X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from ms-smtp-04.southeast.rr.com ([24.25.9.103] verified) by logan.com (CommuniGate Pro SMTP 5.0.9) with ESMTP id 1099405 for flyrotary@lancaironline.net; Wed, 10 May 2006 15:31:40 -0400 Received-SPF: pass receiver=logan.com; client-ip=24.25.9.103; envelope-from=eanderson@carolina.rr.com Received: from edward2 (cpe-024-074-025-165.carolina.res.rr.com [24.74.25.165]) by ms-smtp-04.southeast.rr.com (8.13.6/8.13.6) with SMTP id k4AJUpYt003431 for ; Wed, 10 May 2006 15:30:54 -0400 (EDT) Message-ID: <001101c672d5$f643b230$2402a8c0@edward2> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Oil cooling Date: Mon, 8 May 2006 15:31:10 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_000E_01C672B4.6EE10C00" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2869 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2869 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_000E_01C672B4.6EE10C00 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable =20 Ed. Just not enough space in the wing for a fan. I'll defer any = decision on a permanent change until engine tuning is completed and we = have a bit more taxi time; including some high speed. The expectation = is that cooling will be good once there is some lift under wings. =20 After a brief warm-up; I was able to maneuver around the hangar, taxi = about 3000 ft downwind to the end of the taxiway, and then return to the = hangar before oil temp got to 220F. Outside air about 68F. The test = will be to be able to taxi, do runup checks, and get to liftoff speeds = with some margin. Everything is on hold today as I strained my back moving the airplane = in and out of the hangar. Because of other planes in the big hangar, = this takes a bit of maneuvering, and the plane is heavy now that is = fully assembled and has 40 gallons of fuel in the tanks. Al, I figured that any cooler changes could fall into the major effort = category - to be avoided if possible. Actually, it may turn out you = really have it sized optimumly for least cooling drag at cruise airspeed = - which for your type aircraft is probably the way to go. Only way to = really tell is to get airborne. I find that 120 MPH IAS is the magic = number to get the air flow adequate to cool at high power - obviously = your milage may vary. Yes, I think I sprain the instep of my foot from climbing runs of = scaffoling and ladders during my hangar rebuild - it took almost a week = to stop limping around like the old man I am {:>). Sounds like you may = need to get an old riding mower to move your aircraft around. Ed=20 ------=_NextPart_000_000E_01C672B4.6EE10C00 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
 

Ed.  Just not = enough space=20 in the wing for a fan.  I=92ll defer any decision on a permanent = change=20 until engine tuning is completed and we have a bit more taxi time; = including=20 some high speed.  The expectation is that cooling will be good = once there=20 is some lift under wings.  

 

After a brief warm-up; = I was=20 able to maneuver around the hangar, taxi about 3000 ft downwind to the = end of=20 the taxiway, and then return to the hangar before oil temp got to = 220F. =20 Outside air about 68F.  The test will be to be able to taxi, do = runup=20 checks, and get to liftoff speeds with some margin.

 

Everything is on hold = today as I=20 strained my back moving the airplane in and out of the hangar. =  Because=20 of other planes in the big hangar, this takes a bit of maneuvering, = and the=20 plane is heavy now that is fully assembled and has 40 gallons of fuel = in the=20 tanks.

 

 

Al, I figured that = any cooler=20 changes could fall into the major effort category - to be avoided = if=20 possible.  Actually, it may turn out you really have it sized = optimumly=20 for least cooling drag at cruise airspeed - which for your type = aircraft is=20 probably the way to go.  Only way to really tell is to get=20 airborne.  I find that 120 MPH IAS is the magic number to get the = air=20 flow adequate to cool at high power - obviously your milage=20 may vary.

 

Yes, I think I = sprain the instep=20 of my foot from climbing runs of scaffoling and ladders during my = hangar=20 rebuild - it took almost a week to stop limping around = like the old=20 man I am {:>).  Sounds like you may need to get an old riding=20 mower to move your aircraft around.

 

Ed 

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