Return-Path: <13brv3@bellsouth.net> Received: from imf23aec.mail.bellsouth.net ([205.152.59.71] verified) by logan.com (CommuniGate Pro SMTP 4.2.5) with ESMTP id 521076 for flyrotary@lancaironline.net; Sat, 06 Nov 2004 21:46:38 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.71; envelope-from=13brv3@bellsouth.net Received: from rd ([65.6.194.9]) by imf23aec.mail.bellsouth.net (InterMail vM.5.01.06.11 201-253-122-130-111-20040605) with ESMTP id <20041107024608.POBD2429.imf23aec.mail.bellsouth.net@rd> for ; Sat, 6 Nov 2004 21:46:08 -0500 From: "Russell Duffy" <13brv3@bellsouth.net> To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: EWP Info Date: Sat, 6 Nov 2004 20:46:17 -0600 Message-ID: <000001c4c473$f4c43900$6101a8c0@rd> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C4C441.AA29C900" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C4C441.AA29C900 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable I see several possible advantages to the dual pump setup. Maybe I can = turn one off for curise which would save current draw.=20 =20 That's actually a good plan. My current system runs pretty cold (<140F) = in cruise, and that was in the summer. I'm afraid it's going to be too = cold in the winter. It would be nice to be able to shut off half the system. = You could set the second one up on a thermostat, so it comes on = automatically when needed. I'd use the temp sender located near the oil inlet on the = rear housing to trigger it, because with no flow when the primary pump fails, this will get hot quickly, and activate your second pump. =20 =20 As for current draw, it won't matter as long as the alternator is = running. In an emergency, you'll likely be powering back, and starting to descent from cruise altitude, which will reduce the need for cooling anyway. = I'm betting that will make half a cooling system perfectly adequate. =20 =20 Cheers, Rusty (must stop thinking about this...) ------=_NextPart_000_0001_01C4C441.AA29C900 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message

I see several possible advantages to the dual pump = setup. =20 Maybe I can turn one off for curise which would save current=20 draw. 

 
That's actually a=20 good plan.  My current system runs pretty cold (<140F) in = cruise, and=20 that was in the summer.  I'm afraid it's going to be too cold in = the=20 winter.  It would be nice to be able to shut off half the=20 system.  You could set the second one up on a thermostat, so it = comes on=20 automatically when needed.  I'd use the temp sender = located near=20 the oil inlet on the rear housing to trigger it, because with = no flow=20 when the primary pump fails, this will get hot quickly, and activate = your second=20 pump.   
 
As for = current draw, it=20 won't matter as long as the alternator is running.  In an = emergency, you'll=20 likely be powering back, and starting to descent from cruise altitude, = which=20 will reduce the need for cooling anyway.  I'm betting that will = make half a=20 cooling system perfectly adequate. 
 
Cheers,
Rusty = (must stop=20 thinking about this...)



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