Sender: <marv@lancaironline.net>
To: lml@lancaironline.net
Date: Thu, 29 Dec 2005 22:01:08 -0500
Message-ID: <redirect-905796@logan.com>
Received-SPF: none
 receiver=logan.com; client-ip=204.127.202.64; envelope-from=N4ZQ@comcast.net
Mime-Version: 1.0 (Apple Message framework v746.2)
In-Reply-To: <list-904949@logan.com>
References: <list-904949@logan.com>
Content-Type: text/plain; charset=US-ASCII; delsp=yes; format=flowed
Content-Transfer-Encoding: 7bit
From: "Greenbacks, Ltd." <N4ZQ@comcast.net>
Subject: Re: LNC2 IO360 air cooling requirements

Just to change the subject briefly away from EI, I'm about to perfect  
the cowl air intake openings which are approx 3.5".
I understand that the most efficient cooling results from the maximum  
pressure drop across the cooling fins so I'm wondering whether any of  
you have actually measured pressures in the engine compartment...top  
vs bottom. Is it too simplistic to say that the intake air velocity  
should be slowed down as much as possible before passing over the  
cooling fins and then accelerated out the ass end as best one can?

All of which leads to the burning question...no pun intended! Have  
any of you successfully reduced the diameter of the air intakes in an  
effort to lower drag? Seems to me that if I am going to make the  
effort to recess drag inducing Tinnerman washers on the cowl, I ought  
to at least consider other possibilities.

Angier Ames
N4ZQ
N3ZQ