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From: "Ed Anderson" <eanderson@carolina.rr.com>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
References: <list-438554@logan.com>
Subject: Re: [FlyRotary] Re: FW: Smoothing Flow Through Radiators
Date: Wed, 29 Sep 2004 17:51:09 -0400
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I concur with Bill's assessment regarding the vanes.  There is one
additional thing to consider, while vanes may assist cooling during the
cruise phase, they can adversely affect cooling during the climb phase
depending on a number of factors.  Basically, if the incoming air is hitting
the vanes at a relatively high angle of attack (like during a climb), the
vanes can create eddies and disturb the  airflow.  While turbulent flow is
best for removing heat as Bill pointed out, disturbed airflow such as caused
by eddies actually impede heat transfer by blocking efficient flow through
parts of the core.

So again, like so many things, it depends on the implementation.  I find
that with the proper shaped ducts/diffusers that the two GM cores cool just
fine across my operational regime.  Right after take off on hot days, the
temps will climb to around 200F-210F for a short duration but stabilizes at
170F for both oil and coolant at cruise power setting.


Ed Anderson
----- Original Message -----
From: "Bill Dube" <bdube@al.noaa.gov>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Sent: Thursday, September 30, 2004 4:19 PM
Subject: [FlyRotary] Re: FW: Smoothing Flow Through Radiators


>
> >
> >From: "Chris Lowery" <chris.lowery@sbcglobal.net>
> >
> >Hi All,
> >        I have found that putting vanes in front of the radiators lowers
the
> >coolant temperatures.  It seems that it straightens out the airflow so
that
> >it goes through the radiator more easily.
>
>          Carefully executed, this could work very well. It will work much
> better on thin radiators with a low fin count (distant fin spacing) than
it
> will on a thick radiator with a high fin count. (If the radiator had the
> correct fin spacing and thickness for the air flow and available pressure
> drop, you wouldn't need to add the vanes.)
>
>          It is nearly certain that the additional cooling is because of
> increased turbulence, not "straightening" of the air flow. Breaking up the
> stream lines and tumbling the air can greatly increase the heat transfer
> from the surface of the radiator fins/tubes.
>
>          When the flow is laminar between the fins, heat has a hard time
> going from the fin surface to the core of the airflow. It is forced to
> first heat the closest air layer, which then heats the air next to it, and
> so on. (If the vanes are far apart, and the air does not spend enough time
> in the radiator, the core streamlines will not pick up heat.)
>
>          If the air is turbulent instead of laminar, the air mixes up as
it
> flows past the surface of the fin. Blobs of air that would have slipped
> though in the center of the core of a laminar flow are likely to be hurled
> against the fin surface and forced to pick up heat if the flow is
turbulent.
>
>          If the radiator is thick with close fin spacing, introducing
> turbulence might help some, but will not make a large difference in the
> heat transfer. (It could actually reduce the cooling ability of the
> radiator, in some cases.) The turbulent flow will return to laminar after
> is has traveled a distance of something like 10 to 30 fin spacings into
the
> radiator. (This distance depends on the Reynold's number between the
fins.)
> If the radiator thickness is less than, say, 20 fin spacings, (most car
> radiators are) introducing turbulence might help a lot.
>
>          Of course, there will be a balance between reducing the air flow
> and increasing the turbulence. As you increase the turbulence, you will
> restrict the airflow. There is an optimum point, either side of which will
> be reduced cooling. Putting in too many vanes will result in reduced,
> rather than enhanced, cooling. If the radiator is designed correctly for
> the application (most aren't designed for airplanes) then adding vanes
will
> reduce the cooling.
>
>          I suspect that typical automotive or motorcycle radiators  would
> be designed for much lower air flow (less air pressure drop) than is
> available in a speeding airplane. This is probably why the evaporator
cores
> work so well. In the car they came out of, they have a very strong fan
> forcing air through them. They have closely spaced fins and are quite
thick
> to take advantage of the high pressure drop available to force the air
> flow. They may not be quite thick enough or have fins that are spaced
quite
> close enough to be optimal for a 200 mph airplane. They will be a much
> closer match than the typical car or motorcycle radiator, however.
>
>
>
>
>
>
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