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Gilles.Thesee(at)ac-greno
Guest

Posted: Wed Nov 15, 2006 9:02 am Post subject: Oil cooler thermostat

Raimo,



 	  Quote: 	
		   ALL water cooled engines should also

 have water thermostat. That is a matter

 of course in cars


	


The operational conditions are not the same : cars are designed to run 

for hours at low speed. They've got plenty of room to install wide and 

shallow radiator cores, with huge batteries to run powerful fans. They 

don't have weight or aerodynamical limitations (but should).



 	  Quote: 	
		     - why not in planes 

 with water cooled engines also?

   


	


Planes are creating a pretty fair breeze of their own. They have weight 

and reliability  constraints. Designing a proper cooling ducts means 

recovering some of the cooling drag, instead of wasting it and adding 

fans, by-passes, etc. to try and maintain correct temps.

Drag and weight reduction means improved fuel efficiency, take-off and 

climb performance, better cruise, etc...

The cleaner the airplane, the greater the effect of even a small drag 

reduction.



Our airplane has a clean and reliable engine installation, with adequate 

cooling whatever the conditions. We can always choose our target engine 

and oil temps.

No obstructions, no thermostat, extra plumbing, fittings, etc...

Just a good understanding of internal flow, and a well designed duct and 

flap.



Regards,

Gilles Thesee

Grenoble, France

http://contrails.free.fr

josok-e(at)ukolo.fi
Guest

Posted: Wed Nov 15, 2006 9:58 am Post subject: Oil cooler thermostat

Hi Gilles, 

Yes we know cars and airplanes are not the same. We know the thread started because there is a returning problem with over cooling in our circumstances. We also know that your airplane is not an Europa and has a perfectly designed cooling system. Europa's have not. 



There are several solutions, from redesigning the cowl with intake- our outlet-flaps to simple solutions like thermostats. Thermostats are automatic, install and forget, proved reliable technology. Probably lighter the any flap and it's non-automatic control mechanism.  The new thing in this Finnish contribution is the oil/water heat exchanger, that saves the weight of the oil radiator and it's content. 



Since the temperatures here vary between +30 and -40 during a normal year here, a pretty fair breeze is not enough to keep temperatures within acceptable limits. I hope you can accept our different point of view.



Kind Regards,



Jos Okhuijsen

Visit -  www.EuropaOwners.org

sidsel.svein(at)oslo.onli
Guest

Posted: Wed Nov 15, 2006 11:08 am Post subject: Oil cooler thermostat

Thank you all very much for the additional input for further reflections.



I am still not 100 pct certain what to do - or how to do it - but I have a 

100 pct better basis on which to make a conclusion.



If I were to build the airplane again, I would have studied the Finnish 

water/oil heat exchanger solution with great interest.  The Rotax dealer in 

Sweden sells such heat exchangers, I note.



Our friends in Finland a raised the issue of pre-heating before start in 

cold weather.  I use the hair dryer-method, with a 1800 w dryer blowing into 

the special cooling duct for the 912S.  On extra cold days another smaller 

dryer blows into the right side cowl opening for extra pre-heating of the 

oil tank.  When my pre-flight inspection is done and I otherwise have 

everything planned and ready for the flight, the engine starts with just a 

brief application of choke.  Between flights I have a 200 w heater under the 

cowl outlet behind the coolers and 2 x 60w light bulbs inside the cockpit, 

all with the hope of keeping the worst of the moist winter air out of the 

engine compartment and behind the panel.



Best regards,

Svein

LN-SKJ

raimo.toivio(at)rwm.fi
Guest

Posted: Wed Nov 15, 2006 1:01 pm Post subject: Oil cooler thermostat

Dear Gilles!

 

 	  Quote: 	
		   The operational conditions are not the same : cars are designed to run 

 for hours at low speed. They've got plenty of room to install wide and 

 shallow radiator cores, with huge batteries to run powerful fans. They 

 don't have weight or aerodynamical limitations (but should).


	


I demand I am able to fly at any speed at any outside temperature

as long as I like (within Europa limits of course). 

Like 50 knots (at) -30C 5 hours. Or full power (at) +40C. 

If it happens to make me happy.

Just like I do with my cars. 

And all modern cars do have strictly weight and aerodynamical limits!

They must be sleek for fuel efficiency and light enough to compensate 

all the necessary and "necessary" equipments 



In early days there were manual flaps and cowls also in cars.

