X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from omr-m07.mx.aol.com ([64.12.143.81] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTP id 6322129 for lml@lancaironline.net; Wed, 12 Jun 2013 17:19:19 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.143.81; envelope-from=Sky2high@aol.com Received: from mtaomg-da06.r1000.mx.aol.com (mtaomg-da06.r1000.mx.aol.com [172.29.51.142]) by omr-m07.mx.aol.com (Outbound Mail Relay) with ESMTP id 14A88700354A6 for ; Wed, 12 Jun 2013 17:18:45 -0400 (EDT) Received: from core-mtb002a.r1000.mail.aol.com (core-mtb002.r1000.mail.aol.com [172.29.234.197]) by mtaomg-da06.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 52E01E000088 for ; Wed, 12 Jun 2013 17:18:44 -0400 (EDT) From: Sky2high@aol.com Full-name: Sky2high Message-ID: <7691e.1f915e88.3eea3fb3@aol.com> Date: Wed, 12 Jun 2013 17:18:44 -0400 (EDT) Subject: Re: [LML] AW: Groundtesting problems To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_7691e.1f915e88.3eea3fb3_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [67.175.156.123] x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20121107; t=1371071924; bh=03p/uUQ4r+MBCfIZuXiNIe2R7M2GXTLS5QKAJJ8zzHA=; h=From:To:Subject:Message-ID:Date:MIME-Version:Content-Type; b=flVdAg69bEl9XIPy6hFTmuGJe/XcN/cwee31rrI+7pob+Kr0w9p16Vcbumq/g3B+n /JtDFWpRjj85nbxMSykQU3f72o+Q0/OCA+qqdoE9wWd75swBsa5gBI2Bv5PEB0HiV8 65gb31i97tbFzNVEFAxuTyQDV+RCXSsMcI5abHJ8= X-AOL-SCOLL-SCORE: 0:2:471788704:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d338e51b8e5b42acd --part1_7691e.1f915e88.3eea3fb3_boundary Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en Peter, =20 I did not mean to imply your cooler installation will not contribute to=20 the problem - in flight you will expect high speed air to make an almost= =20 ninety degree turn. The assumption is that the upper cowl pressure is gre= ater=20 than the lower cowl pressure to force sufficient air through the cooler.= =20 That is even while the air is being tripped over the vanes at an almost 90= =20 degree angle. At slower speeds (fast taxi tests), neither the pressure=20 differential nor the turning of the air is as much of a problem. =20 Grayhawk =20 =20 In a message dated 6/12/2013 8:36:40 A.M. Central Daylight Time, =20 air.peter@googlemail.com writes: =20 Grayhawk, =20 I will give the rudder a chance next time. Can just not imagine that it=20 will have such a big effect but =E2=80=93 =20 I read out of your words that there is nothing wrong with my cooler=20 installation in front of cylinder 2. I did not check engine timing =E2=80= =93 again =E2=80=93 I=20 did it some time ago during building process, assuming that it will not=20 change by itself=E2=80=A6. But again =E2=80=93 good tip.=20 Thanks,=20 Peter, D-EPSO, 360 MK II=20 =20 =20 Von: Lancair Mailing List [mailto:lml@lancaironline.net] Im Auftrag von = =20 Sky2high@aol.com Gesendet: Dienstag, 11. Juni 2013 15:47 An: lml@lancaironline.net Betreff: [LML] Re: Groundtesting problems =20 Peter, =20 =20 300 series Lancairs have a very strong left turning tendency (P-factor,=20 weather vaning, etc.). Even the engine mount has the engine canted to the= =20 right to compensate. The small rudder does not have much effect below 40 = =20 KIAS. Yes, you must tap the right brake often on a take off roll when bel= ow=20 40 KIAS and power must be applied slowly until enough speed is gained for= =20 the rudder to be of some help. It is useful to lighten the load on the no= se=20 gear as you speed up. =20 =20 There is not much cooling at the lower speeds used in taxi tests. Also,= =20 new engines generate more heat from internal friction before break-in. I = =20 don't have enough information to comment on your cooling system, but 200F = =20 (about 100C) oil temps and close to 400F (about 200C) cyl head temps are no= t =20 that surprising depending on conditions of hi power, slow speed tests. =20 Have you checked engine timing? =20 =20 Grayhawk =20 =20 =20 In a message dated 6/11/2013 6:37:46 A.M. Central Daylight Time,=20 _air.peter@googlemail.com_ (mailto:air.peter@googlemail.com) writes: Hello friends, I am in the pre-first-flight phase and suffer some problems. I would appreciate valuable hints to the following issues: - being on the runway and pushing the throttle forward I have to constantl= y brake on the right side not to leave the runway. Is that "normal" or up t= o which extend is the latter tolerable ? - I have my oil-cooler in front of Zylinder 2 facing downwards. I have a plenum to seal the incoming air. I placed a small cover over the cooler to guide the air downwards for cooling purposes. The remaining air is going= =20 the Zylinders 2 and 4. Unfortunately CHTs are still very high (>200 C) and oil-temperature is after going the runway 4 times up and down (1,5 Km) mor= e than 100 C. This is definitely to much. Outside temps are appr. 13 C. What= =20 I am doing wrong? Any experience with forward placed coolers ? =20 Recommendations ? Thanks a lot in advance, Peter LNC 360 MKII, O360 F1A6, D-EPSO -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html --part1_7691e.1f915e88.3eea3fb3_boundary Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en
Peter,
 
