X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 05 Feb 2012 09:26:26 -0500 Message-ID: X-Original-Return-Path: Received: from imr-db01.mx.aol.com ([205.188.91.95] verified) by logan.com (CommuniGate Pro SMTP 5.4.4) with ESMTP id 5383678 for lml@lancaironline.net; Sun, 05 Feb 2012 09:24:02 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.91.95; envelope-from=Sky2high@aol.com Received: from mtaomg-da03.r1000.mx.aol.com (mtaomg-da03.r1000.mx.aol.com [172.29.51.139]) by imr-db01.mx.aol.com (8.14.1/8.14.1) with ESMTP id q15ENNKH002698 for ; Sun, 5 Feb 2012 09:23:23 -0500 Received: from core-mtb004a.r1000.mail.aol.com (core-mtb004.r1000.mail.aol.com [172.29.234.205]) by mtaomg-da03.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 60115E000086 for ; Sun, 5 Feb 2012 09:23:23 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: <3ff05.77c2c595.3c5feadb@aol.com> X-Original-Date: Sun, 5 Feb 2012 09:23:23 -0500 (EST) Subject: Re: [LML] Re: Cabin heat X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_3ff05.77c2c595.3c5feadb_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [67.175.156.123] x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:400482176:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d338b4f2e90db202d --part1_3ff05.77c2c595.3c5feadb_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Gary, Re-read my last paragraph. Also, a restrictor on the bypass raises the pressure against the diverter. If the seal is not perfect, hot air leaks into the cockpit when you least want it. Grayhawk Always thinking, but not always with desired results. In a message dated 2/5/2012 7:35:50 A.M. Central Standard Time, casey.gary@yahoo.com writes: Grayhawk, I like your idea of a restrictor, but why not put it on the outlet of the heater valve? That way there will be no restriction to the heater in the wintertime, but the flow through the system will be restricted in the summertime when you need maximum engine cooling. And I think it doesn't mater (much) where the heater air is tapped off - the plenum is just that, so any air removed reduces the pressure in the plenum and hence cooling flow. Unknowns? Ignore them :-) Gary Gary, et al, There are many ways to skin a cat. I take cabin heatmuff intake air from the lower horizontal baffling aft of the prop flange via a 1.5 in scat tube. There is no restriction on the air that is dumped into the lower cowl if the cabin heat valve is closed. This intake location does not alter the cooling air distribution to the cylinders. Now, let's talk about temperatures. In the colder months, engine cooling is less of a problem because the intake air is cooler and the separate intake for the oil cooler is partially closed to keep the oil temp indication up close to 180. This is cooling neutral. Let's also remember that the pressure in the cockpit is much lower than that in the upper cowl. Thus, there is no problem in getting hot air into the cockpit and I seldom have the heater control fully open when the sun is also helping with keeping the cockpit warm. In the warmer months, a restriction plate is attached to the intake air opening that changes it from the 1.5" to about .6" and, if the cabin heat valve is closed, that lesser amount of air passes through the muff and is dumped in the lower cowl. Thus, no super heating of the pipe surrounded by the muff nor will the muff itself radiate high heat in the lower cowl. This may also allow more of the upper cowl air to be routed over the cylinders to compensate for the warmer cooling air coming in to the upper cowl. The oil cooler intake air door is open wide and the oil contributes to overall engine cooling. This is also cooling neutral. Try not to let the unknown unknowns get ya...... Hmmmmm.... Never mind. Grayhawk --part1_3ff05.77c2c595.3c5feadb_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Gary,
 
Re-read my last paragraph.  Also, a restrictor on the bypass rais= es=20 the pressure against the diverter.  If the seal is not perfect, hot ai= r=20 leaks into the cockpit when you least want it. 
 
Grayhawk
 
Always thinking, but not always with desired results.
 
In a message dated 2/5/2012 7:35:50 A.M. Central Standard Time,=20 casey.gary@yahoo.com writes:
=
Grayhawk,
I like your idea of a restrictor, but why not put it on the outlet o= f the=20 heater valve?  That way there will be no restriction to the heater i= n the=20 wintertime, but the flow through the system will be restricted in the=20 summertime when you need maximum engine cooling.  And I think it doe= sn't=20 mater (much) where the heater air is tapped off - the plenum is just that= , so=20 any air removed reduces the pressure in the plenum and hence cooling=20 flow.

Unknowns?  Ignore them :-)
Gary

Gary, et al,
 
There are many ways to skin a cat.  I take cabin heatmuff intak= e air=20 from the lower horizontal baffling aft of the prop flange via a 1.5 = in=20 scat tube.  There is no restriction on the air that is dumped into t= he=20 lower cowl if the cabin heat valve is closed.  This intake=20 location does not alter the cooling air distribution to the=20 cylinders.
 
 Now, let's talk about temperatures. In the colder months, engi= ne=20 cooling is less of a problem because the intake air is cooler and the sep= arate=20 intake for the oil cooler is partially closed to keep the oil temp=20 indication up close to 180.  This is cooling neutral.  Let= 's=20 also remember that the pressure in the cockpit is much lower than th= at in=20 the upper cowl.  Thus, there is no problem in getting hot air into t= he=20 cockpit and I seldom have the heater control fully open when the sun is a= lso=20 helping with keeping the cockpit warm.   
 
In the warmer months, a restriction plate is attached to= =20 the intake air opening that changes it from the 1.5" to about .6" an= d,=20 if the cabin heat valve is closed, that lesser amount of air pa= sses=20 through the muff and is dumped in the lower cowl.  Thus, no super he= ating=20 of the pipe surrounded by the muff nor will the muff itself radiate = high=20 heat in the lower cowl.  This may also allow more of the upper = cowl=20 air to be routed over the cylinders to compensate for the warmer=20 cooling air coming in to the upper cowl.  The oil cooler intake= air=20 door is open wide and the oil contributes to overall engine=20 cooling.  This is also cooling neutral.
 
Try not to let the unknown unknowns get ya......
 
Hmmmmm....  Never mind.
 
Grayhawk
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