Today's Message Index:
----------------------
1. 08:50 AM - Laminova heat exchanger and Evans coolant (Frans Veldman)
2. 11:16 AM - Re: Throttle Cables (graeme bird)
3. 03:50 PM - Re: Laminova heat exchanger and Evans coolant (Bud Yerly)
4. 06:09 PM - Re: Re: Throttle Cables (Robert Borger)
5. 09:21 PM - Re Aussie builders (laurie)
Message 1
INDEX | Back to Main INDEX |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Laminova heat exchanger and Evans coolant |
Hi everyone,
As some of you know I have drastically changed the cooling system of my
914 powererd Europa and achieved perfect cooling without having to
resort to more and larger openings in the cowling. Even better, I think
I have only about 50% of the original air flow left at maximum cowl flap
angle and about 10% of this during the cruise. Less cooling air is less
cooling drag, which is a significant percentage of the total drag of an
Europa. It is one of the keys why I can easily cruise at 140 knots with
my hi-top tri-gear. (Sorry, still didn't got time to write the promised
article about this).
So, with so much cooling overcapacity I thought to make the transition
from 50/50 to Evans coolant. Reason for that was to be able to allow the
engine to run slightly hotter (good for the efficiency) and to have zero
pressure in the cooling system (which is good in case of a leak).
One key element in my cooling system is the Laminova oil to water heat
exchanger. This marvel has very fine oil and coolant passages to ensure
good heat transfer.
After swapping the 50/50 coolant for Evans I started the engine... and
it was interesting to see the CHT's to increase very fast to 100C while
the coolant sensor was still at ambient temperature. Coolant flow in the
system appeared to be about zero.
I thought of an air lock initially, but after much rocking and
disconnecting hoses at key locations I was quite sure that I didn't have
an air lock (I never had to resort to any of such trickery during the
cooling experiments with 50/50).
So, that Evans stuff simply appears to be too thick for the tiny canals
of the Laminova heat exchanger. When the oil finally warms up by itself
(without the use of warm coolant as usually was the case, so this takes
a long time) the flow improves somewhat, but the best I got was a 30C
difference between the CHT and coolant (on the ground at low power). It
is not flyable. With 50/50 the temperature difference between the CHT
and coolant is almost nothing, indicative for sufficient coolant flow.
So, my question to anyone who has or is using Evans coolant: Did you see
a large difference between the CHT's and coolant temperature? Has anyone
ever tried to use Evans in combination with a Laminova/Mocal heat exchanger?
On the Evans website a new type of coolant is announced, with higher
viscosity especially for motorcycles that have smaller radiators with
smaller canals. (Apparently there are more folks having problems with
the regular thick Evans stuff). Has anyone tried that in an Europa? And
more importantly, am I allowed to use it in my Rotax?
I'm back to 50/50 for the moment (too bad for my dewatering efforts
prior to pouring in that Evans stuff).
Anyone interested in my can of Evans NPG+? Used only once! Never flown
with it.
Frans
Message 2
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Throttle Cables |
I am just getting checked out on G-UMPY after build. I used piano wire from Airworld/jodel
as the originals started kinking. Trouble is these are now stiff and
sticking. I had to stop flying dismantle, oil and re route. It seems they should
really be longer and either PFTE coated wire or a coated housing. The orginal
stranded ones are lower resistance but maybe it was the routing that was
the real culprit. Not sure whats best now.
--------
Graeme Bird
G-UMPY
Mono Classic/XS FWFD 912ULS/Warp drive FP
Just waiting for the Permit to Fly to arrive after submitting test flight report
G(at)gdbmk.co.uk
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=367248#367248
Message 3
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Laminova heat exchanger and Evans coolant |
Frans,
I have used the Evans in a stock trigear and have found my CHTs were
about 15 degrees cooler with the glycol.
I am as perplexed as you why the difference in the coolant temp probe
performance.
I cannot imagine that the Evans would be too thick for the Laminova heat
exchanger as the coolant is basically the same viscosity of the Ethylene
glycol.
Are you using the S34 heat exchanger? That is what I thought about
testing.
Discussion:
I would expect you to see what I and others have seen with the Evans,
that is about a 15 degree CHT rise as the heat transfer rate of the
Evans is slightly less than the glycol. For a properly set up trigear
though, that would not be anything worth worrying about. The oil temp
should be nearly coolant temp once warmed up.
I hope not to insult you, but there are three or four types of Evans
coolants. Are you using the heavy duty (yellow NPG), high performance
(green which I used), NPG+, or Powersport which I think is NPGR. To my
knowledge, there is no viscosity difference with any of them and all
should work with the Rotax and Liminova.
I do know that the glycol cooler must be free of water or things to to
hell until the water evaporates. It was like oil and water but the
Rotax still cooled.
