X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-pa0-f54.google.com ([209.85.220.54] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTPS id 6510247 for flyrotary@lancaironline.net; Thu, 10 Oct 2013 14:16:39 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.220.54; envelope-from=wdleonard@gmail.com Received: by mail-pa0-f54.google.com with SMTP id kx10so3126015pab.41 for ; Thu, 10 Oct 2013 11:16:03 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; bh=NOoUGsvfLwlJ6C0JP8PE+2/mN8YdTKOTMw7M1rNSN7A=; b=JfeBuiV1T4zBd9Jc35QA+zidDGsgf73wn4XuqDET4CQCE6nzJqWU83MM3TKKLApt1u vL9bSi79J0q3htfe5KPyi6SF2VIMWWMDUJnxpGjb1H3+6fB47Ra+kzIFY1pyA/s3iyKR tFwccbAiX2VGXZpOyMC5ANdvVqTD/PIOvDhTnhJWQJ6uzZumqinwOqNm3lXnoMiUuKrP VZM8lHAWrbArZZxaTb/WblfZyiPUBEogxVpDVi8zpkalXUblyXTcMDBr6ni035gCpRif 8FYVY55lB5bfCaLPj3VXiTPI96PqfrVPAOkCoulEHMzDsaR5fHv2N6pTk47m/FVv+H5H b62Q== MIME-Version: 1.0 X-Received: by 10.66.146.42 with SMTP id sz10mr17351806pab.100.1381428962530; Thu, 10 Oct 2013 11:16:02 -0700 (PDT) Received: by 10.70.131.169 with HTTP; Thu, 10 Oct 2013 11:16:02 -0700 (PDT) In-Reply-To: References: Date: Thu, 10 Oct 2013 11:16:02 -0700 Message-ID: Subject: Re: [FlyRotary] Re: waterless coolant? From: David Leonard To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=047d7b6dc922981b6504e866fe5f --047d7b6dc922981b6504e866fe5f Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable I have used it in my airplane. It worked OK but since the heat capacity is lower it did not cool as well and may have been part of the reason my first engine was prone to detonation. In my application it needed the same pressure cap that EG uses. It was the coolant in the system when I lost all my coolant and had to land on HWY 395, though I do not blame the Evans. I stopped using it and went back to regular EG because of heat capacity, availability during away-from-home repairs, and possibly because of poorer circulation due to increased vescosiy. Dave Leonard On Thu, Oct 10, 2013 at 10:05 AM, Gordon Alling wrote= : > This appears interesting. I looked at the website and was unable to > find the heat capacity of the fluid. The higher boiling temp may not be > helpful if the heat capacity is such that you need a large delta T to > transfer the same amount of heat as a water-based system.**** > > ** ** > > One must also consider the effect of the higher operating temperature on > engine oils. At some temperature, oil loses its lubrication ability. I > don=92t know what that temp is but assume it is different for different > oils. Just because the coolant allows higher operating temperatures, > doesn=92t mean one should do that.**** > > ** ** > > Gordon C. Alling, Jr., PE**** > > President**** > > *acumen* *Engineering/Analysis, Inc.***** > > ** ** > > 540-786-2200**** > > www.acumen-ea.com**** > > ** ** > > *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] *O= n > Behalf Of *Michael Silvius > *Sent:* Thursday, October 10, 2013 1:19 PM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] waterless coolant?**** > > ** ** > > While on the subject of cooling, I am curious if anyone has tried the > waterless coolant? Seems to offer some advantages, namely higher boiling > boint and low pressure, is there any reason it should not be used > in our aplication?**** > > http://www.evanscooling.com/**** > > **** > > Michael**** > --047d7b6dc922981b6504e866fe5f Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable
I have used it in my airplane.=A0 It worked OK but since the heat capa= city is lower it did not cool as well and may have been part of the reason = my first engine was prone to detonation.=A0 In my application it needed the= same pressure cap that EG uses.=A0 It was the coolant in the system when I= lost all my coolant and had to land on HWY 395, though I do not blame the = Evans.
=A0
I stopped using it and went back to regular EG because of heat capacit= y, availability during away-from-home repairs, and possibly because of poor= er circulation due to increased vescosiy.
=A0
Dave Leonard
On Thu, Oct 10, 2013 at 10:05 AM, Gordon Alling = <gordon@acumen-ea.com> wrote:

This appears interesting.=A0 I = looked at the website and was unable to find the heat capacity of the fluid= .=A0 The higher boiling temp may not be helpful if the heat capacity is suc= h that you need a large delta T to transfer the same amount of heat as a wa= ter-based system.

=A0

One must also consider the effe= ct of the higher operating temperature on engine oils.=A0 At some temperatu= re, oil loses its lubrication ability.=A0 I don=92t know what that temp is = but assume it is different for different oils.=A0 Just because the coolant = allows higher operating temperatures, doesn=92t mean one should do that.=

=A0

Gordon C. Alling, Jr., PE

President<= /p>

acumen Engineering/Analysis, Inc.<= /b>

=A0

540-786-2200

www.acumen-ea.com

=A0

From: Rotary motors in air= craft [mailto:flyrotary@lancaironline.net] On Behalf Of Michael Silvius Sent: Thursday, October 10, 2013 1:19 PM
To: Rotary motors= in aircraft
Subject: [FlyRotary] waterless coolant?

=A0

While on the subject of cooling, I am curious if anyone=A0has t= ried=A0the waterless coolant? Seems to offer some advantages, namely=A0high= er boiling boint and low pressure, is there any reason it=A0should not be u= sed in=A0our=A0aplication?

=A0

Michael


--047d7b6dc922981b6504e866fe5f--