X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fmailhost01.isp.att.net ([204.127.217.101] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with ESMTP id 3849123 for flyrotary@lancaironline.net; Sun, 13 Sep 2009 12:24:47 -0400 Received-SPF: pass receiver=logan.com; client-ip=204.127.217.101; envelope-from=bbradburry@bellsouth.net Received: from desktop (adsl-157-63-231.mco.bellsouth.net[68.157.63.231]) by isp.att.net (frfwmhc01) with SMTP id <20090913162411H0100jk8l5e>; Sun, 13 Sep 2009 16:24:11 +0000 X-Originating-IP: [68.157.63.231] From: "Bill Bradburry" To: "'Rotary motors in aircraft'" References: In-Reply-To: Subject: RE: [FlyRotary] Cooling Plumbing Date: Sun, 13 Sep 2009 12:24:10 -0400 Message-ID: <1B21319B39A14F23AF93B57D024C0913@Desktop> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_001D_01CA346D.19626980" X-Mailer: Microsoft Office Outlook 11 Thread-Index: Aco0fyM6kKnCYAc0TeuMCZiWxzB9FwADW7nA X-MimeOLE: Produced By Microsoft MimeOLE V6.0.6001.18049 This is a multi-part message in MIME format. ------=_NextPart_000_001D_01CA346D.19626980 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Lynn, You sent that drawing some time ago during a previous discussion on = cooling. My system is set up very similar, but I wonder what the effects of the differences might be. =20 I don=92t have a swirl pot, but the cap on the radiator is like in your drawing where it doesn=92t seal for pressure. Another difference is = that my radiator is a double pass, so the radiator cap is after the first pass = of the radiator. You don=92t show where you come in with the air bleed = from the top of the front iron. Mine comes in just under the radiator cap. This allows the air to move into the make up bottle quickly. But the down = side is that whatever coolant comes thru that =BC inch line bypasses the = first pass of the radiator and only goes thru the last pass. However, I think that this coolant has only made one pass thru the engine as well.=20 ( I have no clue how the coolant flows thru the block, but I think it = goes down one side and back up the other side to the water pump???) I would = like someone to set me straight on this coolant flow thru the engine. There = are two outlets, this one and the heater supply that come off the front = iron. They must somehow only get contact with half the engine since the water = pump is on the other end of the engine. ??? Bill B =20 _____ =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Lynn Hanover Sent: Sunday, September 13, 2009 10:33 AM To: Rotary motors in aircraft Subject: [FlyRotary] Cooling Plumbing You need some kind of header/expansion tank in sys. with aprox 4 to 8 = square inches of air, allows sys. to pressurise more easily & maintains a = steady pressure. David Cook RV6A Rotary. =20 Here is one system that works perfectly and has since 1980. For Mazda = before that. The swirl tank idea comes with the instructions for each New = CosWorth race engine. The restrictor idea is mine. The pressure cap only on the = make up bottle (and the actual bottle in my case) is the stock layout from = every RX-2 and RX-3 imported to the USA. The swirl pot is not required, it = just works very fast, and my system is apart often. So I use it. =20 The tube to the bottle comes off of the radiator in the cars. In the airplane it would need to come from the location where ever air would = likely collect. In most cases, the highest part of the water pump outlet, or = the top of the rear iron. With the engine dead level in the racer, this = system removes all of the air in 2 heat cycles. The fluid level must be = replenished twice. I keep the bottle about 1/3 full to allow 2/3 to be compressible = air. It is an accumulator just like big airplanes, and big heating systems = and boilers.=20 No need to reinvent the wheel. =20 Lynn E. Hanover =20 =20 ------=_NextPart_000_001D_01CA346D.19626980 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Lynn,

You sent that drawing some time ago during a previous discussion = on cooling.  My system is set up very similar, but I wonder what the = effects of the differences might be. 

I don’t have a swirl pot, but the cap on the radiator is = like in your drawing where it doesn’t seal for pressure.  Another = difference is that my radiator is a double pass, so the radiator cap is after the = first pass of the radiator.  You don’t show where you come in with = the air bleed from the top of the front iron.  Mine comes in just under the radiator cap.  This allows the air to move into the make up bottle quickly.  But the down side is that whatever coolant comes thru = that ¼ inch line bypasses the first pass of the radiator and only goes thru the = last pass.  However, I think that this coolant has only made one pass = thru the engine as well.

( I have no clue how the coolant flows thru the block, but I = think it goes down one side and back up the other side to the water = pump???)  I would like someone to set me straight on this coolant flow thru the = engine.  There are two outlets, this one and the heater supply that come off the = front iron.  They must somehow only get contact with half the engine = since the water pump is on the other end of the = engine. ???

Bill B

 

From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Lynn Hanover
Sent: Sunday, September = 13, 2009 10:33 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] = Cooling Plumbing

You need some kind of header/expansion tank in sys. with = aprox 4 to 8 square inches of air, allows sys. to pressurise more easily = & maintains a steady pressure.   David Cook  RV6A  = Rotary.

 

Here is one system that works perfectly and has since 1980. For = Mazda before that. The swirl tank idea comes with the instructions = for each New CosWorth race engine. The restrictor idea is mine. The pressure cap only = on the make up bottle (and the actual bottle in my case) is the stock layout = from every RX-2 and RX-3 imported to the USA. The swirl pot is not = required, it just works very fast, and my system is apart often. So I use = it.

 

The tube to the bottle comes off of the radiator in the cars. In = the airplane it would need to come from the location where ever air would = likely collect. In most cases, the highest part of the water pump outlet, or = the top of the rear iron. With the engine dead level in the racer, this system = removes all of the air in 2 heat cycles. The fluid level must be replenished = twice. I keep the bottle about 1/3 full to allow 2/3 to be compressible air. It = is an accumulator just like big airplanes, and big heating systems and = boilers.

No need to reinvent the wheel.

 

Lynn E. Hanover

 

 

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