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Lightning bottom cowl air dam photos

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N1BZRich(at)aol.com
Guest

Posted: Thu Feb 21, 2008 2:09 pm Post subject: Lightning bottom cowl air dam photos

Danny,

     Right after I sent the previous message I  remembered where you could see the lip on the Lightning's bottom cowl.  Go  to the Lightning news web page http://www.arionaircraft.com/News.html,  and scroll down to near the bottom and look at the photos for 1/5/2006,  Lightning Cowl Finalized, and also 2/15/2005, Wheel and gear fairings set for  trial.  Both of these set of photos show the lip or air dam.  The idea  is the same as on a car.  The air dam forces air down and thus creates a  lower pressure area under the bottom cowl.  Hope this helps.

 Buz



Delicious ideas to please the pickiest eaters. Watch the video on AOL Living.

  [quote][b]

lbmathias(at)verizon.net
Guest

Posted: Thu Feb 21, 2008 6:52 pm Post subject: Lightning bottom cowl air dam photos

[quote]      Danny,

    

       These pictures might give you the idea; I cut the lip    off to clear the exhaust because it was touching and burning the    cowl.   However, that raised temps a lot so I had to put a lip back    on but moved it about 3/4 inch farther forward.  I think you can see    the shape of it though and get the idea.

    

                      Linda 



   [quote]     ---

Clive J

Joined: 03 Nov 2007
Posts: 340
Location: UK

Posted: Thu Feb 21, 2008 10:59 pm Post subject: Lightning bottom cowl air dam photos

Apologies I should have carried on reading the next few posts. Though my

comments still apply. 



Looking at the pictures of the Lightning ducts and my Esquals the size

difference is massive.



Worth some 'liquid engineering' if there's space.



Regards, Clive



--

dashvii(at)hotmail.com
Guest

Posted: Thu Feb 21, 2008 11:52 pm Post subject: Lightning bottom cowl air dam photos

Clive,

    Somewhere around here I have a book that tells about cooling design and eliminating drag.  There's a particular ratio that you want to look for between entry area and exit area.  The "lip" on the Lightning cowling helps to drop the pressure following it and creates an air pump if you will.  It's giving ram effect cooling.  Now if you have too little of an opening for the exit the air will tend to build up and spill back out the cowling in front and cause greater cooling drag and less efficiency.  If you have too small of an opening in the front for the size of the rear, then you have air pulling through the openings like it should, but not enough quantity to potentially be inadequate.  What I would like to see is somebody take it upon their selves, maybe with a background in engineering, and modify their cowling such as this:

  

 http://www.airliners.net/photo/Untitled/Lancair-Legacy-2000/0454138/L/

  

 Also see a better view of the bottom of the cowl here: 

 http://www.airliners.net/photo/Untitled/Lancair-Legacy-2000/0647171/L/

  

 The first pic is most applicable.  In this case, the air exits via two outlets which shroud the exaust.  These protrude into the airstream a little and cause a partial pressure drop.  The big drop in pressure comes from the entry/exit sizes though.  The air from the cowling exits around the exhaust stacks.  The nosegear strut is faired in and glassed to the bottom of the plane.  Sure, some of you are going to say, well what about temperature around those exhausts.  Temperature will make that pressure drop less than it could if it were cool air and a dedicated duct.  Well, the effects of temp on pressure decrease as the mass flow increases, to the point to where it has virtually no impact if you design the cowl right.  

  

 Having said all of that.  The Lightning cowl is very efficient at cooling.  It was designed with the entry/exit area in mind.  Pete has commented before that if they were to focus on any kind of drag reduction in the future, the cowl would be one of those.  It's great at cooling, pretty good in drag, but could be a little better.  If some of you engineer types had the know how to modify and do a little testing and present the findings to Arion, if they were favorable to the point of being worthwhile, then you might get a little chance to help make a great design even better!  

  

 >From the flight testing that I did, it is possible to get a little higher speeds out of the Lightning with simple drag reduction, but you're close to Vne as it is.  My focus would be on improving drag and instead of cruising faster, being able to pull the throttle back a little more at high altitude cruise.  I think that Earl emailed me that he got 0.2-0.3 gph better fuel burn with his gap seals.  It doesn't sound like a lot but if you can get 0.3 here and 0.2 there, then it would be possible to get 4 something gph in cruise in a Lightning and save 10% on fuel costs per year.  If you fly 100 hours a year, if gas was $3.50/gallon, it amounts to an additional $175 on fuel.  The bigger savings may come in the long run though as you will likely be running cooler and therefore improving the overall life and maintenance cost of the engine.  Just a few thoughts.  Anybody else have any ideas on the matter.  Brian W.

  

 ___________________________________________________________

 



[quote] Subject: FW: Lightning bottom cowl air dam photos

 Date: Fri, 22 Feb 2008 06:55:55 +0000

 From: clive.james(at)uk.bp.com

 To: lightning-list(at)matronics.com

 

 Apologies I should have carried on reading the next few posts. Though my

 comments still apply. 

 

 Looking at the pictures of the Lightning ducts and my Esquals the size

 difference is massive.

 

 Worth some 'liquid engineering' if there's space.

 

 Regards, Clive

 

 --

ddw55(at)hotmail.com
Guest

Posted: Fri Feb 22, 2008 1:03 am Post subject: Lightning bottom cowl air dam photos

Clive,

  

 we could add a lip on our cowling, made in alu.

