tommayer wrote:

Paul, How about the W arrangement in the aft fuselage for tractors?  NACA
inlet scoops.  Outlets under the horizontal stabilizor.  At one point I
thought you thought that was optimum from drag point of view.  Tom Mayer

It probably is but it is hard to fabricate and a plumbing nightmare.
I would only do that if there were no other alternatives such as
not enough room in the cowl. Perhaps a Midget Mustang or a Mustang II
qualifies in that category.  I firmly believe we need to simplify the
plumbing by using only one rad. One of the main criticisms of
water cooled airplane engines is they are more complicated and
less reliable than air cooled aircraft engine. One rad would go
a long way to simplify things.

Paul Lamar

tommayer wrote:

Paul, The idea of coolant lines in the cockpit does not worry me that much.
Maybe it should, but I've been flying ag planes for years with dash 16 oil
lines in the cockpits.  Also, for an installation with a turbo, especially
if you fly it to altitude in the winter, I should think aft radiators would
much simplify cockpit heating arrangments. You'll want heat.  I was at FL240
day before yesterday, OAT -40C. And I still wonder if your under the engine
radiator arrangement is not going to encounter the same sort of drag, trim,
go slow problems I did with the Mustang when I had to put really big inlets
and cowl flaps on to handle the wide temp variations inherent in the turbo
installation.
    On the Pro Seal Wiggins idea--Pro Seal is a sealant, not a bonding
agent, but I thought you were using the JB Weld as a sealant and had clamps
for the bonding.  Tom 

No the JB Weld does double duty. Seals and acts as a structural adhesive
to attach the wiggins couplings to the coolant tubes.

Paul Lamar

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