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From: "Ed Anderson" <eanderson@carolina.rr.com>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
References: <list-622936@logan.com>
Subject: Re: [FlyRotary] Pressure differential
Date: Tue, 2 Aug 2005 20:05:30 -0400
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Hard to say, Ernest. So many other factors come to play such as size, 
thickness, fin density of the radiator.  However, I do recall that when 
Tracy Crook reported on the pressure differential across his GM cores it was 
on the order of 5" - 5 1/2"  of water.  I think the figure of 1" during 
climbout may not be good news - but again as you point out this is on a 
surface and not in a duct.

Ed A

----- Original Message ----- 
From: "Ernest Christley" <echristley@nc.rr.com>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Sent: Tuesday, August 02, 2005 5:36 PM
Subject: [FlyRotary] Pressure differential


> Another Delta builder has done some testing and come back to me with some 
> hard data for the pressure differential between the wheel wells and the 
> wing's trailing edge.  A mamometer with a line terminated in both places 
> gave:
> - 1/16" differential during taxi
> - 1.25" takeoff/touchdown
> - 1" during climb out (100 mph IAS)
> - 2.25" with the gear down
> - 2" during base and final
>
> I sure someone has, but I don't remember anyone quoting the pressure 
> differential across their radiators.  Do these numbers look workable?  The 
> airplane doesn't have a scoop dropping down as tested, and the front edge 
> of the wheel well is squared off.  I would expect these modifications to 
> significantly increase the numbers, but if this is sufficient neither one 
> may be necessary.
>
> These numbers are not from a duct with air passing through it, but just 
> points on the solid surface of the aircraft.  Will that make a huge 
> difference?
>
> -- 
>         ,|"|"|,                                    |
> ----===<{{(oQo)}}>===----        Dyke Delta         |
>        o|  d  |o          www.ernest.isa-geek.org  |
>
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