X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 14 Feb 2013 18:04:41 -0500 Message-ID: X-Original-Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.120] verified) by logan.com (CommuniGate Pro SMTP 6.0.1) with ESMTP id 6064576 for lml@lancaironline.net; Thu, 14 Feb 2013 16:08:38 -0500 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.120; envelope-from=super_chipmunk@roadrunner.com X-Original-Return-Path: X-Authority-Analysis: v=2.0 cv=cYNQXw/M c=1 sm=0 a=+kuJ7Sa7hUpxs7xJxzDFzQ==:17 a=AeF9CLZUGkAA:10 a=TvnapTi7V1YA:10 a=zTVDa7HKqxcA:10 a=doupyKFmAAAA:8 a=EnYPTFV69QcA:10 a=Ia-xEzejAAAA:8 a=wLAG_eaLBF44vHq-njIA:9 a=QEXdDO2ut3YA:10 a=EzXvWhQp4_cA:10 a=vavDwszz7XO18LPD:21 a=gggvbgx3tnnkYtYb:21 a=1IlZJK9HAAAA:8 a=pGLkceISAAAA:8 a=lPukdGstUZBbSFksCnMA:9 a=_W_S_7VecoQA:10 a=Z1BvOZmT1TIA:10 a=MSl-tDqOz04A:10 a=1asLBZb1IPo6qHi7:21 a=GYS97v1hPtFqQSSW:21 a=6uCXGGFPetgtB3I1:21 a=x0mLEhdcI6ghJkqIEpcA:9 a=HXjIzolwW10A:10 a=dvIeMUh3dxkolpdY:18 a=+kuJ7Sa7hUpxs7xJxzDFzQ==:117 X-Cloudmark-Score: 0 X-Authenticated-User: X-Originating-IP: 76.179.81.18 Received: from [76.179.81.18] ([76.179.81.18:56001] helo=WilliamHP) by cdptpa-oedge03.mail.rr.com (envelope-from ) (ecelerity 2.2.3.46 r()) with ESMTP id B9/6A-11869-4325D115; Thu, 14 Feb 2013 21:08:05 +0000 X-Original-Message-ID: <5E56E720D6264DF1A56295B71158EB9C@WilliamHP> From: "Bill Wade" X-Original-To: "Lancair Mailing List" References: In-Reply-To: Subject: Re: [LML] IV (not IVP) Intake pictures - Q and A X-Original-Date: Thu, 14 Feb 2013 16:07:59 -0500 MIME-Version: 1.0 Content-Type: multipart/related; type="multipart/alternative"; boundary="----=_NextPart_000_007E_01CE0ACD.75BA2530" X-Priority: 3 X-MSMail-Priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 15.4.3555.308 X-MimeOLE: Produced By Microsoft MimeOLE V15.4.3555.308 This is a multi-part message in MIME format. ------=_NextPart_000_007E_01CE0ACD.75BA2530 Content-Type: multipart/alternative; boundary="----=_NextPart_001_007F_01CE0ACD.75BA2530" ------=_NextPart_001_007F_01CE0ACD.75BA2530 Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: quoted-printable Hello Fred- I=E2=80=99m in awe of your expertise and you clearly = have worked long and hard at this so these may be foolish questions: Looking at your photos it appears that the air can flow from the = inlets directly to the rear cylinders by traveling around the valve = covers as well as over the top. It does look like a portion of the air = has to flow upward before entering the plenum. Would there be any = advantage to placing the inlets higher so the air could go straight into = the area over the cylinders? Perhaps the inlets could then be downsized = to meet the flow needed for cooling with a separate inlet for the engine = air intake? Along those lines might NACA scoops on the top of the cowl be an = option? My cowl isn=E2=80=99t mounted but it seems there=E2=80=99s a = positive slope to the upper surface so that they could potentially work. Thanks- Bill Wade (IV-P) From: Frederick Moreno=20 Sent: Thursday, February 14, 2013 8:36 AM To: lml@lancaironline.net=20 Subject: [LML] IV (not IVP) Intake pictures - Q and A Paul raises excellent questions.=20 "I'm still a little confused as to why the larger reservoir is = needed unless it is simply to assist slowing the flow and providing more = even coverage of the cylinders." =20 That is precisely why you want as large volume over the engine as = possible. Goal: to reduce free stream velocity much and efficiently as = possible so that static pressure is maximized and momentum of flowing = air is minimized on top of the engine. This creates the best, most even = distribution of air pressure and flow over the cylinders and heads. It = is hard to do well in the limited space available with front entry flow. And it is usually also helpful to lower velocity through the inlet = rings, like 50% or less of the free stream velocity. Otherwise you have = to slow high inlet velocity inside the cowl if it comes in fast through = the inlet rings. =20 The slow down in air speed can be outside (a somewhat blunt front = end with