Greetings All
          I have made up and will produce direct replacement thermostat
  housings for the renesis eng. Some of the features are area's for wiggin
  coupling's,barbed nipple's ,NPT bungs , ports for heater outlets and rad
  cap
  to fill system all can be welded on as per customers needs. If interested
  I
  can send pic. I will be bringing a sample to Sun N Fun. Also have a new
  simple oil filter housing that have all the connections needed.


    Regards

   Ed Klepeis

   techwelding.com


  Why would one want to use a thermostat in an aircraft engine?

  Paul Lamar


Dear Paul
    This unit doesn't have a thermostat. It has all the features you want.

  Regards
  Ed Klepeis


Well send me a photo or a 3D.

Paul Lamar


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==
Hello Paul,

Your question, "Why would anybody want to use a thermostat in an engine?" is
a good question that I'm dealing with right now. My first assumption is that
Mazda thought it was a good idea for engine operating temperatures.

You've told me never to use a thermostat in an airplane, but I don't know
why. From what I've seen, most aviation rotaries don't use thermostats, so I
guess there is something I don't know.

Are the thermostats unreliable? Restrict flow?

Why wouldn't we use thermostats?


Sandy McNabb
Renesis in a Glass Goose

They are very reliable but they do restrict flow which is not
much of an issue for a car use where the avg HP is so low.
For an aircraft engine one wants to keep the metal temperature
in the rotor housing as low as possible so the way to do
that is pump a lot of coolant  through the engine to carry
away the heat. One does not need to be a thermodynamics
engineer to understand that. It is common sense.

The other issue is cooling drag. Cooling drag can be as
much as 30% of the total drag on an airplane. Pushing a lot
fresh air through the cooling system when it is not needed
during cruise or under low ambient temperature conditions
is not a good idea. In that case it is better to use either
cowl flaps or duct tape on the scoop opening to control
the engine temperature. That is the way Buba does it at
Daytona when he wants to qualify fast:) Lower drag better
miles per gallon.

Rino LaCombe came up with the perfect solution for your
aircraft since he lives in the Great White North.

He reports these work very well and despite global warming
it gets very cold up there. I know I spent two years in
Kirkland Lake :)

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"I built and installed the louvers to control the water and oil temp.  It
works,  I use a Ray Allen servo with a position sensor display to operate
it.  I did not use the Wolkswagen bellow as you suggested because I want to
have control of the temp.  It is not hard to control and it is not very
sensitive to temp changes, easy to adjust.  The blue foam glued at the top of
the canopy is to hold a mirror so that I can see the position of the
louvers.   The louvers frame is not attached to the engine cowling top
section so the cowling is still easy to remove and install.  If it cause too
much air flow restriction in the summer  the whole installation can be
easily removed,  it is held on by 6 bolts."

thanks
Rino Lacombe
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Somebody might say; "well the thermostat won't hurt as
I can still use cowl flaps." True and I can't really argue
against that but it does add a bit of heat before take
off time that you don't need. Taxing to the start
of the runway will do that just fine.

Paul Lamar