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Hangar Flying / downdraft cooling for Long EZ
« on: June 09, 2005, 02:25:33 PM »
After 20 years (or so)I thought N106NC was ready to fly,the engine was running well after several taxi tests,the brakes being the only squak to this point(saving my nickels for Extra heavy duty GROVE brake set)way under braked (in my opinion-and as PIC and owner) after many attempts to seat the brake pads in as per Cleveland's instructions ,still really wimpy.
Most taxi tests were conducted with the cowling off ,so one day (after another naked taxi test)it was time to taxi fully dressed(cowling installed)so after 20 minutes of installation-pushed her out(to the taxi way),and fired her up and the first thing I noticed was the Oil pressure had dropped from 65-70 psi at idle to 15-20 psi -90psi at 1800 to 30 psi at 1800 so I shut her down.The engine, a used, high time (1700 hrs smoh)0-320 E2A
never missed a beat, so at first I assumed insturmentation,the oil pressure gauge or wiring,or the sending unit must be faulty-WRONG!!
After consulting several A&P types I checked the oil pressure bypass valve and Lo and Behold-a large chunk of metal was lodged inbetween
the ball and seat- relativly easy to fix the effect but the cause was much costlier,lots of metal in the finger screen,oil sump and apparently throughout the entire engine. So,after carefull reading of the engine logs,the A&P who did the overhaul did as little as possibleand as cheaply as possible to bring this engineback to "Zero time".Buying used engines is always a gamble and this time I got bit!!
So I having this engine remanufactured by Aerosport-brought up to 160 hp+ via high compression pistons-new Titan cylinders,porting and flow matching and a balance to within .2 grams,and dual p-mags.
Getting to my original question does anybody out there use a down draft cooling setup(my plane has a Berkut updraft baffel setup,has a NACA belly scoop with a Hunt 4 pipe exhaust presently)? Is there any info available outlining the mods nessassaryavailable?Does anybody use a plenum setup?I know this opens a Pandora's box of conditions but most pilot owners of 0-320 Long EZ seem to have CHT and Oil temp issues right off the bat so I'd like any input available .
Thanks,
Mike B.-N106NC
P.S. I'm based at the EAA hanger at CMA-Camarillo,CA-M.B.
Most taxi tests were conducted with the cowling off ,so one day (after another naked taxi test)it was time to taxi fully dressed(cowling installed)so after 20 minutes of installation-pushed her out(to the taxi way),and fired her up and the first thing I noticed was the Oil pressure had dropped from 65-70 psi at idle to 15-20 psi -90psi at 1800 to 30 psi at 1800 so I shut her down.The engine, a used, high time (1700 hrs smoh)0-320 E2A
never missed a beat, so at first I assumed insturmentation,the oil pressure gauge or wiring,or the sending unit must be faulty-WRONG!!
After consulting several A&P types I checked the oil pressure bypass valve and Lo and Behold-a large chunk of metal was lodged inbetween
the ball and seat- relativly easy to fix the effect but the cause was much costlier,lots of metal in the finger screen,oil sump and apparently throughout the entire engine. So,after carefull reading of the engine logs,the A&P who did the overhaul did as little as possibleand as cheaply as possible to bring this engineback to "Zero time".Buying used engines is always a gamble and this time I got bit!!
So I having this engine remanufactured by Aerosport-brought up to 160 hp+ via high compression pistons-new Titan cylinders,porting and flow matching and a balance to within .2 grams,and dual p-mags.
Getting to my original question does anybody out there use a down draft cooling setup(my plane has a Berkut updraft baffel setup,has a NACA belly scoop with a Hunt 4 pipe exhaust presently)? Is there any info available outlining the mods nessassaryavailable?Does anybody use a plenum setup?I know this opens a Pandora's box of conditions but most pilot owners of 0-320 Long EZ seem to have CHT and Oil temp issues right off the bat so I'd like any input available .
Thanks,
Mike B.-N106NC
P.S. I'm based at the EAA hanger at CMA-Camarillo,CA-M.B.