larger inlets) or inside ("pointy" front end with little = inlets). Little inlets need to be followed by a diffuser to efficiently = slow the air flow, hard to do in a short space. That is why it is = usually beneficial to have larger inlet area and careful design to = prevent external air flow separation from air "spilling" out around the = inlets. Inlet lip radius and cowl contour around and behind the inlets = become important. =20 "A plenum is a smaller reservoir and I'm guessing the lower = [leakage] losses of a plenum are dramatic compared to [leakage] losses = in a normal cowl?" Yes. A plenum should have as large a volume over the engine as = possible within the confines of the cowl for reasons noted above. Too = small and the velocity inside is too high and you get friction losses. = Bigger volume - better. But ... Why use plenums? Because conventional = baffling installations leak like hell. It all depends on attention to = detail and the ability to seal a vibrating engine against a stationary = cowl. =20 Here is the basis for concern: In the 80's Miley et al did = NASA-sponsored work on cooling. Their test plane was a Piper Turbo = Aztec with turbo 0-540 engines. They made lots of measurements in = flight and on the ground. They went so far as to connect the engine in = the airplane and inside the cowl to a dyno (no prop) with a long shaft = and hooked up a big blower to pump air into the cowl via tight fitting = ducts sealed into the cooling inlets. This permitted them to make a = careful measurement of the cooling air flow actually entering the cowl = inlets. =20 Findings: if the engine received 100% air flow over heads, = cylinders, and oil coolers as required to keep temperatures under = control, the ACTUAL air flow into the inlets was 150%. In short, 1/3 of = the total air flow entering the cowl inlets leaked AROUND the engine and = ended up in the lower cowl having done - nothing - except create = additional drag from momentum loss associated with the leaking air.=20 So the idea of plenums as verified in that report (8 megabyte = file, long complicated technical report) is to minimize leakage.=20 Factory baffle installations of that period, and in many cases = still persisting today, are simply awful. Leaks everywhere. The Cirrus = is best of class for current factory engine installations. A good plenum with a good fit between plenum and inlets to = accommodate engine movement yields better use of cooling air and lower = leakage and thus lower cooling drag. It also produces greater pressure = drop across the engine itself and thus better cooling. Why? Leakage = around the engine helps to pressurize the lower cowl since more air = (engine cooling air plus leakage air) has to escape out the lower cowl = exhaust ports back to the atmosphere. More pressure below engine for = same pressure above the engine equals lower pressure drop across the = engine and thus lower air velocity across the engine and thus less = cooling. =20 If you can make your conventional baffles as tight as a good = plenum system, the result should be equally effective. Extreme = attention to detail including allowance for all that engine vibration = and relative movement relative to the cowl must be taken into account. = I don't know how to do this. Others may. =20 There is another way. I saw a photo of one racing aircraft that = used rubberized fabric above the engine attached as rubber baffling = would be around the perimeter of the top of the engine, but forming an = complete "balloon" or tent with some kind of coupling to the cowl = inlets. When pressurized by inlet flow, it blew up and was resisted by = the upper cowl, same pressure and loading as with conventional baffling. = But no baffling gaps from poor installation or vibration. Think = flexible, inflatable plenum. Unconventional, but should be as effective = as a well designed rigid plenum as it creates maximum possible volume = over the engine with absolute minimum leakage, IF it is well executed.