Sender: <marv@lancaironline.net>
To: lml@lancaironline.net
Date: Tue, 03 Jun 2008 19:32:00 -0400
Message-ID: <redirect-2952129@logan.com>
DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws;
  s=s1024; d=yahoo.com;
  h=X-YMail-OSG:Received:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type:Content-Transfer-Encoding:Message-ID;
  b=nRpPWVrm6gKg341GjNqPE4mfCv/aLJA6B25VqSm/ZXiX7yMil1Kbdo7cGCojUvPGXgnElNLiX+DqVu4Posxb1Ux0iLaXUF4pYRzh+c5PJfSsdkYDBh5VgkDR/BUcMqT8U3zGAdfP4Qb2zHUe8V9EzPkMppLh9jnlrHvimmhMnYk=;
From: randy snarr <randylsnarr@yahoo.com>
Subject: Re: [LML] Re: CHT's-Lycoming 0-320 (LNC2)
In-Reply-To: <list-2951524@logan.com>
MIME-Version: 1.0
Content-Type: multipart/alternative; boundary="0-2107744752-1212525080=:75578"
Content-Transfer-Encoding: 8bit

--0-2107744752-1212525080=:75578
Content-Type: text/plain; charset=iso-8859-1
Content-Transfer-Encoding: 8bit

Gerard,
  I have an IO320 in my 235 with the original cowl. It is very tight and I run about 325-360 F (not full rich) on temps so I know it is possible to run cool. I have hit 400 on a warm day in the climb but that is very rare.
  Can you post some pictures of your set up especially how smooth the transition from the inlet to the inside of the cowl is? Also how the tight the baffeling is around the engine. You need to seal up everyting. 
   
  There has been much written about plennums which is what I am using. I know many are running cool with standard baffeling as well.
   
  If you look at the cooling on a Diamond DA 40 you will find an IO360 also tight. they cool it with one opening not 2 as you Lancair is.
   
  The inlets are very smooth inside the cowl with no steps or corners. The baffeling is air tight as well.
   
  There was an article written a year or so ago about engine cooling. I think it was in kitplanes or possibly sport aviation. The article was written about a guy with a midget mustang (green on the cover) that was very fast. It had great info on cooling in general and also plennum cooling. Maybe someone can chime in with where to find the article.
   
  let me know if you would like some pictures. 
   
  Hope that helps some...
   
  Randy L. Snarr
  N694RS
  235/320
   
   
Paul Bricker <pbricker@att.net> wrote:
  Gerard,
From what I've told (Advanced Pilots Course) aluminum has lost a significnat
amount of its strength at the CHTs you are showing on Cyl 4 during climb
out. I use 380F as a target, 400F as my limit, and start making drastic
changes if a CHT gets to 410F. I would not only look at more cooling air to
number 4 but also more fuel. You didn't mention whether you were climbing at
full rich, or had started leaning.

Paul Bricker
ES- IO550N

-----Original Message-----
From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of
gerardoconnell@optusnet.com.au
Sent: Tuesday, June 03, 2008 4:46 AM
To: lml@lancaironline.net
Subject: [LML] CHT's-Lycoming 0-320 (LNC2)

Since installing an EDM 700 I notice my cylinders running around the 380 to
415 deg C

Number 1 380 deg C
Number 2 380-398 deg C

Number 3 380-395 deg C
Number 4 415 deg C

Number 4 reaches 430-450 in the climb out at 130 KIAS

I am thinking of putting 2 NACA ducts in the top cowl to address
particularly NO 3 & 4 temps

What say ya'll

Gerard


--
For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html


--
For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html


--0-2107744752-1212525080=:75578
Content-Type: text/html; charset=iso-8859-1
Content-Transfer-Encoding: 8bit

<div>Gerard,</div>  <div>I have an IO320 in my 235 with the original cowl. It is very tight and I run about 325-360 F (not full rich) on temps so I know it is possible to run cool. I have hit 400 on a warm day in the climb but that is very rare.</div>  <div>Can you post some pictures of your set up especially how smooth the transition from the inlet to the&nbsp;inside of the cowl&nbsp;is? Also how the tight the baffeling is around the engine. You need to seal up everyting. </div>  <div>&nbsp;</div>  <div>There has been much written about plennums which is what I am using. I know many are running cool with standard baffeling as well.</div>  <div>&nbsp;</div>  <div>If you look at the cooling on a Diamond DA 40 you will find an IO360 also tight. they cool it with one opening not 2 as you Lancair is.</div>  <div>&nbsp;</div>  <div>The inlets are very smooth inside the cowl with no steps or corners. The baffeling is air tight as well.</div>  <div>&nbsp;</div>  <div>There was an
 article written a year or so ago about engine cooling. I think it was in kitplanes or possibly sport aviation. The article was written about a guy with a midget mustang (green on the cover) that was very fast. It had great info on cooling in general and also plennum cooling. Maybe someone can chime in with where to find the article.</div>  <div>&nbsp;</div>  <div>let me know if you would like some pictures. </div>  <div>&nbsp;</div>  <div>Hope that helps some...</div>  <div>&nbsp;</div>  <div>Randy L. Snarr</div>  <div>N694RS</div>  <div>235/320</div>  <div>&nbsp;</div>  <div>&nbsp;</div>  <div>&nbsp;</div>  <div>&nbsp;<BR><BR><B><I>Paul Bricker &lt;pbricker@att.net&gt;</I></B> wrote:</div>  <BLOCKQUOTE class=replbq style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid">Gerard,<BR>From what I've told (Advanced Pilots Course) aluminum has lost a significnat<BR>amount of its strength at the CHTs you are showing on Cyl 4 during climb<BR>out. I use 380F as
 a target, 400F as my limit, and start making drastic<BR>changes if a CHT gets to 410F. I would not only look at more cooling air to<BR>number 4 but also more fuel. You didn't mention whether you were climbing at<BR>full rich, or had started leaning.<BR><BR>Paul Bricker<BR>ES- IO550N<BR><BR>-----Original Message-----<BR>From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of<BR>gerardoconnell@optusnet.com.au<BR>Sent: Tuesday, June 03, 2008 4:46 AM<BR>To: lml@lancaironline.net<BR>Subject: [LML] CHT's-Lycoming 0-320 (LNC2)<BR><BR>Since installing an EDM 700 I notice my cylinders running around the 380 to<BR>415 deg C<BR><BR>Number 1 380 deg C<BR>Number 2 380-398 deg C<BR><BR>Number 3 380-395 deg C<BR>Number 4 415 deg C<BR><BR>Number 4 reaches 430-450 in the climb out at 130 KIAS<BR><BR>I am thinking of putting 2 NACA ducts in the top cowl to address<BR>particularly NO 3 &amp; 4 temps<BR><BR>What say ya'll<BR><BR>Gerard<BR><BR><BR><BR>--<BR>For archives and
 unsub http://mail.lancaironline.net:81/lists/lml/List.html<BR><BR><BR>--<BR>For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html<BR></BLOCKQUOTE><BR><p>&#32;


--0-2107744752-1212525080=:75578--