X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 30 Jul 2010 19:24:21 -0400 Message-ID: X-Original-Return-Path: Received: from mail-iw0-f180.google.com ([209.85.214.180] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with ESMTP id 4412721 for lml@lancaironline.net; Fri, 30 Jul 2010 18:51:55 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.214.180; envelope-from=donkarich@gmail.com Received: by iwn8 with SMTP id 8so1648304iwn.25 for ; Fri, 30 Jul 2010 15:51:18 -0700 (PDT) DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; b=vDB2XM0esraYFmsdcYcKcRTaw/NPRHOCcg5maGuIUkv8vPX8ckJpoYU4k8Xmb9Hkbz 0LgmnyInbsrAgQYSEpVzot3sRbJOqW8JZf4CBxQUpn4PVSY4ruDp/PUrwfbHjNIflV7q xsa+8xoeHSBWy9cIXUMEDHQkM1OC8A+ckefgo= MIME-Version: 1.0 Received: by 10.231.30.136 with SMTP id u8mr2571614ibc.19.1280530278210; Fri, 30 Jul 2010 15:51:18 -0700 (PDT) Received: by 10.231.143.139 with HTTP; Fri, 30 Jul 2010 15:51:18 -0700 (PDT) In-Reply-To: References: X-Original-Date: Fri, 30 Jul 2010 15:51:18 -0700 X-Original-Message-ID: Subject: Re: [LML] Re: My airplane is running HOT From: Don Karich X-Original-To: Lancair Mailing List Content-Type: multipart/alternative; boundary=000325574d725b8c63048ca2b077 --000325574d725b8c63048ca2b077 Content-Type: text/plain; charset=ISO-8859-1 i would recommend further ducting exit air to a low pressure area near the lower bottom, area and checking it with a differential pressure guage to ensure at least 5" pressure differential. Then it will work. On Fri, Jul 30, 2010 at 1:53 PM, Bryan Wullner wrote: > Ok Guys. Here is a picture of the new oil cooler and new position in the > airplane. It was upfront and now its in the back and I went from 7 vane to > 9 vane. Will be test flying it this weekend. Will post the results. Fingers > crossed. > > Bryan > > On Sun, Jul 25, 2010 at 10:36 AM, PAUL HERSHORIN < > paulhershorin@bellsouth.net> wrote: > >> I can't answer your question on a carb. I am sure that other lancair >> pilots with Carb's can answer this question. >> Paul >> >> ------------------------------ >> *From:* Bryan Wullner >> *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? >> >> On Fri, Jul 23, 2010 at 8:35 AM, PAUL HERSHORIN < >> paulhershorin@bellsouth.net> wrote: >> >>> I had very highoil temps. I was drawing the air from #3 cylinder >>> baffle. I closed off this air vent and mut 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 Servo 3 times and was able >>> to lower the cilinder temps--now on these hot 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 take 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 level. >>> Paul Hershorin >>> 360 >>> >>> ------------------------------ >>> *From:* Bryan Wullner >>> *To:* lml@lancaironline.net >>> *Sent:* Wed, July 21, 2010 5:08:42 PM >>> >>> *Subject:* [LML] Re: My airplane is running HOT >>> >>> I'm starting with the changing of oil cooler to a larger one and >>> relocation to engine bay with 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 baffling from old oil cooler >>> placment helps with cht's >>> >>> Bryan >>> >>> On Jul 21, 2010 1:01 PM, "Chris Zavatson" >>> wrote: >>> >>> Tom, >>> The differential required is dependent on the power(heat) produced. >>> In the link below is both a copy of some Lycoming minimums to produce a >>> 'smoking hot' 435 and 500 deg F CHT. It also contains the pressure >>> differentials I recorded several years ago on my plane. >>> >>> >>> http://www.n91cz.com/Pressure/PlenumPressure.pdf >>> Chris >>> >>> Chris Zavatson >>> N91CZ >>> 360std >>> www.N91CZ.com >>> >>> ------------------------------ >>> *From:* Tom Thibault >>> *To:* lml@lancaironline.net >>> *Sent:* Tue, July 20, 2010 3:31:09 PM >>> >>> >>> Subject: [LML] Re: My airplane is running HOT >>> >>> >>> Bryan, >>> >>> You can also use an airspeed indicator, if you have one handy. >>> >>> The key is that both "tubes" that pick up the pressure have to be >>> configured as if they are static pressure ports. This means that the air >>> has to flow over the opening(s) in the tube 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 sides, like a soaker hose for the lawn. Smash one end of >>> this tube completely 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 ensure you >>> have adequate cooling flow. Chris Z., is about 5" of water pressure the >>> figure Bryan will want for cylinder cooling? >>> >>> If you are using an airspeed indicator, you will have to google for the >>> conversion of speed sensed to pressure in whatever units you like. Same for >>> some other pressure measuring device. >>> >>> For my purposes, I designed, and 3 of us built, an electronic 4-channel >>> sensor that can display data from one channel at a time in the cockpit >>> during flight. I do need to have a secretary on board to take data readings >>> and flip the switch between channels. >>> >>> Goog luck, >>> >>> Tom Thibault >>> >>> >>> >>> >>> >>> -- >>> >>> For archives and unsub >>> http://mail.lancaironline.net:81/lists/lml/List.html >>> >>> >>> >> > > -- > For archives and unsub > http://mail.lancaironline.net:81/lists/lml/List.html > > --000325574d725b8c63048ca2b077 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable
i would recommend further ducting exit air to a low pressure area near= the lower bottom, area and checking it with a differential pressure guage = to ensure at least 5" pressure differential. Then it will work.


