X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imf24aec.mail.bellsouth.net ([205.152.59.72] verified) by logan.com (CommuniGate Pro SMTP 5.0.7) with ESMTP id 964237 for flyrotary@lancaironline.net; Wed, 01 Feb 2006 18:58:05 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.72; envelope-from=atlasyts@bellsouth.net Received: from ibm70aec.bellsouth.net ([72.153.149.102]) by imf24aec.mail.bellsouth.net with ESMTP id <20060201235616.FOIF9484.imf24aec.mail.bellsouth.net@ibm70aec.bellsouth.net> for ; Wed, 1 Feb 2006 18:56:16 -0500 Received: from [192.168.0.100] (really [72.153.149.102]) by ibm70aec.bellsouth.net with ESMTP id <20060201235615.ICU3348.ibm70aec.bellsouth.net@[192.168.0.100]> for ; Wed, 1 Feb 2006 18:56:15 -0500 Mime-Version: 1.0 (Apple Message framework v746.2) In-Reply-To: References: Content-Type: multipart/alternative; boundary=Apple-Mail-1--530260555 Message-Id: From: Bulent Aliev Subject: Assembly sealant Date: Wed, 1 Feb 2006 18:56:52 -0500 To: "Rotary motors in aircraft" X-Mailer: Apple Mail (2.746.2) --Apple-Mail-1--530260555 Content-Transfer-Encoding: 7bit Content-Type: text/plain; charset=US-ASCII; delsp=yes; format=flowed I received my updated driveshaft today. Thank you Tracy. Now, what's the latest on the gear box assembly sealant. Last time I used the recommended Permatex Super Gray and I could have welded it with the same results :) It was a bear to split it from the mounting plate. Did anybody come with anything better, or I just have to go the same route? Thanks. BTW I like this new "double stack" thrust bearing. Bulent "Buly" Aliev http://tinyurl.com/dcy36 On Feb 1, 2006, at 6:40 PM, William wrote: > Excellent write-up Ed, I would be particularly leery of NPG in a > severely cold climate with small channels in the heat exchanger. > High viscosity and small channels can lead to high pressure drop -- > low flow. This then becomes unstable, if the flow becomes low, the > fluid in the radiator can become colder, leading to higher > viscosity, lower flow, higher pressure drop, all the while the > engine portion can be overheating. > > Note that the viscosity for NPG+ is >10 times that of 50-50 EG/ > water at 50*F, a really interesting number would be the viscosity > at 0*F (Where Dave was flying). It could be that the pump cannot > generate enough pressure drop to force the fluid through the > radiator if it gets cold. On plain (room temperature) water, the > Mazda pump can generate ~20 psi at zero flow at 5500 rpm. > > Bill Schertz > KIS Cruiser # 4045 > ----- Original Message ----- > From: Ed Anderson > To: Rotary motors in aircraft > Sent: Wednesday, February 01, 2006 9:31 AM > Subject: [FlyRotary] Suitability of NPG for Rotary Engine use > > Things have been a little dull on the list, since Dave reported on > his "adventure". > > Also, I recently received a phone call from a rotary enthusiast > (not on the list) about the use of Evans NPG (Propylene Glycol) in > rotary engines. I did a bit of research and my conclusion was the > rotary engine was not well suited to benefit from the properties of > NPG in its stock coolant system configuration. > > That the use of 100% glycol would require increased coolant flow > rates by 10-15% and more coolant pump power would be required (hard > to quantify this one but it appears in the range of 15-25% more). > Also the hazard of fire due to a leak on hot exhaust would be > increased (this would apply to a 100% mixture of either Ethylene or > Propylene glycol). There are benefits to using NPG, however, in my > opinion the effort needed to change the rotary cooling > configuration to safely use it makes the cost effectiveness of the > conversion questionable. > > The apparent success of Evans NPG in reciprocating engines is not > in conflict with my assessment about its suitability for the rotary > engine. > > Attached is some supporting (I believe) facts to support this > opinion (and that is all it is). > > Ed > > Ed Anderson > Rv-6A N494BW Rotary Powered > Matthews, NC > eanderson@carolina.rr.com > > > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: http://mail.lancaironline.net/lists/flyrotary/ > > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: http://mail.lancaironline.net/lists/flyrotary/ --Apple-Mail-1--530260555 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=ISO-8859-1 I received my updated driveshaft = today. Thank you Tracy. Now, what's the latest on the gear box assembly = sealant. Last time I used the recommended Permatex Super Gray and I = could have welded it with the same results :) It was a bear to split it = from the mounting plate. Did anybody come with anything better, or I = just have to go the same route? Thanks.
BTW I like this new "double = stack" thrust bearing.

Bulent "Buly" = Aliev

 =

On Feb 1, 2006, at 6:40 PM, William wrote:

=
Excellent write-up Ed, I would be = particularly leery of NPG in a severely cold climate with small channels = in the heat exchanger. High viscosity and small channels can lead to = high pressure drop -- low flow. This then becomes unstable, if the flow = becomes low, the fluid in the radiator can become colder, leading to = higher viscosity, lower flow, higher pressure drop, all the while the = engine portion can be overheating.
=A0
Note = that the viscosity for NPG+ is >10 times that of 50-50 EG/water at = 50*F, a really interesting number would be the viscosity at 0*F (Where = Dave was flying). It could be that the pump cannot generate enough = pressure drop to force the fluid through the radiator if it gets cold. = On plain (room temperature) water, the Mazda pump can generate ~20 psi = at zero flow at 5500 rpm.
=A0
Bill Schertz
KIS Cruiser # = 4045
=
----- Original Message -----
=
Sent: = Wednesday, February 01, 2006 9:31 AM
Subject: [FlyRotary] Suitability of NPG for Rotary = Engine use

Things have = been a little dull on the list, since Dave reported on his = "adventure".=A0
=A0
=
=A0Also, I recently received a phone call = from a rotary enthusiast (not on the list) about the use of Evans NPG = (Propylene Glycol) in rotary engines.=A0 I did a bit of research and = my conclusion was the rotary engine was not well=A0suited to benefit = from the properties of NPG in its stock coolant system = configuration.=A0=A0
=A0
=A0That the = use of 100% glycol would =A0require increased coolant flow rates=A0by = 10-15% and more coolant pump power would be required (hard to quantify = this one but it appears in the range of 15-25% more).=A0 Also the = hazard of fire due to a leak on hot exhaust would be increased (this = would apply to a 100% mixture of either Ethylene or Propylene = glycol).=A0 There are benefits to using NPG, however, in my opinion the = effort needed to=A0change =A0the rotary cooling configuration to safely = use it makes the cost effectiveness of the conversion = questionable.
=A0
=
The apparent success of Evans NPG in = reciprocating engines is not in conflict with my assessment about its = suitability for the rotary engine.
=A0
Attached is = some supporting (I believe) facts to support this opinion (and that is = all it is).
=A0
=
Ed
=A0
Ed = Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com


--
Homepage:=A0 http://www.flyrotary.com/
Archive= and UnSub:=A0=A0 http://mail.lancai= ronline.net/lists/flyrotary/
<Water_pump= _with_rads.jpg>
--
Homepage:=A0 = http://www.flyrotary.com/
=

= --Apple-Mail-1--530260555--