Return-Path: Sender: (Marvin Kaye) To: lml Date: Mon, 31 Mar 2003 08:24:03 -0500 Message-ID: X-Original-Return-Path: Received: from imo-r04.mx.aol.com ([152.163.225.100] verified) by logan.com (CommuniGate Pro SMTP 4.1b2) with ESMTP id 2093142 for lml@lancaironline.net; Sun, 30 Mar 2003 22:54:56 -0500 Received: from AVIDWIZ@aol.com by imo-r04.mx.aol.com (mail_out_v34.21.) id q.1dc.66bf08f (4410); Sun, 30 Mar 2003 22:54:50 -0500 (EST) From: AVIDWIZ@aol.com X-Original-Message-ID: <1dc.66bf08f.2bb9160a@aol.com> X-Original-Date: Sun, 30 Mar 2003 22:54:50 EST Subject: New Baffling Design for L-IVP solves temp problems! X-Original-To: lml@lancaironline.net, VTAILJEFF@aol.com, haulinash@cox.net, SOUPLYN@aol.com MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_1dc.66bf08f.2bb9160a_boundary" X-Mailer: Thunderbird - Mac OS X sub 25 --part1_1dc.66bf08f.2bb9160a_boundary Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en Gentlemen: As some of you know, I hired George Braly and his team at GAMI to try and=20 determine what if anything could be done to improve the cooling efficiencies= =20 of the TSIO 550 engine installation in the Lancair IV-P. As many of you=20 have experienced, the 550 engine has a tendency to run hot especially in the= =20 climb and in the high altitude cruise phases of flight. In my case even with the "Dolly Parton" cowl, the aircraft had to be operate= d=20 at minimum airspeed of 165 KIAS during climb in order to keep the CHT's belo= w=20 400 degrees with a maximum of 75% power during climb and in the flight=20 levels, power settings of 65-70% of power or less were required in order to=20 keep the temps under control. After attending the Advanced Pilots Seminar at GAMI in January and listening= =20 to them preach the importance of good baffling design to engine performance,= =20 I issued George a challenge: =20 I said George if you=E2=80=99re right and all it takes is a fundamental unde= rstanding=20 of what=E2=80=99s going on under the cowl and the ability to tweak the baffl= ing=20 system, monitor it with a video camera under the cowl watching the air flow=20 by attaching pieces of string to the cylinders etc ect, and if you=E2=80=99r= e so sure=20 it will work why haven=E2=80=99t you fixed the problem. =20 He said he didn=E2=80=99t have a Lancair to play with so =E2=80=A6 I solved=20= that problem and=20 gave him mine=E2=80=A6and a blank check to play with too. After several weeks of R&D, flight tests, and in excess of 10 custom=20 fabricated components attached in strategic places throughout the engine=20 compartment to supplement the existing baffle design, the GAMI Lancair=20 Baffling system was born. Here are the results summarized: BEFORE MODIFICATION (flight test 1-20-03): Altitude Hottest CHT MP KIAS KTAS GPH 17,500 358 31.6 185 246 18.4 Climb 395 31.5 165 Climb 1200 FPM AFTER MODIFICATIONS (flight test 3-7-03): Altitude Hottest CHT MP KIAS KTAS GPH 17,500 349 32.6 193 254 18.6 Climb 376 36.5 145 Climb 2200 FPM IMPORTANT CONSIDERATIONS: The important point is that they have increased the cruise speed of the=20 Lancair by 8 KTAS with virtually the identical fuel flow (18.6 vs 18.4) =20 this was done by carrying an extra inch of MP (32.6 vs 31.6). The ability= =20 to carry extra MP with LOWER temps (349 vs 358) will easily enable us all to= =20 carry more MP at higher altitudes and hence receive those extra 8 KTAS for=20 every additional inch of MP. SAMPLE REAL WORLD FLIGHT DATA (March 30, 2003) As an example of this baffling system in action, today I landed at Apple=20 Valley Airport (APV) and after having breakfast fired up the plane and=20 checked the OAT which was 79 degrees F. Since APV is in a remote area I=20 called Approach from the ground and received a clearance to take off and=20 climb un-restricted to FL 250. =20 I timed the climb from wheels up on take off (airport elevation is 3000 MSL)= =20 to FL 250 at 11 min 14 sec. This yields an average rate of climb of 2044=20 FPM. During the climb the hottest CHT recorded was 378 degrees carrying a= =20 full 36.5 MP, 2650 RPM Then I leveled off and set high speed cruise of 32.8 in MP, 2500 RPM and=20 leaned to 18.9 GPH which gives me roughly 80% power. I was showing the=20 hottest CHT at 352 degrees, 187 KIAS, 271 KTAS according to the EFIS. CONCLUSION: I am a believer. George and his gang of engineers have really done it. =20 For the first time I have a Lancair which can be operated at the best part o= f=20 its performance envelope without risking damage from over temping. =20 George has told me that he will be making these modifications available to=20 everyone in the form of customized baffling mods for each individual plane.=20= =20 The cost=E2=80=A6I am not sure but understand it will be under $10,000. =20= If you=20 think about it, the ability to gain 15% more HP in cruise with temps which=20 are reduced to lower than they are at economy power, this is a real bargain.= =20 =20 With the TSIO 550 costing over $70,000 the ability to harness and actually=20 USE an additional 15% of the available horsepower in cruise is a better valu= e=20 for the money than the engine was when you bought it (i.e. $700/ percent of=20 HP from TCM verses $666/percent of HP via the GAMI modification). All in all I am one happy customer. For the record, I don=E2=80=99t have=20= a stake=20 in this modification, I do not get paid a royalty or commission, I don=E2= =80=99t own=20 any stock, all I get from this venture is the satisfaction of knowing my=20 plane and my money helped develop a system which will make all of our plans=20 faster and safer. So call George and he has all the details on spreadsheets and graphs which h= e=20 downloaded from the EFIS during flight tests. I am sure he can explain in=20 much more detail how this all works and what is involved. I hope this modification works as well for you as it has for me and with it=20 we can all fly faster, farther and stay cooler! Regards, Dave Riggs --part1_1dc.66bf08f.2bb9160a_boundary Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en Gentlemen:

