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Barry
Joined: 16 Sep 2008
Posts: 108
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 Posted: Sun Jun 26, 2011 8:43 am Post subject: James Cowl-Kitplanes Article |
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My wife Amy wrote about the latest mod we have made to our SJ cowl
and plenum setup. I have done some local and cross country flights
and are happy with the results.
My biggest problems before the new plenum and larger rings was I
could not do a quick turn in warm conditions that we have in FL.
without climbing out at a fast airspeed 140-150 kias with full power
and keep #5 and #6 CHT under 400f and oil temp under 220f.
After a stop with 100 OAT, we were able to climb at 130 kias and keep
the CHT's around 390f and the oil at 205f. At cruise at 8000-10,000'
ROP or LOP I could
keep CHT's 380-390f and oil temp at 195f, burning 16gal/hr ROP at 184
ktas and LOP at 11.5 gal/hr at 173 ktas.
As Amy stated, we have louvers on the bottom and sides of the cowl
and have opened up the bottom of the cowl for more exit area. It is
very important to seal around the plenum and the engine, and have a
smooth transition from the rings to the ramp for the baffles.
I have 1 slick mag and 1 EIS EI. I feel the EI is a must for running
LOP smoothly.
Sam is all about helping out if ya have a problem so give him a call;
and call or email me if ya have any questions. Blue Skys Barry
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dlm34077(at)q.com
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| Posted: Sun Jun 26, 2011 9:43 am Post subject: James Cowl-Kitplanes Article |
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For those who are seeing high CHTs, have you removed the air dams on #1 an
#2? Even in current weather only three of the six are between 360F and 380F
for a 100-105 kt climb. Picking up 115 kt climb will lower them to below
360F. One of the keys is to dial back the prop to 2200-2250 RPM; and run
"oversquare" if necessary. We usually climb at 500-800 fpm at 105 KIAS using
65% and 12-13 gph. Additional fuel flow does not seem to lower CHTs but
reduced rpm does. We routinely cruise 9000-13000 at 55% LOP with 150+ KTAS
and about 9 gph. At LOP the CHTs all drop to high 200s/low 300s and EGTs
drop to just below 1420F. I used standard cowl, standard baffling except
used the 1/8" red silicone instead of the 3/32" black Vans supplied. Also I
did not seal the airbox to the cowl and removed the air dams.
my 2 cents in Phoenix
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greghale
Joined: 10 Jan 2007
Posts: 91
Location: Tulsa, Oklahoma
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| Posted: Mon Jun 27, 2011 9:48 am Post subject: Re: James Cowl-Kitplanes Article |
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My CHT's were also running high in Oklahoma. I trimmed my front cylinder blocking plates as Tim Olson did, and my #1 cylinder that was running high has dropped to 330 degrees (was running 380). I did notice that doing this caused my #5 & 6 cylinder tempertures to rise. During the summer I climb out at 115kts and power set at 23'/2300. This helped keep my CHTs in the 350 degree range. At cruise running LOP all the CHTs are running 330-350 at 10000'.
Greg...
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Greg Hale rv10 -- N210KH
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robin(at)PaintTheWeb.com
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| Posted: Mon Jun 27, 2011 10:17 am Post subject: James Cowl-Kitplanes Article |
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Greg, you have the Van's cowl that was actually designed for the plane.
The James cowl has undersized inlet area so running LOP and cooling the
CHT/Oil is more difficult when one is choking the system through reduces
inlet area. Try sprinting with your mouth & one nostril closed = James
Cowl & Plenum.
Robin
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AirMike
Joined: 27 Feb 2007
Posts: 514
Location: Nevada
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| Posted: Tue Jun 28, 2011 7:52 pm Post subject: James Cowl-Kitplanes Article |
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I agree with Dave. I have the standard Vans engine cowl, but I cut back the air dams and show good temps except a bit high on #6.
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See you OSH '18
Q/B - sold. |
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