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smokyray(at)rocketmail.co
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 Posted: Thu Nov 05, 2009 2:09 pm Post subject: High Temps! |
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Ernest,
An aeronautical engineer once told me that exit area should exceed inlet area by 1.5%. I carefully measured my inlets and my exit area and ended up finding my exhaust pipes ate up alot of my exit area. I started by cutting quite a bit off my lower cowl in the shape of a U with the bottom of the U even with the lower engine mount tube.I also moved my oil cooler to a 30 degree angle and went to #8 lines. BTW, I have a stock Harmon cowl with a C4B5 injected with 10.0 Compression, Ly-Con cyllinders.
After the modifications I cruise now at 9500' at 20"/2350 RPM with 180 oil, 310 average on all 6, 10.5 GPH, 188 Knots TAS. If I run 21 Squared down low my cyllinders run at 285, oil at 160 and fuel flow at 6.9 GPH. Hope that helps.
Smokey
HR2
--- On Thu, 11/5/09, Ernest Hale <ernest(at)flmitigation.com> wrote:
| Quote: |
From: Ernest Hale <ernest(at)flmitigation.com>
Subject: Re: Re: Road Landing
To: rocket-list(at)matronics.com
Date: Thursday, November 5, 2009, 8:06 AM
Huge is I am putting 18 gph through my engine at 6,000’ to maintain a CHT of 415 or so. On climb out I can hit 440 in minutes. I have replaced the baffling, reconstructed the bottom of the top cowling to get better flow, placed a lip on the bottom of the engine outlet to promote a suction to help pull air through the engine. We are about to build extensions onto the air inlets in the front of the cowling to hopefully force more air through. I was having a bad time with oil temps earlier and fixed that by adding another oil cooler so now I have 2 of those.
Any help would be appreciated.
Ernest
On 11/5/09 10:41 AM, "Michael W Stewart" <mike.stewart(at)us.ibm.com> wrote:
| Quote: | Ernest.
What is Huge?
What is High?
What have you done to this point to solve the problem?
With this information we can begin to help you.
There are a hundred things to list to do, We should start with where you are and what you have done.
Mike
do not archive
[img]cid:1.2040688641(at)web110218.mail.gq1.yahoo.com[/img]Ernest Hale ---11/05/2009 09:59:18 AM---I have a huge problem with high cylinder head temps, what was your method of success in getting your
[img]cid:2.2040688641(at)web110218.mail.gq1.yahoo.com[/img]
From:[img]cid:3.2040688641(at)web110218.mail.gq1.yahoo.com[/img]
Ernest Hale <ernest(at)flmitigation.com>
[img]cid:4.2040688641(at)web110218.mail.gq1.yahoo.com[/img]
To:[img]cid:5.2040688641(at)web110218.mail.gq1.yahoo.com[/img]
<rocket-list(at)matronics.com>
[img]cid:6.2040688641(at)web110218.mail.gq1.yahoo.com[/img]
Date:[img]cid:7.2040688641(at)web110218.mail.gq1.yahoo.com[/img]
11/05/2009 09:59 AM
[img]cid:8.2040688641(at)web110218.mail.gq1.yahoo.com[/img]
Subject:[img]cid:9.2040688641(at)web110218.mail.gq1.yahoo.com[/img]
Re: Re: Road Landing
[img]cid:10.2040688641(at)web110218.mail.gq1.yahoo.com[/img]
Sent by:[img]cid:11.2040688641(at)web110218.mail.gq1.yahoo.com[/img]
owner-rocket-list-server(at)matronics.com
I have a huge problem with high cylinder head temps, what was your method of success in getting yours in range?
Ernest
N540HB
On 11/5/09 8:22 AM, "Lee Logan" <leeloganster(at)gmail.com <leeloganster(at)gmail.com> > wrote:
Smokey: That's pretty much the way I figure it, but as I drive around this area, I see power lines everywhere. Our major north-south highway is I-95 (or Navaid 95, as it is known locally!) is fine but it is very busy. Your chances of getting down unscathed are good, I suspect, but your chances of clearing 95 unscathed are much less. The frontage road is better in that respect and has few powerlines itself. I just don't figure I'll be so lucky as to have an Interstate or frontage road handy when I need one!
My plan has always been to look for the houses on our rural roads and to land beyond one and short of the next, if at all possible. That way, I figure I've got a good starting point for the possibility of a clear landing. I'll have to make a couple of practice passes next time I'm up to see how easy the power lines themselves are to spot from cruising altitude (not hard from 1,000' as I recall but normally you'd be pretty committed by then, I would think). I would really like to be able to pick my spot early in an engine out situation, but I don't know how absolutely practical that is.
My Rocket is running much better. My last flight before I took it down for 2-3 weeks of updates was very good with cylinder temps in the 320-350 range and the oil temp at 190-195. I'm very pleased with that and assuming it will be the same once I get it back in the air, I will quickly finish the rest of my operation/flight testing and call it ready for prime time. I've made arrangements for final painting shortly thereafter, so all is well!
Have a great weekend!
Lee...
onth --
me AWESOME FREE Gifts!)
="http://www.aeroelectric.com">http://www.aeroelectric.com>
<http://www.buildersbooks.com <http://www.buildersbooks.com/> >
ef="http://www.homebuilthelp.com">http://www.homebuilthelp.com>
://www.matronics.com/contribution
; -Matt Dralle, List Admin.
Email Forum -
ist">http://www.matronics.com/Navigator?Rocket-List
; - MATRONICS WEB FORUMS -
matronics.com
============
com/">www.aeroelectric.com <http://www.matronics.com/Navigator?Rocket-List>
ildersbooks.com/">www.buildersbooks.com <http://www.matronics.com/Navigator?Rocket-List>
p.com/">www.homebuilthelp.com <http://www.matronics.com/Navigator?Rocket-List>
ion">http://www.matronics.com/contribution <http://www.matronics.com/Navigator?Rocket-List>
============
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=====================================
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=====================================
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| | - The Matronics Rocket-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
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ernest(at)flmitigation.co
Guest
|
| Posted: Thu Nov 05, 2009 2:54 pm Post subject: High Temps! |
|
|
Thanks Smokey, I will look at that, I also have the stock Harmon Cowl. My compression is the same as yours as well, hopefully I can get it running like yours.
Ernest
On 11/5/09 4:34 PM, "Rob Ray" <[url=smokyray(at)rocketmail.com]smokyray(at)rocketmail.com[/url]> wrote:
| Quote: | Ernest,
An aeronautical engineer once told me that exit area should exceed inlet area by 1.5%. I carefully measured my inlets and my exit area and ended up finding my exhaust pipes ate up alot of my exit area. I started by cutting quite a bit off my lower cowl in the shape of a U with the bottom of the U even with the lower engine mount tube.I also moved my oil cooler to a 30 degree angle and went to #8 lines. BTW, I have a stock Harmon cowl with a C4B5 injected with 10.0 Compression, Ly-Con cyllinders.