It almost sounds like the water pump inlet hose was kinked after the
flush and blocked the flow. Easy done.
Bud Yerly
Europa Tech Support.
----- Original Message -----
From: Frans Veldman<mailto:frans@privatepilots.nl>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Saturday, February 25, 2012 11:45 AM
Subject: Europa-List: Laminova heat exchanger and Evans coolant
<frans@privatepilots.nl<mailto:frans@privatepilots.nl>>
Hi everyone,
As some of you know I have drastically changed the cooling system of
my
914 powererd Europa and achieved perfect cooling without having to
resort to more and larger openings in the cowling. Even better, I
think
I have only about 50% of the original air flow left at maximum cowl
flap
angle and about 10% of this during the cruise. Less cooling air is
less
cooling drag, which is a significant percentage of the total drag of
an
Europa. It is one of the keys why I can easily cruise at 140 knots
with
my hi-top tri-gear. (Sorry, still didn't got time to write the
promised
article about this).
So, with so much cooling overcapacity I thought to make the transition
from 50/50 to Evans coolant. Reason for that was to be able to allow
the
engine to run slightly hotter (good for the efficiency) and to have
zero
pressure in the cooling system (which is good in case of a leak).
One key element in my cooling system is the Laminova oil to water heat
exchanger. This marvel has very fine oil and coolant passages to
ensure
good heat transfer.
After swapping the 50/50 coolant for Evans I started the engine... and
it was interesting to see the CHT's to increase very fast to 100C
while
the coolant sensor was still at ambient temperature. Coolant flow in
the
system appeared to be about zero.
I thought of an air lock initially, but after much rocking and
disconnecting hoses at key locations I was quite sure that I didn't
have
an air lock (I never had to resort to any of such trickery during the
cooling experiments with 50/50).
So, that Evans stuff simply appears to be too thick for the tiny
canals
of the Laminova heat exchanger. When the oil finally warms up by
itself
(without the use of warm coolant as usually was the case, so this
takes
a long time) the flow improves somewhat, but the best I got was a 30C
difference between the CHT and coolant (on the ground at low power).
It
is not flyable. With 50/50 the temperature difference between the CHT
and coolant is almost nothing, indicative for sufficient coolant flow.
So, my question to anyone who has or is using Evans coolant: Did you
see
a large difference between the CHT's and coolant temperature? Has
anyone
ever tried to use Evans in combination with a Laminova/Mocal heat
exchanger?
On the Evans website a new type of coolant is announced, with higher
viscosity especially for motorcycles that have smaller radiators with
smaller canals. (Apparently there are more folks having problems with
the regular thick Evans stuff). Has anyone tried that in an Europa?
And
more importantly, am I allowed to use it in my Rotax?
I'm back to 50/50 for the moment (too bad for my dewatering efforts
prior to pouring in that Evans stuff).
Anyone interested in my can of Evans NPG+? Used only once! Never flown
with it.
Frans
http://www.matronics.com/Navigator?Europa-List<http://www.matronics.com/N
avigator?Europa-List>
http://www.matronics.com/contribution<http://www.matronics.com/contributi
on>
Message 4
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Throttle Cables |
Graeme,
I replaced my kinked, stranded wire with solid, teflon coated wire purchased from
McMaster-Carr here in the States ( McMaster.com ). There's probably a similar
product available in the U.K. It seems to be working well, but only 25 hrs
on it so far. Hopefully, more time will be accumulated starting next month.
If I were doing again today, I'd probably go with hi-tech, teflon, cycle brake
cable and sheath ( Amazon.com search: teflon brake cable ).
Perhaps I'll try that over next winter down time.
Blue skies & tailwinds,
Bob Borger
Europa XS Tri, Rotax 914, Airmaster C/S Prop.
Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP
3705 Lynchburg Dr.
Corinth, TX 76208-5331
Cel: 817-992-1117
rlborger@mac.com
On Feb 25, 2012, at 1:14 PM, graeme bird wrote:
>
> I am just getting checked out on G-UMPY after build. I used piano wire from Airworld/jodel
as the originals started kinking. Trouble is these are now stiff
and sticking. I had to stop flying dismantle, oil and re route. It seems they
should really be longer and either PFTE coated wire or a coated housing. The
orginal stranded ones are lower resistance but maybe it was the routing that was
the real culprit. Not sure whats best now.
>
> --------
> Graeme Bird
> G-UMPY
> Mono Classic/XS FWFD 912ULS/Warp drive FP
> Just waiting for the Permit to Fly to arrive after submitting test flight report
> G(at)gdbmk.co.uk
Message 5
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re Aussie builders |
Dear all
Iam building a Europa in Australia pretty much on my own and am keen
to make contact with other builders .I live in Victoria more specifically at
Hamilton anyone around please make contact
Laurie Ryan
Sent from my iPad
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|