X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from omr-m10.mx.aol.com ([64.12.143.86] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTP id 6308821 for lml@lancaironline.net; Wed, 05 Jun 2013 11:16:41 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.143.86; envelope-from=Sky2high@aol.com Received: from mtaomg-da04.r1000.mx.aol.com (mtaomg-da04.r1000.mx.aol.com [172.29.51.140]) by omr-m10.mx.aol.com (Outbound Mail Relay) with ESMTP id C64907007DAC8 for ; Wed, 5 Jun 2013 11:16:06 -0400 (EDT) Received: from core-mta001c.r1000.mail.aol.com (core-mta001.r1000.mail.aol.com [172.29.234.129]) by mtaomg-da04.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 829B6E00008E for ; Wed, 5 Jun 2013 11:16:06 -0400 (EDT) From: Sky2high@aol.com Full-name: Sky2high Message-ID: Date: Wed, 5 Jun 2013 11:16:06 -0400 (EDT) Subject: Re: [LML] Re: Lancair 360 CHT during climb To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_c57cb.527d3a7e.3ee0b035_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [67.175.156.123] x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20121107; t=1370445366; bh=WeVHhZr3Dxoo7WDCG0gGPdJw5vNzmEQSWvyPu53QbKk=; h=From:To:Subject:Message-ID:Date:MIME-Version:Content-Type; b=cVI9Uzo5NFuE8sTw9l+DKfDV5phSSziwVNhZtGxrd/aoMKXlDmkfv/2rfbhuRDRgk ln2dp4NWsTnX8sutLfRSypYKpgdCPOwv6vCHbsejKfI+TXqJ4AEl1O8zpezIKpNHfu v9iD5F4JKdZb0CCgpoJCxoVP4O4EiBFOTl8CtIfQ= X-AOL-SCOLL-SCORE: 0:2:348845056:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d338c51af56360834 --part1_c57cb.527d3a7e.3ee0b035_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Paul, Very good. Diamond has at least one aircraft that used such a flair for assistance in the exit of engine cooling air. I used a slightly smaller but similar flair - air passing by a sharp cutoff (cowl standard exits) generally curl around the edge and make air on the other side see a smaller opening thus constraining the flow. The external flair alters the flow so that a slight vacuum occurs and encourages the flow of exiting air at a very minor cost in drag although the more efficient flow of exit air may cancel out such drag. Grayhawk In a message dated 6/3/2013 4:10:37 P.M. Central Daylight Time, marv@lancair.net writes: Posted for PAUL hershorin : Gilles, When I first started flying my 360 I had many heating problem, oil was 250+, cht was pushing 450 on climb out. The first thing I did was to close the oil air from #3 to the oil cooler and I put a NACA scoop in the cowling on the top just behind the engine baffling. This lowered the oil temp to 210 but cht were still pushing 440. I took the servo off and had the flow on takeoff increases. This brought cht temps down to 415--420 and on hot days in south Florida, look out. The next thing I did was the greatest and best results for oil and cht temps, and the simplest of all to do--I put a 3/4 inch bevel on the bottom of the cowling to deflect the oncoming air away from the engine cooling exhaust air and oil and cht's temps came down an additional 35 degrees even on hot days. Oil temp is now always 180 to 190, cht's are 380 to 395 and egt's run 1350-1400. Paul Hershorin 360 N471LA (new prop ordered and engine is in shop--pain gear accident) -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html --part1_c57cb.527d3a7e.3ee0b035_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Paul,
 
Very good.  Diamond has at least one aircraft that used such a fl= air=20 for assistance in the exit of engine cooling air.  I used a slightly= =20 smaller but similar flair - air passing by a sharp cutoff (cowl standard ex= its)=20 generally curl around the edge and make air on the other side see a smaller= =20 opening thus constraining the flow.  The external flair alters th= e=20 flow so that a slight vacuum occurs and encourages the flow of exiting air = at a=20 very minor cost in drag although the more efficient flow of exit air may ca= ncel=20 out such drag.
 
Grayhawk
 
In a message dated 6/3/2013 4:10:37 P.M. Central Daylight Time,=20 marv@lancair.net writes:
=

Posted for PAUL hersh= orin=20 <paulhershorin@att.net>:

Gilles,
When I first started flying my 360 I had many heatin= g=20 problem, oil was 250+, cht was pushing 450 on climb out.
The first thing I did was to close the oil air from #3 to= the=20 oil cooler and I put a NACA scoop in the cowling on the
top just behind the en= gine=20 baffling.  This lowered the oil temp to 210 but cht were still pushi= ng=20 440.  I took the
servo off and had the flow on takeoff increases. This bro= ught=20 cht temps down to 415--420 and on hot days in  south Florida, look out.  The next thing I did= was=20 the greatest and best results for oil and cht temps, and the 
simplest of= all to=20 do--I put a 3/4 inch bevel  on the bottom of the cowling to deflect = the=20 oncoming air away from
 the engine cooling exhaust air and oil and cht's te= mps=20 came down an additional 35 degrees even on hot days.  Oil temp is now always 180 to 190, cht's are 380 to 395 a= nd=20 egt's run 1350-1400.   Paul Hershorin 360  N471LA  (new prop ordered and engine is in= =20 shop--pain gear accident)   

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