I did not mean to imply your cooler installation will not=20 contribute to the problem - in flight you will expect high speed air to mak= e an=20 almost ninety degree turn.  The assumption is that the upper cowl= =20 pressure is greater than the lower cowl pressure to force sufficient air th= rough=20 the cooler. That is even while the air is being tripped over the vanes at a= n=20 almost 90 degree angle.  At slower speeds (fast taxi tests), neither t= he=20 pressure differential nor the turning of the air is as much of a problem.
 
Grayhawk
 
In a message dated 6/12/2013 8:36:40 A.M. Central Daylight Time,=20 air.peter@googlemail.com writes:
=

Grayhawk,=20

 

I=20 will give the rudder a chance next time. Can just not imagine that it wil= l=20 have such a big effect but =E2=80=93

 

I=20 read out of your words that there is nothing wrong with my cooler install= ation=20 in front of cylinder 2. I did not check engine timing =E2=80=93 again =E2= =80=93 I did it some=20 time ago during building process, assuming that it will not change by its= elf=E2=80=A6.=20 But again =E2=80=93 good tip.

 

Thanks,

 

Peter,=20 D-EPSO, 360 MK II

 

Von:= Lancair Ma= iling=20 List [mailto:lml@lancaironline.net] Im Auftrag von=20 Sky2high@aol.com
Gesendet: Dienstag, 11. Juni 2013=20 15:47
An: lml@lancaironline.net
Betreff: [LML] Re:=20 Groundtesting problems

 

air.peter@googlemail.com=20 writes:

Hello=20 friends,

I am in the pre-first-flight phase and suffer some prob= lems.=20 I would
appreciate valuable hints to the following issues:

- = being=20 on the runway and pushing the throttle forward I have to constantly
= brake=20 on the right side not to leave the runway. Is that "normal" or up=20 to
which extend is the latter tolerable ?
- I have my oil-cooler = in=20 front of Zylinder 2 facing downwards. I have a
plenum to seal the=20 incoming air. I placed a small cover over the cooler to
guide the ai= r=20 downwards for cooling purposes. The remaining air is going the
Zylin= ders=20 2 and 4. Unfortunately CHTs are still very high (>200 C)=20 and
oil-temperature is after going the runway 4 times up and down (1= ,5=20 Km) more
than 100 C. This is definitely to much. Outside temps are a= ppr.=20 13 C. What I
am doing wrong? Any experience with forward placed cool= ers ?=20 Recommendations
?

Thanks a lot in advance,

Peter
LN= C 360=20 MKII, O360 F1A6, D-EPSO


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