=20 "If a plenum is not used, the best method for measuring the seal = of a typical cowl would be differential pressure measurements from pitot = at inlet to static inside the cowl?" Er, um.... Short answer: No. = Let's be careful here. Which static inside the cowl? If you measure = ship's pitot to static above cowl, you get an idea of the amount of = total pressure recovery your inlets are delivering above the engine. = That is useful. One would like 80-90+%. But you will NOT get a measure = of leakage. Other than the way described above, there is no easy way to = measure leakage.=20 The cooling of the engine is dependent on the pressure drop = between the top of the cowl and the bottom of the cowl, that is, = pressure differential across the cooling fins, top to bottom. To = measure this, plumb a line to above the engine, and a second to below = the cowl, and put these lines on a water manometer held by your = co-pilot. You can make a manometer from a wooden yardstick with a clear = tube forming a U around the yard stick, held on with tape or plastic = clamps screwed to the yardstick. Measure the pressure difference as the = difference in water level on the two sides of the U. This value is = what engine cooling depends upon.=20 Usually in the real world at climb - cruise conditions pressure = drop from top to bottom should be 8-10 inches of water at the lower = altitudes (say 6000-8000 feet), more (possibly much more) at high = altitudes (teen's and twenties) due to thin air effects. If you are = not getting the required pressure drop across the engine, then your CHTs = (and probably oil temperature) are probably high. More power requires = more pressure drop to carry away the heat. If you measure ship's STATIC to bottom of cowl, that gives the = pressure drop from inside the bottom cowl through the exhaust ports back = out to the ambient. If it is high it could be because the exhaust port = area is too small (unlikely in a Lancair IV, probably same in a = Legacy), OR it could be because you have huge leakage around the engine = due to poor baffling.=20 Check numbers. =20 1) You should have total pressure from ship's pitot tube to above = the cowl to see how well the inlets are working.=20 2) You should have pressure drop across the engine (top to bottom) = to see what actual engine pressure drop is.=20 3) You should have lower cowl to ship's static to get pressure = drop going out the cowl exhausts.=20 4) All three numbers should sum up, within experimental error, to = equal total pitot tube pressure which will be expressed as IAS. If = not, try again. =20 Good data is hard to collect. I hope this helps. Fred -------Original Message------- From: Paul Miller Fred: the whole explanation is contrary to what I believed. It = seems the best solution is to provide a large reservoir for the stream = to enter, settle, then be fed down through the cylinders. I would have = thought feeding the high speed flow onto the cylinder might be more = efficient but I can imagine how that would leave hot spots or low = pressure areas inside the cowl. I'm still a little confused as to why the larger reservoir is = needed unless it is simply to assist slowing the flow and providing more = even coverage of the cylinders. A plenum is a smaller reservoir and = I'm guessing the lower losses of a plenum are dramatic compared to = losses in a normal cowl? So, given your summary, if a plenum is not used, the best method = for measuring the seal of a typical cowl would be differential pressure = measurements from pitot at inlet to static inside the cowl? If I = measure static pressure within the cowl at a certain airspeed, can I = make a stab at the losses in the cowl from the seals by measuring = airspeed or do I need to measure static at the bottom cowl area as well? Paul Legacy You have no choice but to slow the air flow to pass over the = top of the engine. =20 =20 =20 =20 ------=_NextPart_001_007F_01CE0ACD.75BA2530 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable
Hello Fred-
           &n= bsp;     =20 I=E2=80=99m in awe of your expertise and you clearly have worked long = and hard at this=20 so these may be foolish questions:
 
