Hello Net
Thanks for all the good support. Since the heating problem is localized to
cyl 3, I am expending my efforts to increase the flow of air around that
cylinder. Toward that end, I spent the entire day reworking the baffles so
that the cooling air must circulate around the rear most corner of the
cylinder. I will also increase the opening to the now remotely located oil
cooler. The cooler is B&M trans cooler and is now mounted in the bottom of
the cowling with it's own air opening. The only negative is that the heated
air from the cooler must mix with the remainder of the cowling air that is
exiting the engine. I have at least 3 times more exit area then inlet. The
engine has demonstrated that it will run cool once there is sufficient cool
air entering the cowl, as in cruise flight.
I spent yesterday evening reading topics under the search title of VW CHT.
Most of the information and testimonials indicates that with the correct
cooling that even engines up to 200 HP can be operated without overheating.
Though I do wonder how many of these ground hugging buggy drivers push the
throttle to the floor and try to leave it there for five minutes at a time.
Most measurements are being taken from the spark plug. Most agree that the
plug is the hottest spot. One VW aero engine supplier said to limit the
full power runs to a max of 5 minutes. More then one article stated that
high oil temp is a reaction to high head temp, and that cooling the oil
without addressing the high CHT is not wise.
I have about 2 more hours of baffle work and then it's back up for another
flight test. All you golfer's know what the Ryder Cup is and it is being
hosted about 10 miles from the airport. We hear about dignitaries of all
sorts coming for a visit. We are afraid that our airspace may be taken for
the remainder of next week, making flying difficult.
Orma
Southfield, MI
N110LR celebrating 20 years
Flying to the gathering
