Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Sun, 07 Nov 2004 19:44:47 -0500 Message-ID: X-Original-Return-Path: Received: from rwcrmhc12.comcast.net ([216.148.227.85] verified) by logan.com (CommuniGate Pro SMTP 4.2.5) with ESMTP id 521872 for lml@lancaironline.net; Sun, 07 Nov 2004 18:58:59 -0500 Received-SPF: none receiver=logan.com; client-ip=216.148.227.85; envelope-from=edechazal@comcast.net Received: from cc1860069a (pcp09040864pcs.rocsth01.mi.comcast.net[69.244.182.42]) by comcast.net (rwcrmhc12) with SMTP id <2004110723582601400semj0e>; Sun, 7 Nov 2004 23:58:26 +0000 X-Original-Message-ID: <036501c4c525$4e864260$6401a8c0@rocsth01.mi.comcast.net> From: X-Original-To: "Lancair Mailing List" References: Subject: Re: LNC2 Cooling X-Original-Date: Sun, 7 Nov 2004 18:55:43 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_035E_01C4C4FB.621FC0A0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1106 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1106 This is a multi-part message in MIME format. ------=_NextPart_000_035E_01C4C4FB.621FC0A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Fred -=20 I'm sure lot's has been written regarding LNC2 cooling. My stock = IO-360-B1F has no problem with cooling now. I used the Lancair baffle = kit installed as instructed. I added plenty of baffling and silicon to = seal all the nooks and crannies. My filtered air inlet is in front of = Cylinder #1. I've found that if I take off with filtered air, cylinders = 1 and 3 are starved for cooling air. I generally take off on RAM air = now and temps are much lower consequently in climb. Also, I use the = GAMI principle of not leaning to 50 degrees rich of peak (in contrast to = what I was taught). I fly either at peak EGT or 150 degrees rich of = peak (my engine is not smooth lean of peak to any degree). The CHTs = will climb quite a bit if you fly between these values. Additionally, = my oil cooler is mounted on the baffle in front of cyl. #2. This way = the oil cooler gets plenty of air (oil temps a non-issue) but cyl. 2 and = 4 temps have never been a problem. With all this, my CHTs are routinely = at 360 F or lower, and all this is stock (except the oil cooler = placement). I tried a few other things before settling on the setup above. I = enlarged the exit air opening and constructed inlet ramps in the upper = cowling. All had insignificant impact. =20 I'd say, make sure your baffling is well sealed, then fly it as I = describe above (take off using ram air) and see if you really have a = problem. Regards, Ed de Chazal ------=_NextPart_000_035E_01C4C4FB.621FC0A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Fred -
 
I'm sure lot's has been = written=20 regarding LNC2 cooling.  My stock IO-360-B1F has no problem with = cooling=20 now.  I used the Lancair baffle kit installed as instructed.  = I added=20 plenty of baffling and silicon to seal all the nooks and = crannies.  My=20 filtered air inlet is in front of Cylinder #1.  I've found that if = I take=20 off with filtered air, cylinders 1 and 3 are starved for cooling = air.  I=20 generally take off on RAM air now and temps are much lower consequently = in=20 climb.  Also, I use the GAMI principle of not leaning to 50 degrees = rich of=20 peak (in contrast to what I was taught).  I fly either at peak EGT = or 150=20 degrees rich of peak (my engine is not smooth lean of peak to any = degree). =20 The CHTs will climb quite a bit if you fly between these values. =20 Additionally, my oil cooler is mounted on the baffle in front of cyl. = #2. =20 This way the oil cooler gets plenty of air (oil temps a non-issue) but = cyl. 2=20 and 4 temps have never been a problem.  With all this, my CHTs are=20 routinely at 360 F or lower, and all this is stock (except the oil = cooler=20 placement).
 
I tried a few other = things before=20 settling on the setup above.  I enlarged the exit air opening and=20 constructed inlet ramps in the upper cowling.  All had = insignificant=20 impact. 
 
I'd say, make sure your = baffling is=20 well sealed, then fly it as I describe above (take off using ram air) = and see if=20 you really have a problem.
 
Regards,
Ed de=20 Chazal
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