After the modifications I cruise now at 9500' at 20"/2350 RPM with 180 oil, 310 average on all 6, 10.5 GPH, 188 Knots TAS. If I run 21 Squared down low my cyllinders run at 285, oil at 160 and fuel flow at 6.9 GPH. Hope that helps.
Smokey
HR2
--- On Thu, 11/5/09, Ernest Hale <[url=ernest(at)flmitigation.com]ernest(at)flmitigation.com[/url]> wrote:
| Quote: |
From: Ernest Hale <[url=ernest(at)flmitigation.com]ernest(at)flmitigation.com[/url]>
Subject: Re: Re: Road Landing
To: [url=rocket-list(at)matronics.com]rocket-list(at)matronics.com[/url]
Date: Thursday, November 5, 2009, 8:06 AM
Huge is I am putting 18 gph through my engine at 6,000’ to maintain a CHT of 415 or so. On climb out I can hit 440 in minutes. I have replaced the baffling, reconstructed the bottom of the top cowling to get better flow, placed a lip on the bottom of the engine outlet to promote a suction to help pull air through the engine. We are about to build extensions onto the air inlets in the front of the cowling to hopefully force more air through. I was having a bad time with oil temps earlier and fixed that by adding another oil cooler so now I have 2 of those.
Any help would be appreciated.
Ernest
On 11/5/09 10:41 AM, "Michael W Stewart" <[url=mike.stewart(at)us.ibm.com]mike.stewart(at)us.ibm.com[/url]> wrote:
| Quote: | Ernest.
What is Huge?
What is High?
What have you done to this point to solve the problem?
With this information we can begin to help you.
There are a hundred things to list to do, We should start with where you are and what you have done.
Mike
do not archive
[img]cid:3340286716_1044826[/img]Ernest Hale ---11/05/2009 09:59:18 AM---I have a huge problem with high cylinder head temps, what was your method of success in getting your
[img]cid:3340286716_1057157[/img]
From:[img]cid:3340286716_1011915[/img]
Ernest Hale <[url=ernest(at)flmitigation.com]ernest(at)flmitigation.com[/url]>
[img]cid:3340286716_1052182[/img]
To:[img]cid:3340286716_1010136[/img]
<[url=rocket-list(at)matronics.com]rocket-list(at)matronics.com[/url]>
[img]cid:3340286716_1009042[/img]
Date:[img]cid:3340286716_1050276[/img]
11/05/2009 09:59 AM
[img]cid:3340286716_1018098[/img]
Subject:[img]cid:3340286716_1012985[/img]
Re: Re: Road Landing
[img]cid:3340286716_997069[/img]
Sent by:[img]cid:3340286716_1015384[/img]
[url=owner-rocket-list-server(at)matronics.com]owner-rocket-list-server(at)matronics.com[/url]
I have a huge problem with high cylinder head temps, what was your method of success in getting yours in range?
Ernest
N540HB
On 11/5/09 8:22 AM, "Lee Logan" <[url=leeloganster(at)gmail.com]leeloganster(at)gmail.com[/url] <[url=leeloganster(at)gmail.com]leeloganster(at)gmail.com[/url]> > wrote:
Smokey: That's pretty much the way I figure it, but as I drive around this area, I see power lines everywhere. Our major north-south highway is I-95 (or Navaid 95, as it is known locally!) is fine but it is very busy. Your chances of getting down unscathed are good, I suspect, but your chances of clearing 95 unscathed are much less. The frontage road is better in that respect and has few powerlines itself. I just don't figure I'll be so lucky as to have an Interstate or frontage road handy when I need one!
My plan has always been to look for the houses on our rural roads and to land beyond one and short of the next, if at all possible. That way, I figure I've got a good starting point for the possibility of a clear landing. I'll have to make a couple of practice passes next time I'm up to see how easy the power lines themselves are to spot from cruising altitude (not hard from 1,000' as I recall but normally you'd be pretty committed by then, I would think). I would really like to be able to pick my spot early in an engine out situation, but I don't know how absolutely practical that is.
My Rocket is running much better. My last flight before I took it down for 2-3 weeks of updates was very good with cylinder temps in the 320-350 range and the oil temp at 190-195. I'm very pleased with that and assuming it will be the same once I get it back in the air, I will quickly finish the rest of my operation/flight testing and call it ready for prime time. I've made arrangements for final painting shortly thereafter, so all is well!
Have a great weekend!
Lee...
onth --
me AWESOME FREE Gifts!)
="http://www.aeroelectric.com">http://www.aeroelectric.com>
<http://www.buildersbooks.com <http://www.buildersbooks.com/> >
ef="http://www.homebuilthelp.com">http://www.homebuilthelp.com>
://www.matronics.com/contribution
; -Matt Dralle, List Admin.
Email Forum -
ist">http://www.matronics.com/Navigator?Rocket-List
; - MATRONICS WEB FORUMS -
matronics.com
============
com/">www.aeroelectric.com <http://www.matronics.com/Navigator?Rocket-List>
ildersbooks.com/">www.buildersbooks.com <http://www.matronics.com/Navigator?Rocket-List>
p.com/">www.homebuilthelp.com <http://www.matronics.com/Navigator?Rocket-List>
ion">http://www.matronics.com/contribution <http://www.matronics.com/Navigator?Rocket-List>
============
?Rocket-List">http://www.matronics.com/Navigator?Rocket-List <http://www.matronics.com/Navigator?Rocket-List>
=====================================
u>http://forums.matronics.com <http://www.matronics.com/Navigator?Rocket-List>
=====================================
|
|
|
| | - The Matronics Rocket-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Rocket-List |
|
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kshannon(at)seanet.com
Guest
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| Posted: Thu Nov 05, 2009 3:54 pm Post subject: High Temps! |
|
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I have trimmed my lower cowl off a couple times too, and added louvers under the exhaust on both sides. On hot days 95 and above running lean of peak brings the cht's down pretty quick. I also added a second oil cooler which is controllable from the cockpit.
Kevin Shannon
HR2
[quote] ---
| | - The Matronics Rocket-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Rocket-List |
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smokyray(at)rocketmail.co
Guest
|
| Posted: Thu Nov 05, 2009 5:24 pm Post subject: High Temps! |
|
|
Ernest,
Let me know how it works out, I will take a photo of my lower cowl in case you want to compare...
