X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 09 Mar 2009 13:41:41 -0400 Message-ID: X-Original-Return-Path: Received: from web111410.mail.gq1.yahoo.com ([67.195.15.186] verified) by logan.com (CommuniGate Pro SMTP 5.2.12) with SMTP id 3532614 for lml@lancaironline.net; Sun, 08 Mar 2009 00:45:56 -0500 Received: (qmail 23635 invoked by uid 60001); 8 Mar 2009 05:45:55 -0000 DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=Message-ID:X-YMail-OSG:Received:X-Mailer:Date:From:Subject:To:MIME-Version:Content-Type; b=sj1IsFl9rz2mLlpvsbAy0dcTG0B9J5HdGE1AU6P0nRvpBRnWJHETbAcrvapm57wYqo/Q5mirwNn24pxy74g/gNSsa960rnCF00VpyGG5Ky1qfpryIVVYAh7v2S5dgTfFI716f0/D0iQMz1hK4agJSDL+bIaeqfBgCeX1rk8DQao=; X-Original-Message-ID: <586265.21507.qm@web111410.mail.gq1.yahoo.com> X-YMail-OSG: JS6l.MwVM1kZW17eTLNDtI15myGYiTlCy9k56MkRdjwSYqRgG9TWhUrlmjUanxScbT_ffvNxfUT8jICBEDsglIZ9nDoxiJCaCiDQYs1W9WoFGIBIWf0FbaakhZSQD.G5wfl2zV1Vi9XbGCG4dQXUPsVYSG.Uj9sYKZKimopfybgQjqiVx6is8laDeddsm3y.7T4gvc8QYy8FROhuVca2q0yRUnYY0ejgIKOps_y9mR9zHOkkN8tLXpaRHyCuAQrKjCA8TFFFyTxMAlFD7iWqU7hOPc4pkPmptmq8zw-- Received: from [76.8.220.18] by web111410.mail.gq1.yahoo.com via HTTP; Sat, 07 Mar 2009 21:45:55 PST X-Mailer: YahooMailClassic/5.1.18 YahooMailWebService/0.7.289.1 X-Original-Date: Sat, 7 Mar 2009 21:45:55 -0800 (PST) From: randy snarr Subject: Re: [LML] Re: oil cooling/ head temps X-Original-To: Lancair Mailing List MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-1413853178-1236491155=:21507" --0-1413853178-1236491155=:21507 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Gary, One side note on the head temps. I made my plennum similar to yours. My head temps run within 6 deg of each other usually 310-360 F depending on= power and temps. One thing that I did was to shine a light up through the bottom of engine w= ith the hangar lights out and found and sealed EVERY gap in the baffeling e= xcept where cooling air needs to go with high temp RTV. I also opened up the gap on the bottom of each cyl to 2.6" times the dept o= f the cooling fins as I read somewhere NASA had done some testing and deter= mined that was the optimum opening. I also radiused the baffeling exits ind= er the cylingers rather than 90 deg bends on the exits. I understand that h= elps flow as well. I have also come to the conclusion that there is airflow coming into the co= wl through the nose gear slot and bottom exit cowl area. I see this when I = get an oil leak. the oil runs down and then blows forward. Weird. Ayway, yo= u may need a small 45 deg lip on the bottom of your cowl exit like I probab= ly do. One last thing of note, in my pictures you will see the exhaust wrap, that = did make a difference on head temps and it also evened them up. My exhaust = wraps around the engine like yours does and runs close under the cyinders. = I wrapped those areas with 4 layers of exhaust wrap and 2 or 3 layres every= where else and have had good results lowering engine compartment temps-unme= asured but it appears to be so. I tested the heat wrap on my heat gun. With= 4 loose layres I could hold my hand on a heat gun nozzle on the high heat = setting. That sold me on that stuff. FWIW... Randy Snarr N694RS --- On Sat, 3/7/09, Gary Edwards wrote: From: Gary Edwards Subject: [LML] Re: oil cooling To: lml@lancaironline.net Date: Saturday, March 7, 2009, 6:33 PM =0A=0A =0A=0A=0A=0AIt seems that most temp issues are with oil.