Return-Path: Received: from m3.boston.juno.com ([205.231.100.198]) by truman.olsusa.com (Post.Office MTA v3.5.1 release 219 ID# 0-52269U2500L250S0V35) with ESMTP id com for ; Sun, 25 Apr 1999 16:49:25 -0400 Received: (from earl_schroeder@juno.com) by m3.boston.juno.com (queuemail) id D83ZR268; Sun, 25 Apr 1999 16:49:24 EDT To: lancair.list@olsusa.com Date: Sun, 25 Apr 1999 15:52:21 -0500 Subject: Cowl flap? Message-ID: <19990425.155301.4750.1.Earl_Schroeder@juno.com> From: Earl E Schroeder X-Mailing-List: lancair.list@olsusa.com Mime-Version: 1.0 <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> >Some builders experience engine heat problems on climb out, but have normal >temp at cruise, which is logical. If the cooling air intake or exit (most >probable) is too small it must be enlarged to provide adequate cooling >at climb, which creates unnecessary drag at cruise so cowl flaps are >indicated, but the LC20s don't lend themselves to easy cowl flap installation. I'm wondering if anyone has attempted to design/install a variable (cockpit or temperature controlled) air inlet to the cowling ?? I have the 235 sized openings and am considering such a device since most find they are too large in cruise. My thoughts are to use a butterfly type valve controlled by VW temperture actuators. At OSH I've seen a variable opening on Russian built airplanes which is like an iris on a camera. This is in front of a radial engine and thus the round design. Like Bill noted the LC20 design make a cowl flap difficult to install... I invite your thoughts. Earl >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML homepage: http://www.olsusa.com/Users/Mkaye/maillist.html