Paul wrote:

Hi all...here is the latest success story for my 13b powered

SQ2000

canard.  I removed the ram air scoop from the top cowling.  I

then

installed a NACA duct with a 3 inch hose outlet in the lower
cowling in the wing root area.  I made an aluminum plenum with

a 3 inch

hose outlet to attach to the new NACA duct.  Now, the incoming

air goes

directly to the throttlebody and no longer pressurizes
the low pressure area of the cowling. Climbout water temps

dropped from

the previous 205 (with the ram air scoop) to 180.  I think if I

seal the

plenum as Paul Lamar suggested, I can further
decrease my temps.  It was 81 degrees outside, and the water

temps

climbed to 180 during the climb.  Settled down to 170 downwind.

I think

I'm on the right track....will try sealing the plenum
next. Oil temps maxed out at 180, and dropped to 160 downwind.

Not as

low as I would like them to be, but going in the right

direction.  Here

are a couple pics of the NACA scoop and the intake
plenum. Paul Conner

You will get more power with a ram air scoop instead of the

NACA.

What is current intake manifold pressure?

Paul Lamar

I have to look at it during flight. My MAP fluctuates between 15

and 20 at

idle, and if I recall correctly, at WOT it was around 5.  That is

the only

indicator I have. There is a small rubber hose attached to the

intake

manifold that goes directly to the MicroTech ECU. The screen on

the handheld

programmer (that is actually hard mounted to the instrument panel

instead of

being handheld) shows the MAP to be around 15 to 20 at idle, and

decreases

with rpm's, up to around 5" MAP.  That was with the ram air scoop.

I failed

to observe the MAP readings with the new intake plenum and the new

NACA

scoop.  Static rpm's were excellent, however.  I will take note of

the MAP

during flight on the next flight.  It was a short flight (a couple

of

circuits around the pattern) as I wanted to get back on the ground

to make

sure nothing was coming loose, etc.  Pulled the top cowling and

everything

is still in the same place. I like it when things stay put.
     I like the idea you came up with (the red rectangular fix to

seal the

NACA inlet to the radiator).  I was considering silicone or

silicone rubber

engine baffle material, but I prefer just sealing it as you

suggested. All

it will take is a small piece of aluminum which I can secure to

the sides of

the plenum with blind nuts and L shaped aluminum angle, and a

little

silicone in the joints. That way, when I remove the lower cowling,

it will

have no effect on the integrity of the radiator/plenum seal.

Thanks.  Paul

Conner

That that should help but the ultimate is get rid of the NACA duct,
use a P51
type scoop, Kays & London wedge diffuser and mount a thinner rad
under the
engine like Perry Mick is doing.

Paul Lamar

Paul(L) -
I know you don't like NACA scoops for cooling - but with Paul's
(Conner) current temps (~180f) don't you think the P-51 scoop is going
to add more drag - and potentially not improve temps all that much?

I think Paul Conner has a winner just like it is.  He might even be
able to tweak it a bit and get another 5-10 degrees off by radiusing
the aft end of the NACA and putting a capture plate in the bottom.
But I don't think he needs to do any extreme surgery. Let's
congratulate him on a great success!

Joe Hull
Bellevue (Seattle), Washington
Cozy MkIV #991 (still working on Engine & Electrical & Finishing)
http://www.maddyhome.com/canardpages/pages/JoeHull/index.html

True P-51 scoops add frontal area and consequently drag.
It is not just me. It is the inventors of the NACA duct that don't like
them
for heat exchangers :)

So far Paul Conner has been flying in cool weather. That makes a big diff.
The temp difference  is 80 F to 180 F. 100F. For every one degree F loss
in
temperature difference there is a loss of 1% in cooling capacity roughly.
Ruff rule of
thumb. Wait until summer when the ambient gets to 110 F. Also climbing out
to pattern altitude is not hard. Try climbing over a mountain or cloud in
summer
for a half hour.

My favorite for pushers would be this 3D. Real easy to implement. I
suspect
less drag than a P51 type scoop.

Nobody is not congratulating him. He has been on here for years but went
ahead anyway against conventional wisdom and he is now asking for help.

