Steve, forget the fan idea. It sounds simple but to be
effective it has to move enough air to duplicate you almost
flying. Would guess 3 hp min. not enough space and too
complicated. The another thing to go wrong. Get the ducting
right will be much simpler. Neil.
Hi Bill
At this point there are no cowl flaps. I tried to
create some space for them should we need to increase exit
volume.
I think I'd be really happy with those temps.
The cowl exits are ramps. When the front gear is
down there is significantly more exit area.
There is about 36in2 of exit area (Gear door
closed).
Inlet area is currently 17in2 (right cheek) feeding
water exchanger and 7in2 (lower round intake) feeding oil
cooler. 7in2 of Left cheek feeds air into the filter / throttle
body, leaving about 10in2 of the left cheek blanked off at
present.
The Prop is a second hand electric adjustable from
New Zealand. They are no longer available. Its performance is
unknown at this stage. The design was taken over by Phil at
www.sprintaero.com .
Have you heard of anyone using electric fans for on
the ground running?
Cheers
Steve Izett
<Mail Attachment.jpeg>
<Mail Attachment.jpeg><Mail Attachment.jpeg>
Steve,
You could
try using SCAT ducting to route any unused
inlets over to the water to improve the
volume of air. What do your cowl exits
look like?
In order to
really know how everything is working you
are going to have to fly. It will be
difficult to do a full power takeoff and
then go into high speed cruise and have
the cooling work perfectly for both
conditions unless you have cowl flaps or
some manner of controlling the air. I
currently accept 210-220 on takeoff in
order to get 180-190 in cruise.
That plane
is going to be fast! It looks like 200K
just sitting in the hangar!
What prop is
that?
Bill
From: Rotary motors in
aircraft [mailto:flyrotary@lancaironline.net]
Sent: Tuesday,
November 15, 2016 3:13 AM
To: Rotary motors in
aircraft
Subject: [FlyRotary]
Re: Cooling
Hi there Bill.
The
water exchanger is ~540 cubic inch
in capacity and fed from the right
cheek via a rotating trumpet
shaped diffuser which in turn
feeds a wedge. The oil exchanger
is a turbo RX7 unit of 190 cubic
inch capacity and fed via a
trumpet/wedge diffuser fed from
below the spinner.
I’ll
send some pictures separately as they
are together to large.
Steve,
Can you share any photos of your
cooling install? Oil and water.
Bill
-----Original Message-----
From: Rotary motors
in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Monday, November 14, 2016
4:21 PM
To: Rotary motors
in aircraft
Subject: [FlyRotary] Cooling
Hi guys.
The Glasair SIIRG is near
completion and we are taxi
testing.
The OAT is rising as we enter
summer. Yesterday was 37C ~ 100F.
She can idle forever with water
stabilising below 220F and oil
below 180F if
the OAT is below 70F but not sure
yet about the warmer days.
I'm wondering about 3 options and
would value your experience and
thoughts:
1. Route some more air from the
left cheek into the water heat
exchange
diffuser currently fed by the
right cheek. I am currently only
using 50% of
the left cheek (Blanked off). The
other 50% of the left cheek feeds
air to
the engine. The air is likely not
to want to do the gymnastics
required to
travel the path available.
2. Install another small core fed
by the available left cheek air
with water
from the heater outlet. This would
make for easy plumping as far as
the
water system. I'm not sure how
much heat we could reject from
that small
diameter heater outlet?
3. Install an electric fan on the
main exchanger for extended on the
ground
running. Main concern with fan is,
what happens when cruising at up
to
200Knots?
Appreciate you feedback
Steve Izett
Glasair SIIRG Genesis 4 port RD1C
EC2
Perth Western
Australia
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