X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 30 May 2010 09:54:29 -0400 Message-ID: X-Original-Return-Path: Received: from nskntmtas06p.mx.bigpond.com ([61.9.168.152] verified) by logan.com (CommuniGate Pro SMTP 5.3.7) with ESMTP id 4330713 for lml@lancaironline.net; Sun, 30 May 2010 06:27:31 -0400 Received-SPF: pass receiver=logan.com; client-ip=61.9.168.152; envelope-from=frederickmoreno@bigpond.com Received: from nskntotgx02p.mx.bigpond.com ([121.215.18.35]) by nskntmtas06p.mx.bigpond.com with ESMTP id <20100530102652.IBBU24784.nskntmtas06p.mx.bigpond.com@nskntotgx02p.mx.bigpond.com> for ; Sun, 30 May 2010 10:26:52 +0000 Received: from Razzle ([121.215.18.35]) by nskntotgx02p.mx.bigpond.com with ESMTP id <20100530102651.WOZO2010.nskntotgx02p.mx.bigpond.com@Razzle> for ; Sun, 30 May 2010 10:26:51 +0000 From: "Frederick Moreno" X-Original-To: "'Lancair Mailing List'" Subject: FW: [LML] Re: cowl flap cooling drag reduction X-Original-Date: Sun, 30 May 2010 18:26:44 +0800 X-Original-Message-ID: <011b01caffe2$9bead270$d3c07750$@com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_011C_01CB0025.AA0E1270" X-Mailer: Microsoft Office Outlook 12.0 Thread-Index: Acr/tkdeBsVOulVRSCa+p2fkF7fJAQAKaH3g Content-Language: en-au X-RPD-ScanID: Class unknown; VirusThreatLevel unknown, RefID str=0001.0A090204.4C023D6C.0082,ss=1,fgs=0 X-SIH-MSG-ID: rx8zFdT4TFa2kTAvmTy2alorgFm6/gF5uMhSBI0wt0lHEVbCu8DAQcumbaJJ343jxF0JaAr4bygwYKz0XI/bsN+6JL5BWLDY58I= This is a multi-part message in MIME format. ------=_NextPart_000_011C_01CB0025.AA0E1270 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I put cowl flaps on my Lancair IV along with a top cooling air plenum and I also went to fairly extreme measures to eliminate cooling leakage around the engine. Inlet area remained unchanged (6 inch diameter) although the inlets were raised 1.5 inches for a straight shot in and moved outboard 1.0 inch so that I could insert a boundary layer dam between spinner and inlets. This removes the boundary layer coming off the spinner as well as the slower-moving separated wake flow at the shank of the propeller where it enters the spinner. I drastically cut the exit area with cowl flaps closed compared to the stock Lancair outlets which are meant for turbo engines at 25,000 feet. (I believe turbo engines would gain no benefit from closable cowl flaps - they need all that air flow at altitude.) Net result was that overall flat plate drag area went down (compared to stock) perhaps 7-10% with the cowl flaps closed, and it runs cold at 65% lean of peak, CHTs below 300F, lower than 250F at low altitudes. With cowl flaps open (and lots of exit area) I can climb unrestricted at Vy (135 knots, best power) starting at near sea level on a 90F day. Difference between cowl flaps closed and faired and wide open and deflected outward about three inches is about ten knots. That does NOT mean a ten knot speed improvement over stock. It means that when the cowl flaps are open, they are draggy. I have measured pressure drop across the engine and even with cowl flaps closed, it is too high (too much cooling air, confirming temperature data). So last week I made modifications to reduce the closed cowl flap exit area another 25%. No testing yet. Would I do it again? Maybe. It was a lot of work. Estimate of the overall speed benefit: perhaps 3.0-3.5%. It sure is nice to climb unrestricted on a hot day. Fred Thanks, Gary. Okay, so I think I would keep the L235 cowl inlet area as-is, and be generous with the flappable outlet area. Actual experience is very reassuring. Terrence L235/320 N2111AL I also reduced the inlet area about 20%, adding a diffuser section. The outlet area was reduced to about half of the original, depending on what kind of bulges on the bottom are assumed to be "standard." The cooling is marginal, but adequate - on hot days climb speeds have to be increased and cruise is done with the flaps open. This is to keep the CHT's below 400 and oil below 220. Closing the relatively small cowl flaps increases the speed by 2 to 4 knots. ES #157, Lycoming engine ------=_NextPart_000_011C_01CB0025.AA0E1270 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

I = put cowl flaps on my Lancair  IV along with a top cooling air plenum and I = also went to fairly extreme measures to eliminate cooling leakage around the engine.  Inlet area remained unchanged (6 inch diameter) although = the inlets were raised 1.5 inches for a straight shot in and moved outboard 1.0 = inch so that I could insert a boundary layer dam between spinner and = inlets.  This removes the boundary layer coming off the spinner as well as the = slower-moving separated wake flow at the shank of the propeller where it enters the spinner.  I drastically cut the exit area with cowl flaps closed = compared to the stock Lancair outlets which are meant for turbo engines at 25,000 = feet.  (I believe turbo engines would gain no benefit from closable cowl flaps = – they need all that air flow at altitude.)

 

Net = result was that overall flat plate drag area  went down (compared to stock) = perhaps 7-10% with the cowl flaps closed, and it runs cold at 65% lean of peak, = CHTs below 300F, lower than 250F at low altitudes.  With cowl flaps open = (and lots of exit area) I can climb unrestricted at Vy (135 knots, best = power) starting at near sea level on a 90F day.  Difference between cowl = flaps closed and faired and wide open and deflected outward about three inches = is about ten knots.  That does NOT mean a ten knot speed improvement = over stock.  It means that when the cowl flaps are open, they are = draggy. 

 

I = have measured pressure drop across the engine and even with cowl flaps closed, it is = too high (too much cooling air, confirming temperature data).  So last week = I made modifications to reduce the closed cowl flap exit area another = 25%.  No testing yet.

 

Would I do it again?  Maybe.  It was a lot of work.  Estimate of the = overall speed benefit: perhaps 3.0-3.5%.  It sure is nice to climb = unrestricted on a hot day. 

 

Fred

 

 

Thanks, Gary.  

Okay, so I think I would keep the L235 cowl inlet = area as-is, and be generous with the flappable outlet area.

Actual experience is very = reassuring.

Terrence

L235/320 N2111AL

 

 


 I also reduced the inlet area about 20%, adding a diffuser = section.  The outlet area was reduced to about half of the original, depending on = what kind of bulges on the bottom are assumed to be = "standard."  The cooling is marginal, but adequate - on hot days climb speeds have to be increased and cruise is done with the flaps open.  This is to keep = the CHT's below 400 and oil below 220.  Closing the relatively small = cowl flaps increases the speed by 2 to 4 knots. 

ES #157, Lycoming engine

 

 

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