Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Sat, 06 Nov 2004 22:10:31 -0500 Message-ID: X-Original-Return-Path: Received: from mailout1.pacific.net.au ([61.8.0.84] verified) by logan.com (CommuniGate Pro SMTP 4.2.5) with ESMTP id 521093 for lml@lancaironline.net; Sat, 06 Nov 2004 22:03:35 -0500 Received-SPF: none receiver=logan.com; client-ip=61.8.0.84; envelope-from=domcrain@pacific.net.au Received: from mailproxy2.pacific.net.au (mailproxy2.pacific.net.au [61.8.0.87]) by mailout1.pacific.net.au (8.12.3/8.12.3/Debian-7.1) with ESMTP id iA7334Gx004425 for ; Sun, 7 Nov 2004 14:03:04 +1100 Received: from CRAIN (ppp06A0.dsl.pacific.net.au [203.17.44.160]) by mailproxy2.pacific.net.au (8.12.3/8.12.3/Debian-7.1) with ESMTP id iA7330xb025283 for ; Sun, 7 Nov 2004 14:03:01 +1100 From: "Dominic V. Crain" X-Original-To: "'Lancair Mailing List'" Subject: RE: [LML] LNC2 Cooling X-Original-Date: Sun, 7 Nov 2004 14:02:58 +1100 X-Original-Message-ID: <002d01c4c476$497bc650$0301010a@CRAIN> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_002E_01C4C4D2.7CEC3E50" 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 In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_002E_01C4C4D2.7CEC3E50 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Fred, This is an interesting treatise on cooling. Can you post some photographs of your current baffling. My coolest cylinder is #3. The hottest, #4. #2 is second hottest, and both these lie behind the prop control on the O-320 D1F. I discuss this with LAME's all the time, and like Fred, had the "ramp" ahead of #2, and indeed #1, cut down. I also had the air filter in front on the former ramp in front of #2 inverted to become flush, so as not to impede airflow. All these measures had an effect of lowering CHTs's, but not as dramatically as expected. Recently, I had a sudden jump in oil and CH temps. I downloaded the EDM data and sent if off to an expert. He reported that other pilots had also experienced the same thing at the same time, and an inquiry to oil companies indicated that the octane rating of the fuel had been lowered closer to the minimum allowed (100) following the recent burst in oil price. Dom Crain -----Original Message----- From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of belle and Fred Baron Sent: Sunday, 7 November 2004 12:28 PM To: Lancair Mailing List Subject: [LML] LNC2 Cooling I really do appreciate all the posts in the last month or so on cooling and insight gained from Ada. However, I did find it all a bit disjointed but was able to pull bits a pieces of info from all the posts. This subject is very hard to verbalize, but I will try. Cyl.# 1- Always has been very cool (170 C) ,so it is a non issue. Cyl# 2-The hottest (200 to 210 C) in cruise. I actually had to replace it at 850 hours due to it being "out of round".From the List I learned that you have to drive the air down thru the FRONT on # 2, at the flat spot, where there are very small to no cooling fins. This was very easy to do by cutting 3/4" off of the 45 degrees ramp that is actually touching the cylinder. This opened up a gap about 1/4" directly in the front center of # 2. No air was going over the front lower quarter of # 2. Now air is going over and under # 2. The result is a 10 to 15 degree C drop in temp. The piece that I cut off has no structural value to the baffling and looks like it was designed to force the air up into the plenum area. Cyl # 4- Always ran cool like # 1 ( I need 4 ahead of 3 as a reference) Cyl # 4 has a curved baffling piece about 1/2" from the flat spot in the very rear of the engine that allows air to be forced downward at the very place it needs the most air.Again, a flat spot with very small if any cooling fins. Cyl#3- Always hot like # 2. Looking at the rear of # 3, you can see how the air cannot go through the top rear of 3 # (guess what, the flat spot).It should be a fairly simple matter to make the rear of # 3 look like the rear of # 4 ( a curved piece that stands off from the top rear of # 3) I'm sorry that this is so wordy, but that is the nature of conversation. Also, I really love my airplane, but feel that Lancair let us down in the design of the baffling. I will report on the progress of # 3 next week. Sincerely, Fred N. Baron, Lancair 9BF (Don't fly like my brother) ------=_NextPart_000_002E_01C4C4D2.7CEC3E50 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Fred,

=

This is an interesting treatise = on cooling.

Can you post some photographs of = your current baffling.

My coolest cylinder is = #3.

The hottest, #4.

#2 is second hottest, and both = these lie behind the prop control on the O-320 D1F.

I discuss this with LAME’s = all the time, and like Fred, had the “ramp” ahead of  #2, and indeed #1, cut = down.

I also had the air filter in = front on the former ramp in front of #2 inverted to become flush, so as not to impede airflow.

All these measures had an effect = of lowering CHTs’s, but not as dramatically as = expected.

Recently, I had a sudden jump in = oil and CH temps.

I downloaded the EDM data and = sent if off to an expert. He reported that other pilots had also experienced the same = thing at the same time, and an inquiry to oil companies indicated that the octane = rating of the fuel had been lowered closer to the minimum allowed (100) = following the recent burst in oil price.

Dom = Crain

 

-----Original = Message-----
From: Lancair Mailing = List [mailto:lml@lancaironline.net] On = Behalf Of belle and Fred Baron
Sent: Sunday, 7 November = 2004 12:28 PM
To: Lancair Mailing = List
Subject: [LML] LNC2 = Cooling

 

I really do = appreciate all the posts in the last month or so on cooling and insight gained from = Ada. However, I did find it all a bit disjointed but was able to pull bits a = pieces of info from all the posts. This subject is very hard to verbalize, but = I will try.

Cyl.# 1- Always = has been very cool (170 C) ,so it is a non issue.

Cyl# 2-The = hottest (200 to 210 C) in cruise. I actually had to replace it at 850 hours due to it = being "out of round".From the List I learned that you have to drive = the air down thru the FRONT on # 2, at the flat spot, where there are  very = small to no cooling fins. This was very easy to do by cutting 3/4" off of = the 45 degrees ramp that is actually touching the cylinder. This opened up a = gap about 1/4" directly in the front center of # 2. No air was going over the = front lower quarter of # 2. Now air is going over and under # 2. The result is = a 10 to 15 degree C drop in temp. The piece that I cut off has no structural = value to the baffling and looks like it was designed to force the air up into the plenum area.

Cyl # 4- Always = ran cool like # 1 ( I need 4 ahead of 3 as a = reference)

 Cyl # 4 has = a curved baffling piece about 1/2" from the flat spot in the very = rear of the engine that allows air to be forced = downward  at the very place it needs the most air.Again, a flat spot with very small = if any cooling fins.

Cyl#3- Always hot = like # 2. Looking at the rear of # 3, you can see how the air cannot  go = through the top rear of 3 # (guess what, the flat spot).It should be a fairly = simple matter to make the rear of # 3 look like the rear of # 4 ( a curved = piece that stands off from the top rear of # 3)

I'm sorry that = this is so wordy, but that is the nature of conversation. Also, I really love my = airplane, but feel that Lancair let us down in the design of the baffling. I = will report on the progress of # 3 next week.

Sincerely, Fred = N. Baron, Lancair 9BF (Don't fly like my brother)

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