Return-Path: Received: from smtp2.netdoor.com ([208.137.128.155] verified) by logan.com (CommuniGate Pro SMTP 4.1.5) with ESMTP-TLS id 2647458 for flyrotary@lancaironline.net; Wed, 22 Oct 2003 20:46:08 -0400 Received: from netdoor.com (port790.jxn.netdoor.com [208.148.209.190]) by smtp2.netdoor.com (8.12.10/8.12.1) with ESMTP id h9N0jwA1001917 for ; Wed, 22 Oct 2003 19:45:59 -0500 (CDT) Message-ID: <3F9724C4.10202@netdoor.com> Date: Wed, 22 Oct 2003 19:45:56 -0500 From: Charlie & Tupper England Reply-To: cengland@netdoor.com User-Agent: Mozilla/5.0 (Windows; U; Windows NT 5.1; en-US; rv:1.4) Gecko/20030624 Netscape/7.1 (ax) X-Accept-Language: en-us, en MIME-Version: 1.0 To: Rotary motors in aircraft Subject: cooling air flow path (was:Re: EWP check valves) References: In-Reply-To: Content-Type: text/plain; charset=ISO-8859-1; format=flowed Content-Transfer-Encoding: 7bit X-Spam-Score: 0 X-Scanned-By: MIMEDefang 2.31 (www . roaringpenguin . com / mimedefang) Ernest Christley wrote: > DELTAFLYER@prodigy.net wrote: > >> Ernest, >> Getting the water to and from a remotely mounted radiator is not as >> big an issue as getting enough airflow through it while on the ground >> taxiing. >> Chances are the engine will overheat before you even get to the end >> of the runway. >> How do you propose the cool the engine on the ground? >> Just curious, as Kelly Troyer was comtemplating remotely mounting his >> radiators too. I don't know what he finally decided. > > > Picking the air up from the wheel well's rear wall, and dumping it at > the rear of the turtle back. > > Nearly half of the prop is pushing air under the plane, and the plane > sits at about 8 to 9 degrees incidence on its gear. Even on the > ground, there is going to be a high pressure area at those wheel > wells, and if the prop is turning, there is going to be a partial > vacuum near the end of the turtleback. It won't get full flow like it > will in flight, but I'm confident it will be enough for ground > operations. If it is not enough, I'll get 'creative' with wheel > fairings or gear doors to direct more air down the intake...build in a > scoop that gets retracted with the gear. You mentioned the exit path as near the end of the turtleback. Is this on a Dyke Delta? I don't know about the Delta, but on most conventional airframes the top of the fuse. behind the canopy is actually a *high* pressure area. Have you checked this out with the designer of the airframe? Charlie former owner of a Thorp T-18, a design that has the cockpit fresh air input cut into the *back* of the canopy.