There were also magnetos, carburrettors, adjustable mixture and

ignition, hand operated turning lights etc. I am happy these are not

reality any more. Some people think grandfather´s ideas are some kind

of Value and they all must be found in flying apparatus. Thermostat is

not so new idea, but water cooling is (in planes). Why should we start 

at the bottom again?  Like invent a wheel again.



Who is happy when leaning manually in Cessna? It is always a little

risk and if not, it is bad also. In early days they say there was an engine

man per engine in a plane. Fun? I am alone and would like fly, no

playing games with flaps and being worried is it OK or not.



Think: it´s minus 25C and I have to wait 15 minutes my turn to line up.

My engine will be at ideal temp all the time but how about engine w/o 

thermostat? What about long lasting idle glidings - engine w thermostat 

will thank you and it get an serial orgasm.



The size of the thermostat is like a baby´s fist and the weight is

about 200 grams. It´s price is insignificant.



 	  Quote: 	
		   No obstructions, no thermostat, extra plumbing, fittings, etc...

 Just a good understanding of internal flow, and a well designed duct and 

 flap.


	


That is it. The engine inside temperature should be controlable some how.

Flap assembly does the job also so and so but look at the list below:



- it is heavy (thermostat is light weight)

- it is complicated (thermostat is simple)

- it is unic hand work (thermostat is a mass serial product)

- it is hard to install (thermostat is straightforward)

- it tooks space and you have not it too much w Europa (thermostat does not)

- it needs regular service and inspections (thermostat is forgetable)

- it is expensive (thermostat is cheap)

- it is manual and you have one knob more (thermostat is automatic)

- it is not always in ideal position, because it is pilot operated

(thermostat is always in ideal position, no steps)

- when broken, it can happen in closed position and it stays closed

(thermostat stays open when broken but that situation happens

almost never - they are highreliable)

- when starting, cold water is cooling your engine harmly instantly

(when thermostat water is not cooling the engine until necessary)



Hey we all should be experimental men! We can, we have to and 

we are allowed to experiment what ever we want (at least here in Finland).



Jos and I are brave men and we have decided to test that sensational equipment:

A WATER THERMOSTAT IN A WATER COOLED ENGINE.

We promise to report later about thermostat but I am sure there is nothing to report exept it works well. It is so obvious. In other case I personally promise

to eat it.



Is n´t that so, Jos?



Ideal Temperature Regards, Raimo

========================

 

 	  Quote: 	
		   

 Regards,

 Gilles Thesee

 Grenoble, France

 http://contrails.free.fr

raimo.toivio(at)rwm.fi
Guest

Posted: Wed Nov 15, 2006 1:57 pm Post subject: Oil cooler thermostat

---

Gilles.Thesee(at)ac-greno
Guest

Posted: Wed Nov 15, 2006 1:57 pm Post subject: Oil cooler thermostat

Raimo,



 	  Quote: 	
		   - it is heavy (thermostat is light weight)

 - it is complicated (thermostat is simple)

 - it is unic hand work (thermostat is a mass serial product)

 - it is hard to install (thermostat is straightforward)

 - it tooks space and you have not it too much w Europa (thermostat does not)

 - it needs regular service and inspections (thermostat is forgetable)

 - it is expensive (thermostat is cheap)

 - it is manual and you have one knob more (thermostat is automatic)

 - it is not always in ideal position, because it is pilot operated

 (thermostat is always in ideal position, no steps)

 - when broken, it can happen in closed position and it stays closed

 (thermostat stays open when broken but that situation happens

 almost never - they are highreliable)

 - when starting, cold water is cooling your engine harmly instantly

 (when thermostat water is not cooling the engine until necessary)



   


	


Everyone here is entitled to express one's technical opinion, and 

clearly your are sold on the water thermostat !

I understand your motivations, and wouldn't try to dissuade you. I would 

say that you are right on most of the above points concerning the 

thermostat.

Like many others, I sure would appreciate any technical feedback on it's 

operation.

I only intervened in this topic because I (maybe wrongly) got the 

impression that you were asking questions about cooling.



I just hope I too am entitled to express my opinion on cowl flaps, based 

on many hours experimenting and flying them, with findings somewhat 

different than most of the above points.



Best regards,

Gilles

http://contrails.free.fr

ami(at)mcfadyean.freeserv
Guest

Posted: Wed Nov 15, 2006 3:00 pm Post subject: Oil cooler thermostat

Probably not much, other than to  create a  disproportionately large amount of drag. There must be a huge plume of air  coming out of these gills that destroys the airflow down the sides of the  fuselage.

