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