X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 25 Jul 2010 13:36:20 -0400 Message-ID: X-Original-Return-Path: Received: from web83908.mail.sp1.yahoo.com ([69.147.92.111] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with SMTP id 4406303 for lml@lancaironline.net; Sun, 25 Jul 2010 12:20:20 -0400 Received-SPF: none receiver=logan.com; client-ip=69.147.92.111; envelope-from=paulhershorin@bellsouth.net Received: (qmail 91288 invoked by uid 60001); 25 Jul 2010 16:19:43 -0000 DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=bellsouth.net; h=Message-ID:X-YMail-OSG:Received:X-Mailer:References:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=cZcGjsXeN5ZYTWkiofoerCZMz3jyS6JjXX78tGN/0EE85yROzSkGF4Z/Vgwhj+2EL1aO5/e9O+2sOiP0tTA4SWOUMorj7OjMG5SoAJpY0BeFxowXpIIdursr6TFU/0Wxx+znKTn4XzPMDIE+ei4Xs2eIfl8kvWtDsoxxnMtoYro=; X-Original-Message-ID: <647637.90996.qm@web83908.mail.sp1.yahoo.com> X-YMail-OSG: lnxfVMAVM1lDtKnV4cS2du9U7JBrin7UALIAswF2ap5uJZq _94DMT8c8jeWeqsUen62YXnZ3I4nfHdsT.GcF2NMA0oJDm13rxVLKCBfouan QzkhkBs35zvYmBx2pbRzeNAVPsC8IkOU8H_9SThDWzt_PzfQwzOc9n0j_OhF UtMXV9FpcgPGBqrquhFo5IhqQwz6ZyHiS.2BFd9SXWMOnPUFKwxIN_DSrjFy ky0fJmqymCZI1hH2cH.3aFx93qsrxjisB2uPGFboQMj3nnon0.4MJRcXU_JJ RrCSwy9qeSU6IMFaiR3xzcUVh43C.9WrEWEqwu_y_hu1ymEpHrLBsEzjcFqg vgjGV32Nay8c29aFd8jv0_A-- Received: from [98.77.128.225] by web83908.mail.sp1.yahoo.com via HTTP; Sun, 25 Jul 2010 09:19:43 PDT X-Mailer: YahooMailRC/420.4 YahooMailWebService/0.8.104.276605 References: X-Original-Date: Sun, 25 Jul 2010 09:19:43 -0700 (PDT) From: PAUL HERSHORIN Subject: Re: [LML] Re: My airplane is running HOT X-Original-To: Lancair Mailing List In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-1421417426-1280074783=:90996" --0-1421417426-1280074783=:90996 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable I can't answer your question on a=A0carb.=A0=A0I am sure that other lancair= pilots =0Awith Carb's can answer this question.=0APaul=A0=0A=0A=0A=0A_____= ___________________________=0AFrom: Bryan Wullner =0ATo: = lml@lancaironline.net=0ASent: Sat, July 24, 2010 10:13:15 AM=0ASubject: [LM= L] Re: My airplane is running HOT=0A=0AI don't have fuel injection I'm carb= 'd. I don't think there is any way to adjust =0Afuel flow except with mixtu= re knob in cabin correct?=0A=0A=0AOn Fri, Jul 23, 2010 at 8:35 AM, PAUL HER= SHORIN =0Awrote:=0A=0AI had very highoil temp= s.=A0 I was drawing the air from #3 cylinder baffle.=A0 I =0Aclosed off thi= s air vent and mut a nicho (sp)=0A>=A0duct in my top cowling into the oil c= ooler.=A0 This lowered my oil temps to =0A>200-210, I increased the fuuel f= low throw the=A0Servo 3 times and was able to =0A>lower the cilinder temps-= -now on these hot days in south Florida I am able to =0A>climb to 6500 with= the cylinder temps below yellow--if I am held on the ground =0A>for an ext= ended period I will take off and climb to 1000 or 1500 level off an =0A>and= cool the clyiders and then go on up to flight level.=A0 I never reduce fue= l =0A>flow until at flight level.=0A>Paul Hershorin=0A>360=0A>=0A>=0A______= __________________________=0A=0A>From: Bryan Wullner =0A>= To: lml@lancaironline.net=0A>Sent: Wed, July 21, 2010 5:08:42 PM =0A>=0A>Su= bject: [LML] Re: My airplane is running HOT=0A>=0A>=0A>=0A>I'm starting wit= h the changing of oil cooler to a larger one and relocation to =0A>engine b= ay with scat ducting to it off the baffling.