Stopped in yesterday to take some pictures of Buly's fine airplane.
The finish on this airplane is a sight to behold. It looks like
a world class racing sailboat hull. The sanding is superb as is
the rest of
the work.  A sure fire winner in any workmanship contest.
Not only that... it is cooling very well indeed with a small size
radiator
record.
Buly took a stock all aluminum racing radiator and cut it in half.
IMHO the reason it is cooling so well is due to the P51 style
scoop under the
fuselage with a boundary layer air bleed and the back side of the
rad is
totally
unobstructed. It is no slouch either in the speed department at
200 MPH
with a normally aspirated side port 13B Cosmo engine.
Paul Lamar ...No rotor no motor.

Paul,  Buly

Could you tell me the dimensions on the radiator? I am assuming Buly's
engine delivers around 220 Hp max.

Doug Fir

I think his engine is more like 190 HP. It is only a 2.17:1 to gear
box.
My guess is:  10" by 19" by 2 inches. What is it Buly?

Paul Lamar ...No rotor no motor.

Paul is about right. I don't have the exact measurements with me..
Buly

Nice pictures Buly. Notice Buly uses two constant tension hose clamps
and silicon hose everywhere. Not cheap but well worth it. You don't
want to crash your airplane due to cheap automotive hose and 75 cent
worm drive hose clamps. These pictures are from when Buly had a stock
89 Mazda RX7 turbo. Since removed until Dave Leonard gets some hours
on the modified version. He modified the back cover on the turbo to
attach a second waste gate exhaust pipe but it still over revved at
altitude. These pictures clearly illustrate how small the rotary is
compared to a typical aircraft engine with the same HP.

Paul Lamar

Paul, I was talking to Thomas Müller, the manager of Diamond Engines about
the constant tension clamps, and they mention that they tried them back when
he worked for Thielert, and found that you had to bin them each time you
removed them, as they tended to lose tension after being removed and
reinstalled a couple of times. I personally can't see what failure mode of
the clamp could cause that, but thought it was worth passing it on.

Mark W.


Depends on the brand I suspect.
In an event it is still cheap insurance to replace them every time you
take them off.

Here is a picture of the Thielert engine in a Cessna 172 at Sun n Fun.
they have the cheap crap worm drive hose clamps even on the oil
cooler. Real stupid!!! Wait till one fails and some one sues them for
20 million dollars. At least Continental uses Wiggins couplings
on their liquid cooled Voyager engines.

Thielert are very dishonest in their marketing. They claim super low fuel
consumption for thier  Mercedes econo car diesel engine but they don't tell you the
engine is only 135 HP while a new C172 comes with a 160 HP engine and a fixed pitch props.
Of course it burns less fuel! It has less HP! They try to make up for the performance
short fall by using a $10,000 MT variable pitch prop. You have to throw the engine
away after 1200 hours because the FAA does not want you to buy cheap overhaul
parts from Mercedes. Or just get a complete engine out of the junk yard.
I guess they think Americans are too stupid to figure it out. Reminds me of Toyota
and the largely aluminum body, low aero drag, rock hard tires on the Prius.
Applying those features to any car will improve the MPG.

Paul Lamar ...No rotor no motor.

Paul
    The pic you have of the thielert aircraft is not an oil cooler it's a
cabin heater I asked them about that. Still doesnt make it right I agree on
the clamp issue.

                             Regards

                     Ed Klepeis


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