X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [64.12.137.3] (HELO imo-m22.mail.aol.com) by logan.com (CommuniGate Pro SMTP 5.2.5) with ESMTP id 3040533 for flyrotary@lancaironline.net; Thu, 24 Jul 2008 13:02:39 -0400 Received: from WRJJRS@aol.com by imo-m22.mx.aol.com (mail_out_v38_r9.4.) id q.ca6.2ec87867 (34935) for ; Thu, 24 Jul 2008 13:02:35 -0400 (EDT) Received: from smtprly-da03.mx.aol.com (smtprly-da03.mx.aol.com [205.188.249.146]) by cia-da04.mx.aol.com (v121.5) with ESMTP id MAILCIADA048-88774888b5a1a5; Thu, 24 Jul 2008 13:02:25 -0400 Received: from webmail-nb14 (webmail-nb14.sim.aol.com [207.200.69.206]) by smtprly-da03.mx.aol.com (v121_r2.10) with ESMTP id MAILSMTPRLYDA036-5bbf4888b5953ac; Thu, 24 Jul 2008 13:02:13 -0400 References: To: flyrotary@lancaironline.net Subject: Re: [FlyRotary] Re: exhaust building Date: Thu, 24 Jul 2008 13:02:13 -0400 X-AOL-IP: 66.253.96.220 In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: wrjjrs@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8CABBC6276C2DA2_4D4_BE8A_webmail-nb14.sysops.aol.com" X-Mailer: AOL Webmail 37955-STANDARD Received: from 66.253.96.220 by webmail-nb14.sysops.aol.com (207.200.69.206) with HTTP (WebMailUI); Thu, 24 Jul 2008 13:02:13 -0400 Message-Id: <8CABBC6269F2264-4D4-5EE8@webmail-nb14.sysops.aol.com> X-Spam-Flag:NO ----------MB_8CABBC6276C2DA2_4D4_BE8A_webmail-nb14.sysops.aol.com Content-Transfer-Encoding: 7bit Content-Type: text/plain; charset="us-ascii" Michael, 321 is prefered for exhaust for 2 reasons. The ti in the mix helps prevent carbide parcipitation which can cause cracking, and becomes worse with more heat cycles. 321 also has a slightly lower coeficient of linear expansion which helps to lower heat cycle stresses. 304 will work fine in thicker sections.? Bill Jepson? -----Original Message----- From: Michael Silvius To: Rotary motors in aircraft Sent: Thu, 24 Jul 2008 9:12 am Subject: [FlyRotary] Re: exhaust building Dale: I guess my question is; is it acceptable to use the more readily available 304 SS and what thickness (.065 seems to be common) for our application or should we hold out for 321? most of the 321 seems to be available in .035 wall. Is that thick enough? Michael ----- Original Message ----- From: "Dale Rogers" > Michael Silvius wrote: > > ... what is the difference between that and 321 and which is preferable for our > > exhaust building? > > 304 has about 6% more Chromium and about 100x the Nickel content of 321. > 321 contains about .7% Titanium; 304 has none. > -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html ----------MB_8CABBC6276C2DA2_4D4_BE8A_webmail-nb14.sysops.aol.com Content-Transfer-Encoding: 7bit Content-Type: text/html; charset="us-ascii" Michael,
321 is prefered for exhaust for 2 reasons. The ti in the mix helps prevent carbide parcipitation which can cause cracking, and becomes worse with more heat cycles. 321 also has a slightly lower coeficient of linear expansion which helps to lower heat cycle stresses. 304 will work fine in thicker sections. 
Bill Jepson 


-----Original Message-----
From: Michael Silvius <silvius@gwi.net>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Thu, 24 Jul 2008 9:12 am
Subject: [FlyRotary] Re: exhaust building

Dale:

I guess my question is;  is it acceptable to use the more readily available
304 SS and what thickness (.065 seems to be common) for our application or
should we hold out for 321?
most of the 321 seems to be available in .035 wall. Is that thick enough?

Michael



----- Original Message ----- 
From: "Dale Rogers" <dale.r@cox.net>


> Michael Silvius wrote:
> > ... what is the difference between that and 321 and which is preferable
for our
> > exhaust building?
>
> 304 has about 6% more Chromium and about 100x the Nickel content of 321.
> 321 contains about .7% Titanium; 304 has none.
>



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