Return-Path: Received: from out002.verizon.net ([206.46.170.141] verified) by logan.com (CommuniGate Pro SMTP 4.2.8) with ESMTP id 610838 for flyrotary@lancaironline.net; Mon, 17 Jan 2005 19:16:36 -0500 Received-SPF: pass receiver=logan.com; client-ip=206.46.170.141; envelope-from=rotary.coot@verizon.net Received: from [65.239.57.9] ([67.227.200.191]) by out002.verizon.net (InterMail vM.5.01.06.06 201-253-122-130-106-20030910) with ESMTP id <20050118001604.ZYEK12052.out002.verizon.net@[65.239.57.9]> for ; Mon, 17 Jan 2005 18:16:04 -0600 Mime-Version: 1.0 X-Sender: res0c5l1@incoming.verizon.net Message-Id: In-Reply-To: References: Date: Mon, 17 Jan 2005 16:21:34 -0800 To: "Rotary motors in aircraft" From: Ken Welter Subject: [FlyRotary] Re: Switching to Evans NPG+ Content-Type: multipart/alternative; boundary="============_-1106114790==_ma============" X-Authentication-Info: Submitted using SMTP AUTH at out002.verizon.net from [67.227.200.191] at Mon, 17 Jan 2005 18:16:02 -0600 --============_-1106114790==_ma============ Content-Type: text/plain; charset="us-ascii" ; format="flowed" I switched back and fourth from glycol/water mix and there was no temp change, it was a nice feeling to have that wide safety margin knowing that it wouldn't boil if on a climb out where you couldn't back out of the throttle, I would still try to keep the temp under 210 however. Ken Welter >That is a great point Rusty. NPG would actually be great for you as >it would increase the coolant temps a little while eliminating the >need for regular flushing and pressurization. Also nice to have >something non-toxic. I wonder what it tastes like ;-) > >Dave Leonard > >I have more or less committed to giving it a try. At this point I >am trying to decide upon a safe redline... Pineapple racing >(rotary) uses 250-260. After hearing your story I might start at 240 >and see how things go... > >Heck, don't some of you guys see temps in the 230-240 range on >occasion with water/glycol mix? I think the main drawback here is >that Lynn has mentioned that you lose power above a certain temp. >I'd have to check the archives again, but I thought it was something >like 180 degrees for water, and 160 for oil. > >The most interesting usage of NPG was on the Rotax 912S that I >recently sold. As you know, cylinder head temps generally run >higher on air cooled engines than water cooled, so they have to be >made to run at those higher temps (metals, clearances, etc). It >would appear that Rotax kept the air cooled cylinder head temps, but >used NPG to cool them. I was told there is no spec for coolant >temp, only cylinder head temp. Interesting, but useless to us :-) > >You've actually got me thinking about NPG now. I've never seen >water temps over 200, even in a climb to 8500 feet at 120 mph. My >temp in cruise is usually way too low, like 140. It would be nice >not to worry about boiling, or pressure. Hmmmm... More to think >about. > >Rusty (still no quote for engine parts) > --============_-1106114790==_ma============ Content-Type: text/html; charset="us-ascii" [FlyRotary] Re: Switching to Evans NPG+
   I switched back and fourth from glycol/water mix and there was no temp change, it was a nice feeling to have that wide safety margin knowing that it wouldn't boil if on a climb out where you couldn't back out of the throttle, I would still try to keep the temp under 210 however.
  Ken Welter





That is a great point Rusty.  NPG would actually be great for you as it would increase the coolant temps a little while eliminating the need for regular flushing and pressurization.  Also nice to have something non-toxic.  I wonder what it tastes like ;-)
 
Dave Leonard
I have more or less committed to giving it a try.  At this point I am trying to decide upon a safe redline...  Pineapple racing (rotary) uses 250-260. After hearing your story I might start at 240 and see how things go...
Heck, don't some of you guys see temps in the 230-240 range on occasion with water/glycol mix?  I think the main drawback here is that Lynn has mentioned that you lose power above a certain temp.  I'd have to check the archives again, but I thought it was something like 180 degrees for water, and 160 for oil. 
 
The most interesting usage of NPG was on the Rotax 912S that I recently sold.  As you know, cylinder head temps generally run higher on air cooled engines than water cooled, so they have to be made to run at those higher temps (metals, clearances, etc).  It would appear that Rotax kept the air cooled cylinder head temps, but used NPG to cool them.  I was told there is no spec for coolant temp, only cylinder head temp.  Interesting, but useless to us :-)
 
You've actually got me thinking about NPG now.  I've never seen water temps over 200, even in a climb to 8500 feet at 120 mph.  My temp in cruise is usually way too low, like 140.  It would be nice not to worry about boiling, or pressure.  Hmmmm... More to think about.  
 
Rusty (still no quote for engine parts)
 

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