=A0 Mine are= not with oil, =0Abut with CHT's.=0A=A0=0AAs you know (you have seen pictur= es), I have 2 smaller (6" round) oil =0Acoolers, one on each side (mounted = to the engine mount) with naca ducts and =0Ashort 4" to 6" long straight 2"= inch scat duct to them.=A0 The scat duct is =0Aconnected=A0via glass enlar= gers.=A0 On the outlet side, there are glass =0Areducers down to 4" scat du= ct, with the duct routed down to near the nose gear =0Afront cover on the f= irewall.=A0 It as close to the=A0lower cowl outlet =0Aarea that I could get= .=0A=A0=0AThe oil temps. are too low, especially in winter.=A0 It is diffic= ult to =0Aget the temp to 180.=A0 In summer, the oil temp is about 190 to 2= 00 climb and =0Acruise.=A0 I tried (for winter) closing off one cooler with= duct tape over =0Athe cowl inlet to raise the temp and it didn't make any = difference.=A0 Tried =0Ait on both sides.=A0 I also removed the 4" outlet d= uct (reducers left on), to =0Alet the outlet flow directly into the rear co= wl area, with no change =0Anoticed.=A0 In only one case, have I had a high = oil temp; in Bend, =0AOr.,=A0giving a friend a ride after a previous flight= .=A0 Outside =0Atemp=A0in the '70's.=A0 Never has happened again.=0A=A0=0AN= ow, if I could just get my CHT's down.=A0 I have to step climb with =0Athat= issue when=A0at gross weight.=0A=A0=0AGary Edwards=0ALNC2 235/320=A0=A0=A0= =0A=0A ----- Original Message ----- =0A From: randy =0A snarr =0A To: l= ml@lancaironline.net =0A Sent: Friday, March 06, 2009 4:53 =0APM=0A Subje= ct: [LML] oil cooling=0A =20 =0A =0A =0A =0A =0A All, I am looking for suggestions on how to =0A lower my oil temps. I am = running an IO 320 on the original 235 frame. On =0A warm days in a c= limb I have trouble keeping them below 220. I usually =0A have to fl= atten out the climb to cool things down if they get up to 230 =0A or= so. Once in cruise it is not a problem and they will settle around =0A = 210. I would like to get them down to 190 if possible. The problem is o= n =0A a 75 plus degree day when the airplane is already warm from fl= ying and I =0A need to go again. I am picking up outside air on a na= ca vent on the left =0A side of the cowl. There is a 6" length scat = tube (4"diameter) connecting =0A the cowl inlet to a glass expansion= section that is connected to the =0A cooler.(see pics). It just dum= ps in the lower cowl area. I am running =0A a Stewart Warner oil cooler that many have had succ= ess with. I =0A have tried larger hoses to the cooler now using -8's and also = removed =0A the 90 deg fittings I used to have to improve flow. I suspect my =0A ducting and or connection to the cooler could be im= proved. I am looking =0A for suggestions that could be done without = cutting the =0A cowl. Thanks in advance! Randy =0A L.Snarr =0A=0A=0A --0-1413853178-1236491155=:21507 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
Gary, One side note on the head temps. I made= my plennum similar to yours.
My head temps run within 6 deg of each oth= er usually 310-360 F depending on power and temps.

