Peter Nunn wrote:

Paul another question.  The heat balance chart shows the ratio of heat
available, what are the actual numbers for a 13B?

You can scale the chart based on what HP you think you will have.
Should be fairly accurate and not vary too much with different HP levels.

BTW this is not markedly different than any gasoline IC engine.
The Mazda may a have 5% or 10% more heat going out the exhaust.
I have a really good heat balance  chart somewhere on the RR Merlin.

Paul Lamar

Peter Nunn wrote:

Thanks paul.  I have looked at the aft section of my fuselage and come up
with a duct that will comprise 2 NACA ducts near the trailing edge of the
wing and on the side of the fuselage.  There is space behind these for 2
radiators with 144 sq in cores (12x12)  giving 288 sq in.  Taking that we
need about 900 cubic inches of core the radiators will need to be 3" thick.
There are then 2 ducts on the underside of the aircraft that dump the heated
air.  I plan to fit an automatic belows operated cowl flap to this.  The
exit area is about 1.2 times the core area.
With the heat balance chart, I was interpreting the effective heat to be
180hp for a 13B, is this incorrect and the generated heat is 180hp?

My 115kw is the interpretation of the effecive heat == 134Kw therfore the
cooling water and lubricating heat component is 115Kw (approx).  If the
generated heat is 134Kw then the effective heat would be 37Kw? which sounds
very low to me 8^)

regards

I think you will get higher pressure air under the fuselage inline
with the wing. Particularly when there is a higher angle of attack
at lower air speeds during climb. Three inches is still a bit thick.
I would shoot for two inches maximum.

BTW the Mooney engineers discovered the under the stab air outlet.
This is on an Ovation with AC. there is another air outlet just like
it on the other side.

Paul Lamar
 
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