X-Junk-Score: 0 [] X-Cloudmark-Score: 0 [] X-Cloudmark-Analysis: v=2.3 cv=PNVxBsiC c=1 sm=1 tr=0 a=e+r5B3P3UiOZe+dqP1SQBA==:117 a=e+r5B3P3UiOZe+dqP1SQBA==:17 a=jpOVt7BSZ2e4Z31A5e1TngXxSK0=:19 a=F81BX5grs2gA:10 a=FmdZ9Uzk2mMA:10 a=DAwyPP_o2Byb1YXLmDAA:9 a=Ia-xEzejAAAA:8 a=lduDXi6EEj9CFmh4zgsA:9 a=QEXdDO2ut3YA:10 a=yMhMjlubAAAA:8 a=SSmOFEACAAAA:8 a=KyXmkMNo30GG9XQx:21 a=gKO2Hq4RSVkA:10 a=UiCQ7L4-1S4A:10 a=hTZeC7Yk6K0A:10 a=frz4AuCg-hUA:10 a=Urk15JJjZg1Xo0ryW_k8:22 From: "Pam & Dave Williams padajute@idcnet.com" Received: from outmx1.netwurx.net ([209.242.224.96] verified) by logan.com (CommuniGate Pro SMTP 6.2.13) with ESMTP id 12853015 for flyrotary@lancaironline.net; Fri, 16 Aug 2019 23:56:19 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.242.224.96; envelope-from=padajute@idcnet.com Received: from red1.netwurx.net (red1.netwurx.net [209.242.224.185]) by outmx1.netwurx.net (Postfix) with ESMTP id 554757C4A for ; Sat, 17 Aug 2019 03:56:03 +0000 (UTC) (envelope-from padajute@idcnet.com) Received: from MG005YVT (unknown [72.169.96.14]) (Authenticated sender: padajute@idcnet.com) by red1.netwurx.net (Postfix) with ESMTPA id 1686419D8C for ; Fri, 16 Aug 2019 22:55:54 -0500 (CDT) To: "'Rotary motors in aircraft'" References: In-Reply-To: Subject: RE: [FlyRotary] Inlet duct sizing Date: Fri, 16 Aug 2019 22:55:49 -0500 Message-ID: <026f01d554af$aec03620$0c40a260$@idcnet.com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0270_01D55485.C5EACA60" X-Mailer: Microsoft Outlook 15.0 Thread-Index: AQHuVDluBnb/Aq8NDe5+4ann4alE8qbMtPJg Content-Language: en-us This is a multipart message in MIME format. ------=_NextPart_000_0270_01D55485.C5EACA60 Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: quoted-printable Hello Matt, =20 If your radiator is mounted horizontal, the air moving across the = radiator (on the exit side) can be acting like an air door. You might = try a wedge diffuser on the bottom with the opening to the rear.=20 =20 Thanks, Dave Williams =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]=20 Sent: Wednesday, August 14, 2019 10:42 PM To: Rotary motors in aircraft Subject: [FlyRotary] Inlet duct sizing =20 I'm having a hard time in this Florida heat, trying to do my first = flight. With a highspeed taxi run, (up to 55kts or so), will net my oil = and coolant above my warning limits. 240 oil pan, 230 coolant out. =20 The coolant inlet (44sq") is huge with the idea that down the road I'd = go turbo. The rad is from a dodge truck 19 x 24 x 1 =3D 454sq", with a = wedge shape diffuser. Right now it just exits the back of the cowl, no = cowl flaps or sub cowl installed yet. =20 The oil inlet is a lot smaller (~12.5sq"), going to a 2.5" scat hose, = then to a trumpet shape which leads into a wedge. The oil rad is 9 x 11 = x 2 =3D 198sq" from cx racing. For the outlet, I have a big box to = collect the hot/expanded air, then neck it back down to 2.5" exit. = Tomorrow I'll try another taxi test, with the outlet box completely = removed and dumping into the cowl. =20 To find out if my prop is doing anything with airflow into the inlets, = used a tube of water and found around 2200 static rpm, it raised the = water about 4inches in the oil duct. I think that equals around ~55kts. = I thought the prop would of cooled down the rads a lot more, but I guess = I have bad duct designs. Maybe move them closer to the blade? Looking at = the picture, the oil is on the left with all the green tape. I tried to = make the opening bigger with foam, didn't see a real difference. Being = on the bottom of the cowl and to the left, it doesn't get the rotating = air from the blades as much.=20 I know high speed taxi tests in this Florida heat, is probably the worst = case scenario. Depending how the morning goes, we might just fly the = plane and get some speed into her nose. See at what speed the = temperatures stabilize and start to cool down. =20 - Matt Boiteau ------=_NextPart_000_0270_01D55485.C5EACA60 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable

Hello Matt,

 

If your radiator is mounted horizontal, the air moving across the = radiator (on the exit side) can be acting like an air door. You might = try a wedge diffuser on the bottom with the opening to the rear. =

 

Thanks,

Dave Williams

 

From:<= /b> = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] =
Sent: Wednesday, August 14, 2019 10:42 PM
To: = Rotary motors in aircraft = <flyrotary@lancaironline.net>
Subject: [FlyRotary] Inlet = duct sizing

 

I'm= having a hard time in this Florida heat, trying to do my first flight. = With a highspeed taxi run, (up to 55kts or so), will net my oil and = coolant above my warning limits. 240 oil pan, 230 coolant = out.

 

The= coolant inlet (44sq") is huge with the idea that down the road I'd = go turbo. The rad is from a dodge truck 19 x 24 x 1 =3D 454sq", = with a wedge shape diffuser. Right now it just exits the back of the = cowl, no cowl flaps or sub cowl installed = yet.

 

The= oil inlet is a lot smaller (~12.5sq"), going to a 2.5" scat = hose, then to a trumpet shape which leads into a wedge. The oil rad is 9 = x 11 x 2 =3D 198sq" from cx racing. For the outlet, I have a big = box to collect the hot/expanded air, then neck it back down to 2.5" = exit. Tomorrow I'll try another taxi test, with the outlet = box completely removed and dumping into the = cowl.

 

To = find out if my prop is doing anything with airflow into the inlets, used = a tube of water and found around 2200 static rpm, it raised the water = about 4inches in the oil duct. I think that equals around ~55kts. I = thought the prop would of cooled down the rads a lot more, but I guess I = have bad duct designs. Maybe move them closer to the blade? Looking at = the picture, the oil is on the left with all the green tape. I tried to = make the opening bigger with foam, didn't see a real difference. Being = on the bottom of the cowl and to the left, it doesn't get the rotating = air from the blades as much.

I know high speed taxi tests in = this Florida heat, is probably the worst case scenario. Depending how = the morning goes, we might just fly the plane and get some speed into = her nose. See at what speed the temperatures stabilize and start to cool = down.

 

- = Matt Boiteau

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