  

 I had a nice photo of an oil streak on Williams  Europa, showing flow reversal just aft of the gills. Conversion of the gills to  a rear-facing exit may prove beneficial (to reducing cooling drag), although  care needed to ensure fuselage composite not overheated. I have the moulds for  such a mod., but never tried it out.

  

 The detailing on Daryl Greenermeyer's  Reno Legacy shows the way to go.

  

 Duncan McF

 [quote]   ---

ptag.dev(at)tiscali.co.uk
Guest

Posted: Wed Nov 15, 2006 4:37 pm Post subject: Oil cooler thermostat

Hi! Duncan.  

Thanks for that message. I spoke to Andy Draper today and he said that the gills initially were put in for cooling when parking up, and had been surprised when flying without doors once he put his hand over the port gills and found hot air! This rather substantiates my not having the gills as a Jabiru Cowl.  

The Jabiru Carb sits right above the muffler  and I had a suitably placed soldering mat on top of the muffler , can’t see why this shouldn’t work for Rotax  and leave the gills blocked   

Regards  

Bob Harrison.    

Robt.C.Harrison  

  

   

-----Original Message-----

 From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Duncan & Ami McFadyean

 Sent: 15  November 2006 22:56

 To: europa-list(at)matronics.com

 Subject: Re: Oil cooler thermostat  

     

Probably not much, other than to  create a disproportionately large amount of drag. There must be a huge plume of air coming out of these gills that destroys the airflow down the sides of the fuselage.  

    

   

    

I had a nice photo of an oil streak on Williams Europa, showing flow reversal just aft of the gills. Conversion of the gills to a rear-facing exit may prove beneficial (to reducing cooling drag), although care needed to ensure fuselage composite not overheated. I have the moulds for such a mod., but never tried it out.  

    

   

    

The detailing on Daryl Greenermeyer's Reno Legacy shows the way to go.  

    

   

    

Duncan McF  

  [quote]    

---

paul.mcallister

Joined: 09 Jan 2006
Posts: 177
Location: Waukesha, WI USA

Posted: Wed Nov 15, 2006 4:48 pm Post subject: Oil cooler thermostat

Hi  All,

  

 Actually I have my gills rear ward facing.  It  wasn't by design, I just made a mistake and I didn't even know until Andy  pointed it out to me.  

  

 Although I don't have before and after  measurements,  the underneath of my cowl seems cooler that some other  people have reported.  I base this on the fact that I don't have any cable  ties that melt under the cowl, whereas I have heard many reports from  others.

  

 One of  these days I must smear a bit of oil around to see what is happening  

  

 Paul

  

  --

ptag.dev(at)tiscali.co.uk
Guest

Posted: Thu Nov 16, 2006 12:04 am Post subject: Oil cooler thermostat

Hi! Paul/ Duncan.  

Thanks for the message below. Even without any gills but with the Jabiru arrangement I had no such thing as cable tie meltdown. The nearest sign I had was some “spirowrap” which ran under the exhaust manifolds. As I said I believe the presence of the gills in flight allows the upper cowl pressure to reduce so discouraging the downward cooling flow. If the gills were added to allow residual cooling after shutdown it would be simpler to open the top access panels immediately on shut down. I have ordered “the fibre glass engine cooling hood” on my engine which should also assist in preventing the heat build up in the cowl top and I expect my intercooler air to assist with cowl top cooling too. I would have expected the Jabiru being fully air cooled to have far more residual heat to dissipate on shutdown anyway and since I didn’t have a problem then I will leave the gills on my new cowls closed, unless I get some more feedback against.  

I’ve not had a rattling response on the question  

Regards  

Bob Harrison G-PTAG   

   

   

-----Original Message-----

 From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Paul McAllister

 Sent: 16  November 2006 00:48

 To: europa-list(at)matronics.com

 Subject: Re: Oil cooler thermostat  

     

Hi All,  

    

   

    

Actually I have my gills rear ward facing.  It wasn't by design, I just made a mistake and I didn't even know until Andy pointed it out to me.    

    

   

    

Although I don't have before and after measurements,  the underneath of my cowl seems cooler that some other people have reported.  I base this on the fact that I don't have any cable ties that melt under the cowl, whereas I have heard many reports from others.  