=0A>If that doesn't do it I wil= l move on to the next idea.=0A>My hopes are that my oil comes down and help= s the cht's too. I also hope that =0A>closing off the large hole in the fro= nt baffling from old oil cooler placment =0A>helps with cht's=0A>Bryan=0A>O= n Jul 21, 2010 1:01 PM, "Chris Zavatson" wrote:= =0A>>=0A>>=0A>>Tom,=0A>>The=A0differential required=A0is dependent on the p= ower(heat) produced.=0A>>In the link below is both a copy of some Lycoming = minimums to produce a 'smoking =0A>>hot' 435 and 500 deg F CHT.=A0 It also = contains=A0the=A0pressure differentials=A0I =0A>>recorded several years ago= =A0on my plane.=0A>>=0A>>http://www.n91cz.com/Pressure/PlenumPressure.pdf= =0A>>Chris=0A>>=0A>>Chris Zavatson=0A>>N91CZ=0A>>360std=0A>>www.N91CZ.com= =0A>>=0A>>=0A>>=0A________________________________=0AFrom: Tom Thibault =0A>>To: lml@lancaironline.net=0A>>Sent: Tue, J= uly 20, 2010 3:31:09 PM =0A>>=0A>>Subject: [LML] Re: My airplane is running= HOT=0A>>=0A>>Bryan,=0A>>=0A>>You can also use an airspeed indicator, if yo= u have one handy.=0A>>=0A>>The key is that both "tubes" that pick up the pr= essure have to be configured as =0A>>if they are static pressure ports.=A0 = This means that the air has to flow over the =0A>>opening(s) in the tube at= 90 degrees, like the static port on the fuselage.=0A>>=0A>>An easy way to = do this is to use a short piece of tubing with holes drilled in =0A>>the si= des, like a soaker hose for the lawn.=A0 Smash one end of this tube =0A>>co= mpletely and connect the line back to the sensor to the other end of the = =0A>>tube.=A0 Point the closed end of the tube directly into the airflow.= =A0 Do this to =0A>>both of the tubes.=A0 One would be at the oil cooler in= let, the other at the =0A>>outlet.=A0 You will now sense the difference in = the local static pressure at these =0A>>two points.=A0 You can do the same = thing anywhere else in the engine compartment =0A>>that you like.=A0 For ex= ample, you can measure the differential pressure above and =0A>>below cylin= ders to ensure you have adequate cooling flow.=A0 Chris Z., is about 5" =0A= >>of water pressure the figure Bryan will want for cylinder cooling?=0A>>= =0A>>If you are using an airspeed indicator, you will have to google for th= e =0A>>conversion of speed sensed to pressure in whatever units you like.= =A0 Same for =0A>>some other pressure measuring device.=0A>>=0A>>For my pur= poses, I designed, and 3 of us built, an electronic 4-channel sensor =0A>>t= hat can display data from one channel at a time in the cockpit during fligh= t.=A0 =0A>>I do need to have a secretary on board to take data readings and= flip the switch =0A>>between channels.=0A>>=0A>>Goog luck,=0A>>=0A>>Tom Th= ibault =0A>>=0A>>=0A>>=0A>>=0A>>--=0A>>For archives and unsub http://mail.l= ancaironline.net:81/lists/lml/List.html=0A>>=0A --0-1421417426-1280074783=:90996 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
I can't answer your question on a carb.  I am sure= that other lancair pilots with Carb's can answer this question.
=0APaul 
=0A

