X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sat, 24 Jul 2010 10:13:15 -0400 Message-ID: X-Original-Return-Path: Received: from mail-qw0-f52.google.com ([209.85.216.52] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with ESMTP id 4404947 for lml@lancaironline.net; Fri, 23 Jul 2010 20:14:52 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.216.52; envelope-from=vonjet@gmail.com Received: by qwf7 with SMTP id 7so3869197qwf.25 for ; Fri, 23 Jul 2010 17:14:17 -0700 (PDT) DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; b=N48zSSiLHz5IbfEKg+G0/lpm0Dluwcw+iJCYHNfMgwEC7hQV0pBmESlnduVJ3xy6QP zEsOM5aQkCTme8Nnt+a2h6/JQ2fFb06UnGDGJmrvXImvUZQNkADNR4hsusbrmhX7+wel lWIZB2nVmExpqkPEne1oopFMVQbEX69x01keU= MIME-Version: 1.0 Received: by 10.224.114.204 with SMTP id f12mr3282848qaq.150.1279930457286; Fri, 23 Jul 2010 17:14:17 -0700 (PDT) Received: by 10.229.240.147 with HTTP; Fri, 23 Jul 2010 17:14:17 -0700 (PDT) In-Reply-To: References: X-Original-Date: Fri, 23 Jul 2010 17:14:17 -0700 X-Original-Message-ID: Subject: Re: [LML] Re: My airplane is running HOT From: Bryan Wullner X-Original-To: Lancair Mailing List Content-Type: multipart/alternative; boundary=00c09f88ce3b3e68e7048c1708b6 --00c09f88ce3b3e68e7048c1708b6 Content-Type: text/plain; charset=ISO-8859-1 I don't have fuel injection I'm carb'd. I don't think there is any way to adjust fuel flow except with mixture knob in cabin correct? On Fri, Jul 23, 2010 at 8:35 AM, PAUL HERSHORIN wrote: > I had very highoil temps. I was drawing the air from #3 cylinder baffle. > I closed off this air vent and mut a nicho (sp) > duct in my top cowling into the oil cooler. This lowered my oil temps 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 Florida 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 level. I > never reduce fuel flow until at flight level. > Paul Hershorin > 360 > > ------------------------------ > *From:* Bryan Wullner > *To:* lml@lancaironline.net > *Sent:* Wed, July 21, 2010 5:08:42 PM > > *Subject:* [LML] Re: My airplane is running HOT > > I'm starting with the changing of oil 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 idea. > 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 cooler > placment helps with cht's > > Bryan > > On Jul 21, 2010 1:01 PM, "Chris Zavatson" > wrote: > > Tom, > The differential required is dependent on the power(heat) produced. > In the link below is both a copy of some Lycoming minimums to produce a > 'smoking hot' 435 and 500 deg F CHT. It also contains the pressure > differentials I recorded several years ago on my plane. > > > http://www.n91cz.com/Pressure/PlenumPressure.pdf > Chris > > Chris Zavatson > N91CZ > 360std > www.N91CZ.com > > ------------------------------ > *From:* Tom Thibault > *To:* lml@lancaironline.net > *Sent:* Tue, July 20, 2010 3:31:09 PM > > > Subject: [LML] Re: My airplane is running HOT > > > Bryan, > > You can also use an airspeed indicator, if you have one handy. > > The key is that both "tubes" that pick up the pressure have to be > configured as if they are static pressure 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 easy way to do this is to use a short piece of tubing with holes drilled > in the 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. 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 local 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 ensure you have adequate cooling > flow. Chris Z., is about 5" of water pressure the figure Bryan will want > for cylinder cooling? > > If you are using an airspeed indicator, you will have to google for the > conversion of speed sensed to pressure in whatever units you like. Same for > some other pressure measuring device. > > For my purposes, I designed, and 3 of us built, an electronic 4-channel > sensor that can display data from one channel at a time in the cockpit > during flight. I do need to have a secretary on board to take data readings > and flip the switch between channels. > > Goog luck, > > Tom Thibault > > > > > > -- > > For archives and unsub > http://mail.lancaironline.net:81/lists/lml/List.html > > > --00c09f88ce3b3e68e7048c1708b6 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable I don't have fuel injection I'm carb'd. I don't think there= is any way to adjust fuel flow except with mixture knob in cabin correct?<= br>
On Fri, Jul 23, 2010 at 8:35 AM, PAUL HER= SHORIN <paulhershorin@bellsouth.net> wrote:
I had very highoil temps.=A0 I was dr= awing the air from #3 cylinder baffle.=A0 I closed off this air vent and mu= t a nicho (sp)
=A0duct in my top cowling into the oil cooler.=A0 This lowered my oil temps= to 200-210, I increased the fuuel flow throw the=A0Servo 3 times and was a= ble to lower the cilinder temps--now on these hot days in south Florida I a= m 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 1= 500 level off an and cool the clyiders and then go on up to flight level.= =A0 I never reduce fuel flow until at flight level.
Paul Hershorin
360
=A0
From: Bryan Wullner <vonjet@gmail.com><= br>
To: lml@lancaironline.net
Sent: Wed, July 21, 2010 5:0= 8:42 PM

Subject: [LML] Re: My airplane is running HOT

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

Bryan

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

Tom,
The=A0differential required=A0is dependent on the power(heat) produced= .
In the link below is both a copy of some Lycoming minimums to produce = a 'smoking hot' 435 and 500 deg F CHT.=A0 It also contains=A0the=A0= pressure differentials=A0I recorded several years ago=A0on my plane.


http://www.n91cz.com/Pressure/PlenumPres= sure.pdf

Chris

Chris Zavatson
N91CZ
360std
From: Tom Thibault <tthibaultsprint@earthlink.net>
To: lml@lancaironline.net
Sent: Tue, July 20, 2010 3:3= 1:09 PM=20


Subject: [LML] Re: My airplane is running HO= T



Bryan,

You can also use an airspeed indic= ator, if you have one handy.

The key is that both "tubes" = that pick up the pressure have to be configured as if they are static press= ure ports.=A0 This means that the air has to flow over the opening(s) in th= e tube at 90 degrees, like the static port on the fuselage.

An easy way to do this is to use a short piece of tubing with holes dri= lled in the sides, like a soaker hose for the lawn.=A0 Smash one end of thi= s tube completely and connect the line back to the sensor to the other end = of the tube.=A0 Point the closed end of the tube directly into the airflow.= =A0 Do this to both of the tubes.=A0 One would be at the oil cooler inlet, = the other at the outlet.=A0 You will now sense the difference in the local = static pressure at these two points.=A0 You can do the same thing anywhere else in the engine compartment that you like.=A0 For example, you= can measure the differential pressure above and below cylinders to ensure = you have adequate cooling flow.=A0 Chris Z., is about 5" of water pres= sure the figure Bryan will want for cylinder cooling?

If you are using an airspeed indicator, you will have to google for the= conversion of speed sensed to pressure in whatever units you like.=A0 Same= for some other pressure measuring device.

For my purposes, I design= ed, and 3 of us built, an electronic 4-channel sensor that can display data= from one channel at a time in the cockpit during flight.=A0 I do need to h= ave a secretary on board to take data readings and flip the switch between = channels.

Goog luck,

Tom Thibault=20





--


For archives and unsub http://ma= il.lancaironline.net:81/lists/lml/List.html


<= /div>

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