| This is the first time I've heard of Ed’s workbook! All a bit late for me at this stage, but would be interested in reading through it as I’ve still git sooooo much to learn.
Steve Iz
It’s all in Ed’s cooling workbook. J Bobby From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Wednesday, July 21, 2021 3:19 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Fwd: Inlet cooling article Yep, as I see it we have at least three factors: 1) Flow (speed) of coolant through engine optimized for maximum heat removal. 2) Flow of coolant through radiator optimized for maximum heat dissipation. 3) Flow of air (speed and mass) through radiator optimized for maximum heat removal. 2 should be matched to 1 (hoses, radiator tubes, fins and size). 3 should be optimized for minimum needed air mass to remove heat, and is achieved by optimized inlet duct or diffuser as well as outlet ducting with flap to minimize to only needed airflow at climb, cruise and max speeds at any OAT. Again, only the actually needed air flow for each condition of flight. Sounds simple, doesn't it? ;) Finn On 7/21/2021 1:39 PM, eanderson@carolina.rr.com wrote: Just to add my 0.02. Like many other things, cooling is a group of compromises. This sounds a bit like a shade tree myth that has been around a long time. The myth goes if you run hot water through a radiator and measure input and output temperatures (of the water), the slower the water flows through the radiator and more time the cooling air has to remove heat. That is shown by the fact the slower the flow the greater the water temperature difference between intake and output of the radiator. And all of this is absolutely factual. The problem is - that is not the complete story. The objective is to remove heat from the engine, the slower flow will show greater delta T across the radiator - but, will not remove as much heat from the engine (the objective) per unit time - which is the true objective. However, if you increase flow too greatly you are taking more HP to increase the flow (watch out for cavitation) and therefore creating more heat - although increased turbulence in the flow may help pick up heat better and offset that to some degree. Additionally, some folks early-on did try to increase their flow and found increased engine temp rather than less. This "proved" to them that fast flow was not as good as slower flow. Only later was it realized that the attempt to increase flow was by increasing water pump rotation speed which resulted in caviatation and actually resulted in less coolant being pumped by the faster rotating pump. But, it did add to the myth of slow flow cools better. If that were the case, then taken to the limit - stopped flow should cool best.😁 Again, like many things in the actual world, best cooling is dependent on the circumstances and objectives. ------ Original Message ------ Sent: 7/20/2021 11:48:32 PM Subject: [FlyRotary] Re: Fwd: Inlet cooling article Charlie, No, no reference, just what I have read and also talking to Rad manufacturers such as BWR in Brisbane. You can check it out by passing your hand through a naked flame. Quickly and there is no heat transfer. Pass slowly and you will see what the argument is. As I said the truth is there somewhere and as Lyn so aptly puts it “I could well be wrong”.. Neil. Hi Neil,
Do you have a reference for that? Slowing a medium down so it has time to absorb the heat seems to conflict with physics as I've been led to understand it
Charlie
On 7/20/2021 5:01 PM, 12348ung@gmail.com wrote: Charlie, Much wisdom out there, you just have to find the truth! Max cooling is apparently 30 MPH, so Any faster and it does not pick up heat before going past. Look at big trucks, that grill is not only for looks, they slow the air to get max cooling. If too slow they have a quite large fan that kicks in to drag air through at 30 MPH not 100! As you say, what do I know – I have seen too many that do not work – without any degree. Neil. Subject: Inlet cooling article
I remember the Laboda article about enlarging their cooling inlets, but not many of the details.
This:
The plenum receives air through two circular air intake ducts behind the propeller and squeezes it, Bernoulli-style, so that the air accelerates across the cylinders and between their fins, carrying the heat back, down and out an outflow "gate" at the back and bottom of the engine area, forward of the firewall.
Is contrary to everything I've ever read about cooling efficiently. Faster relative flow will always have higher drag, all else being equal. Accelerating the air even faster than freestream just sounds crazy. My understanding is that there's a balancing act between having the room in an a/c to 'recover' (increase) differential pressure across the heat exchanger (engine fins, in this case), and causing too much drag from the air going through the fins too fast (there's aerodynamic drag in the heat exchanger, just like over the a/c itself). It's surprising to me that James made the plenum the way he did. The rest sounds like putting bandaids on stuff. The next-to-last image, of the final inlet, shows what appears to be a *much* smaller plenum inlet than the cowl ring in front of it, and a rather sharp edged lip where the plenum starts. It looks like the air would accelerate until it hits that sharp lip, and immediately go turbulent, which will kill any pressure recovery and actually slow flow into the cylinder fins.
Most Lyc plenums I've seen (even the ones James made for the 4 cyl engines) have significant volume above the cylinders with smoothly expanding ducts feeding the plenum. That allows the air to slow in an organized fashion, which increases *pressure*, which is what actually makes the air move through the fins.
But what do I know; I have an Economics degree....
Charlie
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