Return-Path: Sender: (Marvin Kaye) To: lml@lancaironline.net Date: Fri, 03 Sep 2004 10:45:20 -0400 Message-ID: X-Original-Return-Path: Received: from mxsf16.cluster1.charter.net ([209.225.28.216] verified) by logan.com (CommuniGate Pro SMTP 4.2) with ESMTP id 391150 for lml@lancaironline.net; Fri, 03 Sep 2004 08:04:57 -0400 Received-SPF: none receiver=logan.com; client-ip=209.225.28.216; envelope-from=larryhenney@charter.net Received: from mxip14.cluster1.charter.net (mxip14a.cluster1.charter.net [209.225.28.144]) by mxsf16.cluster1.charter.net (8.12.11/8.12.11) with ESMTP id i83C4QZ3005807 for ; Fri, 3 Sep 2004 08:04:26 -0400 Received: from 68.116.152.31.ts46v-21.grnbry.ftwrth.tx.charter.com (HELO b8p5r1) (68.116.152.31) by mxip14.cluster1.charter.net with ESMTP; 03 Sep 2004 08:04:26 -0400 X-Ironport-AV: i="3.84,128,1091419200"; d="scan'217,208"; a="265828311:sNHT20631164" From: "Larry Henney" X-Original-To: "Lancair List" Subject: Cooling Plenum X-Original-Date: Fri, 3 Sep 2004 07:04:14 -0500 X-Original-Message-ID: <000001c491ae$2506dbc0$0200a8c0@b8p5r1> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C49184.3C30D3C0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.2627 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C49184.3C30D3C0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit One thing to consider when building a plenum is that you are working on the cool side of the engine. Excluding the post shutdown heat soak the plenum will rarely get warm. I used the baffle kit side plates to get off of the cylinders and then closed the top with about 6 BID (using normal Lancair supplies). Other options exist. Sam James builds RV plenums and he does use a high temp epoxy to get the job done. His plenum attaches directly to the cylinders and thus requires the higher heat protection. My plenum has about 400 hours on it and is holding up nicely. It has 6 BID all around and two little transverse carbon straps across the middle (left over from the canopy project). I've seen RTV BID and yup that's what they do. It can be used up against cylinders and such. Seems to work but not structural, just heat resistant and good for guiding air flow. Even upon inspection I found it hard to believe. In regards to the connecting of both sides I would recommend it. This will allow a more even pressure distribution over the top of the cylinders. A dual chamber approach may require more effort to balance the one bank of cylinders from the other. One possible reason for this is the up traveling vs the down traveling prop blade causing different entry affects. You might ask the currently Fasted LNC2 Driver in the Western Hemisphere to chime in here as he does I believe have a dual chambered system. My cowl is off today if anyone wants a pic. Larry Henney ------=_NextPart_000_0001_01C49184.3C30D3C0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message
One = thing to=20 consider when building a plenum is that you are working on the cool side = of the=20 engine.  Excluding the post shutdown heat soak the plenum will = rarely get=20 warm.  I used the baffle kit side plates to get off of the = cylinders and=20 then closed the top with about 6 BID (using normal Lancair = supplies). =20 Other options exist.  Sam James builds RV plenums and he does use a = high=20 temp epoxy to get the job done.  His plenum attaches directly to = the=20 cylinders and thus requires the higher heat = protection.
 
My plenum has=20 about 400 hours on it and is holding up nicely.  It has 6 BID all = around=20 and two little transverse carbon straps across the middle (left over = from the=20 canopy project).
 
I've = seen RTV BID=20 and yup that's what they do.  It can be used up against cylinders = and=20 such.   Seems to work but not structural, just heat resistant = and good=20 for guiding air flow.  Even upon inspection I found it hard to=20 believe.
 
In = regards to the=20 connecting of both sides I would recommend it.  This will allow a = more even=20 pressure distribution over the top of the cylinders.  A dual = chamber=20 approach may require more effort to balance the one bank of cylinders = from the=20 other.  One possible reason for this is the up traveling vs = the  down=20 traveling prop blade causing different entry = affects.
 
You = might ask the=20 currently Fasted LNC2 Driver in the Western Hemisphere to = chime in=20 here as he does I believe have a dual chambered system. =20
 
My = cowl is off today=20 if anyone wants a pic.
 
Larry=20 Henney
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