Smokey
--- On Thu, 11/5/09, Ernest Hale <ernest(at)flmitigation.com> wrote:
| Quote: |
From: Ernest Hale <ernest(at)flmitigation.com>
Subject: Re: High Temps!
To: rocket-list(at)matronics.com
Date: Thursday, November 5, 2009, 2:25 PM
Thanks Smokey, I will look at that, I also have the stock Harmon Cowl. My compression is the same as yours as well, hopefully I can get it running like yours.
Ernest
On 11/5/09 4:34 PM, "Rob Ray" <smokyray(at)rocketmail.com> wrote:
| Quote: | Ernest,
An aeronautical engineer once told me that exit area should exceed inlet area by 1.5%. I carefully measured my inlets and my exit area and ended up finding my exhaust pipes ate up alot of my exit area. I started by cutting quite a bit off my lower cowl in the shape of a U with the bottom of the U even with the lower engine mount tube.I also moved my oil cooler to a 30 degree angle and went to #8 lines. BTW, I have a stock Harmon cowl with a C4B5 injected with 10.0 Compression, Ly-Con cyllinders.
After the modifications I cruise now at 9500' at 20"/2350 RPM with 180 oil, 310 average on all 6, 10.5 GPH, 188 Knots TAS. If I run 21 Squared down low my cyllinders run at 285, oil at 160 and fuel flow at 6.9 GPH. Hope that helps.
Smokey
HR2
--- On Thu, 11/5/09, Ernest Hale <ernest(at)flmitigation.com> wrote:
| Quote: |
From: Ernest Hale <ernest(at)flmitigation.com>
Subject: Re: Rocket-List: Re: Road Landing
To: rocket-list(at)matronics.com
Date: Thursday, November 5, 2009, 8:06 AM
Huge is I am putting 18 gph through my engine at 6,000’ to maintain a CHT of 415 or so. On climb out I can hit 440 in minutes. I have replaced the baffling, reconstructed the bottom of the top cowling to get better flow, placed a lip on the bottom of the engine outlet to promote a suction to help pull air through the engine. We are about to build extensions onto the air inlets in the front of the cowling to hopefully force more air through. I was having a bad time with oil temps earlier and fixed that by adding another oil cooler so now I have 2 of those.
Any help would be appreciated.
Ernest
On 11/5/09 10:41 AM, "Michael W Stewart" <mike.stewart(at)us.ibm.com> wrote:
| Quote: | Ernest.
What is Huge?
What is High?
What have you done to this point to solve the problem?
With this information we can begin to help you.
There are a hundred things to list to do, We should start with where you are and what you have done.
Mike
do not archive
[img]cid:1.2042440197(at)web110216.mail.gq1.yahoo.com[/img]Ernest Hale ---11/05/2009 09:59:18 AM---I have a huge problem with high cylinder head temps, what was your method of success in getting your
[img]cid:2.2042440197(at)web110216.mail.gq1.yahoo.com[/img]
From:[img]cid:3.2042440197(at)web110216.mail.gq1.yahoo.com[/img]
Ernest Hale <ernest(at)flmitigation.com>
[img]cid:4.2042440197(at)web110216.mail.gq1.yahoo.com[/img]
To:[img]cid:5.2042440197(at)web110216.mail.gq1.yahoo.com[/img]
<rocket-list(at)matronics.com>
[img]cid:6.2042440197(at)web110216.mail.gq1.yahoo.com[/img]
Date:[img]cid:7.2042440197(at)web110216.mail.gq1.yahoo.com[/img]
11/05/2009 09:59 AM
[img]cid:8.2042440197(at)web110216.mail.gq1.yahoo.com[/img]
Subject:[img]cid:9.2042440197(at)web110216.mail.gq1.yahoo.com[/img]
Re: Re: Road Landing
[img]cid:10.2042440197(at)web110216.mail.gq1.yahoo.com[/img]
Sent by:[img]cid:11.2042440197(at)web110216.mail.gq1.yahoo.com[/img]
owner-rocket-list-server(at)matronics.com
I have a huge problem with high cylinder head temps, what was your method of success in getting yours in range?
Ernest
N540HB
On 11/5/09 8:22 AM, "Lee Logan" <leeloganster(at)gmail.com <leeloganster(at)gmail.com> > wrote:
Smokey: That's pretty much the way I figure it, but as I drive around this area, I see power lines everywhere. Our major north-south highway is I-95 (or Navaid 95, as it is known locally!) is fine but it is very busy. Your chances of getting down unscathed are good, I suspect, but your chances of clearing 95 unscathed are much less. The frontage road is better in that respect and has few powerlines itself. I just don't figure I'll be so lucky as to have an Interstate or frontage road handy when I need one!
My plan has always been to look for the houses on our rural roads and to land beyond one and short of the next, if at all possible. That way, I figure I've got a good starting point for the possibility of a clear landing. I'll have to make a couple of practice passes next time I'm up to see how easy the power lines themselves are to spot from cruising altitude (not hard from 1,000' as I recall but normally you'd be pretty committed by then, I would think). I would really like to be able to pick my spot early in an engine out situation, but I don't know how absolutely practical that is.
My Rocket is running much better. My last flight before I took it down for 2-3 weeks of updates was very good with cylinder temps in the 320-350 range and the oil temp at 190-195. I'm very pleased with that and assuming it will be the same once I get it back in the air, I will quickly finish the rest of my operation/flight testing and call it ready for prime time. I've made arrangements for final painting shortly thereafter, so all is well!
Have a great weekend!
Lee...
onth --
me AWESOME FREE Gifts!)
="http://www.aeroelectric.com">http://www.aeroelectric.com>
<http://www.buildersbooks.com <http://www.buildersbooks.com/> >
ef="http://www.homebuilthelp.com">http://www.homebuilthelp.com>
://www.matronics.com/contribution
; -Matt Dralle, List Admin.
Email Forum -
ist">http://www.matronics.com/Navigator?Rocket-List
; - MATRONICS WEB FORUMS -
matronics.com
============
com/">www.aeroelectric.com <http://www.matronics.com/Navigator?Rocket-List>
ildersbooks.com/">www.buildersbooks.com <http://www.matronics.com/Navigator?Rocket-List>
p.com/">www.homebuilthelp.com <http://www.matronics.com/Navigator?Rocket-List>
ion">http://www.matronics.com/contribution <http://www.matronics.com/Navigator?Rocket-List>
============
?Rocket-List">http://www.matronics.com/Navigator?Rocket-List <http://www.matronics.com/Navigator?Rocket-List>
=====================================
u>http://forums.matronics.com <http://www.matronics.com/Navigator?Rocket-List>
============
|
|
|
|
| | - The Matronics Rocket-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Rocket-List |
|
| Description: |
|
| Filesize: |
105 Bytes |
| Viewed: |
9389 Time(s) |
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| Filesize: |
45 Bytes |
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ernest(at)flmitigation.co
Guest
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| Posted: Thu Nov 05, 2009 6:55 pm Post subject: High Temps! |
|
|
That would be great thanks.
