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Date: Thu, 23 Dec 2010 14:08:41 -0500
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Subject: Re: [LML] Re: Cowling Deformation
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Chris,
 
I believe you have an engine cooling plenum (N91CZ) and that makes a  
tremendous difference in the top cowl pressures since the top is then only  
subject to any whole cowl back pressure caused by the exiting air.
 
I do use Camlocs and could move my cowl up and down by hand.  However,  
last year I bonded several phenolic blocks on the upper  cowl positioned so 
that the cowl could not move backwards (hence  up) over the leading edge of the 
fuselage joggle.  This does not resolve  the ballooning of the upper cowl 
partially caused by the upper plenum pressure  that reaches 13" H2O pressure 
difference from the lower cowl at 200  KIAS.
 
Scott
 
 
In a message dated 12/23/2010 9:11:34 A.M. Central Standard Time,  
chris_zavatson@yahoo.com writes:


Scott,
Interesting. Some more data points.
The offset in the LOBO photo may not actually represent movement under  
load, but a slight misalignment.  See photo below of the cowl spinner  junction 
of the same aircraft while parked on the ground.
Also, I have many in-flight photos of N91CZ showing no detectable  movement 
(second photo).  Do you use camlocs?  That might be the  biggest 
contributor to movement.    
Continental bed-mount vs Lycoming dynafocal mount may also be a factor  
based on another post. 
The cowl scoop is certainly a weak spot near  the rear.


Aircraft in LOBO photo 
 
N91CZ 
Chris Zavatson 
N91CZ 
360std 
_www.N91CZ.com_ (http://www.n91cz.com/)  
========================================= 
Rob,
 
A well built normally aspirated cowl setup with no internal engine  cooling 
plenum is subject to high internal upper cowl pressures (ballooning of  the 
upper cowl), low air  pressure over the top of the cowl and some high 
pressure on the  underside of the cowl.  This leads to cowl distortion and 
lifting.
 
A perfect example is the picture of the aircraft on the LOBO home  page ( 
_http://lancairowners.com/_ (http://lancairowners.com/)  ) - notice the  
cowling quite a bit higher than the prop spinner.  I spent some  time on my own 
aircraft trying to figure out how bug splatter could be on  the upper 3/4" 
face of the cowl right behind the spinner when everything  lined up so nicely 
on the ground.  Read on.......   
 
Builders, like myself, that used Camloc fasteners (spring loaded)  find 
that there is a lack of rigidity - that is the cowl can move under the  forces 
encountered in flight.  Those builders that made extensive  use of hinges or 
screws would find much more rigidity and less opportunity for  the cowl to 
lift during flight.
 
If the bottom air exit bulge is not supported as Lancair recommended  
(stiff arm between the bottom and the firewall), it can certainly  deform.  One 
way to eliminate the support and obtain stiffness is to  consider the use of 
some extra foam and carbon along the trailing edge.  Rather than a  sharp 
edge that creates turbulence, drag and a virtual reduction in the  air exit 
size, consider a flared exterior ala some Diamond aircraft  and/or some 
interior build up to form a sort of nozzle effect to accelerate  the exit air.  
Either or both will stiffen that part of the cowl.
 
