Return-Path: Sender: (Marvin Kaye) To: flyrotary Date: Sat, 12 Oct 2002 13:28:05 -0400 Message-ID: X-Original-Return-Path: Received: from cpimssmtpu08.email.msn.com ([207.46.181.83] verified) by logan.com (CommuniGate Pro SMTP 4.0b9) with ESMTP id 1804000 for flyrotary@lancaironline.net; Sat, 12 Oct 2002 13:04:36 -0400 Received: from BigAl ([64.167.189.146]) by cpimssmtpu08.email.msn.com with Microsoft SMTPSVC(5.0.2195.4905); Sat, 12 Oct 2002 10:02:50 -0700 X-Original-Message-ID: <009401c27211$61fe6e30$eb01a8c0@BigAl> From: "Al Gietzen" X-Original-To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: EWP water pump X-Original-Date: Sat, 12 Oct 2002 10:04:07 -0700 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0091_01C271D6.B4059540" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2720.3000 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2600.0000 X-Original-Return-Path: alventures@email.msn.com X-OriginalArrivalTime: 12 Oct 2002 17:02:51.0489 (UTC) FILETIME=[32F78D10:01C27211] This is a multi-part message in MIME format. ------=_NextPart_000_0091_01C271D6.B4059540 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable If it works, then it would be nice to get max coolant flow when you need it most (High power takeoff with low air = flow through radiators) and then save HP at lean cruise by lowering the flow = rate and associated losses. Just a thought; but it seems to me there may be some concern about = temp distribution within the engine if you control the cooling capacity = by varying the flow rate. This is a pretty critical issue in rotaries, = and one reason why Mazda uses the bypass thermostat approach; i.e. full = flow through the engine at all times whether thermostat is open or = closed. Flying at altitude and low air temp may take little flow rate to cool = relatively high power, but the temp drop from one side of the loop to = the other could be large; and the internal temps in certain spots ( like = around the plugs) could be boiling. Al Gietzen ------=_NextPart_000_0091_01C271D6.B4059540 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
  If it works, then it would be nice to  get
max = coolant flow=20 when you need it most (High power takeoff with low air flow
through=20 radiators) and then save HP at lean cruise by lowering the flow = rate
and=20 associated losses.

  Just a = thought; but it=20 seems to me there may be some concern about temp distribution within the = engine=20 if you control the cooling capacity by varying the flow rate.  This = is a=20 pretty critical issue in rotaries, and one reason why Mazda uses the = bypass=20 thermostat approach; i.e. full flow through the engine at all times = whether=20 thermostat is open or closed.
 
Flying at altitude and low air temp may take = little flow=20 rate to cool relatively high power, but the temp drop from one side of = the loop=20 to the other could be large; and the internal temps in certain spots ( = like=20 around the plugs) could be boiling.
 
Al Gietzen
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