As some of you know, I hired George Braly and his team at GAMI to try and de= termine what if anything could be done to improve the cooling efficiencies o= f the TSIO 550 engine installation in the Lancair IV-P.  As many of yo= u have experienced, the 550 engine has a tendency to run hot especially in t= he climb and in the high altitude cruise phases of flight.

In my case even with the "Dolly Parton" cowl, the aircraft had to be operate= d at minimum airspeed of 165 KIAS during climb in order to keep the CHT's be= low 400 degrees with a  maximum of 75% power during climb and in the f= light levels, power settings of 65-70% of power or less were required in ord= er to keep the temps under control.

After attending the Advanced Pilots Seminar at GAMI in January and listening= to them preach the importance of good baffling design to engine performance= , I issued George a challenge:  

I said George if you=E2=80=99re right and all it takes is a fundamental unde= rstanding of what=E2=80=99s going on under the cowl and the ability to tweak= the baffling system, monitor it with a video camera under the cowl watching= the air flow by attaching pieces of string to the cylinders etc ect, and if= you=E2=80=99re so sure it will work why haven=E2=80=99t you fixed the probl= em.  

He said he didn=E2=80=99t have a Lancair to play with so =E2=80=A6 I solved=20= that problem and gave him mine=E2=80=A6and a blank check to play with too.
After several weeks of R&D, flight tests, and in excess of 10 custom fab= ricated components attached in strategic places throughout the engine compar= tment to supplement the existing baffle design, the GAMI Lancair Baffling sy= stem was born.   Here are the results summarized:

= BEFORE MODIFICATION (flight test 1-20-03):
Altitude       Hottest CHT   &= nbsp;  MP   KIAS    KTAS   =20= GPH
17,500          358  = ;            &nb= sp;  31.6   185       246&nb= sp;     18.4
Climb             &nb= sp;  395          &n= bsp;      31.5   165   &= nbsp; Climb 1200 FPM

AFTER MODIFICATIONS (flight test 3-7-03):
Altitude       Hottest CHT   &= nbsp;  MP   KIAS    KTAS   =20= GPH
17,500          349  = ;            &nb= sp;  32.6   193      254 &nb= sp;   18.6
Climb             &nb= sp; 376           &n= bsp;     36.5   145    =20= Climb 2200 FPM

IMPORTANT CONSIDERATIONS:
The important point is that they have increased the cruise speed of the Lanc= air by 8 KTAS with virtually the identical fuel flow (18.6 vs 18.4)  t= his was done by carrying an extra inch of MP (32.6 vs 31.6).   Th= e ability to carry extra MP with LOWER temps (349 vs 358) will easily enable= us all to carry more MP at higher altitudes and hence receive those extra 8= KTAS for every additional inch of MP.

SAMPLE REAL WORLD FLIGHT DATA (March 30, 2003)
As an example of this baffling system in action, today I landed at Apple Val= ley Airport (APV) and after having breakfast fired up the plane and checked=20= the OAT which was 79 degrees F.  Since APV is in a remote area I calle= d Approach from the ground and received a clearance to take off and climb un= -restricted to FL 250. 

I timed the climb from wheels up on take off (airport elevation is 3000 MSL)= to FL 250 at 11 min 14 sec.  This yields an average rate of climb of=20= 2044 FPM.   During the climb the hottest CHT recorded was 378 deg= rees carrying a full 36.5 MP, 2650 RPM

Then I leveled off and set high speed cruise of 32.8 in MP, 2500 RPM and lea= ned to 18.9 GPH which gives me roughly 80% power.  I was showing the h= ottest CHT at 352 degrees, 187 KIAS, 271 KTAS according to the EFIS.

CONCLUSION:
I am a believer.   George and his gang of engineers have really d= one it.  For the first time I have a Lancair which can be operated at=20= the best part of its performance envelope without risking damage from over t= emping.  

George has told me that he will be making these modifications available to e= veryone in the form of customized baffling mods for each individual plane.&n= bsp;  The cost=E2=80=A6I am not sure but understand it will be under $= 10,000.   If you think about it, the ability to gain 15% more HP=20= in cruise with temps which are reduced to lower than they are at economy pow= er, this is a real bargain.  

With the TSIO 550 costing over $70,000 the ability to harness and actually U= SE an additional 15% of the available horsepower in cruise is a better value= for the money than the engine was when you bought it (i.e. $700/ percent of= HP from TCM verses $666/percent of HP via the GAMI modification).

All in all I am one happy customer.   For the record, I don=E2= =80=99t have a stake in this modification, I do not get paid a royalty or co= mmission, I don=E2=80=99t own any stock, all I get from this venture is the=20= satisfaction of knowing my plane and my money helped develop a system which=20= will make all of our plans faster and safer.

So call George and he has all the details on spreadsheets and graphs which h= e downloaded from the EFIS during flight tests.  I am sure he can expl= ain in much more detail how this all works and what is involved.

= I hope this modification works as well for you as it has for me and with it=20= we can all fly faster, farther and stay cooler!

Regards,


Dave Riggs
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