X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 1 [X] Return-Path: Received: from imo-d21.mx.aol.com ([205.188.144.207] verified) by logan.com (CommuniGate Pro SMTP 5.1.4) with ESMTP id 1736379 for flyrotary@lancaironline.net; Thu, 04 Jan 2007 18:41:33 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.144.207; envelope-from=Lehanover@aol.com Received: from Lehanover@aol.com by imo-d21.mx.aol.com (mail_out_v38_r7.6.) id q.bcd.b4db388 (57293) for ; Thu, 4 Jan 2007 18:40:39 -0500 (EST) From: Lehanover@aol.com Message-ID: Date: Thu, 4 Jan 2007 18:40:37 EST Subject: Re: [FlyRotary] Re: Ideal cooling To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1167954037" X-Mailer: 9.0 Security Edition for Windows sub 5359 X-Spam-Flag: NO -------------------------------1167954037 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 1/4/2007 1:50:48 P.M. Eastern Standard Time, lors01@msn.com writes: Monty is also correct about the need for studying steady state conditions. You need to do that and the transient stuff to get the whole picture. I posted a transient snapshot because it illustrated a few points I was interested in and the fact that a bunch of straight lines on a graph are much less visually interesting. Tracy Years ago I built a Camel Lights car (rotary powered of course) with nice gull wing doors and a nose mounted radiator just a few inches above the track. Using 140 degree track temp air for cooling paid off with poor cooling in the 120 plus area. I installed a "Marginal" Harrison Evaporator core in a partially submerged duct in the right side of the car, about a foot above the track, and the temp dropped to 160 degrees max. I just plugged it into the heater core supply connection. Trans Am cars with huge radiators use spray bars on the radiators and in the brake ducting. In aircraft the spray bar should be mandatory. The switch you throw right after nearest and "What the heck was that? Lynn E. Hanover -------------------------------1167954037 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 1/4/2007 1:50:48 P.M. Eastern Standard Time,=20 lors01@msn.com writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>

Monty is also= =20 correct about the need for studying steady state conditions.  You nee= d to=20 do that and the transient stuff to get the whole picture.  I posted a= =20 transient snapshot because it illustrated a few points I was interested in= and=20 the fact that a bunch of straight lines on a graph are much less visually=20 interesting.

 

Tracy<= /FONT>

Years ago I built a Camel Lights car (rotary powered of course) with ni= ce=20 gull wing doors and a nose mounted radiator just a few inches above the=20 track. Using 140 degree track temp air for cooling paid off with poor=20 cooling in the 120 plus area. I installed a "Marginal" Harrison Evapora= tor=20 core in a partially submerged duct in the right side of the car, about a foo= t=20 above the track, and the temp dropped to 160 degrees max. I just plugged it=20= into=20 the heater core supply connection.
 
Trans Am cars with huge radiators use spray bars on the radiators and i= n=20 the brake ducting. In aircraft the spray bar should be mandatory. The switch= you=20 throw right after nearest and "What the heck was that? 
 
Lynn E. Hanover
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