X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 05 Jun 2013 14:58:23 -0400 Message-ID: X-Original-Return-Path: Received: from elasmtp-dupuy.atl.sa.earthlink.net ([209.86.89.62] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTP id 6309147 for lml@lancaironline.net; Wed, 05 Jun 2013 13:14:44 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.62; envelope-from=panelmaker@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=iTdg78f2l6d5XsTPgX+t4j8TuSxnOKuI5rz8aHmfTZBHgKCDiLVZwdpivmW5ls1n; h=Received:From:To:References:Subject:Date:Message-ID:MIME-Version:Content-Type:X-Mailer:In-Reply-To:Thread-Index:X-MimeOLE:X-ELNK-Trace:X-Originating-IP; Received: from [209.173.71.64] (helo=COMPUTER1) by elasmtp-dupuy.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1UkHHl-0004tF-Uy for lml@lancaironline.net; Wed, 05 Jun 2013 13:14:10 -0400 From: "Jim Nordin" X-Original-To: "'Lancair Mailing List'" References: Subject: Lancair 360 CHT during climb X-Original-Date: Wed, 5 Jun 2013 12:14:09 -0500 X-Original-Message-ID: <7D0FCB4483F54399BD237CFBF4B1A847@COMPUTER1> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0013_01CE61E6.2EF8C230" X-Mailer: Microsoft Office Outlook 11 In-Reply-To: Thread-Index: Ac5h/7HtBHYw74lcRFyx2FzcLHBVEAAECzrw X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.6157 X-ELNK-Trace: bdfc62829fd2a80cc8ad50643b1069f8239a348a220c2609b79cdae543ae9a6996a2bb39ae381e2e2601a10902912494350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 209.173.71.64 This is a multi-part message in MIME format. ------=_NextPart_000_0013_01CE61E6.2EF8C230 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Gents, I'm having a hard time picturing in my mind what is meant by a flair or bevel on the bottom of the cowling. I'm too visual I guess and sure would like to see what you mean. Pics? Jim _____ From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Sky2high@aol.com Sent: Wednesday, June 05, 2013 10:16 AM To: lml@lancaironline.net Subject: [LML] Re: Lancair 360 CHT during climb 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 ------=_NextPart_000_0013_01CE61E6.2EF8C230 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Gents,

I’m having a hard time = picturing in my mind what is meant by a flair or bevel on the bottom of the cowling. = I’m too visual I guess and sure would like to see what you mean. = Pics?

Jim

 

From: = Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Sky2high@aol.com
Sent: Wednesday, June 05, = 2013 10:16 AM
To: = lml@lancaironline.net
Subject: [LML] Re: = Lancair 360 CHT during climb

 

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 = <paulhershorin@att.net>:

Gilles,<= /font>

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)  

--
 
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