Sent from my iPhone
On Nov 5, 2009, at 8:22 PM, Rob Ray <smokyray(at)rocketmail.com (smokyray(at)rocketmail.com)> wrote:
[quote]Ernest,
Let me know how it works out, I will take a photo of my lower cowl in case you want to compare...
Smokey
--- On Thu, 11/5/09, Ernest Hale <ernest(at)flmitigation.com (ernest(at)flmitigation.com)> wrote:
| Quote: |
From: Ernest Hale <ernest(at)flmitigation.com (ernest(at)flmitigation.com)>
Subject: Re: High Temps!
To: [url=mailto:rocket-list(at)matronics.com]rocket-list(at)matronics.com (rocket-list(at)matronics.com)[/url]
Date: Thursday, November 5, 2009, 2:25 PM
Thanks Smokey, I will look at that, I also have the stock Harmon Cowl. My compression is the same as yours as well, hopefully I can get it running like yours.
Ernest
On 11/5/09 4:34 PM, "Rob Ray" <smokyray(at)rocketmail.com (smokyray(at)rocketmail.com)> wrote:
| Quote: | Ernest,
An aeronautical engineer once told me that exit area should exceed inlet area by 1.5%. I carefully measured my inlets and my exit area and ended up finding my exhaust pipes ate up alot of my exit area. I started by cutting quite a bit off my lower cowl in the shape of a U with the bottom of the U even with the lower engine mount tube.I also moved my oil cooler to a 30 degree angle and went to #8 lines. BTW, I have a stock Harmon cowl with a C4B5 injected with 10.0 Compression, Ly-Con cyllinders.
After the modifications I cruise now at 9500' at 20"/2350 RPM with 180 oil, 310 average on all 6, 10.5 GPH, 188 Knots TAS. If I run 21 Squared down low my cyllinders run at 285, oil at 160 and fuel flow at 6.9 GPH. Hope that helps.
Smokey
HR2
--- On Thu, 11/5/09, Ernest Hale <ernest(at)flmitigation.com (ernest(at)flmitigation.com)> wrote:
| Quote: |
From: Ernest Hale <ernest(at)flmitigation.com (ernest(at)flmitigation.com)>
Subject: Re: Re: Road Landing
To: rocket-list(at)matronics.com (rocket-list(at)matronics.com)
Date: Thursday, November 5, 2009, 8:06 AM
Huge is I am putting 18 gph through my engine at 6,000’ to maintain a CHT of 415 or so. On climb out I can hit 440 in minutes. I have replaced the baffling, reconstructed the bottom of the top cowling to get better flow, placed a lip on the bottom of the engine outlet to promote a suction to help pull air through the engine. We are about to build extensions onto the air inlets in the front of the cowling to hopefully force more air through. I was having a bad time with oil temps earlier and fixed that by adding another oil cooler so now I have 2 of those.
Any help would be appreciated.
Ernest
On 11/5/09 10:41 AM, "Michael W Stewart" <mike.stewart(at)us.ibm.com (mike.stewart(at)us.ibm.com)> wrote:
| Quote: | Ernest.
What is Huge?
What is High?
What have you done to this point to solve the problem?
With this information we can begin to help you.
There are a hundred things to list to do, We should start with where you are and what you have done.
Mike
do not archive
<image.gif>Ernest Hale ---11/05/2009 09:59:18 AM---I have a huge problem with high cylinder head temps, what was your method of success in getting your
<image.gif>
From:<image.gif>
Ernest Hale <ernest(at)flmitigation.com (ernest(at)flmitigation.com)>
<image.gif>
To:<image.gif>
<rocket-list(at)matronics.com (rocket-list(at)matronics.com)>
<image.gif>
Date:<image.gif>
11/05/2009 09:59 AM
<image.gif>
Subject:<image.gif>
Re: Re: Road Landing
<image.gif>
Sent by:<image.gif>
owner-rocket-list-server(at)matronics.com (owner-rocket-list-server(at)matronics.com)
I have a huge problem with high cylinder head temps, what was your method of success in getting yours in range?
Ernest
N540HB
On 11/5/09 8:22 AM, "Lee Logan" <leeloganster(at)gmail.com (leeloganster(at)gmail.com) <leeloganster(at)gmail.com (leeloganster(at)gmail.com)> > wrote:
Smokey: That's pretty much the way I figure it, but as I drive around this area, I see power lines everywhere. Our major north-south highway is I-95 (or Navaid 95, as it is known locally!) is fine but it is very busy. Your chances of getting down unscathed are good, I suspect, but your chances of clearing 95 unscathed are much less. The frontage road is better in that respect and has few powerlines itself. I just don't figure I'll be so lucky as to have an Interstate or frontage road handy when I need one!
My plan has always been to look for the houses on our rural roads and to land beyond one and short of the next, if at all possible. That way, I figure I've got a good starting point for the possibility of a clear landing. I'll have to make a couple of practice passes next time I'm up to see how easy the power lines themselves are to spot from cruising altitude (not hard from 1,000' as I recall but normally you'd be pretty committed by then, I would think). I would really like to be able to pick my spot early in an engine out situation, but I don't know how absolutely practical that is.
My Rocket is running much better. My last flight before I took it down for 2-3 weeks of updates was very good with cylinder temps in the 320-350 range and the oil temp at 190-195. I'm very pleased with that and assuming it will be the same once I get it back in the air, I will quickly finish the rest of my operation/flight testing and call it ready for prime time. I've made arrangements for final painting shortly thereafter, so all is well!
Have a great weekend!
Lee...
onth --
me AWESOME FREE Gifts!)
="http://www.aeroelectric.com">http://www.aeroelectric.com>
<http://www.buildersbooks.com <http://www.buildersbooks.com/> >
ef="http://www.homebuilthelp.com">http://www.homebuilthelp.com>
://www.matronics.com/contribution
; -Matt Dralle, List Admin.