Good Luck,
 
Scott  Krueger


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<DIV>Chris,</DIV>
<DIV>&nbsp;</DIV>
<DIV>I believe you have an engine cooling plenum (N91CZ)&nbsp;and that mak=
es a=20
tremendous difference in the top cowl pressures since the top is then only=
=20
subject to any whole cowl&nbsp;back pressure caused by the exiting air.</D=
IV>
<DIV>&nbsp;</DIV>
<DIV>I do use Camlocs and could move my cowl up and down by hand.&nbsp; Ho=
wever,=20
last year I&nbsp;bonded several&nbsp;phenolic blocks on the upper=20
cowl&nbsp;positioned so that&nbsp;the cowl&nbsp;could not move backwards=
 (hence=20
up) over the leading edge of the fuselage joggle.&nbsp; This does not reso=
lve=20
the ballooning of the upper cowl partially caused by the upper plenum pres=
sure=20
that reaches 13" H2O pressure difference from the lower cowl&nbsp;at 200=
=20
KIAS.</DIV>
<DIV>&nbsp;</DIV>
<DIV>Scott</DIV>
<DIV>&nbsp;</DIV>
<DIV>
<DIV>In a message dated 12/23/2010 9:11:34 A.M. Central Standard Time,=20
chris_zavatson@yahoo.com writes:</DIV>
<BLOCKQUOTE   style=3D"BORDER-LEFT: blue 2px solid; PADDING-LEFT: 5px; MAR=
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  <DIV style=3D"FONT-FAMILY: arial, helvetica, sans-serif; FONT-SIZE: 10pt=
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  <DIV>
  <DIV>Scott,</DIV>
  <DIV>Interesting. Some more data points.</DIV>
  <DIV>The offset in the LOBO photo may not actually represent movement un=
der=20
  load, but a slight misalignment.&nbsp; See photo below of the cowl spinn=
er=20
  junction of the same aircraft while parked on the ground.</DIV>
  <DIV>Also, I have many in-flight photos of N91CZ showing no detectable=
=20
  movement (second photo).&nbsp; Do you use camlocs?&nbsp; That might be=
 the=20
  biggest contributor to movement.&nbsp; &nbsp; </DIV>
  <DIV>Continental bed-mount vs Lycoming dynafocal mount may also be a fac=
tor=20
  based on another post.&nbsp;<BR>The cowl scoop is certainly a weak spot=
 near=20
  the rear.<BR></DIV></DIV>
  <DIV style=3D"FONT-FAMILY: arial, helvetica, sans-serif; FONT-SIZE: 10pt=
"><BR>
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  <P class=3DMsoNormal>Aircraft in LOBO photo</P>
  <P class=3DMsoNormal>&nbsp;</P>
  <P class=3DMsoNormal><IMG SRC=3D"cid:X.MA2.1293124694@aol.com"  width=3D=
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  <P class=3DMsoNormal>N91CZ</P>
  <P class=3DMsoNormal>&nbsp;</P>
  <P class=3DMsoNormal>&nbsp;</P>
  <P class=3DMsoNormal>Chris Zavatson</P>
  <P class=3DMsoNormal>N91CZ</P>
  <P class=3DMsoNormal>360std</P>
  <P class=3DMsoNormal><A title=3Dhttp://www.n91cz.com/     href=3D"http:/=
/www.n91cz.com/">www.N91CZ.com</A></P>
  <P class=3DMsoNormal>=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
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P>
  <P class=3DMsoNormal><FONT size=3D2></FONT></P>
  <DIV>Rob,</DIV>
  <DIV>&nbsp;</DIV>
  <DIV>A well built normally aspirated cowl setup with no internal engine=
=20
  cooling plenum is subject to high internal upper cowl pressures (balloon=
ing of=20
  the upper cowl), low <SPAN id=3Dlw_1293056575_0 class=3Dyshortcuts>air=
=20
  pressure</SPAN> over the top of the cowl and some high pressure on the=
=20
  underside of the cowl.&nbsp; This leads to cowl distortion and lifting.<=
/DIV>
  <DIV>&nbsp;</DIV>
  <DIV>A perfect example is the picture of the aircraft&nbsp;on the LOBO=
 home=20
  page ( <A title=3Dhttp://lancairowners.com/ href=3D"http://lancairowners=
.com/"     rel=3Dnofollow target=3D_blank><SPAN id=3Dlw_1293056575_1    =
 class=3Dyshortcuts>http://lancairowners.com/</SPAN></A>&nbsp;) - notice=
 the=20
  cowling quite a bit&nbsp;higher than&nbsp;the prop spinner.&nbsp; I spen=
t some=20
  time on my own aircraft trying to figure out how bug splatter could be=
 on=20
  the&nbsp;upper 3/4" face of the cowl right behind the spinner when every=
thing=20
  lined up so nicely on the ground.&nbsp; Read on.......&nbsp;&nbsp; </DIV=
>
  <DIV>&nbsp;</DIV>
  <DIV>Builders, like myself,&nbsp;that used Camloc fasteners (spring load=
ed)=20
  find that there is a lack of rigidity - that is the cowl can move under=
 the=20
  forces encountered in flight.&nbsp; Those builders that&nbsp;made extens=
ive=20
  use of hinges or screws would find much more rigidity and less opportuni=
ty for=20
  the cowl to lift during flight.</DIV>
  <DIV>&nbsp;</DIV>
  <DIV>If the bottom air exit bulge&nbsp;is not supported as Lancair recom=
mended=20
  (stiff arm between the bottom and the firewall), it can certainly=20
  deform.&nbsp; One way to eliminate the support and obtain stiffness is=
 to=20
  consider the use of some extra foam and carbon along the <SPAN     id=3D=
lw_1293056575_2 class=3Dyshortcuts>trailing edge</SPAN>.&nbsp; Rather than=
 a=20
  sharp&nbsp;edge that creates turbulence, drag and a virtual reduction in=
 the=20
  air&nbsp;exit size, consider a flared exterior ala some&nbsp;Diamond air=
craft=20
  and/or some interior build up to form a sort of nozzle effect to acceler=
ate=20
  the exit air.&nbsp; Either or both will stiffen that part of the cowl.</=
DIV>
  <DIV>&nbsp;</DIV>
  <DIV>Good Luck,</DIV>
  <DIV>&nbsp;</DIV>
  <DIV>Scott=20
Krueger</DIV></DIV></DIV></DIV></DIV><BR></FONT></BLOCKQUOTE></DIV></FONT>=
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