X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao03.cox.net ([68.230.241.36] verified) by logan.com (CommuniGate Pro SMTP 5.0.9) with ESMTP id 1100921 for flyrotary@lancaironline.net; Thu, 11 May 2006 12:53:13 -0400 Received-SPF: none receiver=logan.com; client-ip=68.230.241.36; envelope-from=ALVentures@cox.net Received: from BigAl ([72.192.132.90]) by fed1rmmtao03.cox.net (InterMail vM.6.01.06.01 201-2131-130-101-20060113) with ESMTP id <20060511165226.SMXQ19317.fed1rmmtao03.cox.net@BigAl> for ; Thu, 11 May 2006 12:52:26 -0400 From: "Al Gietzen" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: Pusher cooling Date: Thu, 11 May 2006 09:52:37 -0700 Message-ID: <000f01c6751b$4ef5b490$6400a8c0@BigAl> MIME-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2869 In-Reply-To: Since the water is doing well, have you considered an oil to water heat exchanger. That will probably drive the water temps to 'problematic', but then you have the option of implementing John's augmenter. Yes; my earliest designs included oil to water heat exchanger because there are some advantages to have them coupled. But the KISS principal wins out. I could find no oil/water exchangers that were designed for the high oil flow rates of the mazda engine, so it could only work in a parallel arrangement. I did not design the coolant system to handle additional load from the oil. Al