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ist">http://www.matronics.com/Navigator?Rocket-List
; - MATRONICS WEB FORUMS -
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ildersbooks.com/">www.buildersbooks.com <http://www.matronics.com/Navigator?Rocket-List>
p.com/">www.homebuilthelp.com <http://www.matronics.com/Navigator?Rocket-List>
ion">http://www.matronics.com/contribution <http://www.matronics.com/Navigator?Rocket-List>
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Sprayers(at)aol.com
Guest
|
| Posted: Thu Nov 05, 2009 7:03 pm Post subject: High Temps! |
|
|
This high temp. ---have you checked your timing (mags)...i see you have10-1 pistons. barrett in tulsa times his engines with these pistons at 23deg. (your c4b5) plate on eng says 25 deg. look at the 8.7 to 1 pistons in lyc. 290 hp engines (most are 20deg).good luck sprayers(at)aol.com (sprayers(at)aol.com)
In a message dated 11/5/2009 7:25:18 P.M. Central Standard Time, smokyray(at)rocketmail.com writes:
| Quote: |
Ernest,
Let me know how it works out, I will take a photo of my lower cowl in case you want to compare...
Smokey
--- On Thu, 11/5/09, Ernest Hale <ernest(at)flmitigation.com> wrote:
| Quote: |
From: Ernest Hale <ernest(at)flmitigation.com>
Subject: Re: High Temps!
To: rocket-list(at)matronics.com
Date: Thursday, November 5, 2009, 2:25 PM
Thanks Smokey, I will look at that, I also have the stock Harmon Cowl. My compression is the same as yours as well, hopefully I can get it running like yours.
Ernest
On 11/5/09 4:34 PM, "Rob Ray" <smokyray(at)rocketmail.com> wrote:
| Quote: | Ernest,
An aeronautical engineer once told me that exit area should exceed inlet area by 1.5%. I carefully measured my inlets and my exit area and ended up finding my exhaust pipes ate up alot of my exit area. I started by cutting quite a bit off my lower cowl in the shape of a U with the bottom of the U even with the lower engine mount tube.I also moved my oil cooler to a 30 degree angle and went to #8 lines. BTW, I have a stock Harmon cowl with a C4B5 injected with 10.0 Compression, Ly-Con cyllinders.
After the modifications I cruise now at 9500' at 20"/2350 RPM with 180 oil, 310 average on all 6, 10.5 GPH, 188 Knots TAS. If I run 21 Squared down low my cyllinders run at 285, oil at 160 and fuel flow at 6.9 GPH. Hope that helps.
Smokey
HR2
--- On Thu, 11/5/09, Ernest Hale <ernest(at)flmitigation.com> wrote:
| Quote: |
From: Ernest Hale <ernest(at)flmitigation.com>
Subject: Re: Re: Road Landing
To: rocket-list(at)matronics.com
Date: Thursday, November 5, 2009, 8:06 AM
Huge is I am putting 18 gph through my engine at 6,000’ to maintain a CHT of 415 or so. On climb out I can hit 440 in minutes. I have replaced the baffling, reconstructed the bottom of the top cowling to get better flow, placed a lip on the bottom of the engine outlet to promote a suction to help pull air through the engine. We are about to build extensions onto the air inlets in the front of the cowling to hopefully force more air through. I was having a bad time with oil temps earlier and fixed that by adding another oil cooler so now I have 2 of those.
Any help would be appreciated.
Ernest
On 11/5/09 10:41 AM, "Michael W Stewart" <mike.stewart(at)us.ibm.com> wrote:
| Quote: | Ernest.
What is Huge?
What is High?
What have you done to this point to solve the problem?
With this information we can begin to help you.
There are a hundred things to list to do, We should start with where you are and what you have done.
Mike
do not archive
Ernest Hale ---11/05/2009 09:59:18 AM---I have a huge problem with high cylinder head temps, what was your method of success in getting your
From:
Ernest Hale <ernest(at)flmitigation.com>
To:
<rocket-list(at)matronics.com>
Date:
11/05/2009 09:59 AM
Subject:
Re: Rocket-List: Re: Road Landing
Sent by:
owner-rocket-list-server(at)matronics.com
I have a huge problem with high cylinder head temps, what was your method of success in getting yours in range?
Ernest
N540HB
On 11/5/09 8:22 AM, "Lee Logan" <leeloganster(at)gmail.com <leeloganster(at)gmail.com> > wrote:
Smokey: That's pretty much the way I figure it, but as I drive around this area, I see power lines everywhere. Our major north-south highway is I-95 (or Navaid 95, as it is known locally!) is fine but it is very busy. Your chances of getting down unscathed are good, I suspect, but your chances of clearing 95 unscathed are much less. The frontage road is better in that respect and has few powerlines itself. I just don't figure I'll be so lucky as to have an Interstate or frontage road handy when I need one!
My plan has always been to look for the houses on our rural roads and to land beyond one and short of the next, if at all possible. That way, I figure I've got a good starting point for the possibility of a clear landing. I'll have to make a couple of practice passes next time I'm up to see how easy the power lines themselves are to spot from cruising altitude (not hard from 1,000' as I recall but normally you'd be pretty committed by then, I would think). I would really like to be able to pick my spot early in an engine out situation, but I don't know how absolutely practical that is.
My Rocket is running much better. My last flight before I took it down for 2-3 weeks of updates was very good with cylinder temps in the 320-350 range and the oil temp at 190-195. I'm very pleased with that and assuming it will be the same once I get it back in the air, I will quickly finish the rest of my operation/flight testing and call it ready for prime time. I've made arrangements for final painting shortly thereafter, so all is well!
Have a great weekend!
Lee...
onth --
me AWESOME FREE Gifts!)
="http://www.aeroelectric.com">http://www.aeroelectric.com>
<http://www.buildersbooks.com <http://www.buildersbooks.com/> >
ef="http//www.homebuilthelp.com' href="http://www.homebuilthelp.com%22%3ehttp//www.homebuilthelp.com" target=_blank rel=nofollow>http://www.homebuilthelp.com">http://www.homebuilthelp.com>
://www.matronics.com/contribution
; -Matt Dralle, List Admin.
Email Forum -
ist">http://www.matronics.com/Navigator?Rocket-List
; - MATRONICS WEB FORUMS -
matronics.com
============
com/">www.aeroelectric.com <http://www.matronics.com/Navigator?Rocket-List>
ildersbooks.com/">www.buildersbooks.com <http://www.matronics.com/Navigator?Rocket-List>
p.com/">www.homebuilthelp.com <http://www.matronics.com/Navigator?Rocket-List>
ion">http://www.matronics.com/contribution <http://www.matronics.com/Navigator?Rocket-List>
============
?Rocket-List">http://www.matronics.com/Navigator?Rocket-List <http://www.matronics.com/Navigator?Rocket-List>
=====================================
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ernest(at)flmitigation.co
Guest
|
| Posted: Thu Nov 05, 2009 7:03 pm Post subject: High Temps! |
|
|
Thanks for the info, it is all very valuable. How do you control the louvers, of do they stay open all the time.
