Return-Path: Sender: (Marvin Kaye) To: flyrotary Date: Mon, 21 Oct 2002 08:06:56 -0400 Message-ID: X-Original-Return-Path: Received: from dc-mx11.cluster1.charter.net ([209.225.8.21] verified) by logan.com (CommuniGate Pro SMTP 4.0) with ESMTP id 1840893 for flyrotary@lancaironline.net; Sun, 20 Oct 2002 14:45:35 -0400 Received: from [68.113.205.61] (HELO dell) by dc-mx11.cluster1.charter.net (CommuniGate Pro SMTP 3.5.9) with SMTP id 11268910 for flyrotary@lancaironline.net; Sun, 20 Oct 2002 14:45:35 -0400 X-Original-Message-ID: <003b01c27868$ac586000$3dcd7144@dell> From: "Bill Eslick" X-Original-To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Electric Water Pumps X-Original-Date: Sun, 20 Oct 2002 13:44:07 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2600.0000 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2600.0000 ..............................So to remove the waste heat from the engine, operating at 180 horsepower, there needs to be a 47 Degree temperature rise across the engine and a 47 Degree temperature drop across the radiator. .................................. *************************************************** This may not be the case in actual practice. I estimate my engine at about 140 HP at this point, and running this thru the equations gives me about a 36 degree drop required. (Did I do that correctly?) I can climb out on 100+ degree days and the temp drop across my (GM) cores is only 10-15 degrees. Cooling is stable at that point at around 190 degrees. In my first 100 hours at many temps and altitudes, the drop is always around 10 to 15 degrees. I am using the CHT probes of my EIS clamped to the exit tubes of the cores to get these temps. They are wrapped with firesleeve to ward off other sources of heat. Bill Eslick