Kingsley,
Congrats. My favorite mono is a Classic. Light and fun.
I have two suggestions on how to cool the Europa Classic standard install.
Kim Prout is in Southern California with a 912 (80 HP) Mono and Whirlwind c
onstant speed prop. He modified his cowl.
Smaller inlets, larger outlet it looks, and attention to detail on the cowl
inlets and everywhere else.
Also with a successful mono is Creighton Smith (912 Mono, Airmaster) in sou
thern Florida. Creighton flies from Canada to Key West Florida. We opened
up Creightons cowl exit as the standard is a bit small for our hot weather
, and put on my close fitting firewall for more exit area still, and we rea
lly should have put in cowl flaps. He has a Lenovo oil/glycol heat exchang
er so his radiators cool both the oil and coolant. On extended climbs he h
as to stair step his climb. It was fine to about 5500 feet but the extende
d climb with the Airmaster pulls more torque and consequently climb and cru
ise are good, but the cowl flaps in our opinion would allow unrestricted cl
imb. He has leaned his engine over standard a bit by moving the needles an
d installed a Hacman mixture control. Excellent cruise considering the his
stock airframe. He emailed me today and here is an excerpt:
=93In a hundred or so hours, including the longish eclipse trip to Wyoming,
We=92ve noticed a few things.
To wit:
The mixture control is kind of wonky and, as advertised, the Bing carbs do
a fine job up to about 4000ft or so. I did raise the needle.
On some of our longer legs we slalomed around buildups at 10500 and it did
a fine job and provided a tas of about 125kt even on 80hp and almost 1450lb
. You have to wait for the egts to stabilize and kind of sneak up on peak
and then richen 50 or so. The amount you have to screw the mixture needle
out at WOT and 12000ft density altitudes is a LOT more than WOT at 7500. F
orgetting to richen before reducing throttle will get your attention.
Fuel flows at 10-12k were in the high 3s.
The Long Ranger aux tank is wonderful for the flying I often do. It is als
o really useful for tankering mogas and avoiding 100LL.
The radiators are too small. Climb temps go disturbingly close to redline
even at 95-100kt. Of course I step climb. At altitude in the northern win
ter temps are a bit low at cruise and pretty low in descent. I need a cowl
flap.
The delta T is 20degF water to oil.
For snoring around Florida on 100nm legs I=92ve discovered that 4700rpm and
26in results in lower fuel flows, smooth engine and 112ktias. Good for ru
bbernecking.
Man oh man, that Airmaster prop is worth its weight in platypuses, or whate
ver they have in New Zealand.
I=92ve had carb ice on startup several times (I ran into this on several oc
casions with CV motorcycle carbs)(duh) and on descent once. A blip of thro
ttle cleared it.
I think motorcycles are always moving the throttle and for this reason are
not prone to enroute icing.=94
Both planes to my knowledge have had similar issues as you. In my opinion,
movable cowl flaps are essential in every airplane to increase speed, impr
ove high power cooling, and keep cruise temps in the warm range. Also is a
tight fit between the cowl and radiators. Never leave the air have a way
to get around a radiator. It kills efficiency. Both of these guys have in
stalled modified cold air plenums or half plenums to the carbs but have fix
ed modified cowl ramp exits. If your exit and firewall are stock, I believ
e your first option for major mods is a pair of movable cowl flaps. I beli
eve in a fixed cowl flap for experimenting but it is a speed brake at cruis
e.
As far as parallel or series radiator plumbing to enhance cooling, I think
it will be a bit of a plumbing nightmare as there is not much room in the C
lassic. I think your idea has merit as the coolant will flow slower throug
h the radiators and make them more efficient, but with a Y to each inlet an
d a tee back to the water pump, fit will be difficult. To start your exper
imenting I would suggest you make sure you have installed the radiators tig
htly to the cowl. You can tape up the gaps around the radiator for tempor
ary experimental air gap sealing.
If the engine is new, expect it to run hotter until fully broke in of cours
e.
Watch your oil temp if using the stock oil cooler behind the port radiator.
If you installed the oil cooler low under the spinner, it may need a larg
er oil cooler also.
Both Creighton and Kim are avid experimenters have great flying airplanes a
nd have worked out their issues over a number of years. They also are mech
anically very-very good.
Email me direct if you have need of links to the equipment mentioned above.
I=92m probably in trouble with both Kim and Creighton for offering up their
services but they are good hot weather Classic references on the fly.
Merry Christmas to all of you down under. Don=92t forget your sun tan loti
on.
Bud Yerly
Custom Flight Creations
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________________________________
From: owner-europa-list-server@matronics.com <owner-europa-list-server@matr
onics.com> on behalf of Bob Harrison <ptag.dev@tiscali.co.uk>
Sent: Sunday, December 24, 2017 12:43:39 PM
Subject: RE: Europa-List: Cooling a Mono Classic
Hi! Kingsley, Firstly congratulations on you first flight.
Have you the water radiator set 2=94 below the oil cooler ? and the gap be
low and to the side of both matrices closed up?
Regards
Bob H G-PTAG
From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-serv
er@matronics.com] On Behalf Of Kingsley Hurst
Sent: 24 December 2017 11:40
Subject: Europa-List: Cooling a Mono Classic
I have a plain vanilla 80HP Mono Classic. Plumbing of the coolant radiator
s are as per the book and the oil cooler is mounted underneath the spinner
as recommended by Europa.
Cylinder head and Oil temps were totally unsatisfactory until I made two ug
ly fixed cowl flaps (temporary ones) that allow a better air exit path. To
day, with a ground temp of 38C (@400 ASL) I climbed from ground level to 8,
500 ft at 80kts IAS on full throttle and 5500 RPM. Max CHT and Oil Temps r
eached were 102C and 116C respectively. In cruise at 8500 ft on full thro
ttle (22" MAP) and 5000 RPM with OAT of 17C, the temps dropped to 70C and 8
4C respectively which is a bit cool but easily fixed. I'm happy with the c
ooling at this moment but am unsure how it will be in the hot conditions of
North Western Queensland where the ground temp is often around 42C to 45C
but I digress.
After shutting down today, the OAT was 39C. CHT was 91C and Oil temp 88C.
After opening the hatches on top of the cowl, I felt the temps of the two
coolant radiators in the front of the cowl and one was noticeably hotter th
an the other. This is understandable as both radiators are in series.
Ignoring the complexity of the required plumbing, I then contemplated what
might happen if the coolant radiators were connected in parallel.
I reasoned that if in parallel :-
* The temperature differential (deltaT?) between the coolant temp and t
he OAT would be maximum on both radiators giving more efficient cooling as
opposed to different differentials in the series set-up .
* The flow rate through each radiator would be halved so coupled to the
higher deltaT, I assume better cooling as a result.
My question,
Does anybody have first hand experience with such a set-up and if so, do yo
u have any documented evidence of improved cooling as a result?
Cheers and all the best for the Festive Season to all.
Kingsley in Oz.
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