Return-Path: Received: from frontend1.cwpanama.net ([201.225.225.167] verified) by logan.com (CommuniGate Pro SMTP 4.2.5) with ESMTP id 573000 for flyrotary@lancaironline.net; Sun, 19 Dec 2004 09:18:08 -0500 Received-SPF: none receiver=logan.com; client-ip=201.225.225.167; envelope-from=rijakits@cwpanama.net Received: from [201.224.93.110] (HELO usuarioq3efog0) by frontend1.cwpanama.net (CommuniGate Pro SMTP 4.2.1) with SMTP id 33451160 for flyrotary@lancaironline.net; Sun, 19 Dec 2004 09:17:36 -0500 Message-ID: <002b01c4e5d5$77c524e0$6e5de0c9@usuarioq3efog0> From: "rijakits" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: I'm better now Date: Sun, 19 Dec 2004 09:17:17 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0025_01C4E5AB.89565000" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2741.2600 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2742.200 This is a multi-part message in MIME format. ------=_NextPart_000_0025_01C4E5AB.89565000 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 8bit MessageAl, what does this "tank" weight? Thomas J. ----- Original Message ----- From: Al Gietzen To: Rotary motors in aircraft Sent: Saturday, December 18, 2004 11:32 AM Subject: [FlyRotary] Re: I'm better now I know the core split when the oil was hot, but I suspect the major (repeated) stress is when the oil is cold. Finn In addition to whatever vibrational factors; we know that it is getting a major cycle every time we start and stop the engine; every time the oil pressure goes up and down. The oil cooler can see pressures up to 100 psi. That's a bunch. I have a custom cooler made by Griffin Radiators to my dimensions and specs. The specs included; working pressure - 125 psi. Take a look at the attached photos; and note the tube sheet to tank weld, the heavy wall 6061 end tank, and the heavy side plate to keep the stress off the tube-to-tubesheet joints. The tubes themselves are flat extruded material with internal channels about a ¼" wide with ribs in-between to carry the pressure loads. These guys build coolers for the Winston up racers, and this unit was designed to do the job. Now compare that to the evaporator cores. Which would you trust in your airplane? Looking at my cooler, I could see that it was robust. But I also pressure tested through a number of cycles to 150 psi. Why did I do this? Because I don 't EVER want to be in the situation that Rusty just went through; especially if I ever plan on carrying a passenger. I believe in innovating, adapting, and keeping down the cost. But on a flight critical item like an oil cooler, I think the $475 for a unit designed and built for the job is not even a consideration if it can avoid putting ourselves and others at risk. Proper installation of an evaporator core on a 15 psi cooling system? I could go with that. O.K.; I'll get off the soap box now. Al ------------------------------------------------------------------------------ >> Homepage: http://www.flyrotary.com/ >> Archive: http://lancaironline.net/lists/flyrotary/List.html ------=_NextPart_000_0025_01C4E5AB.89565000 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Message
Al,
 
what does this "tank" weight?
 
Thomas J.
----- Original Message -----
From:=20 Al = Gietzen=20
Sent: Saturday, December 18, = 2004 11:32=20 AM
Subject: [FlyRotary] Re: I'm = better=20 now


I know the = core split=20 when the oil was hot, but I suspect the major (repeated) stress is = when the=20 oil is cold.

Finn

 

In = addition to=20 whatever vibrational factors; we know that it is getting a major cycle = every=20 time we start and stop the engine; every time the oil pressure goes up = and=20 down.  The oil cooler can see pressures up to 100 psi.  = That=92s a=20 bunch. 

 

I have a = custom=20 cooler made by Griffin Radiators to my dimensions and specs.  The = specs=20 included; working pressure =96 125 psi.  Take a look at the = attached=20 photos; and note the tube sheet to tank weld, the heavy wall 6061 end = tank,=20 and the heavy side plate to keep the stress off the tube-to-tubesheet=20 joints.  The tubes themselves are flat extruded material with = internal=20 channels about a =BC=94 wide with ribs in-between to carry the = pressure=20 loads.  These guys build coolers for the Winston up racers, and = this unit=20 was designed to do the job.

 

Now = compare that to=20 the evaporator cores.  Which would you trust in your=20 airplane?

 

Looking = at my=20 cooler, I could see that it was robust. But I also pressure tested = through a=20 number of cycles to 150 psi.  Why did I do this?  Because I = don=92t=20 EVER want to be in the situation that Rusty just went through; = especially if I=20 ever plan on carrying a passenger.  I believe in innovating, = adapting,=20 and keeping down the cost. But on a flight critical item like an oil = cooler, I=20 think the $475 for a unit designed and built for the job is not even a = consideration if it can avoid putting ourselves and others at=20 risk.

 

Proper = installation=20 of an evaporator core on a 15 psi cooling system?  I could go = with=20 that.

 

O.K.; = I=92ll get off=20 the soap box now.

 

Al

>>  Homepage: =20 http://www.flyrotary.com/
>>  Archive:  =20 = http://lancaironline.net/lists/flyrotary/List.html
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