X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: <marv@lancaironline.net> Sender: <marv@lancaironline.net> To: lml@lancaironline.net Date: Thu, 23 Jun 2005 00:42:52 -0400 Message-ID: <redirect-1010907@logan.com> X-Original-Return-Path: <Sky2high@aol.com> Received: from imo-m14.mx.aol.com ([64.12.138.204] verified) by logan.com (CommuniGate Pro SMTP 4.3.4) with ESMTP id 1010813 for lml@lancaironline.net; Wed, 22 Jun 2005 22:09:57 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.138.204; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m14.mx.aol.com (mail_out_v38_r1.7.) id q.a9.761200a6 (14374) for <lml@lancaironline.net>; Wed, 22 Jun 2005 22:09:06 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <a9.761200a6.2feb73bf@aol.com> X-Original-Date: Wed, 22 Jun 2005 22:09:03 EDT Subject: Lower Cowl Air Temperature - Induction Air X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1119492543" X-Mailer: 9.0 Security Edition for Windows sub 5009 -------------------------------1119492543 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Walter, Dan, et al, In my airplane, the temperature probe was placed away from the exhaust pipes, but measuring the total temperature of the air used to cool the ENGINE and OIL cooler exit air (TOTC) - that is, the probe is located aft of all 4 cylinders rather the ahead of the cylinders where the induction air might be drawn from. Remember that I am talking about injected Lancair 235/320/360s with the throttle body mounted on the forward face of the oil sump. Baro 30.18, OAT 86F, Airport is 710 MSL, Palt 450, Dalt 2400: 8 min after start, TOTC 176F (90F rise) During 135 KIAS climb (WOT, 2600 RPM) TOTC went from 167F to 158F when the OAT was about 81F or a rise range of 86F to 77F. Level at 4500 MSL, 25 squared, 180 KIAS, 194 KTAS, OAT 75F, (TAT 68F), CHTs 360F-380F, TOTC 149F (rise from OAT of 74F) On taxi in after landing, Oil temp 200F, TOTC 190F to 203F for a rise of 104F to 117F above OAT. So....Take off and climb might indeed see a difference from OAT of under 100F, but actual induction air temps of 150F to 175F. Is that bad? Oh, I forgot the impact of passing thru the oil sump and then hitting the hot cylinders........ I then went to move the probe to the air exiting the heat muff (just like carb heat air) and in doing so I finally broke my probe. Maybe it wouldn't matter because the display is limited to 210F (99C) although I would have liked to show that the "carb heat" air is always hotter than the lower cowl air. I am looking for an independent probe and meter. Maybe someone with an actual carburetor would make this measurement to help out this poor soul (in a Lancair, not a Bonanza and with a digital gauge) along with lower cowl air temps. Huh? Huh? Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) -------------------------------1119492543 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable <!DOCTYPE HTML PUBLIC "-//W3C//DTD HTML 4.0 Transitional//EN"> <HTML><HEAD> <META http-equiv=3DContent-Type content=3D"text/html; charset=3DUS-ASCII"> <META content=3D"MSHTML 6.00.2900.2668" name=3DGENERATOR></HEAD> <BODY id=3Drole_body style=3D"FONT-SIZE: 10pt; COLOR: #000000; FONT-FAMILY:=20= Arial"=20 bottomMargin=3D7 leftMargin=3D7 topMargin=3D7 rightMargin=3D7><FONT id=3Drol= e_document=20 face=3DArial color=3D#000000 size=3D2> <DIV>Walter, Dan, et al,</DIV> <DIV> </DIV> <DIV>In my airplane, the temperature probe was placed away from the exh= aust=20 pipes, but measuring the total temperature of the air used to cool=20 the ENGINE and OIL cooler exit air (TOTC) - that is, the prob= e is=20 located aft of all 4 cylinders rather the ahead of the cylinders where the=20 induction air might be drawn from. Remember that I am talking about=20 injected Lancair 235/320/360s with the throttle body mounted on the for= ward=20 face of the oil sump. </DIV> <DIV> </DIV> <DIV>Baro 30.18, OAT 86F, Airport is 710 MSL, Palt 450, Dalt 2400:</DIV> <DIV> </DIV> <DIV>8 min after start, TOTC 176F (90F rise)</DIV> <DIV> </DIV> <DIV>During 135 KIAS climb (WOT, 2600 RPM) TOTC went from 167F to 158F when=20= the=20 OAT was about 81F or a rise range of 86F to 77F.</DIV> <DIV> </DIV> <DIV>Level at 4500 MSL, 25 squared, 180 KIAS, 194 KTAS, OAT 75F, (TAT 68F),=20= CHTs=20 360F-380F, TOTC 149F (rise from OAT of 74F)</DIV> <DIV> </DIV> <DIV>On taxi in after landing, Oil temp 200F, TOTC 190F to 203F for a r= ise=20 of 104F to 117F above OAT.</DIV> <DIV> </DIV> <DIV>So....Take off and climb might indeed see a difference from=20 OAT of under 100F, but actual induction air temps of 150F to 175F. = ; Is=20 that bad? Oh, I forgot the impact of passing thru the oil sump and the= n=20 hitting the hot cylinders........</DIV> <DIV> </DIV> <DIV>I then went to move the probe to the air exiting the heat muff (just li= ke=20 carb heat air) and in doing so I finally broke my probe. Maybe it woul= dn't=20 matter because the display is limited to 210F (99C) although I would have li= ked=20 to show that the "carb heat" air is always hotter than the lower cowl air.&n= bsp;=20 I am looking for an independent probe and meter.</DIV> <DIV> </DIV> <DIV>Maybe someone with an actual carburetor would make this measurement to=20= help=20 out this poor soul (in a Lancair, not a Bonanza and with a digital gauge) al= ong=20 with lower cowl air temps. Huh? Huh?=20 <DIV> </DIV> <DIV><FONT lang=3D0 face=3DArial size=3D2 FAMILY=3D"SANSSERIF" PTSIZE=3D"10"= >Scott Krueger=20 AKA Grayhawk<BR>Lancair N92EX IO320 SB 89/96<BR>Aurora, IL=20 (KARR)<BR><BR><BR><BR></FONT></DIV></DIV></FONT></BODY></HTML> -------------------------------1119492543--