E
On 11/5/09 6:46 PM, "Kevin Shannon" <[url=kshannon(at)seanet.com]kshannon(at)seanet.com[/url]> wrote:
[quote]I have trimmed my lower cowl off a couple times too, and added louvers under the exhaust on both sides. On hot days 95 and above running lean of peak brings the cht's down pretty quick. I also added a second oil cooler which is controllable from the cockpit.
Kevin Shannon
HR2
[quote]
---
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smokyray(at)rocketmail.co
Guest
|
| Posted: Fri Nov 06, 2009 4:35 am Post subject: High Temps! |
|
|
Ernest,
I run electronic ignition with automotive plugs, no worries (a set of 12 is less than $20!). My CHT's are so cool now, I never see over 375 climbing on a hot day, I am blessed!
Smokey
--- On Thu, 11/5/09, Sprayers(at)aol.com <Sprayers(at)aol.com> wrote:
| Quote: |
From: Sprayers(at)aol.com <Sprayers(at)aol.com>
Subject: Re: High Temps!
To: rocket-list(at)matronics.com
Date: Thursday, November 5, 2009, 6:16 PM
This high temp. ---have you checked your timing (mags)...i see you have10-1 pistons. barrett in tulsa times his engines with these pistons at 23deg. (your c4b5) plate on eng says 25 deg. look at the 8.7 to 1 pistons in lyc. 290 hp engines (most are 20deg).good luck sprayers(at)aol.com (sprayers(at)aol.com)
In a message dated 11/5/2009 7:25:18 P.M. Central Standard Time, smokyray(at)rocketmail.com writes:
| Quote: |
Ernest,
Let me know how it works out, I will take a photo of my lower cowl in case you want to compare...
Smokey
--- On Thu, 11/5/09, Ernest Hale <ernest(at)flmitigation.com> wrote:
| Quote: |
From: Ernest Hale <ernest(at)flmitigation.com>
Subject: Re: High Temps!
To: rocket-list(at)matronics.com
Date: Thursday, November 5, 2009, 2:25 PM
Thanks Smokey, I will look at that, I also have the stock Harmon Cowl. My compression is the same as yours as well, hopefully I can get it running like yours.
Ernest
On 11/5/09 4:34 PM, "Rob Ray" <smokyray(at)rocketmail.com> wrote:
| Quote: | Ernest,
An aeronautical engineer once told me that exit area should exceed inlet area by 1.5%. I carefully measured my inlets and my exit area and ended up finding my exhaust pipes ate up alot of my exit area. I started by cutting quite a bit off my lower cowl in the shape of a U with the bottom of the U even with the lower engine mount tube.I also moved my oil cooler to a 30 degree angle and went to #8 lines. BTW, I have a stock Harmon cowl with a C4B5 injected with 10.0 Compression, Ly-Con cyllinders.
After the modifications I cruise now at 9500' at 20"/2350 RPM with 180 oil, 310 average on all 6, 10.5 GPH, 188 Knots TAS. If I run 21 Squared down low my cyllinders run at 285, oil at 160 and fuel flow at 6.9 GPH. Hope that helps.
Smokey
HR2
--- On Thu, 11/5/09, Ernest Hale <ernest(at)flmitigation.com> wrote:
| Quote: |
From: Ernest Hale <ernest(at)flmitigation.com>
Subject: Re: Re: Road Landing
To: rocket-list(at)matronics.com
Date: Thursday, November 5, 2009, 8:06 AM
Huge is I am putting 18 gph through my engine at 6,000’ to maintain a CHT of 415 or so. On climb out I can hit 440 in minutes. I have replaced the baffling, reconstructed the bottom of the top cowling to get better flow, placed a lip on the bottom of the engine outlet to promote a suction to help pull air through the engine. We are about to build extensions onto the air inlets in the front of the cowling to hopefully force more air through. I was having a bad time with oil temps earlier and fixed that by adding another oil cooler so now I have 2 of those.
Any help would be appreciated.
Ernest
On 11/5/09 10:41 AM, "Michael W Stewart" <mike.stewart(at)us.ibm.com> wrote:
| Quote: | Ernest.
What is Huge?
What is High?
What have you done to this point to solve the problem?
With this information we can begin to help you.
There are a hundred things to list to do, We should start with where you are and what you have done.
Mike
do not archive
[img]cid:1.2047604171(at)web110218.mail.gq1.yahoo.com[/img]Ernest Hale ---11/05/2009 09:59:18 AM---I have a huge problem with high cylinder head temps, what was your method of success in getting your
[img]cid:2.2047604171(at)web110218.mail.gq1.yahoo.com[/img]
From:[img]cid:3.2047604171(at)web110218.mail.gq1.yahoo.com[/img]
Ernest Hale <ernest(at)flmitigation.com>
[img]cid:4.2047604171(at)web110218.mail.gq1.yahoo.com[/img]
To:[img]cid:5.2047604171(at)web110218.mail.gq1.yahoo.com[/img]
<rocket-list(at)matronics.com>
[img]cid:6.2047604171(at)web110218.mail.gq1.yahoo.com[/img]
Date:[img]cid:7.2047604171(at)web110218.mail.gq1.yahoo.com[/img]
11/05/2009 09:59 AM
[img]cid:8.2047604171(at)web110218.mail.gq1.yahoo.com[/img]
Subject:[img]cid:9.2047604171(at)web110218.mail.gq1.yahoo.com[/img]
Re: Rocket-List: Re: Road Landing
[img]cid:10.2047604171(at)web110218.mail.gq1.yahoo.com[/img]
Sent by:[img]cid:11.2047604171(at)web110218.mail.gq1.yahoo.com[/img]
owner-rocket-list-server(at)matronics.com
I have a huge problem with high cylinder head temps, what was your method of success in getting yours in range?
Ernest
N540HB
On 11/5/09 8:22 AM, "Lee Logan" <leeloganster(at)gmail.com <leeloganster(at)gmail.com> > wrote:
Smokey: That's pretty much the way I figure it, but as I drive around this area, I see power lines everywhere. Our major north-south highway is I-95 (or Navaid 95, as it is known locally!) is fine but it is very busy. Your chances of getting down unscathed are good, I suspect, but your chances of clearing 95 unscathed are much less. The frontage road is better in that respect and has few powerlines itself. I just don't figure I'll be so lucky as to have an Interstate or frontage road handy when I need one!
