Return-Path: Sender: (Marvin Kaye) To: flyrotary Date: Sat, 28 Dec 2002 08:12:23 -0500 Message-ID: X-Original-Return-Path: Received: from [199.185.220.221] (HELO priv-edtnes04.telusplanet.net) by logan.com (CommuniGate Pro SMTP 4.0.3) with ESMTP id 1940618 for flyrotary@lancaironline.net; Sat, 28 Dec 2002 03:28:55 -0500 Received: from oemcomputer ([209.52.209.149]) by priv-edtnes04.telusplanet.net (InterMail vM.5.01.05.17 201-253-122-126-117-20021021) with SMTP id <20021228082853.ZPSU27316.priv-edtnes04.telusplanet.net@oemcomputer> for ; Sat, 28 Dec 2002 01:28:53 -0700 From: "Haywire" X-Original-To: "Rotary motors in aircraft" Subject: RE: [FlyRotary] Re: Ordered my EWP X-Original-Date: Sat, 28 Dec 2002 00:27:32 -0800 X-Original-Message-ID: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_002B_01C2AE07.E992A0A0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook IMO, Build 9.0.2416 (9.0.2910.0) In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3110.3 Importance: Normal This is a multi-part message in MIME format. ------=_NextPart_000_002B_01C2AE07.E992A0A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit MessageHi Ed; My theory is that the smaller passages in the Ford cores will allow more surface to coolant contact, which is what we are looking for. The size of the Ford cores allow for a far better mounting arrangement, which positions the cores for optimum airflow. Due to the better position I was able to build very smooth flowing composite intake ducts, which should optimize airflow through the cores. Of course none of this matters if I can't get sufficient coolant flow through them. I have brought home from work an industrial magnetic tube flowmeter & a transmitter. I've done a few preliminary tests with the flow through the cores in series & I've now rewelded the cores in a parallel configuration, but have not had time to plumb them for a test (had to go to the in-laws for Christmas). This week I'm concentrating on finishing prepping for painting and really hope to paint next week. After that I will be away at tech school for 2 months. I hope to return home every other weekend, at which time I will complete my flow testing and submit a full report to the list. Preliminary results look promising. I don't want to post an incomplete report, to avoid any speculating & theorizing to which I don't have time to respond to right now, due to my schedule. S. Todd Bartrim Turbo 13B rotary powered RV-9endurance (FWF) C-FSTB http://www3.telus.net/haywire/RV-9/C-FSTB.htm "If you always do what you always did, you'll always get what you always got." Second, Todd is apparently going to try the Ford evaporator cores as they fit is cowl spacing requirements better than the GM. However, unless Ford has changed the construction of their cores, I fear he is going to find that due to the very small cross section of the Ford core tubes that they will not flow adequate coolant to keep a 130 hp or more powerful engine within the desired temp range. However, since I have not tried the Ford cores, it will be interesting to see whether that hypothesis turns out to be correct or not --- Outgoing mail is certified Virus Free. Checked by AVG anti-virus system (http://www.grisoft.com). Version: 6.0.427 / Virus Database: 240 - Release Date: 06/12/02 ------=_NextPart_000_002B_01C2AE07.E992A0A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Message
Hi=20 Ed;
    My theory is that the smaller passages in the = Ford cores=20 will allow more surface to coolant contact, which is what we are looking = for.=20 The size of the Ford cores allow for a far better mounting arrangement, = which=20 positions the cores for optimum airflow. Due to the better position I = was able=20 to build very smooth flowing composite intake ducts, which = should=20 optimize airflow through the cores. Of course none of this matters if I = can't=20 get sufficient coolant flow through them.
    I have brought home from work an industrial = magnetic tube=20 flowmeter & a transmitter. I've done a few preliminary tests with = the flow=20 through the cores in series & I've now rewelded the cores in a = parallel=20 configuration, but have not had time to plumb them for a test (had to go = to the=20 in-laws for Christmas). This week I'm concentrating on finishing = prepping for=20 painting and really hope to paint next week. After that I will be away = at tech=20 school for 2 months. I hope to return home every other weekend, at which = time I=20 will complete my flow testing and submit a full report to the list. = Preliminary=20 results look promising. I don't want to post an incomplete report, to = avoid any=20 speculating & theorizing to which I don't have time to respond to = right now,=20 due to my schedule.
 

S. Todd Bartrim
Turbo 13B rotary = powered
RV-9endurance=20 (FWF)
C-FSTB
http://www3.telus.net/haywire/RV-9/C-FSTB.htm

=            = "If you=20 always do what you always did, you'll always get what you always = got." 

 

    Second, Todd is = apparently=20 going to try the Ford evaporator cores as they fit is cowl spacing=20 requirements better than the GM.  However, unless Ford has = changed the=20 construction of their cores, I fear he is going to find that due to = the very=20 small cross section of the Ford core tubes that they will not flow = adequate=20 coolant to keep a 130 hp or more powerful engine within the desired = temp=20 range. However, since I have not tried the Ford cores, it will be = interesting to see whether that hypothesis turns out to be correct or=20 not
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