  Looking at your photos it appears that the air can flow from = the=20 inlets directly to the rear cylinders by traveling around the valve = covers as=20 well as over the top. It does look like a portion of the air has to flow = upward=20 before entering the plenum. Would there be any advantage to placing the = inlets=20 higher so the air could go straight into the area over the cylinders? = Perhaps=20 the inlets could then be downsized to meet the flow needed for cooling = with a=20 separate inlet for the engine air intake?
 
  Along those lines might NACA scoops on the top of the cowl = be an=20 option? My cowl isn=E2=80=99t mounted but it seems there=E2=80=99s a = positive slope to the upper=20 surface so that they could potentially work.
 
  Thanks- Bill Wade (IV-P)
 
Sent: Thursday, February 14, 2013 8:36 AM
Subject: [LML] IV (not IVP) Intake pictures - Q and=20 A
 
Paul raises excellent questions.
 
"I'm still a little confused as to why the larger reservoir = is needed=20 unless it is simply to assist slowing the flow and providing more = even=20 coverage of the cylinders." 
 
That is precisely why you want as large volume over the = engine as=20 possible.  Goal: to reduce free stream velocity much and = efficiently=20 as possible so that static pressure is maximized and momentum of = flowing=20 air is minimized on top of the engine.  This creates the = best, most=20 even distribution of air pressure and flow over the cylinders and=20 heads.   It is hard to do well in the limited space = available=20 with front entry flow.
 
And it is usually also helpful to lower velocity through the = inlet=20 rings, like 50% or less of the free stream velocity. Otherwise you = have to=20 slow high inlet velocity inside the cowl if it comes in fast = through the=20 inlet rings. 
 
The slow down in air speed can be outside (a somewhat blunt = front end=20 with larger inlets) or inside ("pointy" front end with little=20 inlets).  Little inlets need to be followed by a diffuser to=20 efficiently slow the air flow, hard to do in a short=20 space.    That is why it is usually beneficial to = have=20 larger inlet area and careful design to prevent external air flow=20 separation from air "spilling" out around the inlets.  Inlet = lip=20 radius and cowl contour around and behind the inlets become=20 important. 
 
"A plenum is a smaller reservoir and I'm guessing the lower = [leakage]=20 losses of a plenum are dramatic compared to [leakage] losses in a = normal=20 cowl?"
 
Yes.  A plenum should have as large a volume over the = engine as=20 possible within the confines of the cowl for reasons noted=20 above.   Too small and the velocity inside is too high = and you=20 get friction losses.  Bigger volume - better.  But ... = Why use=20 plenums?  Because conventional baffling installations leak = like=20 hell.  It all depends on attention to detail and the ability = to seal=20 a vibrating engine against a stationary cowl. 
 
Here is the basis for concern:  In the 80's Miley et al = did=20 NASA-sponsored work on cooling.  Their test plane was a Piper = Turbo=20 Aztec with turbo 0-540 engines.   They made lots of = measurements=20 in flight and on the ground.  They went so far as to connect = the=20 engine in the airplane and inside the cowl to a dyno (no prop) = with a long=20 shaft and hooked up a big blower to pump air into the cowl via = tight=20 fitting ducts sealed into the cooling inlets.  This permitted = them to=20 make a careful measurement of the cooling air flow actually = entering the=20 cowl inlets. 
 
Findings: if the engine received 100% air flow over heads, = cylinders,=20 and oil coolers as required to keep temperatures under control, = the ACTUAL=20 air flow into the inlets was 150%.  In short, 1/3 of the = total air=20 flow entering the cowl inlets leaked AROUND the engine and ended = up in the=20 lower cowl having done - nothing - except create additional drag = from=20 momentum loss associated with the leaking air.
 
So the idea of plenums as verified in that report (8 megabyte = file,=20 long complicated technical report) is to minimize leakage. =
 
Factory baffle installations of that period, and in many = cases still=20 persisting today, are simply awful.  Leaks everywhere.  = The=20 Cirrus is best of class for current factory engine = installations.
 
A good plenum with a good fit between plenum and inlets to=20 accommodate engine movement yields better use of cooling air and = lower=20 leakage and thus lower cooling drag.  It also produces = greater=20 pressure drop across the engine itself and thus better = cooling. =20 Why?  Leakage around the engine helps to pressurize = the lower=20 cowl since more air (engine cooling air plus leakage air) has to = escape=20 out the lower cowl exhaust ports back to the atmosphere.  = More=20 pressure below engine for same pressure above the = engine=20 equals lower pressure drop across the engine and thus lower air = velocity=20 across the engine and thus less cooling. 
 
If you can make your conventional baffles as tight as a good = plenum=20 system, the result should be equally effective.  Extreme = attention to=20 detail including allowance for all that engine vibration and = relative=20 movement relative to the cowl must be taken into account.  I = don't=20 know how to do this.  Others may. 
 
