Return-Path: Received: from mtiwmhc13.worldnet.att.net ([204.127.131.117] verified) by logan.com (CommuniGate Pro SMTP 4.2b2) with ESMTP id 3179849 for flyrotary@lancaironline.net; Tue, 20 Apr 2004 00:39:34 -0400 Received: from 204.127.135.41 ([204.127.135.41]) by worldnet.att.net (mtiwmhc13) with SMTP id <2004042004392911300bve30e>; Tue, 20 Apr 2004 04:39:29 +0000 Received: from [209.247.222.97] by 204.127.135.41; Tue, 20 Apr 2004 04:39:28 +0000 From: keltro@att.net To: "Rotary motors in aircraft" Subject: Cooling and the 2.85 RD1C Date: Tue, 20 Apr 2004 04:39:28 +0000 Message-Id: <042020040439.28608.4084A9800008D51D00006FC02158766720FF908D8B939A@att.net> X-Mailer: AT&T Message Center Version 1 (Mar 24 2004) X-Authenticated-Sender: a2VsdHJvQGF0dC5uZXQ= MIME-Version: 1.0 Content-Type: multipart/mixed; boundary="NextPart_Webmail_9m3u9jl4l_28608_1082435968_0" --NextPart_Webmail_9m3u9jl4l_28608_1082435968_0 Content-Type: text/plain Content-Transfer-Encoding: 8bit Tracy and All, Now that the 2.85 RD1C is looking good do you think we should address the question of water pump speeds. With the Racing Beat eccentric shaft pulley the pump is seeing approximately the same RPM as the engine. As I recall the stock pump begins to cavitate as it approaches 7000 RPM. Can you tell us what engine RPM you were running at the Sun 100? Kelly Troyer (Thrilled at the performance of the RD1C) -- Dyke Delta/13B/RD1C/EC2 (Eventually) --NextPart_Webmail_9m3u9jl4l_28608_1082435968_0 Content-Type: message/rfc822 From: "Tracy Crook" To: "Rotary motors in aircraft" Subject: [FlyRotary] Re: water coolant percentages Date: Tue, 20 Apr 2004 01:49:44 +0000 Content-Type: Multipart/alternative; boundary="NextPart_Webmail_9m3u9jl4l_28608_1082435968_1" --NextPart_Webmail_9m3u9jl4l_28608_1082435968_1 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable ----- Original Message ----- From: Bill Dube Sent: Monday, April 19, 2004 4:47 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: water coolant percentages If you dont need the high freeze protection, Id opt for corrosion inhibit= ors in a solution of maybe 25-30% e-g in water (for some increase in boil= ing point), and a pressure cap of 22-25 psig. =20 As noted earlier, all airplanes need freeze protection. I was fly= ing recently in Tampa at night and the temperature at 15,000 ft was somet= hing like -10 Celsius. =20 Water will often freeze in the radiator if you do not have anti-f= reeze, even if the engine is warm. The freeze will start in a low flow (w= ater) region and will then spread as the flow is further blocked, perhaps= bursting radiator tubes as it progresses. =20 I suppose this might be possible at a low power setting and while using a= thermostat. The problem can be completely avoided if you use a cowl fla= p for temperature control instead of thermostat. Restrict the airflow th= rough the rad and the coolant stays hot. Reduced cooling drag is a bonus= too. Tracy --NextPart_Webmail_9m3u9jl4l_28608_1082435968_1 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
 
<= DIV> 
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----- Original Message -----
From: Bill Dube
Sent: Monday, Ap= ril 19, 2004 4:47 PM
To: Rot= ary motors in aircraft
Subject:<= /B> [FlyRotary] Re: water coolant percentages
 

If you dont need the high freeze protection, Id opt for corrosion = inhibitors in a solution of maybe 25-30% e-g in water (for some increase = in boiling point), and a pressure cap of 22-25 psig.
=


        As= noted earlier, all airplanes need freeze protection. I was flying recent= ly in Tampa at night and the temperature at 15,000 ft was something like = -10 Celsius.

       &nb= sp;Water will often freeze in the radiator if you do not have ant= i-freeze, even if the engine is warm. The freeze will start in a low flow= (water) region and will then spread as the flow is further blocked, perh= aps bursting radiator tubes as it progresses.
   = ;     

 

I suppose this might= be possible at a low power setting and while using a thermostat.&nb= sp; The problem can be completely avoided if you use a cowl flap for temp= erature control instead of thermostat.  Restrict the airflow through= the rad and the coolant stays hot.  Reduced cooling drag is a bonus= too.

Tracy

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