Return-Path: <13brv3@bellsouth.net> Received: from imf24aec.mail.bellsouth.net ([205.152.59.72] verified) by logan.com (CommuniGate Pro SMTP 4.1.3) with ESMTP id 2564969 for flyrotary@lancaironline.net; Tue, 02 Sep 2003 14:24:31 -0400 Received: from rad ([68.212.14.21]) by imf24aec.mail.bellsouth.net (InterMail vM.5.01.05.27 201-253-122-126-127-20021220) with ESMTP id <20030902182430.WZFG1810.imf24aec.mail.bellsouth.net@rad> for ; Tue, 2 Sep 2003 14:24:30 -0400 From: "Russell Duffy" <13brv3@bellsouth.net> To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] oil temps Date: Tue, 2 Sep 2003 13:24:33 -0500 Message-ID: <004401c3717f$752f8660$0201a8c0@rad> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0045_01C37155.8C597E60" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.4510 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_0045_01C37155.8C597E60 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable 1. Do you have a drawing and/or specs from the manufacturer that you could scan and email to me to look at? I would be interested in trying = some heat transfer calculations on the system, but need the physical layout details to make much sense of it.=20 =20 Hi Bill (and Ed), =20 Thanks for the offer, but unfortunately, there's absolutely no hard data = to be had for the oil/water heat exchangers that are in the radiator. I quizzed just about everyone that works for Howe, and came up with = nothing. I saw one vague picture that shows a cylindrical looking tube, with no details at all. They claim that racing guys use one exchanger, and have = no problems, so I decided to try two, knowing that it was just going to = have to be a trial and error test. =20 =20 I talked to Bruce, and found that 210 is indeed the accepted oil temp = limit going into the engine. He said that higher temps would take a toll on almost every part in the rotors, since it wouldn't be getting the = cooling that it needed. So first priority is to get a sensor installed to read = the oil temp to the engine, rather than in the pan. =20 =20 I had also thought about the fact that the thermostat would limit flow through the radiator, which would negatively impact the function of the = oil heat exchangers. Unfortunately, I can't let the water temp run at 130, = so the thermostat stays. I have a spare 1/2 NPT female port on the inlet, = and outlet tanks of the radiator, and was thinking about the possibility of using an electric pump (CSI #923 http://www.csiperformance.com/water_pump3.html ) to keep some water = flowing through the radiator. I mentioned this to Bruce, and he suggested that = I could plumb the water heater outlet back to the radiator inlet tank to = keep some water flowing. He didn't think this would be enough flow to keep = the thermostat from working properly, and it will be way easier to hook up, = so I'll probably try it. =20 =20 Thanks for the thoughts. Rusty =20 ------=_NextPart_000_0045_01C37155.8C597E60 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message
1.    Do you have = a drawing=20 and/or specs from the manufacturer that you could scan and email to me = to look=20 at? I would be interested in trying some heat transfer calculations on = the=20 system, but need the physical layout details to make much sense of = it. 
 
Hi Bill (and = Ed),
 
Thanks for the offer, but unfortunately, = there's=20 absolutely no hard data to be had for the oil/water heat exchangers that = are in=20 the radiator.  I quizzed just about everyone that works for = Howe, and=20 came up with nothing.  I saw one vague picture that shows a=20 cylindrical looking tube, with no details at all.  They claim that = racing=20 guys use one exchanger, and have no problems, so I decided to try = two,=20 knowing that it was just going to have to be a trial and error=20 test.  
 
I talked to Bruce, and found that 210 is indeed = the=20 accepted oil temp limit going into the engine.  He said that higher = temps=20 would take a toll on almost every part in the rotors, since it = wouldn't be=20 getting the cooling that it needed.  So first priority is to get a = sensor=20 installed to read the oil temp to the engine, rather than in the=20 pan.  
 
I had also thought about the fact that = the thermostat=20 would limit flow through the radiator, which would negatively = impact the=20 function of the oil heat exchangers.  Unfortunately, I = can't let=20 the water temp run at 130, so the thermostat stays.  I have a spare = 1/2 NPT=20 female port on the inlet, and outlet tanks of the radiator, and was = thinking about the possibility of using an electric pump (CSI #923 =  http://www.csiper= formance.com/water_pump3.html )=20 to keep some water flowing through the radiator.  I mentioned this = to=20 Bruce, and he suggested that I could plumb the water = heater=20 outlet back to the radiator inlet tank to keep some water = flowing.  He=20 didn't think this would be enough flow to keep the thermostat from = working=20 properly, and it will be way easier to hook up, so I'll probably try=20 it.  
 
Thanks for the = thoughts.
Rusty=20    
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