Return-Path: Received: from fed1rmmtao03.cox.net ([68.230.241.36] verified) by logan.com (CommuniGate Pro SMTP 4.2b5) with ESMTP id 148239 for flyrotary@lancaironline.net; Fri, 11 Jun 2004 00:47:06 -0400 Received: from BigAl ([68.107.116.221]) by fed1rmmtao03.cox.net (InterMail vM.6.01.03.02 201-2131-111-104-20040324) with ESMTP id <20040611044634.OSWV350.fed1rmmtao03.cox.net@BigAl> for ; Fri, 11 Jun 2004 00:46:34 -0400 From: "Al Gietzen" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: Cooling oil Date: Thu, 10 Jun 2004 21:46:45 -0700 Message-ID: <000001c44f6f$197308f0$6400a8c0@BigAl> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C44F34.6D1430F0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C44F34.6D1430F0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable =20 Subject: [FlyRotary] Re: Cooling oil =20 =20 ----- Original Message -----=20 From: "Joseph Berki" To: "Rotary motors in aircraft" Sent: Thursday, June 10, 2004 12:39 PM Subject: [FlyRotary] Re: Cooling oil =20 =20 > It would be interesting to measure flow in both engines. I thought = that > both Lycoming and Mazda engines rejected 2/3 heat load through the > oil that is why I started going down this road. If the engines = generated > the same Hp than the heat load should be similar. > > Joe Berki =20 Joe, both engines may generate the same heat load, but the proportion rejected through the coolant in case of the Mazda is 2/3 of its waste = heat while the oil rejects another 1/3 of the waste heat. Neither engine = rejects anywhere near 2/3 of its waste heat through the oil. =20 Most aircraft engines reject on the order of 300-600 BTU/Min through the oil, the Mazda at 160HP rejects approx 2446 BTU/Min through the oil. =20 Ed Anderson =20 Ed; =20 That number looked a bit high to me, so I went in to my file to check. = My data shows 28% of the fuel burn energy in the rotary gets converted to = HP, 18% goes to the coolant, and about 7% to the oil. Most of the rest goes = out the exhaust pipe. For 160 HP output, I think that should be 1725 BTU/Min going to the oil cooler. So about 3 times the comparable powered Lyc. =20 Double check me on this. =20 Al =20 =20 ------=_NextPart_000_0001_01C44F34.6D1430F0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

 

Subject: [FlyRotary] Re: Cooling oil

 

 

----- Original Message -----

From: "Joseph Berki" = <joseph.berki@grc.nasa.gov>

To: "Rotary motors in aircraft" = <flyrotary@lancaironline.net>

Sent: Thursday, June 10, 2004 12:39 PM

Subject: [FlyRotary] Re: Cooling oil

 

 

> It would be interesting to measure flow in both engines.  I thought = that

> both Lycoming and Mazda engines rejected 2/3 heat load through = the

> oil  that is why I started going down this road.  If the = engines generated

> the same Hp than the heat load should be similar.

>

> Joe Berki

 

Joe, both engines may generate the same heat load, but the = proportion

rejected through the coolant in case of the Mazda is 2/3 of its waste = heat

while the oil rejects another 1/3 of the waste heat.  Neither engine = rejects

anywhere near 2/3 of its waste heat through the oil.

 

Most aircraft engines reject on the order of 300-600 BTU/Min through = the

oil, the Mazda at 160HP rejects approx 2446 BTU/Min through the = oil.

 

Ed Anderson

 

Ed;

 <= /font>

That number = looked a bit high to me, so I went in to my file to check.  My data shows = 28% of the fuel burn energy in the rotary gets converted to HP, 18% goes to the coolant, and about 7% to the oil. Most of the rest goes out the exhaust = pipe. For 160 HP output, I think that should be 1725 BTU/Min going to the oil = cooler.  So about 3 times the comparable powered Lyc.

 <= /font>

Double check = me on this.

 <= /font>

Al

 <= /font>

 <= /font>

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