X-Junk-Score: 0 [] X-Cloudmark-Score: 0 [] X-Cloudmark-Analysis: v=2.3 cv=EuKsUhUA c=1 sm=1 tr=0 a=e+r5B3P3UiOZe+dqP1SQBA==:117 a=e+r5B3P3UiOZe+dqP1SQBA==:17 a=F81BX5grs2gA:10 a=y4yBn9ojGxQA:10 a=DAwyPP_o2Byb1YXLmDAA:9 a=Ia-xEzejAAAA:8 a=pGLkceISAAAA:8 a=7g1VtSJxAAAA:8 a=EaYkU1pGYGAgPe7S8dQA:9 a=QEXdDO2ut3YA:10 a=Qa1je4BO31QA:10 a=gvSQh4r-fQ0A:10 a=yMhMjlubAAAA:8 a=SSmOFEACAAAA:8 a=VJKF-0v0DGevyBSq:21 a=gKO2Hq4RSVkA:10 a=UiCQ7L4-1S4A:10 a=hTZeC7Yk6K0A:10 a=frz4AuCg-hUA:10 a=Urk15JJjZg1Xo0ryW_k8:22 a=grOzbf7U_OpcSX4AJOnl:22 From: "Pam & Dave Williams padajute@idcnet.com" Received: from outmx1.netwurx.net ([209.242.224.96] verified) by logan.com (CommuniGate Pro SMTP 6.2.14) with ESMTP id 667371 for flyrotary@lancaironline.net; Thu, 20 Aug 2020 23:24:06 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.242.224.96; envelope-from=padajute@idcnet.com Received: from red1.netwurx.net (red1.netwurx.net [209.242.224.185]) by outmx1.netwurx.net (Postfix) with ESMTP id 974637161 for ; Fri, 21 Aug 2020 03:23:50 +0000 (UTC) (envelope-from padajute@idcnet.com) Received: from MG005YVT (unknown [72.169.96.131]) (Authenticated sender: padajute@idcnet.com) by red1.netwurx.net (Postfix) with ESMTPA id 2C4B79868 for ; Thu, 20 Aug 2020 22:23:45 -0500 (CDT) To: "'Rotary motors in aircraft'" References: In-Reply-To: Subject: RE: [FlyRotary] Re: Water direction Date: Thu, 20 Aug 2020 22:23:39 -0500 Message-ID: <022901d6776a$7b99e410$72cdac30$@idcnet.com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_022A_01D67740.92C4C670" X-Mailer: Microsoft Outlook 15.0 Thread-Index: AQLiO0I01irEGGc6zUSWWRZWTL216KcqXQHA Content-Language: en-us This is a multipart message in MIME format. ------=_NextPart_000_022A_01D67740.92C4C670 Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: quoted-printable Hello, =20 In my stock 13B I also use a 5\8=E2=80=9D restrictor. It yields me 18 to = 24 lbs. water pressure in the block using a 14 lb. cap. I do not have = any cooling issues.=20 =20 Thanks, Dave Williams =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]=20 Sent: Thursday, August 20, 2020 5:07 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Water direction =20 Lynn, I can relate to all you say having had the same problems = with hydraulics. However although I should know better than question = your advice,--- Is a 5/8 hole enough? The standard pipe is 1.3/8 = inch which makes the 5/8 only about =C2=BC size without doing the actual = maths?? I can put a restrictor on the outlet to the engine which will = be the ideal spot to put the Turbo return water pipe in as there will be = a =E2=80=9Csuction=E2=80=9D at that spot. Lynn mate you worry me, but I = have to bow to your experience, Thanks to all again, Neil. =20 From: Rotary motors in aircraft >=20 Sent: Thursday, August 20, 2020 11:49 PM To: Rotary motors in aircraft > Subject: [FlyRotary] Re: Water direction =20 -Cool the plug side first with the coldest coolant you can generate. You = want the highest pressure available to be found inside the engine so as = to avoid boiling coolant. Boiling point of coolant is a function of = pressure and temperature. So, you can buy radiator pressure caps for = racing up to 30 PSI pop pressure. So NASCAR can run 240 degree coolant = temps and have the engine last for 4 hours. In olden times we broached = little cooling fins around the back of the plug holes in the rotor = housing. Others fly cut fins on a mill. But that just shows you that the = biggest heat load is around the plugs. Others put coolant feed pipes = right between the plugs for even better heat control. Do not change the = direction of the coolant flow, in my opinion. =20 In 5th grade we learned that fluids are not compressible. True, but = coolant contains bits of air in bubbles that we cannot remove. So the = coolant appears to be compressible just like air. So, when we spin up = the pump it compresses to some extent the coolant it is pushing through = the system. So, in a closed system that means that the coolant on the = suction side of the pump will drop to a lower pressure than that on the = pressure side. But low pressure in the coolant invites boiling (cavitation). Notice the = lower radiator hoses on cars are larger in diameter than the upper = (Pressure side) hoses. So in every car you see the exact same situation. = It is then a universal problem with cooling engines. =20 I use a 5/8" restricter in the at the top water outlet to the radiator = to keep that hole as the primary limit to flow rather than have the = radiator or engine internals be the primary limit. This makes the engine = internals operate at the highest pressure in the system. And reduces the = pressure drop in front of the pump. At first I just replaced the stock = thermostat with a restricter but later I welded the restricter onto the = water outlet. Many have told me that the wide open system will work better, but = after 30 years of racing with no cooling problems.........I disagree.=20 =20 Lynn E. Hanover =20 In a message dated 8/20/2020 4:11:04 AM Eastern Standard Time, = flyrotary@lancaironline.net = writes:=20 =20 Hi Neil. =20 Two thoughts I imagine that might create issues: 1. Energy transfer down due to delta T being lower, increasing the = danger of nucleate boiling near the plugs 2. Creating a higher differential between the hot and cold sides of the = engine producing increased expansion differences across the engine. =20 Question: Do impeller pumps that we use suck and push equally well? My = guess is that they don=E2=80=99t. If this doesn=E2=80=99t matter would it help with the physical layout to = suck the water through rather than push it through? =20 Cheers =20 Steve Izett =20 > On 20 Aug 2020, at 3:30 pm, 12348ung@gmail.com = > wrote: >=20 > Gents, > Looking today how to hook up my electric water pump. = The simplest is to send the water reverse to a standard pump. I do = understand the hot side and the colder side but with the water being = changes every 1 - 2 seconds, does this really matter? > Thoughts? > Neil. =20 =20 -- Homepage: http://www.flyrotary.com/ Archive and UnSub: = http://mail.lancaironline.net:81/lists/flyrotary/List.html ------=_NextPart_000_022A_01D67740.92C4C670 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable

Hello,

 

In my stock 13B I also = use a 5\8=E2=80=9D restrictor. It yields me 18 to 24 lbs. water pressure = in the block using a 14 lb. cap. I do not have any cooling issues. =

 

Thanks,

Dave = Williams

 

From: Rotary motors in aircraft = [mailto:flyrotary@lancaironline.net]
Sent: Thursday, August = 20, 2020 5:07 PM
To: Rotary motors in aircraft = <flyrotary@lancaironline.net>
Subject: [FlyRotary] Re: = Water direction

 

Lynn,

          =       I can relate to all you say having had = the same problems with hydraulics.  However although I should know = better than question your advice,---  Is a  5/8  hole = enough?  The standard pipe is 1.3/8 inch which makes the 5/8 only = about =C2=BC size without doing the actual maths??  I can put a = restrictor on the outlet to the engine which will be the ideal spot to = put the Turbo return water pipe in as there will be a = =E2=80=9Csuction=E2=80=9D at that spot.  Lynn mate you worry me, = but I have to bow to your experience,

Thanks to all again,  = Neil.

 

 

In a message = dated 8/20/2020 4:11:04 AM Eastern Standard Time, flyrotary@lancaironline.net writes:

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