=A0
On Fri, Jul 30, 2010 at 1:53 PM, Bryan Wullner <= span dir=3D"ltr"><vonjet@gmail.com> wrote:
Ok Guys. Here is a picture of th= e new oil cooler and new position in the airplane. =A0It was upfront and no= w its in the back and I went from 7 vane to 9 vane. Will be test flying it = this weekend. Will post the results. Fingers crossed.=20

Bryan

On Sun, Jul 25, 2010 at 10:36 AM, PAUL HERSHORIN= <paulhershorin@bellsouth.net> wrote:
I can't answer your question on a=A0carb.=A0=A0I am sure that othe= r lancair pilots with Carb's can answer this question.
Paul=A0
<= br>
From: Bryan Wullner <vonjet@gmail.com>=
To: lml@lancaironline.net
Sent: Sat, July 24, 2= 010 10:13:15 AM=20

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

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

On Fri, Jul 23, 2010 at 8:35 AM, PAUL HERSHORIN <= paulhershorin@bellsouth.net> wrote:
I had very highoil temps.=A0 I was drawing the air from #3 cylinder ba= ffle.=A0 I closed off this air vent and mut a nicho (sp)
=A0duct in my t= op cowling into the oil cooler.=A0 This lowered my oil temps to 200-210, I = increased the fuuel flow throw the=A0Servo 3 times and was able to lower th= e cilinder temps--now on these hot days in south Florida I am able to climb= to 6500 with the cylinder temps below yellow--if I am held on the ground f= or an extended period I will take off and climb to 1000 or 1500 level off a= n and cool the clyiders and then go on up to flight level.=A0 I never reduc= e fuel flow until at flight level.
Paul Hershorin
360
=A0
From: Bryan Wullner &l= t;vo= njet@gmail.com>
To: lml@lancaironline.net
Sent: Wed, July 21, 2010 5:= 08:42 PM=20

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

I'm starting with the changing of oil cooler to a larger one and rel= ocation to engine bay with 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 th= e large hole in the front baffling from old oil cooler placment helps with = cht's

Bryan

On Jul 21, 2010 1:01 PM, "Chris Zavatson&quo= t; <chris_zavatson@yahoo.com> wrote:

Tom,
The=A0differential required=A0is dependent on the power(heat) produced= .
In the link below is both a copy of some Lycoming minimums to produce = a 'smoking hot' 435 and 500 deg F CHT.=A0 It also contains=A0the=A0= pressure differentials=A0I recorded several years ago=A0on my plane.


http://www.n91cz.com/Pressure/PlenumPres= sure.pdf

Chris

Chris Zavatson
N91CZ
360std
<= br>
From: Tom Thibault <= ;tthibaultsprint@earthlink.net>
To: lml@lancaironline.net
Sent: Tue, July 20, 2010 3:= 31:09 PM=20


Subject: [LML] Re: My airplane is running HO= T



Bryan,

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

The key is that both "tubes" that pick up the press= ure have to be configured as if they are static pressure ports.=A0 This mea= ns that the air has to flow over the opening(s) in the tube 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 dri= lled in the sides, like a soaker hose for the lawn.=A0 Smash one end of thi= s tube completely and connect the line back to the sensor to the other end = of the tube.=A0 Point the closed end of the tube directly into the airflow.= =A0 Do this to both of the tubes.=A0 One would be at the oil cooler inlet, = the other at the outlet.=A0 You will now sense the difference in the local = static pressure at these two points.=A0 You can do the same thing anywhere = else in the engine compartment that you like.=A0 For example, you can measu= re the differential pressure above and below cylinders to ensure you have a= dequate cooling flow.=A0 Chris Z., is about 5" of water pressure the f= igure Bryan will want for cylinder cooling?

If you are using an airspeed indicator, you will have to google for the= conversion of speed sensed to pressure in whatever units you like.=A0 Same= for some other pressure measuring device.

For my purposes, I design= ed, and 3 of us built, an electronic 4-channel sensor that can display data= from one channel at a time in the cockpit during flight.=A0 I do need to h= ave a secretary on board to take data readings and flip the switch between = channels.

Goog luck,

Tom Thibault




--
For archives and unsub ht= tp://mail.lancaironline.net:81/lists/lml/List.html


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