=0A
=0A
=0AFrom: Bryan Wull= ner <vonjet@gmail.com>
To: lml@lancaironline.net
Sent= : Sat, July 24, 2010 10:13:15 AM
Subject: [LML] Re: My airplane is running HOT

I don't have fuel injection I'm carb'd. I don't think there is any way= to adjust fuel flow except with mixture knob in cabin correct?

=0A<= DIV class=3Dgmail_quote>On Fri, Jul 23, 2010 at 8:35 AM, PAUL HERSHORIN <paulhers= horin@bellsouth.net> wrote:
=0A
=0A
=0A
=0A
I had very highoil temps.  I was draw= ing the air from #3 cylinder baffle.  I closed off this air vent and m= ut a nicho (sp)
 duct in my top cowling into the oil cooler.  = This lowered my oil temps to 200-210, I increased the fuuel flow throw the&= nbsp;Servo 3 times and was able to lower the cilinder temps--now on these h= ot days in south Florida I am able to climb to 6500 with the cylinder temps= below yellow--if I am held on the ground for an extended period I will tak= e off and climb to 1000 or 1500 level off an and cool the clyiders and then= go on up to flight level.  I never reduce fuel flow until at flight l= evel.
=0A
Paul Hershorin
=0A
360
=0A
 =0A
=0A
=0A
=0A=0A
From: Bryan Wullner= <vonjet@gmail.com>
To: lml@lancaironline.net
Se= nt: Wed, July 21, 2010 5:08:42 PM =0A

Subject: [LML] Re: My airplane is = running HOT
=0A

=0A

I'm starting with = the changing of oil cooler to a larger one and relocation to engine bay wit= h scat ducting to it off the baffling.
If that doesn't do it I will move= on to the next idea.
My hopes are that my oil comes down and helps the = cht's too. I also hope that closing off the large hole in the front bafflin= g from old oil cooler placment helps with cht's

=0A

Bryan

=0A=

=0A
On Jul 21, 2010 1:01 PM, "Chris Zavatso= n" <chris_zavatson@yahoo.com= > wrote:

=0A
=0A
=0A
=0A
=0A
=0A
Tom,
= =0A
The differential required is dependent on the power(heat)= produced.
=0A
In the link below is both a copy of some Lycoming m= inimums to produce a 'smoking hot' 435 and 500 deg F CHT.  It also con= tains the pressure differentials I recorded several years ag= o on my plane.
=0A


http://www.n91cz.c= om/Pressure/PlenumPressure.pdf

=0A
Chris
=0A

Chr= is Zavatson
=0A
N91CZ
=0A
360std
=0A=0A

=0A
=0A
=0A
=0AFrom: Tom Thibault = <tthibaultsprint@= earthlink.net>
To: lml@lancaironline.net
Sent: Tue, July 20, 2010 3:31:09 = PM =0A


Subject: [LML] Re: My airplane is runnin= g HOT



Bryan,

You can also use an airspeed i= ndicator, if you have one handy.

The key is that both "tubes" that p= ick up the pressure have to be configured as if they are static pressure po= rts.  This means that the air has to flow over the opening(s) in the t= ube at 90 degrees, like the static port on the fuselage.

An easy way= to do this is to use a short piece of tubing with holes drilled in the sid= es, like a soaker hose for the lawn.  Smash one end of this tube compl= etely and connect the line back to the sensor to the other end of the tube.=   Point the closed end of the tube directly into the airflow.  Do= this to both of the tubes.  One would be at the oil cooler inlet, the= other at the outlet.  You will now sense the difference in the local = static pressure at these two points.  You can do the same thing anywhere else in the engine compartment that you like.  For example, = you can measure the differential pressure above and below cylinders to ensu= re you have adequate cooling flow.  Chris Z., is about 5" of water pre= ssure the figure Bryan will want for cylinder cooling?

If you are us= ing an airspeed indicator, you will have to google for the conversion of sp= eed sensed to pressure in whatever units you like.  Same for some othe= r pressure measuring device.

For my purposes, I designed, and 3 of u= s built, an electronic 4-channel sensor that can display data from one chan= nel at a time in the cockpit during flight.  I do need to have a secre= tary on board to take data readings and flip the switch between channels.
Goog luck,

Tom Thibault
=0A


=


--

=0A

For a= rchives and unsub http://mail.lancaironline.net:81/lists/lml/List.html=0A


=0A<= P>


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