X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 27 Mar 2006 23:10:57 -0500 Message-ID: X-Original-Return-Path: Received: from mta-out-1.udlp.com ([207.109.1.8] verified) by logan.com (CommuniGate Pro SMTP 5.0.8) with ESMTP id 1048272 for lml@lancaironline.net; Mon, 27 Mar 2006 12:31:48 -0500 Received-SPF: none receiver=logan.com; client-ip=207.109.1.8; envelope-from=Christopher.Zavatson@baesystems.com Received: from mnexch01.MSGDOMAIN.MPLS.UDLP.COM ([10.1.62.20]) by mta-out-1.udlp.com (8.12.10/8.12.10) with ESMTP id k2RH3hab008905 for ; Mon, 27 Mar 2006 11:03:43 -0600 Received: from smtp.udlp.com ([10.1.62.22] RDNS failed) by mnexch01.MSGDOMAIN.MPLS.UDLP.COM with Microsoft SMTPSVC(6.0.3790.211); Mon, 27 Mar 2006 11:15:55 -0600 Received: from DM-MN-06-MTA by smtp.udlp.com with Novell_GroupWise; Mon, 27 Mar 2006 11:20:34 -0600 X-Original-Message-Id: X-Mailer: Novell GroupWise Internet Agent 6.5.4 X-Original-Date: Mon, 27 Mar 2006 11:20:26 -0600 From: "Christopher Zavatson" X-Original-To: Subject: LNC2 cooling - more data Mime-Version: 1.0 Content-Type: multipart/alternative; boundary="=__PartD0F5B1CA.0__=" X-OriginalArrivalTime: 27 Mar 2006 17:15:55.0341 (UTC) FILETIME=[1B7E5FD0:01C651C2] This is a MIME message. If you are reading this text, you may want to consider changing to a mail reader or gateway that understands how to properly handle MIME multipart messages. --=__PartD0F5B1CA.0__= Content-Type: text/plain; charset=US-ASCII Content-Transfer-Encoding: quoted-printable Scott, Johannes, et al,To add another set of data to the cooling analysis/d= iscussion, here are some pressure measurements from yesterday. I took an = extra airspeed indicator plumbed to a three way manifold. I could select = from probes in the plenum above engine, at the cylinder exits, or the cowl = exit. The static port was plumbed into the aircraft static system. = Before taking the flight data, I calibrated both the extra airspeed = indicator and the aircraft airspeed indicator with a water manometer. The = aircraft ASI was reading low by about 2 knots across the entire speed = range. The test ASI (non TSO'd variety) had a large excursion in the mid = range, reading as much as 6 knots high. The data below takes both = calibration curves into account.The difference between the engine exit and = the cowl exit is small, but certainly measurable.Chriscal. cal. = cal. cal. above below cowl = aircraft engine engine exit dP acrossIAS = pressure pressure presure engine(kts) (inH2O) (inH2O) (inH2O) = (inH2O)90 3.6 1.4 1.4 2.3100 = 4.8 1.5 1.4 3.3110 5.6 = 1.6 1.5 4.0120 6.5 1.6 = 1.5 4.8130 7.4 1.8 1.6 = 5.5140 8.1 2.0 1.8 6.1150 = 9.0 2.2 1.9 6.8160 9.9 = 2.5 2.1 7.4170 11.2 2.7 2.4 = 8.5180 13.1 2.9 2.7 10.2190 = 14.6 3.2 2.9 11.4200 16.3 = 3.7 3.2 12.6 Chris ZavatsonN91CZ360std.www.N91CZ.= com =20 --=__PartD0F5B1CA.0__= Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable Content-Description: HTML

Scott, Johannes, et = al,

To add another set of = data to the cooling analysis/discussion, here are some pressure measurement= s from yesterday. I took an = extra airspeed indicator plumbed to a three way manifold. I could select from probes in the plenum = above engine, at the cylinder exits, or the cowl exit. The static port was plumbed into = the aircraft static system. = Before taking the flight data, I calibrated both the extra airspeed = indicator and the aircraft airspeed indicator with a water manometer. The aircraft ASI was reading low by = about 2 knots across the entire speed range. The test ASI (non TSO'd = variety) had a large excursion in the mid range, reading as much as 6 = knots high. The data below takes both calibration curves into = account.

The difference between the engine exit and the cowl exit is = small, but certainly measurable.

Chris

cal.= = cal. = cal.

cal. = above = below = cowl &= nbsp;

aircraft engine engine exit &nb= sp; dP across

IAS pressur= e pressure presure = engine

(kts) (inH2O) (inH2O) (inH2O) = (inH2O)

90 &nbs= p; 3.6 = ; 1.4 1.4<= SPAN style=3D"mso-tab-count: 1"> &= nbsp; 2.3

100 = 4.8 &n= bsp; 1.5 1.4<= SPAN style=3D"mso-tab-count: 1"> &= nbsp; 3.3

110 = 5.6 &n= bsp; 1.6 1.5<= SPAN style=3D"mso-tab-count: 1"> &= nbsp; 4.0

120 = 6.5 &n= bsp; 1.6 1.5<= SPAN style=3D"mso-tab-count: 1"> &= nbsp; 4.8

130 = 7.4 &n= bsp; 1.8 1.6<= SPAN style=3D"mso-tab-count: 1"> &= nbsp; 5.5

140 = 8.1 &n= bsp; 2.0 1.8<= SPAN style=3D"mso-tab-count: 1"> &= nbsp; 6.1

150 = 9.0 &n= bsp; 2.2 1.9<= SPAN style=3D"mso-tab-count: 1"> &= nbsp; 6.8

160 = 9.9 &n= bsp; 2.5 2.1<= SPAN style=3D"mso-tab-count: 1"> &= nbsp; 7.4

170 = 11.2 &= nbsp; 2.7 &n= bsp; 2.4 = 8.5

180 = 13.1 &= nbsp; 2.9 &n= bsp; 2.7 = 10.2

190 = 14.6 &= nbsp; 3.2 &n= bsp; 2.9 = 11.4

200 = 16.3 &= nbsp; 3.7 &n= bsp; 3.2 = 12.6

Chris Zavatson

N91CZ

360std.

www.N91CZ.com

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