One thing that I = did was to shine a light up through the bottom of engine with the hangar li= ghts out and found and sealed EVERY gap in the baffeling except where cooli= ng air needs to go with high temp RTV.
I also opened up the gap on the b= ottom of each cyl to 2.6" times the dept of the cooling fins as I read some= where NASA had done some testing and determined that was the optimum openin= g. I also radiused the baffeling exits inder the cylingers rather than 90 d= eg bends on the exits. I understand that helps flow as well.

I have = also come to the conclusion that there is airflow coming into the cowl thro= ugh the nose gear slot and bottom exit cowl area. I see this when I get an = oil leak. the oil runs down and then blows forward. Weird. Ayway, you may need= a small 45 deg lip on the bottom of your cowl exit like I probably do.
=
One last thing of note, in my pictures you will see the exhaust wrap, t= hat did make a difference on head temps and it also evened them up. My exha= ust wraps around the engine like yours does and runs close under the cyinde= rs. I wrapped those areas with 4 layers of exhaust wrap and 2 or 3 layres e= verywhere else and have had good results lowering engine compartment temps-= unmeasured but it appears to be so. I tested the heat wrap on my heat gun. = With 4 loose layres I could hold my hand on a heat gun nozzle on the high h= eat setting. That sold me on that stuff.

FWIW...
Randy Snarr
N= 694RS

--- On Sat, 3/7/09, Gary Edwards <gary21sn@hotmail.co= m> wrote:

From: Gary Edwards <gary21sn@hotmail.com>
Subject: [LML] Re: oil cooling
= To: lml@lancaironline.net
Date: Saturday, March 7, 2009, 6:33 PM

=
=0A=0A =0A=0A=0A
=0A
It se= ems that most temp issues are with oil.  Mine are not with oil, =0Abut= with CHT's.
=0A
 
=0A
As you know (you have seen pi= ctures), I have 2 smaller (6" round) oil =0Acoolers, one on each side (moun= ted to the engine mount) with naca ducts and =0Ashort 4" to 6" long straigh= t 2" inch scat duct to them.  The scat duct is =0Aconnected via g= lass enlargers.  On the outlet side, there are glass =0Areducers down = to 4" scat duct, with the duct routed down to near the nose gear =0Afront c= over on the firewall.  It as close to the lower cowl outlet =0Aar= ea that I could get.
=0A
 
=0A
The oil temps. are to= o low, especially in winter.  It is difficult to =0Aget the temp to 18= 0.  In summer, the oil temp is about 190 to 200 climb and =0Acruise.&n= bsp; I tried (for winter) closing off one cooler with duct tape over =0Athe= cowl inlet to raise the temp and it didn't make any difference.  Trie= d =0Ait on both sides.  I also removed the 4" outlet duct (reducers le= ft on), to =0Alet the outlet flow directly into the rear cowl area, with no= change =0Anoticed.  In only one case, have I had a high oil temp; in = Bend, =0AOr., giving a friend a ride after a previous flight.  Ou= tside =0Atemp in the '70's.  Never has happened again.
=0A 
=0A
Now, if I could just get my CHT's down.  I have= to step climb with =0Athat issue when at gross weight.
=0A
&= nbsp;
=0A
Gary Edwards
=0A
LNC2 235/320   =
=0A
=0A <= div style=3D"font-family: arial; font-style: normal; font-variant: normal; = font-weight: normal; font-size: 10pt; line-height: normal; font-size-adjust= : none; font-stretch: normal; -x-system-font: none;">----- Original Message= -----
=0A =0A =0A
Sent: Friday, March 06, 2009 4:53 =0APM
=0A
Subject: [LML] oil cooli= ng
=0A

=0A =0A =0A =0A
=0A =
All,
I am looking for suggestions on how to = =0A lower my oil temps. I am running an IO 320 on the original 235 f= rame. On =0A warm days in a climb I have trouble keeping them below = 220. I usually =0A have to flatten out the climb to cool things down= if they get up to 230 =0A or so. Once in cruise it is not a problem= and they will settle around =0A 210. I would like to get them down = to 190 if possible. The problem is on =0A a 75 plus degree day when = the airplane is already warm from flying and I =0A need to go again.= I am picking up outside air on a naca vent on the left =0A side of = the cowl. There is a 6" length scat tube (4"diameter) connecting =0A = the cowl inlet to a glass expansion section that is connected to the =0A = cooler.(see pics). It just dumps in the lower cowl area.
I am runn= ing =0A a Stewart Warner oil cooler that many have had success with.=

I =0A have tried larger hoses to the cooler now using -8's a= nd also removed =0A the 90 deg fittings I used to have to improve fl= ow.
I suspect my =0A ducting and or connection to the cooler coul= d be improved. I am looking =0A for suggestions that could be done w= ithout cutting the =0A cowl.

Thanks in advance!

Randy = =0A L.Snarr


=0A=0A --0-1413853178-1236491155=:21507--