X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 01 Feb 2011 07:48:42 -0500 Message-ID: X-Original-Return-Path: Received: from nm10.bullet.mail.sp2.yahoo.com ([98.139.91.80] verified) by logan.com (CommuniGate Pro SMTP 5.4c2a) with SMTP id 4833041 for lml@lancaironline.net; Mon, 31 Jan 2011 15:40:39 -0500 Received-SPF: none receiver=logan.com; client-ip=98.139.91.80; envelope-from=randylsnarr@yahoo.com Received: from [98.139.91.66] by nm10.bullet.mail.sp2.yahoo.com with NNFMP; 31 Jan 2011 20:40:04 -0000 Received: from [98.139.91.54] by tm6.bullet.mail.sp2.yahoo.com with NNFMP; 31 Jan 2011 20:40:04 -0000 Received: from [127.0.0.1] by omp1054.mail.sp2.yahoo.com with NNFMP; 31 Jan 2011 20:40:04 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 739423.86119.bm@omp1054.mail.sp2.yahoo.com Received: (qmail 40478 invoked by uid 60001); 31 Jan 2011 20:40:04 -0000 DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=Message-ID:X-YMail-OSG:Received:X-Mailer:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=1dQe+jUHqmwF+Ok9zYrgwQNCWPhzG7Y+XKeg6Eh43+Owv3xqWo83MPDLCshoGW57aOzX2D7pK+MF/FEFeIiHmnEfBSD2v3K4Dr1jEQdfvzN580WoChOg111U4hMhtLS7N7NaNOOLl5nnMz3DH57UxlYpGkdnxhtLC5kRiXaNsnM=; X-Original-Message-ID: <386235.30301.qm@web111416.mail.gq1.yahoo.com> X-YMail-OSG: R5leXLQVM1mIiYMdgCA5YKT11Q3gvhvm2c64hu5_uWWxasH 08tKNTut9LAwbm4fdQdKHxfaC5YieDwbV8HAa8dErWXdXoUovOADA8c8xc07 oh2jMRNGCfXwibR_GZtmU1A2pSqFd3vu8r.MzNsWOfQNKc_UH7iMARASKar_ HNbT4KMcs5Ed538fH8R1yGlI1NYhFoYyAxS3t9H00ADVGQQbmsUZIA3wdhtL vayqkhKKIugmEy.krAQaW3.GUdjOSdc.Gv_50.uikkM9sEc88QxX0hDrBVtp 1iRUGjNXmKWvoQjG.AkzkdFJn4kZNZ_Ll0VCtWzLFrX0VJiEZwfblfZdnvMP XukOcHGkCA6jqm0A0W.s8Jd5X_6QgePzcJC.4EFb8oLQp24jFgW5663NZX.Y i2YHkyAsPV4gd Received: from [69.169.190.15] by web111416.mail.gq1.yahoo.com via HTTP; Mon, 31 Jan 2011 12:40:03 PST X-Mailer: YahooMailClassic/11.4.20 YahooMailWebService/0.8.107.285259 X-Original-Date: Mon, 31 Jan 2011 12:40:03 -0800 (PST) From: randy snarr Subject: Re: [LML] 360 Cooling X-Original-To: Lancair Mailing List In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-1828255316-1296506403=:30301" --0-1828255316-1296506403=:30301 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Bryan, Check the exits on the baffeling on the bottom of each cylinder. If memory = serves, there was a paper released by NASA with some cooling info on these = small engines. I thought it was 1.6" times the depth of the cooling fins fo= r the opening at the bottom of the cylinder. I remember going a little wide= r, say 2" or so.. If they are a little too tight at the bottom, that can ca= use cooling issues. I opened up mine a little and also rounded them off ins= tead of 90 deg bends. Also for the air inlets on the engine, you are better= off to have that be smooth with no steps. It may be several issues not just one. There is also a test you can do with= the vernatherm. I took mine out, put it in oil and ran the temp up to 180 = to see if it would open.. Mine did so I solved the issue with "other " items that others are suggesti= ng.. One other item on the plennum, If it is too tight on the top of the engine,= you will never get effective cooling on the engine or oil cooler. I have s= een plennums built very close to the top of the engine and they dont work l= ike that. Mine is so close to the inside of the upper cowl, I marvel that i= t has not rubbed off the paint. It is close which gives a better expansion = of the cooing air where you can build pressure to go down the cooling fins.