X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 06 Jun 2013 16:44:16 -0400 Message-ID: X-Original-Return-Path: Received: from nm8-vm5.bullet.mail.ne1.yahoo.com ([98.138.91.230] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTPS id 6309924 for lml@lancaironline.net; Wed, 05 Jun 2013 18:57:03 -0400 Received-SPF: none receiver=logan.com; client-ip=98.138.91.230; envelope-from=chris_zavatson@yahoo.com Received: from [98.138.90.53] by nm8.bullet.mail.ne1.yahoo.com with NNFMP; 05 Jun 2013 22:56:27 -0000 Received: from [98.138.226.124] by tm6.bullet.mail.ne1.yahoo.com with NNFMP; 05 Jun 2013 22:56:27 -0000 Received: from [127.0.0.1] by smtp203.mail.ne1.yahoo.com with NNFMP; 05 Jun 2013 22:56:27 -0000 X-Yahoo-Newman-Id: 854716.96063.bm@smtp203.mail.ne1.yahoo.com X-Yahoo-Newman-Property: ymail-3 X-YMail-OSG: qsNWwXIVM1nLqLjaZQ4IxvGi_bOqI27D1xofXuf2SUunWI3 dWZKEzoge7rmgxA_59fKnZmEMjr9z7Q0jzfYEJGPjb6C.T4sa5cPu_bwF2b6 u5EtsDUbx6eoCE9n5JekToLBEE7_wX7Zva21ZwHoTKTG27hqaw0Zo8lJRIWR wqDgZax2TMG2Mf.yiZajSga2XJDbxkSnecaNyhxXrk5McW7GiVIJhQAcCjem DpAloLEvF.pJcLs1KJtHTjcZBuBji1tt0xIgI9U9C2aRs5xijdwa6HXMYxTe CsUsqdN12Oh9UrvstZKcZhpcFVsQs3Lcd.GTTu9YVT1NCXGmSsQhkQ2RQTVZ zeMK6yqvdK7AgmiVHn4NyRRDCTw9j.cD1jcAoTMZHt6h4jjILkBWTyThOSDE EburpI730pMHtv124zHOpL71hK33kw0gAn4uA9_clQgvEKRprTRkwAEstN6C VfCqJELNtp0PM_0lGDHhwH1LM36xP7Ey1euTAA5pSx0e3PKJJOFe9bjJ9NJ8 fp8ZMZsDDubcNc.ithzEsPd_n_lGdxoyHGYt6Sr0iz439pcS7ItBmHNp2G__ tcbldHM325.rNZCIr3ixS5fqpGrE6dmDc5.3qEbiWIkVhxkSSF3hBihB.7ep 5A2cqvBAB74kyTdy1h0Cpi7MgoLxU X-Yahoo-SMTP: 076hgjCswBC.G6e0vm7vgvZ9JJ0zmeBo_Oyw X-Rocket-Received: from [10.24.77.46] (chris_zavatson@198.228.213.123 with ) by smtp203.mail.ne1.yahoo.com with SMTP; 05 Jun 2013 15:56:27 -0700 PDT Subject: Re: [LML] Re: Lancair 360 CHT during climb References: From: Chris Zavatston Content-Type: multipart/alternative; boundary=Apple-Mail-3BE00F88-8452-43FE-8226-896F33820C50 X-Mailer: iPhone Mail (9A405) In-Reply-To: X-Original-Message-Id: X-Original-Date: Wed, 5 Jun 2013 12:56:22 -1000 X-Original-To: Lancair Mailing List Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (1.0) --Apple-Mail-3BE00F88-8452-43FE-8226-896F33820C50 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii My first several years were also marked by temperature issues. Lots of twea= king brought some relief, but I oftentimes still had my hot cylinder hit 400= deg F while in WOT cruise during the summer. I had to use the red knob to g= et below 400. When my cowling started showing signs of wear and tear, I decided to jump in= to a wholesale overhaul of the cooling system. NASA CR3405 has some good da= ta on the problem areas found with the conventional aircraft cooling system a= rrangement. I incorporated a plenum and diffusers into a new cowling. Without changing t= he inlet or exit area I was able to drop cooling drag by 60%. Or 13 hp at 20= 0 KIAS. That translated into a 5 kts increase in cruise speed while droppin= g CHTs by 30-40 degF. There are many ways to skin this cat. What I like about the plenum/diffuser= concept is that it provides the opportunity for a very efficient cooling sy= stem. Chris Zavatson N91CZ 360std www.N91CZ.net Sent from my spiffy iPhone On Jun 3, 2013, at 11:10 AM, wrote: >=20 > Posted for PAUL hershorin : >=20 > 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 a= nd 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 do= wn to 415--420 and on hot days in > south Florida, look out. The next thing I did was the greatest and best r= esults for oil and cht temps, and the=20 > simplest of all to do--I put a 3/4 inch bevel on the bottom of the cowlin= g to deflect the oncoming air away from > the engine cooling exhaust air and oil and cht's temps came down an addit= ional 35 degrees even on hot days.=20 > Oil temp is now always 180 to 190, cht's are 380 to 395 and egt's run 1350= -1400. > =20 > Paul Hershorin > 360 N471LA (new prop ordered and engine is in shop--pain gear accident) = =20 > -- >=20 > For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.htm= l --Apple-Mail-3BE00F88-8452-43FE-8226-896F33820C50 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=utf-8
My first several years wer= e also marked by temperature issues.  Lots of tweaking brought some rel= ief, but I oftentimes still had my hot cylinder hit 400 deg F while in WOT c= ruise during the summer.  I had to use the red knob to get below 400.
When my cowling started showing signs of wear and tear, I decided t= o jump into a wholesale overhaul of the cooling system.  NASA CR3405 ha= s some good data on the problem areas found with the conventional aircraft c= ooling system arrangement.
I incorporated a plenum and diffusers i= nto a new cowling.  Without changing the inlet or exit area I was able t= o drop cooling drag by 60%. Or 13 hp at 200 KIAS.  That translated into= a 5 kts increase in cruise speed while dropping CHTs by 30-40 degF.
There are many ways to skin this cat.  What I like about the plenum/= diffuser concept is that it provides the opportunity for a very efficient co= oling system.

Chris Zavatson
N91CZ
<= div>360std
www.N91CZ.net

Sent from my spiffy iPhone

On Jun 3, 2013, at 11:10 A= M, <marv@lancair.net> wrote:

Posted for= PAUL hershorin <paulhershorin@att.net>:<= br>
Gilles,
When I first started flying my 360 I&n= bsp;had many heating problem, oil was 250+, cht was pushing 450 on climb out= .
The first thing I did w= as to close the oil air from #3 to the oil cooler and I put a NACA scoop in the cowling o= n the
top jus= t 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 broug= ht 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 t= emps, 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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