REFLECTOR: Ideas for cooling the #6 (far out) cylinder.

[John Dibble]

I extended my exit duct 3" below the fuselage.  It didn't make much
difference at cruise, but did help a lot during climb.

I was able to reduce CHTs in both #5 and #6 by increasing the space
between the plenum and the cylinders (back side).  You might want to
wire a thickness of several 1/4" washers between the plenum and cylinder
and see if this helps before going to the trouble of making a baffle.

John

Hiroo Umeno wrote:

> I had another flight where the scope of the flight was limited by the
> #6 CHT and the oil temp.  I think the oil temp can be addressed by
> adding an exit baffle the sucks the air out of duct more forcefully.
>
> The CHT is a puzzling one.  I got a few suggestions for adding a
> baffle under the cowl to direct more are to the #6 that is really way
> out there at the end.  The trouble is, I am having a hard time
> figuring where and how big the baffle should go.  Does anyone have any
> suggestions?
>
> It was a 80 degree day in Seattle and I had to keep the plane at
> 3000ft, 110Kts, power pulled fairly far back so that the #6 CHT and
> the oil temp won’t redline.
>
> On a related topic, I knew that if I got higher where the air is
> cooler, and went faster where I got more airflow, I could keep things
> cooler.  The trouble is, I couldn’t get there without redlining
> something.  Would it be bad to fly it Redlined on one cyl for a few
> minutes it takes to get high and fast enough?  I’ve been trying really
> hard not to keep things in red for long for fear of doing some damage
> to the engine.
>
> Hiroo
>
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