X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 21 Jul 2010 17:08:42 -0400 Message-ID: X-Original-Return-Path: Received: from mail-qw0-f52.google.com ([209.85.216.52] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with ESMTP id 4401896 for lml@lancaironline.net; Wed, 21 Jul 2010 16:52:34 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.216.52; envelope-from=vonjet@gmail.com Received: by qwf7 with SMTP id 7so2624351qwf.25 for ; Wed, 21 Jul 2010 13:51:59 -0700 (PDT) DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; b=tyjpj8gkDFnWECozVsBwBK5rEfJG/S7BDvKa4spGR7ikz+7siRKfVFXx+AOibk1/9s C4HRzow0hO3q5L8Z2R335aTY6zubhH/rVROV1Az1Vf883IFycvmbZGn2Si4t1XsBudBz QFTyhLzZPMFCpL+1A3HMdeSI5hadnPnBlm8W0= MIME-Version: 1.0 Received: by 10.224.80.210 with SMTP id u18mr527965qak.325.1279745519786; Wed, 21 Jul 2010 13:51:59 -0700 (PDT) Received: by 10.229.240.147 with HTTP; Wed, 21 Jul 2010 13:51:57 -0700 (PDT) Received: by 10.229.240.147 with HTTP; Wed, 21 Jul 2010 13:51:57 -0700 (PDT) In-Reply-To: References: X-Original-Date: Wed, 21 Jul 2010 13:51:57 -0700 X-Original-Message-ID: Subject: Re: [LML] Re: My airplane is running HOT From: Bryan Wullner X-Original-To: Lancair Mailing List Content-Type: multipart/alternative; boundary=0015175ccf4c1c1ba4048bebf961 --0015175ccf4c1c1ba4048bebf961 Content-Type: text/plain; charset=ISO-8859-1 I'm starting with the changing of oil cooler to a larger one and relocation to engine bay with scat ducting to it off the baffling. If that doesn't do it I will move on to the next idea. My hopes are that my oil comes down and helps the cht's too. I also hope that closing off the large hole in the front baffling from old oil cooler placment helps with cht's Bryan On Jul 21, 2010 1:01 PM, "Chris Zavatson" wrote: Tom, The differential required is dependent on the power(heat) produced. In the link below is both a copy of some Lycoming minimums to produce a 'smoking hot' 435 and 500 deg F CHT. It also contains the pressure differentials I recorded several years ago on my plane. http://www.n91cz.com/Pressure/PlenumPressure.pdf Chris Chris Zavatson N91CZ 360std www.N91CZ.com ------------------------------ *From:* Tom Thibault *To:* lml@lancaironline.net *Sent:* Tue, July 20, 2010 3:31:09 PM Subject: [LML] Re: My airplane is running HOT Bryan, You can also use an airspeed indicator, if you have one handy. The key is that both "tubes" that pick up the pressure have to be configured as if they are static pressure ports. This means that the air has to flow over the opening(s) in the tube at 90 degrees, like the static port on the fuselage. An easy way to do this is to use a short piece of tubing with holes drilled in the sides, like a soaker hose for the lawn. Smash one end of this tube completely and connect the line back to the sensor to the other end of the tube. Point the closed end of the tube directly into the airflow. Do this to both of the tubes. One would be at the oil cooler inlet, the other at the outlet. You will now sense the difference in the local static pressure at these two points. You can do the same thing anywhere else in the engine compartment that you like. For example, you can measure the differential pressure above and below cylinders to ensure you have adequate cooling flow. Chris Z., is about 5" of water pressure the figure Bryan will want for cylinder cooling? If you are using an airspeed indicator, you will have to google for the conversion of speed sensed to pressure in whatever units you like. Same for some other pressure measuring device. For my purposes, I designed, and 3 of us built, an electronic 4-channel sensor that can display data from one channel at a time in the cockpit during flight. I do need to have a secretary on board to take data readings and flip the switch between channels. Goog luck, Tom Thibault -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html --0015175ccf4c1c1ba4048bebf961 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable

I'm starting with the changing of oil cooler to a larger one and rel= ocation to engine bay with scat ducting to it off the baffling.
If that doesn't do it I will move on to the next idea.
My hopes are that my oil comes down and helps the cht's too. I also hop= e that closing off the large hole in the front baffling from old oil cooler= placment helps with cht's

Bryan

On Jul 21, 2010 1:01 PM, "Chris Zavatson&= quot; <chris_zavatson@yahoo.= com> wrote:

Tom,
The=A0differential required=A0is dependent on the power(heat) produced= .
In the link below is both a copy of some Lycoming minimums to produce = a 'smoking hot' 435 and 500 deg F CHT.=A0 It also contains=A0the=A0= pressure differentials=A0I recorded several years ago=A0on my plane.
<= p>
http://www.n91= cz.com/Pressure/PlenumPressure.pdf

Chris

Chris Zavatson
N91CZ
360std
www.N91CZ.com<= /div>

From: Tom Thibault <tthibaultspri= nt@earthlink.net>
To:<= /b> lml@lancairo= nline.net
Sent: Tue, July 20, 2010 3:3= 1:09 PM


Subject: [LML] Re: My airplane is run= ning HOT



Bryan,

You can also use an airspee= d indicator, if you have one handy.

The key is that both "tubes" that pick up the pressure have t= o be configured as if they are static pressure ports.=A0 This means that th= e air has to flow over the opening(s) in the tube at 90 degrees, like the s= tatic port on the fuselage.

An easy way to do this is to use a short piece of tubing with holes dri= lled in the sides, like a soaker hose for the lawn.=A0 Smash one end of thi= s tube completely and connect the line back to the sensor to the other end = of the tube.=A0 Point the closed end of the tube directly into the airflow.=A0 Do this to both of the tubes= .=A0 One would be at the oil cooler inlet, the other at the outlet.=A0 You = will now sense the difference in the local static pressure at these two poi= nts.=A0 You can do the same thing anywhere else in the engine compartment t= hat you like.=A0 For example, you can measure the differential pressure abo= ve and below cylinders to ensure you have adequate cooling flow.=A0 Chris Z= ., is about 5" of water pressure the figure Bryan will want for cylind= er cooling?

If you are using an airspeed indicator, you will have to google for the= conversion of speed sensed to pressure in whatever units you like.=A0 Same= for some other pressure measuring device.

For my purposes, I design= ed, and 3 of us built, an electronic 4-channel sensor that can display data= from one channel at a time in the cockpit during flight.=A0 I do need to h= ave a secretary on board to take data readings and flip the switch between channels.

Goog luck,
<= br>Tom Thibault





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