Paul Lamar

Hi, Paul....yes, I may have gone against conventional wisdom....my problem
is that I question the wisdom that comes from NASA.  In the attached excerpt
you provided from NACA, they state that "Submerged inlets do not appear to
have desireable pressure-recovery characteristics for use in supplying air
to oil coolers, radiators, or carburetors of conventional reciprocating
engines". That is pure bunk.  I had a NACA inlet suppying air to my
carburetor on my "conventional reciprocating engine" powered LongEZ, and it
worked very well.  I can provide the names of several others who also had
similar success with a submerged inlet providing air to their carburetors on
Lycoming (conventional reciprocating engines).

     There are also several other builders who have had success with
radiators and NACA ducts, such as Al Wick's Subaru powered Cozy, John
Slade's rotary powered Cozy, etc.  In my opinion, this paper is out of date
and incorrect. This coming from the same folks that said "The foam that
impacted the spaceship Columbia wing should present no problems upon
reentry".

     I totally agree with you that a P-51 style duct would be more
effective, and that the proposed under belly radiator solution you presented
also has merit. My only problem with that is that the radiator fins are
subjected to airflow coming in at a significant angle to the cooling fins.
With my setup, the incoming air attacks the radiator at right angles, as it
does in an automobile, and I believe that would provide less drag than a
system where the air hits the radiator at a severe angle. If a radiator had
fins at an approximate 45 degree angle, then I think your proposed
under-belly radiator design would probably be the most efficient possible.

     While the NACA duct is admittedly not as effective as a P-51 style
scoop, I believe it has merit.  If I cannot bring the temps down another 10
degrees with sealing the rather large joints in my plenum and by possibly
providing a radius inside the NACA duct, I will be the first to admit both
failure and stubborness.

      I flew it again today, and I find that after retracting the nosewheel
and climbing at 120 instead of 100, yielding 1200 to 1500 fpm climb rates,
upon reaching 6000 feet, the temps continued decreasing, due to the cooler
temps at altitude and the higher climbout airspeeds. My previous temps were
acquired at a climbout speed of 100 and with the nosewheel still down. Given
the greater speeds attainded by retracting the nosewheel, I am close to
achieving the temps that will make me feel comfortable. I also need to sand
and paint the plane and install the main gear wheelpants. That should also
help reduce drag and yield higher airspeeds (better cooling) at the same
power levels.  I have not yet thrown in the towel.  Please understand that I
do appreciate a lot of the work that NASA has done....as well as the
valuable service you provide to rotary engine enthusiasts....I just think
that there just might be that "happy medium" between optimum cooling and
acceptable cooling. (And yes, I could be wrong....wouldn't be a first).  I
will keep you informed as I seal the plenum and possibly provide a radius to
the area indicated inside the plenum.  Thanks again for your input and
suggestions.  Paul Conner, having a ball flying my rotary powered SQ2000 in
Mobile, AL

I don't think it is bunk. Are you and aerodynamic engineer? I don't think
Boeing thinks it is bunk nor do I think Lockheed and Messerschmitt engineers think
it is bunk. Bernie Kerr with 30 years at Pratt & Whitney does not think it is bunk.
Tracy Crook does not think it is bunk either.  Mooney aircraft does not think it is
bunk. Tracy Saylor with the fastest RV6 in the world 237 MPH does not think it bunk.
So too Dave Anders with the fastest RV4 in the world at 255 MPh does not think it is bunk.
All of the people and companies I just mentioned use ram air scoops for carb air. If that
is not conventional  wisdom I don't know what is. Don't make me upload pictures of all these
air intakes because I can :)

Yes the engine will run with a NACA duct supplying air to the carb but so would a hole
in the cowl work as well. The engine is then expending HP to pump the air into the carb.
The engine would work better and probably provide more MPG with a ram air scoop.
Ram air scoops have proven they provide more engine HP than they consume in drag HP.

Yes of course climbing out faster works. The dynamic pressure goes from 26 pounds
per square foot (.18 psi) at 100 MPH to 37.4 pounds per square foot (.26 psi) at
120 MPH. It will cool even better if you climb at 150 MPH 58 pounds per square
foot (.40 psi) providing your engine will generated enough HP breathing through a
restrictive NACA duct. Just hope you never have to climb over a mountain
or a cloud at max angle on a hot day as frequently occurs out here in the west..

Wait till July and August. You have not begun to see the problem.

Paul Lamar

You could always use the Boeing fix for your NACA scoops Paul :)
I think it looks cool.

Paul Lamar
 
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