X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sat, 07 Mar 2009 20:33:38 -0500 Message-ID: X-Original-Return-Path: Received: from mail5.tpgi.com.au ([203.12.160.101] verified) by logan.com (CommuniGate Pro SMTP 5.2.12) with ESMTPS id 3531360 for lml@lancaironline.net; Fri, 06 Mar 2009 23:56:08 -0500 Received-SPF: pass receiver=logan.com; client-ip=203.12.160.101; envelope-from=domcrain@tpg.com.au X-TPG-Junk-Status: Message not scanned X-TPG-Antivirus: Passed Received: from DomandJanPC (60-241-193-89.static.tpgi.com.au [60.241.193.89]) by mail5.tpgi.com.au (envelope-from domcrain@tpg.com.au) (8.14.3/8.14.3) with ESMTP id n274tONa004917 for ; Sat, 7 Mar 2009 15:55:26 +1100 From: "Dominic V. Crain" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: RE: [LML] oil cooling X-Original-Date: Sat, 7 Mar 2009 15:55:15 +1100 X-Original-Message-ID: <002301c99ee0$e8f17150$bad453f0$@com.au> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0024_01C99F3D.1C61E950" X-Mailer: Microsoft Office Outlook 12.0 Thread-Index: Acmev03r4YFgAH9zQZmoJQ6u7XZZ5gAHksRg Content-Language: en-au This is a multipart message in MIME format. ------=_NextPart_000_0024_01C99F3D.1C61E950 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Hiya Randy, I don't know if I can suggest anything worthwhile but here's my two bob's worth - Oh heck - first I'll have to explain two bob. No- never mind. Anyway, I also had the oil cooling issue. Originally my aircraft which has the oil cooler in the same location on the firewall as yours by the look of it, drew air from the modified RAM air inlet. The builder had produced an oval shaped intake larger than the standard I see on other Lancairs, and fabricated a duct down the inside of the bottom cowl onto the face of the oil cooler with a controllable butterfly valve. That was sort of OK but when I bought the aircraft I found he had blocked off the RAM air and so I had no alternate air to the carby. (I have an O320). There was no NACA duct on the side of the bottom cowl to feed air onto the face of the oil cooler. I removed the cap over the Alternate air intake to the carby and as that didn't make a lot of difference to the oil temp issue I eventually had the duct from the RAM which ran down the inside of the bottom cowl to the butterfly valve opened and a NACA duct moulded into the bottom cowl. The NACA duct fed a new duct into the original. The effect of this was to create a venturi effect so that air drawn in through the new NACA duct sucked air from the RAM air inlet as well, and created a significant increase in dynamic cooling air to the oil cooler. Because it has a butterfly vale controlled from the cockpit, I have full authority over the oil temperature. The RAM air duct now serves to produce a RAM air increase in MP of about .7" as well. If necessary I can close the RAM air intake and increase the air volume to the oil cooler in warmer conditions although that doesn't happen in practice 'cos I don't fly in temps above 27 degrees. C that is. Except I will be in May when I go North. Operationally I climb at 140 kts and have found this provides the engine performance I look for. Cheers Dom Crain VH-CZJ From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of randy snarr Sent: Saturday, 7 March 2009 11:54 AM To: lml@lancaironline.net Subject: [LML] oil cooling All, I am looking for suggestions on how to lower my oil temps. I am running an IO 320 on the original 235 frame. On warm days in a climb I have trouble keeping them below 220. I usually have to flatten out the climb to cool things down if they get up to 230 or so. Once in cruise it is not a problem and they will settle around 210. I would like to get them down to 190 if possible. The problem is on a 75 plus degree day when the airplane is already warm from flying and I need to go again. I am picking up outside air on a naca vent on the left side of the cowl. There is a 6" length scat tube (4"diameter) connecting the cowl inlet to a glass expansion section that is connected to the cooler.(see pics). It just dumps in the lower cowl area. I am running a Stewart Warner oil cooler that many have had success with. I have tried larger hoses to the cooler now using -8's and also removed the 90 deg fittings I used to have to improve flow. I suspect my ducting and or connection to the cooler could be improved. I am looking for suggestions that could be done without cutting the cowl. Thanks in advance! Randy L.Snarr ------=_NextPart_000_0024_01C99F3D.1C61E950 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Hiya Randy,

I don’t know if I can suggest anything worthwhile but here’s = my two bob’s worth – Oh heck – first I’ll have to = explain two bob. No- never mind.

Anyway, I also had the oil cooling issue. Originally my aircraft which has the = oil cooler in the same location on the firewall as yours by the look of it, = drew air from the modified RAM air inlet. The builder had produced an oval = shaped intake larger than the standard I see on other Lancairs, and fabricated = a duct down the inside of the bottom cowl onto the face of the oil cooler with = a controllable butterfly valve. That was sort of OK but when I bought the aircraft I found he had blocked off the RAM air and so I had no = alternate air to the carby. (I have an O320). There was no NACA duct on the side of = the bottom cowl to feed air onto the face of the oil = cooler.

I removed the cap over the Alternate air intake to the carby and as that = didn’t make a lot of difference to the oil temp issue I eventually had the duct = from the RAM which ran down the inside of the bottom cowl to the butterfly = valve opened and a NACA duct moulded into the bottom cowl. The NACA duct fed a = new duct into the original.  The effect of this was to create a venturi = effect so that air drawn in through the new NACA duct sucked air from the RAM = air inlet as well, and created a significant increase in dynamic cooling air = to the oil cooler. Because it has a butterfly vale controlled from the cockpit, = I have full authority over the oil temperature. The RAM air duct now serves to = produce a RAM air increase in MP of about .7” as well. If necessary I can = close the RAM air intake and increase the air volume to the oil cooler in = warmer conditions although that doesn’t happen in practice ‘cos I don’t = fly in temps above 27 degrees. C that is. Except I will be in May when I go = North.

Operationally I climb at 140 kts and have found this provides the engine performance I = look for.

Cheers

Dom Crain

VH-CZJ

 

 

From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of randy snarr
Sent: Saturday, 7 March 2009 11:54 AM
To: lml@lancaironline.net
Subject: [LML] oil cooling

 

All,
I am looking for suggestions on how to lower my oil temps. I am = running an IO 320 on the original 235 frame. On warm days in a climb I have trouble = keeping them below 220. I usually have to flatten out the climb to cool things = down if they get up to 230 or so. Once in cruise it is not a problem and = they will settle around 210. I would like to get them down to 190 if possible. = The problem is on a 75 plus degree day when the airplane is already warm = from flying and I need to go again. I am picking up outside air on a naca = vent on the left side of the cowl. There is a 6" length scat tube (4"diameter) connecting the cowl inlet to a glass expansion = section that is connected to the cooler.(see pics). It just dumps in the lower cowl = area.
I am running a Stewart Warner oil cooler that many have had success = with.

I have tried larger hoses to the cooler now using -8's and also = removed the 90 deg fittings I used to have to improve flow.
I suspect my ducting and or connection to the cooler could be = improved. I am looking for suggestions that could be done without cutting the = cowl.

Thanks in advance!

Randy L.Snarr

 =

------=_NextPart_000_0024_01C99F3D.1C61E950--