Sender: <marv@lancaironline.net> (Marvin Kaye)
To: flyrotary@lancaironline.net
Date: Tue, 25 Nov 2003 23:32:52 -0500
Message-ID: <redirect-2772950@logan.com>
From: "sqpilot@earthlink" <sqpilot@earthlink.net>
References: <list-2752978@logan.com>
Subject: Re: [FlyRotary] Re: radiator size
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----- Original Message -----
From: "Joseph M Berki" <Joseph.M.Berki@grc.nasa.gov>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Sent: Thursday, November 20, 2003 6:56 AM
Subject: [FlyRotary] Re: radiator size


>
> I guess we are trying to find the edge of the envelope.  Charlie Airesman
> is using a small rad and a NACA duct with an augmenter and is doing over
> 200 mph with a 4 to 5g/h fuel burn.  On the pusher, we  can optimize the
> duct length.  The augmenter will be tricky with the rotary.  Ed provided
> some btu numbers to start with. Thanks
>
> Joe Berki
> Limo EZ
>
> At 03:27 PM 11/19/2003 -0600, you (Jim Sower) wrote:
> >Isn't the conventional wisdom 3 cuin/hp?  Al Wick's Subaru is about 2.5
> >but his
> >Soob doesn't have the cooling requirements of a rotary and I believe he
has a
> >really nice (efficient - good recovery) plenum.  I would think 3 minimum
> >unless
> >you have really good ducting and plenum.
> >Just a theory ... Jim S.
>
> Hi, Jim....sorry for the delay in responding.  Regarding Al Wick's
radiator installation, he broke all the rules.  He just put the darned
radiator in front of the NACA inlet scoop, and has NO exit plenum. After the
air passes thru the radiator, it just slowly finds it's way out the rear of
the cowling. Odd thing is that he can do extended full power climbs without
overheating. Go figure ! I should be so lucky.  Paul Conner

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>