    

   

    

One of these days I must smear a bit of oil around to see what is happening   

    

   

    

Paul  

    

   

    

 --

ami(at)mcfadyean.freeserv
Guest

Posted: Thu Nov 16, 2006 3:06 am Post subject: Oil cooler thermostat

Closing off the gills is likely to result in  thermal stress and shorter life of the alternator regulator, if you have it  mounted in that region.

  

 A permanent hot air vent (following shutdown) in  the top of the cowl can be achieved by leaving out the baffle seals around  the top of the carb airbox. However, I have yet to discover whether this also  results in flow reversal through the cowl-top NACA duct at high  AoA.

  

 I've recently opened up this duct (without the  baffle seals and having previously run on under-cowl air) and find that the  significant power increase (a good10+% I reckon and an additional 200fpm on  climb out) is a bit fickle, depending on  flight condition, suggesting variable effectiveness of  the  duct.

  

 Duncan McF.

 [quote]   ---

ami(at)mcfadyean.freeserv
Guest

Posted: Thu Nov 16, 2006 3:06 am Post subject: Oil cooler thermostat

Paul,

 Does this mean that you cut out the incorrect face  on the gills (choice of two faces; one correct, one not)?

 You are not unique, there is at least one other  around that had this 'mod'.

  

 Duncan McF

 do not archive

 [quote]   ---

raimo.toivio(at)rwm.fi
Guest

Posted: Thu Nov 16, 2006 6:08 am Post subject: Oil cooler thermostat

Gilles



I hope this the Spirit of the Forum:"

"Everyone here is entitled to express one's technical opinion"

So nothing personal. All the responsibility is reader´s not writer´s.

Also everybody can understand this is not pure black or white -case.

I personally trust water thermostat and that is it. Flaps are for you.

Most Rotax flyers fly w/o cowl flaps or thermostats and are happy.



My "salesman´s comparíson list" was made by IMHO principle.

I know and understand thermostats well but flaps; I have only 

mental pictures. Maybe you could list the facts of flaps?



Ideal Temperature Regards, Raimo



---

n914va(at)bvunet.net
Guest

Posted: Thu Nov 16, 2006 6:59 am Post subject: Oil cooler thermostat

I would be very inclined to go with a water  thermostat, but I have one question. If it fails, does it fail closed or open?  

  

 Vaughn

    [quote][b]

belinda(at)gloverb.freese
Guest

Posted: Thu Nov 16, 2006 8:07 am Post subject: Oil cooler thermostat

Hi Bob, 

  

 Since you know all about my "Flying for Fun" accident already,  just a word of WARNING for others reading  this thread.

  

 Don't try closing the gills if you fly an NSI Subaru in a Europa. This PFA  "Approved" installation, even with the standard gills the cooling to the  alternator is wholly inadequate and can kill you. This has now fried 2  alternator bearings out of 10 examples in the U.K. I can't find any U.S examples  of such an incident so it looks like a thoroughly home grown U.K. installation  problem.

  

 The alternator seizure would be only a minor inconvenience were it not  for the fact that the dual drive belts as "Approved" then fill the cockpit with  thick smoke before stopping the engine via the braking effect on the crankshaft  drive pulley and the "Approved" propeller then goes in to full disk drag  freewheeling mode providing an earlier opportunity for a forced landing than you  ever bargained for with a descent deck angle of about 20 degrees and rate of  1700ft/min and with the all flying"now no longer flying" tailplane allowing  you to slap the stick from stop to stop on the way down as you relearn how to  fly the crippled airframe. All this of course negating any amount of practice  forced landings you were forced to do before being allowed to test fly  the creation yourself and which were so misrepresentative as to have  best been avoided completely !!!!!!!!!!!!!!!!!!!

  

 Been there done that got the T-shirt just like Bill Wynne who had it  happen first but sadly his incident was never subsequently properly  investigated. It will be now though my wreckage is with the AAIB at  Farnborough.

  

 I am still trying to find out if "Approved"  for regulatory end users  means anything other than you are "Approved" to go and be our installation test  pilot with a passenger, oh and in case you survive please report any  testing we might have overlooked !!!!!!!!!!!!!

  

 Despite the direct question having been twice posed to the PFA, by me and  the AAIB so far no cigar!!!!!!!!!!!

  

 Ironically, I just applied for the PFA airworthiness engineer job, which I  thought might have even come about because of our near death experience. I  just received a response having heard nothing for a fortnight as follows;

 " Unfortunately you were not short listed for the initial  interviews".