= I would also put a shop light under the engine with the plennum off and ca= ulk with high temp RTV every crack and hole you can find with the light. By= sealing all that up tight, your cooling air has nowhere to go but through = the cooling fins to the bottom of the cowling.. I would do all of these bef= ore I start cutting up the cowl.. I have also seen small curls on the openi= ng of the lower cowl lower temps. Believe it or not, outside air is rushing= in that opening at the bottom of the cowl. Look at every certifited model with an opening in the cowl, they all have a louver of deflector to = create a wake so the outside flow air does not go in the opening... Can you elaborate on how the plennum is set up and or provide some pictures= ? Sorry for blabbering... Randy Snarr "Flight by machines heavier than air is unpractical and insignificant, if n= ot utterly impossible" -Simon Newcomb, 1902 --- On Mon, 1/31/11, bucky wrote: From: bucky Subject: [LML] 360 Cooling To: lml@lancaironline.net Date: Monday, January 31, 2011, 6:17 AM =0A=0A =0A =0A=0ABryan,=0AThis is from the Lancair Mail Newsletter from yea= rs =0Aago. I was having the same problem with cooling. I have fuel injectio= n and =0Astandard baffling. I installed the additional exit air ducting, bl= ocked off oil =0Acooler intake at #3 cyl. I=A0Installed a 3" naca duct on b= ottom of cowling, =0Arouted a 3" scat tube to the oil cooler which exits ou= t the side with louvers. =0A=0AThere may be other fixes, but this worked fo= r =0Ame.=0A=A0=0A=A0 -----Inline Attachment Follows----- -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html =0A=0A=0A --0-1828255316-1296506403=:30301 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
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Bryan,
Check the exits on the baffeling on= the bottom of each cylinder. If memory serves, there was a paper released = by NASA with some cooling info on these small engines. I thought it was 1.6= " times the depth of the cooling fins for the opening at the bottom of the = cylinder. I remember going a little wider, say 2" or so.. If they are a lit= tle too tight at the bottom, that can cause cooling issues. I opened up min= e a little and also rounded them off instead of 90 deg bends. Also for the = air inlets on the engine, you are better off to have that be smooth with no= steps.
It may be several issues not just one. There is also a test you = can do with the vernatherm. I took mine out, put it in oil and ran the temp= up to 180 to see if it would open..
Mine did so I solved the issue with= "other " items that others are suggesting..
One other item on the plenn= um, If it is too tight on the top of the engine, you will never get effective = cooling on the engine or oil cooler. I have seen plennums built very close = to the top of the engine and they dont work like that. Mine is so close to = the inside of the upper cowl, I marvel that it has not rubbed off the paint= . It is close which gives a better expansion of the cooing air where you ca= n build pressure to go down the cooling fins. I would also put a shop light= under the engine with the plennum off and caulk with high temp RTV every c= rack and hole you can find with the light. By sealing all that up tight, yo= ur cooling air has nowhere to go but through the cooling fins to the bottom= of the cowling.. I would do all of these before I start cutting up the cow= l.. I have also seen small curls on the opening of the lower cowl lower tem= ps. Believe it or not, outside air is rushing in that opening at the bottom= of the cowl. Look at every certifited model with an opening in the cowl, they all have a louver of deflector to create a wake so the outside = flow air does not go in the opening...
Can you elaborate on how the plen= num is set up and or provide some pictures?
Sorry for blabbering...
R= andy Snarr

"Flight by machines h= eavier than air is unpractical and insignificant, if not utterly impossible= "
-Simon Newcomb, 1902

--- On Mon, 1/31/11, bucky &l= t;bwhittier@ltol.com> wrote:

Fro= m: bucky <bwhittier@ltol.com>
Subject: [LML] 360 Cooling
To: lm= l@lancaironline.net
Date: Monday, January 31, 2011, 6:17 AM

=0A=0A =0A =0A=0A
Bryan,
=0A
Thi= s is from the Lancair Mail Newsletter from years =0Aago. I was having the s= ame problem with cooling. I have fuel injection and =0Astandard baffling. I= installed the additional exit air ducting, blocked off oil =0Acooler intak= e at #3 cyl. I Installed a 3" naca duct on bottom of cowling, =0Aroute= d a 3" scat tube to the oil cooler which exits out the side with louvers. = =0A
=0A
There may be other = fixes, but this worked for =0Ame.
=0A
 
=0A
 

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