My plan has always been to look for the houses on our rural roads and to land beyond one and short of the next, if at all possible. That way, I figure I've got a good starting point for the possibility of a clear landing. I'll have to make a couple of practice passes next time I'm up to see how easy the power lines themselves are to spot from cruising altitude (not hard from 1,000' as I recall but normally you'd be pretty committed by then, I would think). I would really like to be able to pick my spot early in an engine out situation, but I don't know how absolutely practical that is.
My Rocket is running much better. My last flight before I took it down for 2-3 weeks of updates was very good with cylinder temps in the 320-350 range and the oil temp at 190-195. I'm very pleased with that and assuming it will be the same once I get it back in the air, I will quickly finish the rest of my operation/flight testing and call it ready for prime time. I've made arrangements for final painting shortly thereafter, so all is well!
Have a great weekend!
Lee...
onth --
me AWESOME FREE Gifts!)
="http://www.aeroelectric.com">http://www.aeroelectric.com>
<http://www.buildersbooks.com <http://www.buildersbooks.com/> >
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ernest(at)flmitigation.co
Guest
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| Posted: Fri Nov 06, 2009 6:03 am Post subject: High Temps! |
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I am looking forward to the day.
Ernest
On 11/6/09 7:34 AM, "Rob Ray" <smokyray(at)rocketmail.com> wrote:
[quote] Ernest,
I run electronic ignition with automotive plugs, no worries (a set of 12 is
less than $20!). My CHT's are so cool now, I never see over 375 climbing on a
hot day, I am blessed!
Smokey
--- On Thu, 11/5/09, Sprayers(at)aol.com <Sprayers(at)aol.com> wrote:
>
> From: Sprayers(at)aol.com <Sprayers(at)aol.com>
> Subject: Re: High Temps!
> To: rocket-list(at)matronics.com
> Date: Thursday, November 5, 2009, 6:16 PM
>
> This high temp. ---have you checked your timing (mags)...i see you have10-1
> pistons. barrett in tulsa times his engines with these pistons at 23deg.
> (your c4b5) plate on eng says 25 deg. look at the 8.7 to 1 pistons in lyc.
> 290 hp engines (most are 20deg).good luck sprayers(at)aol.com
> <http://us.mc1102.mail.yahoo.com/mc/compose?to=sprayers(at)aol.com>
>
> In a message dated 11/5/2009 7:25:18 P.M. Central Standard Time,
> smokyray(at)rocketmail.com writes:
>>
>>
>> Ernest,
>>
>> Let me know how it works out, I will take a photo of my lower cowl in case
>> you want to compare...
>> Smokey
>>
>> --- On Thu, 11/5/09, Ernest Hale <ernest(at)flmitigation.com> wrote:
>>>
>>> From: Ernest Hale <ernest(at)flmitigation.com>
>>> Subject: Re: High Temps!
>>> To: rocket-list(at)matronics.com
>>> Date: Thursday, November 5, 2009, 2:25 PM
>>>
>>> Thanks Smokey, I will look at that, I also have the stock Harmon Cowl. My
>>> compression is the same as yours as well, hopefully I can get it running
>>> like yours.
>>>
>>> Ernest
>>>
>>>
>>> On 11/5/09 4:34 PM, "Rob Ray" <smokyray(at)rocketmail.com> wrote:
>>>
>>>> Ernest,
>>>> An aeronautical engineer once told me that exit area should exceed inlet
>>>> area by 1.5%. I carefully measured my inlets and my exit area and ended up
>>>> finding my exhaust pipes ate up alot of my exit area. I started by cutting
>>>> quite a bit off my lower cowl in the shape of a U with the bottom of the U
>>>> even with the lower engine mount tube.I also moved my oil cooler to a 30
>>>> degree angle and went to #8 lines. BTW, I have a stock Harmon cowl with a
>>>> C4B5 injected with 10.0 Compression, Ly-Con cyllinders.
>>>> After the modifications I cruise now at 9500' at 20"/2350 RPM with 180
>>>> oil, 310 average on all 6, 10.5 GPH, 188 Knots TAS. If I run 21 Squared
>>>> down low my cyllinders run at 285, oil at 160 and fuel flow at 6.9 GPH.
>>>> Hope that helps.
>>>>
>>>> Smokey
>>>> HR2
>>>>
>>>> --- On Thu, 11/5/09, Ernest Hale <ernest(at)flmitigation.com> wrote:
>>>>>
>>>>> From: Ernest Hale <ernest(at)flmitigation.com>
>>>>> Subject: Re: Re: Road Landing
>>>>> To: rocket-list(at)matronics.com
>>>>> Date: Thursday, November 5, 2009, 8:06 AM
>>>>>
>>>>> Huge is I am putting 18 gph through my engine at 6,000¹ to maintain a
>>>>> CHT of 415 or so. On climb out I can hit 440 in minutes. I have
>>>>> replaced the baffling, reconstructed the bottom of the top cowling to get
>>>>> better flow, placed a lip on the bottom of the engine outlet to promote a
>>>>> suction to help pull air through the engine. We are about to build
>>>>> extensions onto the air inlets in the front of the cowling to hopefully
>>>>> force more air through. I was having a bad time with oil temps earlier
>>>>> and fixed that by adding another oil cooler so now I have 2 of those
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kshannon(at)seanet.com
Guest
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| Posted: Fri Nov 06, 2009 7:04 am Post subject: High Temps! |
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The louvers are stationary, cant remember where I bought them, I think it was Van's AC but they are about 4" X 12" AL plate with louvers stamped in them. They made a difference but not much. I installed an electronic ignition and put an extra oil cooler on the right side where the mag used to be, and those changes along with opening up the exit area more solved my cooling problems. On 100 degree days I can keep the oil at 200 and CHTs below 380. Running LOP will bring the cht's down even more.
Good luck Ernest, wer'e pullin for ya !
Kevin
[quote] ---
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fairlea(at)amtelecom.net
Guest
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| Posted: Sat Nov 07, 2009 4:42 am Post subject: High Temps! |
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| Quote: |
It is nice to see some action on the rocket list! Engine cooling, especially with rockets, has been something that I have been working on for quite a few years on quite a few planes. My focus has not only been to properly cool the engine but to do so without increasing drag. If you open the bottom of the cowling you will, usually, improve cooling. However if not done properly this will also increase drag and hence reduce speed. Yes I know that there will be those that say that they have not noticed any degradation of speed but that has not been my experience.
Lay on your back under your airplane and look up at the firewall. If you can see the firewall you have increased the drag of your airplane. The air exiting the cowling is pushing down that firewall and creating turbulence with the rest of the exiting air and the outside air that is rushing past the cowling. If you need more opening it would be better to drop the floor of the cowling and extend it aft. Yes this is more work but what it does, is to get the air exiting the cowling going in the same direction as the air going past the airplane. Internal ductwork in the lower cowling and cleaning up the outlet area can also improve flow and reduce drag by increasing the speed of the exit air.