 That is despite  going and asking if I would be wasting my time preparing a C.V. before  hand!

  

 Incedently our  Europa callsign was G-BWCV abbreviated to 'CV. Obviously our  recent ridiculous incident was not deemed the right sort of 'CV for  that particular job.

  

 So look outl for the  AAIB report coming out soon if you realy want a case study in how not to do  it!!!!!  

  

 If anybody thought "Approved" in the regulatory end  user context was a verb implying knowledge or understanding and  testing to a standard at least minimally fit for purpose like I  did, think again. 

  

 Like most things these days you end up having  to do other peoples jobs for them whilst in the case of the regulators they tie  both hands behind your back when you try to do your own. 

  

 Regards

 Gary McKirdy

  

 [quote]   From:    R.C.Harrison (ptag.dev(at)tiscali.co.uk) 

   To: europa-list(at)matronics.com (europa-list(at)matronics.com) 

   Sent: Wednesday, November 15, 2006 11:43    AM

   Subject: RE: Oil cooler    thermostat

   



      

Hi! Nigel/all   

My two pennyworth ....I also    tried a cowl exit flap but not to close off. My Jabiru cooling system of course was ALL air cooled and the    theory ventured by the Jab dealer and Factory was to extend it into the air    stream and create a low pressure area aft of the cooling exit to suck out the    hot air..... needless to say it made no improvement    whatever. However what I did find was that it was important to maintain top    cowl pressure high to promote the mass down flow of air past the engine, I    even collected my cabin heating air(when not being used for purpose) and    dumped it in the cowl top which also assisted. Since all the high pressure oil    cooling air was directed under the sump cooling fins(Rotax oil and water cooling    likewise) to leave it "floating" in the lower cowl restrained the downward    flow of engine cooling air.    

You may ask why am I "rabbitting on" about damn Jabiru's ?.... so to my    question:-   

    

What    purpose do the Europa    "Gills" serve?   

Has    anyone flown with them blocked off to check the    effects?   

    

As it happens, against most advice, I have decided to    fit an intercooler on my 914 Turbo which of course has a huge discharge of    warm air mostly into the top cowling and I’m not sure it’s the right    philosophy to let it exit out the “gills”, with my Jabiru experiences I’m suggesting that to increase the    down flow of air, even with water and oil cooling on the engine, it would be    best maintaining the top cowl pressure.    

I never had any top cowl exits on my Jabiru set up ...all air was discharged out the lower cowl    exit plus the lower cowl was "jacked" off the fuselage by approx 1" increasing    the discharge annulus considerably.   

Any help with these questions would be gratefully    received.   

I also would have liked to have the Rotax oil flow to its cooler selectable and/or meterable which I achieved on the Jabiru by a hand control valve operated from the P1    Position allowing most flying to be accomplished without the cooler being in    circuit. The resultant warm air (even with no oil circulating  though the cooler) was a primary    source of cabin heat and with the oil cooler in full flow I could fry the    passenger, I get the feeling that a number of Europa    Rotax owners would dearly like such a facility    !   

    

Regards   

Bob Harrison G-PTAG (Still prepared to    learn!)   

    

    

    

-----Original    Message-----

From: owner-europa-list-server(at)matronics.com    [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of    nigel charles

Sent: 15 November 2006    09:38

To: europa-list(at)matronics.com

Subject: RE: Oil cooler    thermostat   

    

--> Europa-List message posted by:    "nigel charles"    <nwcmc(at)tiscali.co.uk>   

    

 	  Quote: 	
		  It is best to place a flap at the exit of the    cowl/radiator duct.   

Placing an obstruction in the front destroys dynamic    pressure. An we    
	


need to recover as much pressure as we can to persuade    the air to flow    

across the rad core.<   

    

For what its worth I tried a cooler flap at the rear    of the radiators.   

With it fully closed it cut off nearly all the airflow    and it made   

little difference to the CHT and oil    temperatures.   

    

When I was at Vichy this year I met one of our French    owners (sorry I   

forgot his name). He has a very clever inlet cowl    flap. It is part of   

the lower cowl in front of the radiators and has a    hinge at the rear of   

it. In very hot weather it is lowered below the normal    cowl allowing   

more cooling air in. In cold weather it is raised    impeding airflow to   

the radiators. This is all controlled from the cockpit    so that inflight   

adjustments can be made. From what he told me it works    very well.    

