X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 23 Jul 2010 11:35:11 -0400 Message-ID: X-Original-Return-Path: Received: from web83913.mail.sp1.yahoo.com ([69.147.92.121] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with SMTP id 4404403 for lml@lancaironline.net; Fri, 23 Jul 2010 11:29:59 -0400 Received-SPF: none receiver=logan.com; client-ip=69.147.92.121; envelope-from=paulhershorin@bellsouth.net Received: (qmail 72894 invoked by uid 60001); 23 Jul 2010 15:29:21 -0000 DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=bellsouth.net; h=Message-ID:X-YMail-OSG:Received:X-Mailer:References:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=XP5TAmuty82rVJdS+0N2ARCvI/J/W+z6gs605APDJMo58yt4NGk8KVWeH/rvWRWH08GVZAfkFEsrw1rq919sq6gt1d0a8yV/MWSQk2RNlx713eM57Bc46F50Ng3GwO0ccquCklb9CvsL27VKVE8NPkI6gTbFtNY7v6TkNP5Igs8=; X-Original-Message-ID: <882379.72416.qm@web83913.mail.sp1.yahoo.com> X-YMail-OSG: twJtAdgVM1mwd8FDkvA2.nNZW7Lzl9VVSrEQ5vkUDXbG_9h M3p7Z168k5Utma1N_K1YnlOaIpsP.AvW2Ac6Sj57FyZndaGGfpceblng0oBL HP7U.4AnnlR.yeSJypd9KXtLNFnyWjIxgwLae.Ict_6W3oXgDMPgsOSz7lcn uixu_NkBDxR_c.RJmxZ2XT8jkmmjF2yMM09wRd7XCq6h5I8SafFTBeSilvuu YPIF8cE8Br1he.nd3oKgxKXezs9Qx9a57UmypiSJlRmQ_crR8Ee.gcsudCH1 y1mXR1FnzxoQyS3AwiqWh1inFCcoILM.WckwD3N1BNFTuMDuFYsh7tz9K1Fv 5Ms9ipJ4iTHhFpBqLA7YWQg-- Received: from [98.77.128.225] by web83913.mail.sp1.yahoo.com via HTTP; Fri, 23 Jul 2010 08:29:21 PDT X-Mailer: YahooMailRC/420.4 YahooMailWebService/0.8.104.276605 References: X-Original-Date: Fri, 23 Jul 2010 08:29:21 -0700 (PDT) From: PAUL HERSHORIN Subject: Re: [LML] Re: My airplane is running HOT X-Original-To: Lancair Mailing List In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-2034374321-1279898961=:72416" --0-2034374321-1279898961=:72416 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable I had very highoil temps.=A0 I was drawing the air from #3 cylinder baffle.= =A0 I =0Aclosed off this air vent and mut a nicho (sp)=0A=A0duct in my top = cowling into the oil cooler.=A0 This lowered my oil temps to =0A200-210, I = increased the fuuel flow throw the=A0Servo 3 times and was able to =0Alower= the cilinder temps--now on these hot days in south Florida I am able to = =0Aclimb to 6500 with the cylinder temps below yellow--if I am held on the = ground =0Afor an extended period I will take off and climb to 1000 or 1500 = level off an =0Aand cool the clyiders and then go on up to flight level.=A0= I never reduce fuel =0Aflow until at flight level.=0APaul Hershorin=0A360= =0A=0A=0A________________________________=0AFrom: Bryan Wullner =0ATo: lml@lancaironline.net=0ASent: Wed, July 21, 2010 5:08:42 PM= =0ASubject: [LML] Re: My airplane is running HOT=0A=0A=0AI'm starting with = the changing of oil cooler to a larger one and relocation to =0Aengine bay = with scat ducting to it off the baffling.=0AIf that doesn't do it I will mo= ve on to the next idea.=0AMy hopes are that my oil comes down and helps the= cht's too. I also hope that =0Aclosing off the large hole in the front baf= fling from old oil cooler placment =0Ahelps with cht's=0ABryan=0AOn Jul 21,= 2010 1:01 PM, "Chris Zavatson" wrote:=0A>=0A>= =0A>Tom,=0A>The=A0differential required=A0is dependent on the power(heat) p= roduced.=0A>In the link below is both a copy of some Lycoming minimums to p= roduce a 'smoking =0A>hot' 435 and 500 deg F CHT.=A0 It also contains=A0the= =A0pressure differentials=A0I =0A>recorded several years ago=A0on my plane.= =0A>=0A>http://www.n91cz.com/Pressure/PlenumPressure.pdf=0A>Chris=0A>=0A>Ch= ris Zavatson=0A>N91CZ=0A>360std=0A>www.N91CZ.com=0A>=0A>=0A>=0A____________= ____________________=0AFrom: Tom Thibault = =0A>To: lml@lancaironline.net=0A>Sent: Tue, July 20, 2010 3:31:09 PM =0A>= =0A>Subject: [LML] Re: My airplane is running HOT=0A>=0A>Bryan,=0A>=0A>You = can also use an airspeed indicator, if you have one handy.=0A>=0A>The key i= s that both "tubes" that pick up the pressure have to be configured as =0A>= if they are static pressure ports.=A0 This means that the air has to flow o= ver the =0A>opening(s) in the tube at 90 degrees, like the static port on t= he fuselage.=0A>=0A>An easy way to do this is to use a short piece of tubin= g with holes drilled in =0A>the sides, like a soaker hose for the lawn.=A0 = Smash one end of this tube =0A>completely and connect the line back to the = sensor to the other end of the =0A>tube.=A0 Point the closed end of the tub= e directly into the airflow.=A0 Do this to =0A>both of the tubes.=A0 One wo= uld be at the oil cooler inlet, the other at the =0A>outlet.=A0 You will no= w sense the difference in the local static pressure at these =0A>two points= .=A0 You can do the same thing anywhere else in the engine compartment =0A>= that you like.=A0 For example, you can measure the differential pressure ab= ove and =0A>below cylinders to ensure you have adequate cooling flow.=A0 Ch= ris Z., is about 5" =0A>of water pressure the figure Bryan will want for cy= linder cooling?=0A>=0A>If you are using an airspeed indicator, you will hav= e to google for the =0A>conversion of speed sensed to pressure in whatever = units you like.=A0 Same for =0A>some other pressure measuring device.=0A>= =0A>For my purposes, I designed, and 3 of us built, an electronic 4-channel= sensor =0A>that can display data from one channel at a time in the cockpit= during flight.=A0 =0A>I do need to have a secretary on board to take data = readings and flip the switch =0A>between channels.=0A>=0A>Goog luck,=0A>=0A= >Tom Thibault =0A>=0A>=0A>=0A>=0A>--=0A>For archives and unsub http://mail.= lancaironline.net:81/lists/lml/List.html=0A> --0-2034374321-1279898961=:72416 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
I had very highoil temps.  I was drawing the air from #3 cyl= inder baffle.  I closed off this air vent and mut a nicho (sp)
&nbs= p;duct in my top cowling into the oil cooler.  This lowered my oil tem= ps to 200-210, I increased the fuuel flow throw the Servo 3 times and = was able to lower the cilinder temps--now on these hot days in south Florid= a I am able to climb to 6500 with the cylinder temps below yellow--if I am = held on the ground for an extended period I will take off and climb to 1000= or 1500 level off an and cool the clyiders and then go on up to flight lev= el.  I never reduce fuel flow until at flight level.
=0A
Paul= Hershorin
=0A
360
=0A
 