All that work will be for naught if your inlets are not formed properly. By that I mean that there should be no rough edges, there should be a smooth transition area and tight seals around the inlet and the upper plenum.
My work has been proven in the races that I have participated in during the last few years http://sportairrace.org/index.html note the recent Pagosa Springs race where my average speed was 220.5 knots placing me in front of three, count them three, Glassair IIIs. The HRIIs, over the last few years, have not been doing that well in the races as compared to the F1s and particularly in regards to John Huft’s very fast RV8. He has been kicking some rocket butt. You will not see huge exit air outlets on any of the fast airplanes in these races. While you may not be interested in racing, drag reduction, with improved cooling, will save you money on each and every flight you take. |
Checked by AVG.
Checked by AVG.
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Lee Logan
Joined: 10 Jan 2006
Posts: 86
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| Posted: Sat Nov 07, 2009 5:12 am Post subject: High Temps! |
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Tom: I hear you loud and clear. My plan, now that my temps are quite low
all around, is to incrementally close my exit back up until the temps react
upward and then to "tune" the outlet smaller and smaller until I reach
(hopefully) faster speeds and acceptable temps. Right now, I have some
"excess" to play with---and I'm glad to have it!
Regards,
Lee...
2009/11/7 Tom Martin <fairlea(at)amtelecom.net>
[quote] It is nice to see some action on the rocket list! Engine
cooling, especially with rockets, has been something that I have been
working on for quite a few years on quite a few planes. My focus has not
only been to properly cool the engine but to do so without increasing drag.
If you open the bottom of the cowling you will, usually, improve cooling
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ernest(at)flmitigation.co
Guest
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| Posted: Sat Nov 07, 2009 6:17 am Post subject: High Temps! |
|
|
Well, the saga of N540HB continues. Yesterday we built some aluminum box extenders that fit into the air inlets and protruded about an inch out in front of the cowling. Additionally I had the lip on the outlet at the bottom of the cowling cut off. Well, took off and the CHT’s were climbing faster than the rocket. Hit 470 before I got to 1,000 feet. Got back into the pattern and landed worried about causing major problems since the CHT’s were having a hard time coming down. Took off again, this time with not much power, and flew around the airport at 17” of MP. All of the CHT’s were above 400 with most being around 420. Again, full mixture, 17” and 2,000 feet. Landed, decided that our miracle patch wasn’t what it was expected to be and took the extenders off. Feeling a bit discouraged I decide to take it up again without our device in place and see what was going on. Eureka, the CHT’s were cooler than I have seen them in a long time. I flew around a bit, it seemed as though the CHT and EGT were acting almost normal. I am not sure if I can attach pics or not but am going to try. I think that what made the difference was taking the lip off of the exit area. After reading the post by Lee I guess that the additional area that was created in the exit was more beneficial than the lip that used to be there. It is a bit perplexing though as I have been told on the list that 1.5:1 is the correct ratio for exit area as opposed to entry area and I have way more than that.
Now for the next problem. About 5 years ago I had a rudder cable disconnect from the rudder pedal as I was landing in a 15 knot cross wind. Upon landing the only thing I could do was to hit the rudder pedal that was still connected and ground loop the plane. As I looped the gear collapsed and I ended up damaging the wing spar in one of my wings thus having to replace the wing. I think, after much consternation, that the new wing isn’t an exact match of the old one and thus I am left wing heavy. We have tried all of the tricks of moving around the flaps but I still have to hold maximum aileron trim when I am in cruise. Any one have any tricks to changing the way a wing works short of having a new pair made?
If N540HB were a person she would be a case study at Johns Hopkins.
Tried to send the pics, they wouldn’t go, if anyone would like to see them let me know and I will send them to you out of this system.
Ernest
On 11/7/09 8:11 AM, "Lee Logan" <[url=leeloganster(at)gmail.com]leeloganster(at)gmail.com[/url]> wrote:
[quote]Tom: I hear you loud and clear. My plan, now that my temps are quite low all around, is to incrementally close my exit back up until the temps react upward and then to "tune" the outlet smaller and smaller until I reach (hopefully) faster speeds and acceptable temps. Right now, I have some "excess" to play with---and I'm glad to have it!
Regards,
Lee...
2009/11/7 Tom Martin <[url=fairlea(at)amtelecom.net]fairlea(at)amtelecom.net[/url]>
| Quote: | | Quote: | It is nice to see some action on the rocket list! Engine cooling, especially with rockets, has been something that I have been working on for quite a few years on quite a few planes. My focus has not only been to properly cool the engine but to do so without increasing drag. If you open the bottom of the cowling you will, usually, improve cooling. However if not done properly this will also increase drag and hence reduce speed. Yes I know that there will be those that say that they have not noticed any degradation of speed but that has not been my experience.
Lay on your back under your airplane and look up at the firewall. If you can see the firewall you have increased the drag of your airplane. The air exiting the cowling is pushing down that firewall and creating turbulence with the rest of the exiting air and the outside air that is rushing past the cowling. If you need more opening it would be better to drop the floor of the cowling and extend it aft. Yes this is more work but what it does, is to get the air exiting the cowling going in the same direction as the air going past the airplane. Internal ductwork in the lower cowling and cleaning up the outlet area can also improve flow and reduce drag by increasing the speed of the exit air.
All that work will be for naught if your inlets are not formed properly. By that I mean that there should be no rough edges, there should be a smooth transition area and tight seals around the inlet and the upper plenum.
My work has been proven in the races that I have participated in during the last few years http://sportairrace.org/index.html note the recent Pagosa Springs race where my average speed was 220.5 knots placing me in front of three, count them three, Glassair IIIs. The HRIIs, over the last few years, have not been doing that well in the races as compared to the F1s and particularly in regards to John Huft’s very fast RV8. He has been kicking some rocket butt. You will not see huge exit air outlets on any of the fast airplanes in these races. While you may not be interested in racing, drag reduction, with improved cooling, will save you money on each and every flight you take.
|
Checked by AVG.
Checked by AVG.
|
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kshannon(at)seanet.com
Guest
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| Posted: Tue Nov 10, 2009 2:11 pm Post subject: High Temps! |
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All great info thanks Tom, my cowling is a very early HR II version and the exit ramp is not deep enough to clear the exhaust pipes without cutting it off forward of the firewall. I see now that I should have done it over back when I was building, made it about an inch and a half deeper and extended it aft, which would suck air out instead of creating turbulence. Looks like I have something to do this winter!
Kevin Shannon
HR II
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