    

I appreciate that normally control of cooling air is    best done at the   

outlet but in this case it seems it is better to use    the inlet.   

    

Nigel Charles   

    

    

 

 	  Quote: 	
		  



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[b]

raimo.toivio(at)rwm.fi
Guest

Posted: Thu Nov 16, 2006 8:38 am Post subject: Oil cooler thermostat

Vaughn,

  

 I cannot be absolutely sure but  NORMALLY

 thermostat design itself leaves it fully 

 open in failure  situation.

  

 Who knows ANY broken thermostat in

 cars (younger than 10-20 years)?

  

 Problems may occur if the coolant liquid

 is NEVER changed.  

  

 In cars most people never do it IMHO.

 Just like brake fluid, it should be changed

 regularly (let´s say once a 1-3 year

 to remove moisture and small obstackles etc).

  

 May I suggest you to go some car spare shop,  

 keep it on your hand and look at  it carefully?

  

 Regards, Raimo

  

  

 [quote]   ---

josok-e(at)ukolo.fi
Guest

Posted: Thu Nov 16, 2006 10:38 am Post subject: Oil cooler thermostat

Could it be, that the combination of open gills, bottom cowl opening and entry holes in front creates a pocket of standing air, or pulls air from around the exhaust over the generator or would it not be better to have a designated, more or less defined single entry and exit point? So doing away with the gills all together. 

I've asked Andy the same question on his last day at the factory, and if i remembered correctly the answer was something like "needed only after shutdown" To prevent heat collecting under the cows after shutdown on a hot day i could just open the inspection covers? 



Kind Regards,



Jos Okhuijsen

Visit -  www.EuropaOwners.org

terrys(at)cisco.com
Guest

Posted: Thu Nov 16, 2006 1:31 pm Post subject: Oil cooler thermostat

Just a comment on the 'gills'.  We spent a lot of time curing our temp

problems on a 912S powered XS, instrumenting and logging in flight

various temperatures under the cowl.  Our experiences indicate to us

that the gills significantly hurt cooling in flight and doesn't help

much cooling the engine after shutdown.

   In flight, the gills allow cooling air from the front eyeball inlets

to bypass most of the engine, exiting without helping cool anything

particularly hot.  Blocking them off completely caused no significant

temperature rise in the top, rear, of the cowl, which remained within a

few degrees of ambient during all phases of flight.

   As for cooling the engine after shutdown, only the coolant inspection

panel on top of the cowl seems to help much, the gills are too low to

get much convection action going.



   We did end up closing off all but one of the gills, leaving that one

open just in case we missed something, although flight testing with ALL

of them closed off indicated no real reason for having it open.



Just my two cents worth,

Terry Seaver

A135/N135TD

--

ptag.dev(at)tiscali.co.uk
Guest

Posted: Thu Nov 16, 2006 2:04 pm Post subject: Oil cooler thermostat

Hi! Jos

These are exactly my thoughts.



BTW I'll be in Gallivare? for Christmas and New Year! For a christening

topglock(at)cox.net
Guest

Posted: Thu Nov 16, 2006 8:02 pm Post subject: Oil cooler thermostat

It's funny how different builds render different results.  I was 

experiencing  high temps, both on the ground and in the air, with the 

gills open.  I closed them, and temps went up, across the board.  

Lowering the water radiator and sealing it to the lower cowl with a 

rubber seal dropped temps by 10-20 degrees F.  My cowl slits are now 

open and temps are normal.  I should mention that I did the firewall 

mod, suggested by Bob at Flightcrafters, which is sealing the tunnel 

(tri-gear) behind the bungies and leaving the factory firewall out, 

completely.  Lots of air exiting that big hole.  The Construction can be 

seen at http://www.N55XS.com



Jeff - Baby Blue

240 hours



josok wrote:



 	  Quote: 	
		  



Could it be, that the combination of open gills, bottom cowl opening and entry holes in front creates a pocket of standing air, or pulls air from around the exhaust over the generator or would it not be better to have a designated, more or less defined single entry and exit point? So doing away with the gills all together. 

I've asked Andy the same question on his last day at the factory, and if i remembered correctly the answer was something like "needed only after shutdown" To prevent heat collecting under the cows after shutdown on a hot day i could just open the inspection covers? 



Kind Regards,



Jos Okhuijsen

Visit -  www.EuropaOwners.org

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