Aaron

Pics of burned valves, etc would make sense but can be visually "cluttered" if you get my meaning. Maybe a simple graphic of an exhaust valve with flames coming from it? "Let's keep reciprocation in the bedroom"

I have some rough numbers for a 13B running at 300HP (turbo) and 200 HP, which may be of use, or at least a topic of discussion. These numbers are all theory, I have no experimental data to back them up, yet. I ran some simulations on the 13b engine, the goal being to quantify heat loads, heat exchanger area, required air flows, etc. i started with a 13gph fuel flow,and mixed in air at a 15:1 ratio (highest theoretical heat production), after combusting it and removing 200 HP of shaft work, I come up with a heat load (oil and water combined) of .54 MMBTU/hr. Running at 18 gph fuel and 300 HP brings the heat load to .69MMBTU/hr. These numbers seem reasonable, as an old rule of thumb for 4-cycle engines is 1/3 energy to work, 1/3 out the exhaust, 1/3 to cooling. Many people make the assumption that 2/3 cooling goes to water, 1/3 to oil, but since I have no numbers to back that up, I'm going to assume all the heat goes to water for now. Cooling water flow: Assuming our water exits the radiator at 160F, and the max temp we want is 185F, our cooling flowrate is 67 gpm for 300HP, 52 gpm for 200HP . Cooling air flow: The amount of air needed, assuming air enters at 100F and leaves at 150F, is 13,400 cfm (actual) for 300HP; 10,500 cfm for 200HP Assuming the duct inlet velocity is 90 mph, you need a duct inlet area around 1.7 sq feet for 300HP, 1.3 for 200HP Cooling area requirements: I'm still looking for good info on heat transfer coefficient and area for radiators, I'll probably have to run experiments to confirm anyways. Again, the numbers posted here are for discussion and entertainment only. Does anyone have any realworld info they could contribute here? oh yeah, one last thing, these numbers should be good for any engine with similar fuel burn and HP.

I just picked up Tony Bingleis's Firewall forward, I think I'll tackle Zeke's book after that.

I hope you can get the weight down, that's a bit on the heavy side, but if you can make a new exhaust manifold and intake manifold out of tubing, then you'll be able to drop quite a bit. Best of luck

Sure, just drop it off at KAXH will ya? I'll even fly you back!

There are two potential slaves in Houston, after all

I've heard lots of "polarized" opinions on Ivoprops, both good and bad. One thing I hadn't seen yet was this accident report: http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20001208X09130&ntsbno=ATL98FA017&akey=1 I had trouble finding more prop failures, probably because I'm not used to the NTSB search engine. I did find one other IVO prop where the owner had set the prop for 27 inch pitch and lost control in his first flight. before this I had discounted most of the bad opinions. Now I'm beginning to think maybe a good old fashioned fixed pitch wood prop would serve me better than an in-flight adjustable Ivo.

It's not the right time yet. I'm one of those people who dives into projects at 100 mph, only to loose interest in a few months. I made myself a promise that I wouldn't buy the plans until a cooling off period of 6 months had gone by-That puts my check into Nat right around my 32nd birthday in May (Happy birthday to me!)

Great book, Though some of the commentary is a bit dated (1943). I think if Herr Langewiesche saw a Cozy He'd be sure it was a new kind of "safety plane" (and he'd be right) but he'd also look at the gear and prop and conclude the cockpit is backwards. A Defiant or Boomerang would throw him way out of joint no doubt. So what next? "Theory of Wing Sections", "Fundamentals of Aerodynamics"...Any recommendations for good books?

Those volvo MPG estimates are based on typical driving, not top speed peak use.

Greg was running A T04, though he didn't specify trim. (T04 designates the housing, there are different impeller/compressor wheels for different applications) Thanks for the info, that jives well with Tracy's 8gph (NA) number

10 gph? 16 gph? any ideas at all? My approach is to do an overall heat balance based on fuel flow and a ratio of air. I combust the fuel, then remove energy (power) for the engine load, then I cool the exhaust gasses to ~1450 F. The heat duty required for this cooling should be close to the actual duty required from both cooling systems.

http://www.dragonaero.com/RAFCDROM.htm They claim the CD doesn't include the full size templates, I think you need them (but I could be wrong) No to mention no builders to help (I think a total of 15 Defiants got built...They have to be somewhere)

If that Audi is anything like my Audi, that's the dry weight. Well engineered engines, but they are heavy compared to most aircraft engines. Add around #100 lbs cooling systems and oil systems (based on the experience of others with rotary engines)

High all, I'm running some heat calculations and need some real world numbers. Please let me know what fuel flow numbers you've observed either in max climb or fast cruise, and also what your best HP estimate is I'll be running fuel flow numbers through a simulator to determine the overall heat balance. Thanks in advance, Aaron

I dunno, seeing a backpack parachute usually scares the bejeezus out of non-pilots or non-skydivers. I've yet to meet an aerophobe who climbs into an aircraft and says "Oh, goody, parachutes!"

For a prop speed of 2750, engine speed 6000, I need a 2.18 ratio, Crooks are at 2.17 IIRC. So the subie peak is at 5000 rpm? If you don't mind me asking, why subie? If I were going the piston route I'd go Lycoming myself, but then I don't know a whole lot Crook's does have the advantage (over Graham's) of using one oil system , but that may be a disadvantage in a piston engine, as their oil systems have a tendency towards varnish that rotaries don't.

http://www.dragonaero.com/RAFCDROM.htm If anyone's interested. They claim to be authorized, they don't include the full size templates. Still seems a bit shady to me, I'd expect this to be offered from RAF's website if it is truly authorized.

But, for the record, I'd never buy unlicensed plans For one thing, it just ain't right. For another, it's my butt in the thing, I like to be sure the plans I bought came from someone knowing a bit more about aircraft construction than how to work a Xerox machine Did anyone see this? http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=26441&item=2400602577&rd=1 I hope Rutan either goes after this guy or offers a similar thing himself, I'd love to see all the sets of plans and compare them to each other.

Anybody have pics out there?

If there's a plane other than a Cozy I'd like to build it would be the Defiant, even though it would take twice as long and twice as much. I know it's been years since Rutan offered plans on these, what's the likelyhood of someone coming across a set of non-built plans? Even if I did, could it be built without Rutan's assistance?

I've been surfing though the process of building (I know, I need to go ahead and build it!) and I have some questions on PSRU design- What's Flying? I know Ross's PSRU is flying, as well as Crook's enhancement of it, I'm reviewing George Graham's conversion of a RX-7 gearbox-he has 320 hours on it, is anyone else flying this design? Are there any that I've missed?