X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imf21aec.mail.bellsouth.net ([205.152.59.69] verified) by logan.com (CommuniGate Pro SMTP 4.3c5) with ESMTP id 940437 for flyrotary@lancaironline.net; Wed, 11 May 2005 17:02:28 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.69; envelope-from=sqpilot@bellsouth.net Received: from paul ([209.214.45.2]) by imf21aec.mail.bellsouth.net (InterMail vM.5.01.06.11 201-253-122-130-111-20040605) with SMTP id <20050511210139.HYDB23609.imf21aec.mail.bellsouth.net@paul> for ; Wed, 11 May 2005 17:01:39 -0400 Message-ID: <00c301c5566c$9f6329e0$022dd6d1@paul> From: To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: sq2000 cooling success ! Date: Wed, 11 May 2005 16:01:36 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_00C0_01C55642.B5CE17A0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2180 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 This is a multi-part message in MIME format. ------=_NextPart_000_00C0_01C55642.B5CE17A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Thank you, Mark....I am elated at the results. Paul Conner ----- Original Message -----=20 From: Mark R Steitle=20 To: Rotary motors in aircraft=20 Sent: Wednesday, May 11, 2005 3:38 PM Subject: [FlyRotary] Re: sq2000 cooling success ! Paul, Let me be the first to congratulate you on your perseverance on = solving your cooling problem. Hope to see you at Tracy's fly-in in = October.=20 =20 Mark S. =20 -------------------------------------------------------------------------= ----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] = On Behalf Of sqpilot@bellsouth.net Sent: Wednesday, May 11, 2005 3:28 PM To: Rotary motors in aircraft Subject: [FlyRotary] sq2000 cooling success ! =20 Hi, fellow rotary enthusiasts....I just had to share my rotary cooling = success story. As many of you know, I have an SQ2000 canard with a belly = mounted NACA duct. I decided to try adding VG's in front of the NACA = duct, as several other canardians suggested. Here is a link showing the = VG's and oil flow test. = http://users.telenet.be/westlandfamily/cozy/vg/index.htm =20 I conducted two flights today, one without the VG's, then one with = them added. OAT was 85 degrees, and very humid. (We were sweating just = standing around). On flight one (prior to addition of VG's), climb temps hit 210 = (water temp) and stabilized at 205 at WOT. The highest oil temp during = the flight was 190. I landed, and we riveted on the two aluminum VG's and I took off = again. Water temp during the climb maxed out at 190, and took much = longer to reach those numbers. I raised the nose to climb at 90 IAS = (which I have not done previously) and water temp rose to 195. I lowered = the nose to climb at 100 IAS and the temps came back down to 190. After = leveling off, water temp was 180 at WOT. At approximately 3/4 throttle = (cruise) water temp was stable at 172 at 3000 AGL. After throttling back = for descent, water temps stabilized at 160 where they remained until = landing rollout. During taxi back to the hangar, temps rose back up to = 182. Highest oil temp during this flight (at any configuration) was 182. It seems obvious that the VG's had a positive influence on the = cooling efficiency. I don't profess to understanding exactly how the = VG's trip the air into the NACA duct, or being an expert on VG's or = cooling issues. I am only reporting what worked for me. The addition of = the VG's changed my marginal cooling system into a success story. I should also mention that I did not raise the front nosewheel, = as I wanted to see how it would cool in the worst possible situation, = (ie landing gear motor unable to regtract the gear) and slow climb = speeds. I suspect that on the next flight, when I retract the nosewheel = and attain a higher airspeed (at the same power settings), my temps = might even come down a couple more degrees. I still need to add wheel = pants and clean up the airframe and paint it, but I have finally = attained a cooling system I am very pleased with. Paul Conner, smiling = in Mobile, AL ------=_NextPart_000_00C0_01C55642.B5CE17A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Thank you, Mark....I am elated at the=20 results.  Paul Conner
 
----- Original Message -----
From:=20 Mark R Steitle =
Sent: Wednesday, May 11, 2005 = 3:38=20 PM
Subject: [FlyRotary] Re: sq2000 = cooling=20 success !

Paul,

Let me be = the first=20 to congratulate you on your perseverance on solving your cooling=20 problem.  Hope to see you at Tracy=92s fly-in in October.=20

 

Mark=20 S.

 

From:=20 Rotary motors in aircraft = [mailto:flyrotary@lancaironline.net] On=20 Behalf Of sqpilot@bellsouth.net
Sent: Wednesday, May 11, 2005 = 3:28=20 PM
To: = Rotary motors in aircraft
Subject: [FlyRotary] sq2000 = cooling=20 success !

 

Hi, fellow rotary = enthusiasts....I=20 just had to share my rotary cooling success story. As many of you = know, I have=20 an SQ2000 canard with a belly mounted NACA duct.  I decided to = try adding=20 VG's in front of the NACA duct, as several other canardians suggested. = Here is=20 a link showing the VG's and oil flow test. http://= users.telenet.be/westlandfamily/cozy/vg/index.htm<= /o:p>

 

I conducted two flights = today, one=20 without the VG's, then one with them added.  OAT was 85 degrees, = and very=20 humid. (We were sweating just standing=20 around).

    On = flight one=20 (prior to addition of VG's), climb temps hit 210 (water temp) and = stabilized=20 at 205 at WOT. The highest oil temp during the flight was=20 190.

    I = landed, and=20 we riveted on the two aluminum VG's and I took off again.  Water = temp=20 during the climb maxed out at 190, and took much longer to reach those = numbers. I raised the nose to climb at 90 IAS (which I have not done=20 previously) and water temp rose to 195. I lowered the nose to climb at = 100 IAS=20 and the temps came back down to 190. After leveling off, water temp = was 180 at=20 WOT.  At approximately 3/4 throttle (cruise) water temp was = stable at 172=20 at 3000 AGL. After throttling back for descent, water temps stabilized = at 160=20 where they remained until landing rollout. During taxi back to the = hangar,=20 temps rose back up to 182. Highest oil temp during this flight (at any = configuration) was 182.

     = It seems=20 obvious that the VG's had a positive influence on the cooling=20 efficiency.  I don't profess to understanding exactly how the = VG's trip=20 the air into the NACA duct, or being an expert on VG's or cooling = issues. I am=20 only reporting what worked for me. The addition of the VG's changed my = marginal cooling system into a success=20 story.

     = I should=20 also mention that I did not raise the front nosewheel, as I wanted to = see how=20 it would cool in the worst possible situation, (ie landing gear motor = unable=20 to regtract the gear) and slow climb speeds.  I suspect that on = the next=20 flight, when I retract the nosewheel and attain a higher airspeed (at = the same=20 power settings), my temps might even come down a couple more = degrees.  I=20 still need to add wheel pants and clean up the airframe and paint it, = but I=20 have finally attained a cooling system I am very pleased with.  = Paul=20 Conner, smiling in Mobile,=20 AL

=
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