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Hi, Tracy....thanks for the heads up....any more info
would be appreciated....was it a long scat tube, and was it 3 inch
diameter? I assume you could not ingest enough air? Thanks for any
more info you can provide. Paul Conner
----- Original Message -----
Sent: Monday, April 11, 2005 8:34
PM
Subject: [FlyRotary] Re: SQ2000 flying
again
You have exactly described the first intake scheme I tried on the Renesis
(NACA, Scat tube, etc). Hope it works better for you than it did for
me.
Tracy (following the various sagas from SnF)
Hi, Kelly...mostly due to the ram air scoop's
location. The intake plenum would be very difficult to construct to end up
at the very large ram air intake scoop. Much easier to seal it off and
install either a NACA or a ram air intake on the bottom of the bottom
cowling extension and just use a 3 inch hose. The NACA duct comes preformed
with a 3 inch outlet for a hose, and I just ordered an aluminum flange for a
3 inch hose to attach to the throttlebody plenum. I can install the
whole thing in a weekend with all these pre-cabbed parts. Paul, just call me
lazy, Conner
----- Original Message -----
Sent: Sunday, April 10, 2005 7:53
PM
Subject: [FlyRotary] Re: SQ2000
flying again
Paul,
May I ask why not retain the ram air scoop and seal it
to the
intake plenum thereby keeping the manifold pressure increase
that it gives you at speed ??
--
Kelly Troyer
Dyke
Delta/13B/RD1C/EC2
--------------
Original message from "Paul" <sqpilot@bellsouth.net>:
--------------
Hi, John....the only thing you are missing
is that I used to be able to cool down in the climb. Now, at the same
throttle setting, I can not. Only addition has been the ram air scoop
dumping air in the vicinity of the throttlebody. (High pressure air
being forced into a low pressure area of the cowling). I believe that is
hindering the ability of the air to enter the NACA duct and go through
the radiator. Paul Conner
----- Original Message -----
Sent: Sunday, April 10, 2005 6:45
AM
Subject: [FlyRotary] Re: SQ2000
flying again
Great Paul, but what's wrong with those temps and what are your
targets? Obviously the temps are going to be a bit higher if you're
producing more power. I
remember Leon saying that the most efficient operating temp, at least
for a 3rd gen REW, was around 180F. 220F was, I'm pretty sure he
said, the red line and you don't want to be there for long.
If you can cruise at 190 at, presumably, fairly
low altitude then I'd say you're about right and you'll get 180 on a
high altitude cruise.
Am I missing something here?
John
I flew the SQ2000 today. The
engine is running great, now that I have a seperate water temp sender
for the ECU and another for the engine monitor. The outside air temp
was 80 degrees, and I am very disappointed with my coolant temps. The
water temp hit 205 during the climb. Temps slowly came back down
to 190 once I was in level flight, and dropped to 170 on short final.
Very disappointing. (oil temps were fine). I am going to
seal all the gaps around the radiator first, and see if that
helps. I am concerned that the new ram air scoop I made to bring
in cool air to the throttlebody might be pressurizing the rear of the
cowling, and inhibiting the induction of air through the radiator. I
will try sealing around the radiator first. If that fails to bring the
temps down, I will try removing the ram air scoop and installing a
NACA scoop with a hose to bring air directly to the throttlebody, and
not dump it into the low pressure area of the cowling. If that
fails, I think I will take up fishing or golf.
Paul Conner,
13b powered SQ2000 in Mobile, AL
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