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#11
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X-No-Archive: yes
Jim Carriere wrote: I've been toying with that idea for a while. You mean engine oil, right? Yes Are such things at all common? No, they are very uncommon. I guess what I most wonder is why, on GA aircraft with aircooled engines, are exhaust heat muffs and/or fuel fired heaters commonplace. Intentionally having a gasoline fire in the cabin was never my favorite Which is worse, the possibility of CO in the cabin or hot oil in the cabin (and possible loss of powerplant lubrication)? Velocity does it as a standard thing, they put their main oil cooler in the nose an pipe hot oil to it from the engine. That always made me nervous, though they haven't had a problem with it, and they put the hose in conduit. I'm using an electric pump instead. I'm running much lower pressure (just enough to overcome the friction of the oil moving in the hose) and if it springs a leak, I can turn it off. I'm also drawing oil from the side of the sump. There's space beneath it for about 3 quarts, and another quart or so is in the upper part of the case during flight. Lycoming says the engine can run without damage on 2 quarts total. In the worst case - a fitting fails just downstream from the pump, and dumps oil in the back seat where I wont see it - the system will only dump 2 quarts before the port is uncovered. Seems to me that safety/reliability issues can be addressed by using quality parts and design. The functionality issue is maintaining the oil at operating temp, on a cold day or fast/high cruise, when cabin heat is most needed and the engine does not want to run hot (cowl flaps?). When you're high cooling actually gets harder, because the air is thin. The vernatherm will progressively cut off the main oil cooler as the engine runs colder, but my cabin heat exchanger is only about 20% of the size of the main. And my pump is putting out about 30-50% of the volume of the engine oil pump. So I *think* that the total heat I'm scavanging is not significant. If I find a part of the envelope where it is (ultra-cold day, low power setting, low altitude) I can turn it off, and I'm no worse off that I would be without it. In other words, what am I missing? Thoughts anyone? |
#12
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#13
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"Richard Riley" wrote 2) The fan drove me nuts for a long time. Finally I found a bilge fan from a boating supply store http://www.boatersland.com/rul140.html that's 12 volt, lightweight, and has plenty of volume. Don't bother with cooling fans from computers, they don't blow nearly enough. It is not a question of "enough." The computer fan is only good at moving free air, and does **** poor at pushing through any resistance, such as blowing though the fins of the heat exchanger, and any bends and kinks of the ducts. The squirrel cage blower is made for pushing pressure; that is why they are always used in furnaces. Simply a case of proper application, but you knew that, right? :-) Good idea using a bilge blower. One h*ll of a lot lighter than an automotive blower. I think I missed something. Is this on a flying application, so you can see if it puts out enough heat, oil heat wise, and volume wise? -- Jim in NC |
#14
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"Richard Riley" wrote The bilge fans are axial, like the muffin fans, but with a lot more power. The blades have about 6 times the chord of the muffin fans, and they have long shrouds. I've never seen a blige blower that was axial, but I've not seen that many. Learn something new all of the time. -- Jim in NC |
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