling on
ground had very little bearing on how it works in flight.
>>>>
>>>> When you are committed
to first flight, don’t wait for full oil & water temps,
start takeoff run as soon as min. temps reached if
possible. I use 120 F. as min. That will give best chance
to make it around the pattern for quick landing before
overheating if cooling is not good enough. I did many one
circuit flights in the early days : )
>>>>
>>>> Tracy
>>>>
>>>> Sent from Mail for
Windows 10
>>>>
>>>> From: Stephen Izett stephen.izett@gmail.com
>>>> Sent: Saturday, March
17, 2018 7:13 PM
>>>> To: Rotary motors in
aircraft
>>>> Subject: [FlyRotary] Re:
Glasair Testing
>>>>
>>>> Hi Tracy.
>>>>
>>>> When you said you agree
with Todd, was this in relation to the oil cooler appearing
to be on the small side?
>>>>
>>>>
>>>> Any other observation re
temps etc?
>>>>
>>>> Water Cooler -
13x17.7x2.35 giving 541in3 fed by 20in2 right cheek which
gets very little air from the prop.
>>>>
>>>> Oil Cooler - turbo rx7
11x8.75x2 giving 193in3 fed by 7.4in2 inlet 12” below
spinner, which gets better prop blast.
>>>>
>>>> See photo for inlets
(left cheek feeds air filter and cooling of coils only.
Right cheek is mirror image)
>>>>
>>>>
>>>> Thanks again for your
gearbox, controllers and knowledge base over the years.
>>>>
>>>> Very much appreciated.
>>>>
>>>>
>>>> Steve Izett
>>>>
>>>>
>>>> On 18 Mar 2018, at 4:03
am, Tracy Crook rwstracy@gmail.com
<flyrotary@lancaironline.net>
wrote:
>>>>
>>>> Hi Steve,
>>>> I agree with Todd’s
comments. The EM2/3 will not give reliable airspeed
readings below around 20 MPH due to the limitations of the
sensor used and resolution of the ADC in the EM3.
>>>>
>>>> Glad to see the
progress!
>>>>
>>>> Tracy
>>>>
>>>> Sent from Mail for
Windows 10
>>>>
>>>> From: Stephen Izett stephen.izett@gmail.com
>>>> Sent: Saturday, March
17, 2018 5:35 AM
>>>> To: Rotary motors in
aircraft
>>>> Subject: [FlyRotary] Re:
Glasair Testing
>>>>
>>>> Hi guys
>>>>
>>>> I repotted the graph
using gps ground speed (there was no breeze that day) as it
shows the lower speed taxing where the airspeed indicator
doesn’t down low.
>>>>
>>>> Cheers
>>>>
>>>> Steve Izett
>>>>
<69C652B733844F5DB5ECD4A530438876.jpg>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>> On 17 Mar 2018, at 5:28
pm, Stephen Izett stephen.izett@gmail.com <flyrotary@lancaironline.net>
wrote:
>>>>
>>>> HI Todd
>>>> Thanks for the feedback.
And yes the manifold pressure does make sense, I was upside
down expecting a lower manifold pressure at WOT. Doh!
>>>> I’m colourblind and cant
differentiate between some of those colours so was getting
confused.
>>>>
>>>> Yes that Cri Cri is an
interesting and tiny machine.
>>>> Dawie and Sarki are
great guys with heaps of experience and have been so very
helpful.
>>>> They bring it out every
time we have an open day at our club. The crowds love it.
>>>>
>>>> On another note I’m very
interested in the possibility of turboing the renesis in the
future if all else goes well.
>>>> What turbo are you
using, what level of boost do you use and what hp do you
think this is creating?
>>>>
>>>> Thanks again
>>>>
>>>> Steve Izett
>>>>
>>>>
>>>>
>>>> On 17 Mar 2018, at 4:29
pm, Todd Bartrim bartrim@gmail.com
<flyrotary@lancaironline.net>
wrote:
>>>>
>>>> Hi Steve;
>>>> The manifold looks like
exactly what I would expect to match your RPM, so no worries
there. The temps don't look too bad to me. Possibly your oil
cooling might be little low as it begins to increase rapidly
when you add power and during an extended climb-out you may
see that get a little hotter than you like, but it looks
like it stabilizes quickly when you reduce the power.
>>>> If everything else is
performing well (fuel, electrical) then I don't see why it's
not time to see how it cools in the air. That's a quick
plane so my guess is that if you have enough ground cooling
for indefinate ground operation, you may find excess cooling
(and drag) in the air.
>>>>
>>>> But the real reason I'm
responding right now is not rotary related.... A JET
POWERED CRI CRI???? Holy s**t, what will they do next! So I
found the YouTube video of it (VH-ZSE right?) That's pretty
cool!
>>>>
>>>> Todd
>>>> C-FSTB
>>>> RV9 Turbo13B
>>>>
>>>> Todd Bartrim
>>>>
>>>> On Fri, Mar 16, 2018 at
6:29 PM, Stephen Izett stephen.izett@gmail.com<flyrotary@lancaironline.net>
wrote:
>>>> Hi people
>>>>
>>>> Continued testing the
Glasair Super IIRG yesterday with an OAT of 70. See graph of
13 minutes of data (Note: temps in C, Speed in Knots)
>>>>
>>>> Apart from collecting
data on the cooling I flooded my system with adrenaline.
>>>>
>>>> On the second run as I
hit about 45knots I encountered very high vibration with no
warning. I braked and turned of the engine thinking it
emanated from the engine/prop.
>>>> After leaving the runway
and stopping for a few moments I tried a restart, and found
all perfectly normal. Previously I had encountered huge
missing at rpm so immediately thought that was the issue.
>>>> Having wrongly diagnosed
the phenomenon I taxied back and did another run seeking to
emulate the fault. Well this time I got up to about 47knots
and all hell broke loose.
>>>> I was barely able to
control her, leaving the strip and into the ruff. Over the
radio came the call “if you continue with that front nose
shimmy you will destroy your aircraft”.
>>>> Well I had no interest
in continuing the testing at that stage but was very
thankful for the feedback from someone watching on. With my
lack of expertise I had completely failed to realise what
was happening.
>>>>
>>>> Back to the hangar and
pulled the Shimmy Damper apart. Oil had gotten in at some
point, so cleaned it up and re torqued the assembly.
>>>>
>>>> A friend on our airstrip
with extensive experience in many different aircraft (he has
an RV8, Longezy, jet powered cir cri, Comanche twin) then
took it out with me (data not provided) and he confirmed he
thought the aircraft seemed very responsive (shimmy Damper a
little to tight now) and proceeded to lift the nose off for
the first time under its own power at a little over 50
knots.
>>>>
>>>> So some big lessons for
me in relation to my expertise and risk profiling.
>>>> Temps still concerning
but I’m wondering if there is enough capacity to attempt
flight testing.
>>>> I would appreciate any
wisdom that any of you glean from the log data. (I expected
a different result from the manifold readings, so not sure
what is going on there)
>>>>
>>>> Thanks
>>>>
>>>> Steve Izett