Return-Path: Received: from [65.54.169.63] (HELO hotmail.com) by logan.com (CommuniGate Pro SMTP 4.3c1) with ESMTP id 726541 for flyrotary@lancaironline.net; Sat, 12 Feb 2005 15:48:49 -0500 Received-SPF: pass receiver=logan.com; client-ip=65.54.169.63; envelope-from=lors01@msn.com Received: from mail pickup service by hotmail.com with Microsoft SMTPSVC; Sat, 12 Feb 2005 12:48:02 -0800 Message-ID: Received: from 4.174.4.81 by BAY3-DAV33.phx.gbl with DAV; Sat, 12 Feb 2005 20:47:58 +0000 X-Originating-IP: [4.174.4.81] X-Originating-Email: [lors01@msn.com] X-Sender: lors01@msn.com From: "Tracy Crook" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: Heating the Fuel Date: Sat, 12 Feb 2005 14:53:13 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0070_01C51112.93E77430" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: MSN 9 X-MimeOLE: Produced By MSN MimeOLE V9.10.0009.2900 Seal-Send-Time: Sat, 12 Feb 2005 14:53:13 -0500 X-OriginalArrivalTime: 12 Feb 2005 20:48:02.0013 (UTC) FILETIME=[24A468D0:01C51144] This is a multi-part message in MIME format. ------=_NextPart_000_0070_01C51112.93E77430 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable The basic numbers so far: I got 2 degrees of oil cooling with something like 20 - 30 GPH of = fuel flow through heat exchanger. Temperature rise in the tank was on the order of .1 degrees (lets = say it was .2 for sake of argument) We need about 40 degrees of oil cooling, about 20 times what I got = in the experiment. Also means we need 20x the fuel flow or about 500 = GPH (8 1/3 GPM). Assuming this means a temp rise in the tank of 20 x .2 or 4 = degrees, that implies that there is a huge margin of safety here. And = this was only using one of the two tanks. If it was required, I'd be = happy to utilize both tanks. I will be the first to admit that this sounds too good to be true. = I must repeat the experiment to verify the basic numbers. You didn't mention the fuel exit temperature (from the heat = exchanger). Did you measure that temperature?=20 Of course, you would not want to use the high-pressure fuel = pump to move 8 GPM.=20 Nope, didn't measure that. I assumed it would be about the same = temperature as oil in the pan which was about 205 F at the time. The = heat exchanger was about 44" of 5/8" OD copper tubing coiled in the oil = pan. Right, no need for a high pressure pump to do the fuel circulation = since all parts of the system would be close to atmospheric temp.Tracy ------=_NextPart_000_0070_01C51112.93E77430 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

The basic numbers so far:

I got 2 degrees of oil cooling with something like 20 - = 30 GPH=20 of fuel flow through heat exchanger.

Temperature rise in the tank was on the order of .1 = degrees=20 (lets say it was .2 for sake of argument)

We need about 40 degrees of oil cooling, about 20 times what I = got in=20 the experiment. Also means we need 20x the fuel flow or = about 500=20 GPH (8 1/3 GPM).

Assuming this means a temp rise in the tank of 20 x .2 = or 4=20 degrees, that implies that there is a huge margin of safety=20 here.   And this was only using one of the two = tanks. If=20 it was required, I'd be happy to utilize both tanks.

I will be the first to admit that this sounds too good to be=20 true. I must repeat the experiment to verify the basic=20 numbers.
=

        You=20 didn't mention the fuel exit temperature (from the heat exchanger). = Did you=20 measure that temperature?=20 =

        Of= =20 course, you would not want to use the high-pressure fuel pump to move = 8 GPM.=20

Nope, didn't measure that. I assumed it = would be about the same temperature as oil in the pan which was about =
205 F at the time. The heat exchanger was about 44" of 5/8" = OD copper tubing coiled in the oil = pan.

Right, no need for a high pressure pump = to do the fuel circulation since all parts of the system would be close =
to atmospheric = temp.
Tracy

------=_NextPart_000_0070_01C51112.93E77430--