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Steve, now you are getting the problem. Neil
Sent: Wednesday, November 16, 2016 9:03 AM
Subject: [FlyRotary] Re: Cooling
Good
morning! Couldn’t sleep so doing some work in bed (laptops - a brilliant curse).
I get the restriction, and wondered about the pressure on the fan at cruise
speeds when rpm tries to imitate a turbo!
Steve
Yep, what are doing out of bed??? Also to add, if the fan is
not going it will cause restriction to the incoming air and work against the
cooling set up. Fans are very complicated. Neil.
On 11/16/2016 8:53 AM, Stephen Izett
wrote:
Is that you, Mr
Unger?
Steve
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.
On 11/16/2016 8:23 AM, Stephen Izett
wrote:
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
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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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