=0A
=0A
=0A
=0AFrom: Bryan Wullner <vonjet@gmail.com>
To: lml@lancaironline.net
Sent: Wed, July 21, 2010 5:08:42 PMSubject: [LML] Re: My airp= lane is running HOT

=0A

I'm starting with the changing of o= il cooler to a larger one and relocation to engine bay with scat ducting to= it off the baffling.
If that doesn't do it I will move on to the next i= dea.
My hopes are that my oil comes down and helps the cht's too. I also= hope that closing off the large hole in the front baffling from old oil co= oler placment helps with cht's

=0A

Bryan

=0A

=0A

On Jul 21, 2010 1:01 PM, "Chris Zavatson" <chris_zavatson@yahoo.com> wrote:

=0A=
=0A
=0A
=0A
=0A
Tom,
=0A
The differential required is= dependent on the power(heat) produced.
=0A
In the link below is b= oth a copy of some Lycoming minimums to produce a 'smoking hot' 435 and 500= deg F CHT.  It also contains the pressure differentials&nbs= p;I recorded several years ago on my plane.
=0A


http://www.n91cz.com/Pressure/PlenumPressure.pdf

=0AChris
=0A

Chris Zavatson
=0A
N91CZ
=0A
36= 0std
=0A=0A

=0A
=0A=0AFrom: Tom Thi= bault <tthibaultsp= rint@earthlink.net>
To: lml@lancaironline.net
<= B>Sent: Tue, July 20, 2010 3:3= 1:09 PM =0A


Subject: [LML] Re: My airplane is r= unning HOT



Bryan,

You can also use an airsp= eed indicator, if you have one handy.

The key is that both "tubes" t= hat pick up the pressure have to be configured as if they are static pressu= re ports.  This means that the air has to flow over the opening(s) in = the tube at 90 degrees, like the static port on the fuselage.

An eas= y way to do this is to use a short piece of tubing with holes drilled in th= e sides, like a soaker hose for the lawn.  Smash one end of this tube = completely and connect the line back to the sensor to the other end of the = tube.  Point the closed end of the tube directly into the airflow.&nbs= p; Do this to both of the tubes.  One would be at the oil cooler inlet= , the other at the outlet.  You will now sense the difference in the l= ocal static pressure at these two points.  You can do the same thing anywhere else in the engine compartment that you like.  For example, = you can measure the differential pressure above and below cylinders to ensu= re you have adequate cooling flow.  Chris Z., is about 5" of water pre= ssure the figure Bryan will want for cylinder cooling?

If you are us= ing an airspeed indicator, you will have to google for the conversion of sp= eed sensed to pressure in whatever units you like.  Same for some othe= r pressure measuring device.

For my purposes, I designed, and 3 of u= s built, an electronic 4-channel sensor that can display data from one chan= nel at a time in the cockpit during flight.  I do need to have a secre= tary on board to take data readings and flip the switch between channels.
Goog luck,

Tom Thibault =0A




--
For archives and unsub http://mail.lancaironline.net:81/lists/l= ml/List.html


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