Return-Path: Sender: (Marvin Kaye) To: lml Date: Tue, 08 Oct 2002 18:13:37 -0400 Message-ID: X-Original-Return-Path: Received: from imo-m07.mx.aol.com ([64.12.136.162] verified) by logan.com (CommuniGate Pro SMTP 4.0b9) with ESMTP id 1800583 for lml@lancaironline.net; Tue, 08 Oct 2002 17:46:30 -0400 Received: from Sky2high@aol.com by imo-m07.mx.aol.com (mail_out_v34.13.) id q.cd.1eb490eb (3842) for ; Tue, 8 Oct 2002 17:46:28 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Tue, 8 Oct 2002 17:46:28 EDT Subject: Re: [LML] Re: Engine Cooling X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_cd.1eb490eb.2ad4ac34_boundary" X-Mailer: AOL 8.0 for Windows US sub 120 --part1_cd.1eb490eb.2ad4ac34_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Scott, Rob, Sorry I didn't download the vent pix. The bottom of the cowl may appear to be low pressure in cruise, but can be a high pressure area in climb. Also, be careful about where hot air exits are in relation to cool air inlets. Someone vented oil cooler heat on the left side of the cowling with the pilot cockpit NACA about 10 degrees above and behind it - the exiting hot air entered the NACA during cruise, only useful on cold days. On warm days, a gear down downwind, base and final (about 90-95 knots) is done at reduced power with some flaps. I have not had any "overheating" of the engine, but the oil temps will go from 180 in cruise to 200 during taxi. Note that the "attitude" of the airplane is more nose up in level dirty slow flight as opposed to flying a higher pattern and steeper nose down final for safety and cooling. These hi-performance jobs are different than FAA-rules airplanes. Scott Krueger N92EX --part1_cd.1eb490eb.2ad4ac34_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: 7bit Scott, Rob,

Sorry I didn't download the vent pix.

The bottom of the cowl may appear to be low pressure in cruise, but can be a high pressure area in climb.  Also, be careful about where hot air exits are in relation to cool air inlets.  Someone vented oil cooler heat on the left side of the cowling with the pilot cockpit NACA about 10 degrees above and behind it - the exiting hot air entered the NACA during cruise, only useful on cold days.

On warm days, a gear down downwind, base and final (about 90-95 knots) is done at reduced power with some flaps.  I have not had any "overheating" of the engine, but the oil temps will go from 180 in cruise to 200 during taxi.  Note that the "attitude" of the airplane is more nose up in level dirty slow flight as opposed to flying a higher pattern and steeper nose down final for safety and cooling.  These hi-performance jobs are different than FAA-rules airplanes.

Scott Krueger
N92EX --part1_cd.1eb490eb.2ad4ac34_boundary--