There is another way.  I saw a photo of one racing = aircraft that=20 used rubberized fabric above the engine attached as rubber = baffling would=20 be around the perimeter of the top of the engine, but forming an = complete=20 "balloon"  or tent with some kind of coupling to the cowl=20 inlets.  When  pressurized by inlet flow, it blew up and = was=20 resisted by the upper cowl, same pressure and loading as with = conventional=20 baffling.  But no baffling gaps from poor installation or=20 vibration.  Think flexible, inflatable plenum.  = Unconventional,=20 but should be as effective as a well designed rigid plenum as it = creates=20 maximum possible volume over the engine with absolute minimum = leakage, IF=20 it is well executed.
 
"If a plenum is not used, the best method for measuring the = seal of a=20 typical cowl would be differential pressure measurements from = pitot at=20 inlet to static inside the cowl?" Er, um....  Short answer: = No. =20 Let's be careful here.  Which static inside the cowl?  = If you=20 measure ship's pitot to static above cowl, you get an idea of the = amount=20 of total pressure recovery your inlets are delivering above the=20 engine.  That is useful.  One would like 80-90+%.  = But you=20 will NOT get a measure of leakage.  Other than the way = described=20 above, there is no easy way to measure leakage.
 
The cooling of the engine is dependent on the pressure drop = between=20 the top of the cowl and the bottom of the cowl, that is, pressure=20 differential across the cooling fins, top to bottom.  To = measure=20 this, plumb a line to above the engine, and a second to below the = cowl,=20 and put these lines on a water manometer held by your = co-pilot.  You=20 can make a manometer from a wooden yardstick with a clear tube = forming a U=20 around the yard stick, held on with tape or plastic clamps screwed = to the=20 yardstick.  Measure the pressure difference as the difference = in=20 water level on the  two sides of the U.  This value is = what=20 engine cooling depends upon.
 
Usually in the real world at climb - cruise conditions = pressure drop=20 from top to bottom should be 8-10 inches of water at the lower = altitudes=20 (say 6000-8000 feet), more (possibly much more) at high altitudes = (teen's=20 and twenties) due to thin air effects.   If you are not = getting=20 the required pressure drop across the engine, then your CHTs (and = probably=20 oil temperature) are probably high.  More power requires more = pressure drop to carry away the heat.
 
If you measure ship's STATIC to bottom of cowl, that gives = the=20 pressure drop from inside the bottom cowl through the exhaust = ports back=20 out to the ambient.  If it is high it could be because the = exhaust=20 port area is too small (unlikely in a Lancair IV,  probably = same in a=20 Legacy), OR it could be because you have huge leakage around the = engine=20 due to poor baffling.
 
Check numbers. 
1) You should have total pressure from ship's pitot tube to = above the=20 cowl to see how well the inlets are working.
2) You should have pressure drop across the engine (top to = bottom) to=20 see what actual engine pressure drop is.
3) You should have lower cowl to ship's static to get = pressure drop=20 going out the cowl exhausts.
4) All three numbers should sum up, within experimental = error, to=20 equal total pitot tube pressure which will be expressed as=20 IAS.   If not, try again. 
 
Good data is hard to collect.
 
 
I hope this helps.
 
Fred
 
 
 
 
 
 
-------Original = Message-------
 
From: Paul Miller
 
Fred: the whole explanation is contrary to what I = believed.  It=20 seems the best solution is to provide a large reservoir for the = stream to=20 enter, settle, then be fed down through the cylinders.  I = would have=20 thought feeding the high speed flow onto the cylinder might be = more=20 efficient but I can imagine how that would leave hot spots or low = pressure=20 areas inside the cowl.
 
I'm still a little confused as to why the larger reservoir is = needed=20 unless it is simply to assist slowing the flow and providing more = even=20 coverage of the cylinders.      A plenum = is a=20 smaller reservoir and I'm guessing the lower losses of a plenum = are=20 dramatic compared to losses in a normal cowl?
 
So, given your summary, if a plenum is not used, the best = method for=20 measuring the seal of a typical cowl would be differential = pressure=20 measurements from pitot at inlet to static inside the cowl?  = If I=20 measure static pressure within the cowl at a certain airspeed, can = I make=20 a stab at the losses in the cowl from the seals by measuring = airspeed or=20 do I need to measure static at the bottom cowl area as well?
 
Paul
Legacy
You = have no=20 choice but to slow the air flow to pass over the top of the=20 engine.   =20
 
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