X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 16 Apr 2012 08:14:20 -0400 Message-ID: X-Original-Return-Path: Received: from elasmtp-banded.atl.sa.earthlink.net ([209.86.89.70] verified) by logan.com (CommuniGate Pro SMTP 5.4.4) with ESMTP id 5481415 for lml@lancaironline.net; Sat, 14 Apr 2012 12:35:22 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.70; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=RWWM7rNRG+sP1R950Wz2FpEQn72bHQTqYWZET9VRECB+YFvoKzr9KpwxczkH7JKg; h=Received:From:Mime-Version:Content-Type:Subject:Date:In-Reply-To:To:References:Message-Id:X-Mailer:X-ELNK-Trace:X-Originating-IP; Received: from [71.241.130.60] (helo=[192.168.1.24]) by elasmtp-banded.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1SJ5vy-00024c-FC for lml@lancaironline.net; Sat, 14 Apr 2012 12:34:46 -0400 From: Colyn Case Mime-Version: 1.0 (Apple Message framework v1084) Content-Type: multipart/alternative; boundary=Apple-Mail-988--368199419 Subject: Re: [LML] TSIO 550 Hot #2 cylinder X-Original-Date: Sat, 14 Apr 2012 12:34:45 -0400 In-Reply-To: X-Original-To: "Lancair Mailing List" References: X-Original-Message-Id: X-Mailer: Apple Mail (2.1084) X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da9406f73ea3d1bb3e684e7e5552ae24c052d350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 71.241.130.60 --Apple-Mail-988--368199419 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii John, not sure what you mean about faring the cowl. Braly did extensive work = on cooling for a IVP and determined that you want a slot between the oil = cooler and the cylinder with guides at the bottom to insure air flows = through the fins at the bottom rear of the cylinder. If I remember = correctly that cylinder is just like #5 in that the fin depth goes to = zero so that the barrel actually stops the air from going through. = Requires reworking that section of baffle. Works great for me. Look = up cooling mods in the archive. Colyn On Apr 14, 2012, at 12:02 AM, John Barrett wrote: Looking for advice for this problem. Oil cooler door may help a little = but the trade off of oil temp increase vs CHT increase is a trap at high = power climb and in slow flight. Two hours of flight time and problem is = consistent up to about 8,000 or 9,000 ft. One idea suggested is to fair = the inside top of the intake cowl on the left side because turbulence = here will decrease the airflow to the top left side of the engine. One = person indicated he did this with a IVP and achieved a 20 degree drop in = EGT by doing this.=20 =20 Anyone else have experience with that? =20 Thanks in advance and to those who have sent congratulatory emails. =20 Regards, =20 John Barrett, CEO Leading Edge Composites PO Box 428 Port Hadlock, WA 98339 =20 www.carbinge.com =20 --Apple-Mail-988--368199419 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=us-ascii John,

not sure what you mean = about faring the cowl.   Braly did extensive work on cooling for a = IVP and determined that you want a slot between the oil cooler and the = cylinder with guides at the bottom to insure air flows through the fins = at the bottom rear of the cylinder.  If I remember correctly that = cylinder is just like #5 in that the fin depth goes to zero so that the = barrel actually stops the air from going through.  Requires = reworking that section of baffle.   Works great for me.  Look = up cooling mods in the = archive.

Colyn

On Apr = 14, 2012, at 12:02 AM, John Barrett wrote:

Looking for advice for this = problem.  Oil cooler door may help a little but the trade off of = oil temp increase vs CHT increase is a trap at high power climb and in = slow flight.  Two hours of flight time and problem is consistent up = to about 8,000 or 9,000 ft.  One idea suggested is to fair the = inside top of the intake cowl on the left side because turbulence here = will decrease the airflow to the top left side of the engine.  One = person indicated he did this with a IVP and achieved a 20 degree drop in = EGT by doing this. 
 
Thanks in advance and to those who = have sent congratulatory emails.
Regards,
John Barrett, = CEO
Leading Edge Composites
Port Hadlock, WA = 98339