  

 Danny





   

 > Subject: FW: Lightning bottom cowl air dam photos

[quote] Date: Fri, 22 Feb 2008 06:55:55 +0000

 From: clive.james(at)uk.bp.com

 To: lightning-list(at)matronics.com

 

 Apologies I should have carried on reading the next few posts. Though my

 comments still apply. 

 

 Looking at the pictures of the Lightning ducts and my Esquals the size

 difference is massive.

 

 Worth some 'liquid engineering' if there's space.

 

 Regards, Clive

 

 --

ddw55(at)hotmail.com
Guest

Posted: Fri Feb 22, 2008 1:10 am Post subject: Lightning bottom cowl air dam photos

Thanks Buz,

  

 I understand the rational behind it.

 I will do some testing as soon as my Esqual has been repaired.

 During the 1 flight I did in my plane, temperatures were quite high but within limits.

  

 Danny

  	  Quote: 	
		    From: N1BZRich(at)aol.com

Date: Thu, 21 Feb 2008 17:06:53 -0500

Subject: Lightning bottom cowl air dam photos

To: lightning-list(at)matronics.com



  Danny,

     Right after I sent the previous message I remembered where you could see the lip on the Lightning's bottom cowl.  Go to the Lightning news web page http://www.arionaircraft.com/News.html, and scroll down to near the bottom and look at the photos for 1/5/2006, Lightning Cowl Finalized, and also 2/15/2005, Wheel and gear fairings set for trial.  Both of these set of photos show the lip or air dam.  The idea is the same as on a car.  The air dam forces air down and thus creates a lower pressure area under the bottom cowl.  Hope this helps.

 Buz



   Delicious ideas to please the pickiest eaters. Watch the video on AOL Living.

 	  Quote: 	
		  



" target=_blank>http://www.matronics.com/Navigator?Lightning-List

p://forums.matronics.com

blank>http://www.matronics.com/contribution



	
	
Start een boeiend online leven...helemaal gratis! Windows Live   [quote][b]

ddw55(at)hotmail.com
Guest

Posted: Fri Feb 22, 2008 1:14 am Post subject: Lightning bottom cowl air dam photos

Linda,

  

 these pictures show clearly the differences with the Esqual cowling.

 It makes sense to modify the Esqual cowling.



Regards

  

 Danny

 [quote]  Date: Thu, 21 Feb 2008 21:48:39 -0500

From: lbmathias(at)verizon.net

Subject: Re: Lightning bottom cowl air dam photos

To: lightning-list(at)matronics.com



     [quote]  Danny,

  

     These pictures might give you the idea; I cut the lip off to clear the exhaust because it was touching and burning the cowl.   However, that raised temps a lot so I had to put a lip back on but moved it about 3/4 inch farther forward.  I think you can see the shape of it though and get the idea.

  

                 Linda 



 [quote] ---

info(at)flylightning.net
Guest

Posted: Fri Feb 22, 2008 6:53 am Post subject: Lightning bottom cowl air dam photos

I discussed this at one time with doug from jabiru when he was over here in TN ……about 2.5 times the exit area  to inlet area is a good start….this is for a cowl with a lip or fixed down cowl flap if you will…..kent pacer refers to an exit area of 80% of the inlet area which would work well with cruise but not high power low speed in climb…so if you could get 250% exit for take off and close the exit down to 80% for cruise with a movable cowl flap you should have good cooling and reduced drag in cruise…….Hmmm….something for the skunk works on the new demo?  

   

Nick  

         

  

From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of Brian Whittingham

 Sent: Friday, February 22, 2008 1:50 AM

 To: lightning-list(at)matronics.com

 Subject: RE: Lightning-List: Lightning bottom cowl air dam photos  

  

   

Clive,

    Somewhere around here I have a book that tells about cooling design and eliminating drag.  There's a particular ratio that you want to look for between entry area and exit area.  The "lip" on the Lightning cowling helps to drop the pressure following it and creates an air pump if you will.  It's giving ram effect cooling.  Now if you have too little of an opening for the exit the air will tend to build up and spill back out the cowling in front and cause greater cooling drag and less efficiency.  If you have too small of an opening in the front for the size of the rear, then you have air pulling through the openings like it should, but not enough quantity to potentially be inadequate.  What I would like to see is somebody take it upon their selves, maybe with a background in engineering, and modify their cowling such as this:

  

 http://www.airliners.net/photo/Untitled/Lancair-Legacy-2000/0454138/L/

  

 Also see a better view of the bottom of the cowl here: 

 http://www.airliners.net/photo/Untitled/Lancair-Legacy-2000/0647171/L/

  

 The first pic is most applicable.  In this case, the air exits via two outlets which shroud the exaust.  These protrude into the airstream a little and cause a partial pressure drop.  The big drop in pressure comes from the entry/exit sizes though.  The air from the cowling exits around the exhaust stacks.  The nosegear strut is faired in and glassed to the bottom of the plane.  Sure, some of you are going to say, well what about temperature around those exhausts.  Temperature will make that pressure drop less than it could if it were cool air and a dedicated duct.  Well, the effects of temp on pressure decrease as the mass flow increases, to the point to where it has virtually no impact if you design the cowl right.  

  

 Having said all of that.  The Lightning cowl is very efficient at cooling.  It was designed with the entry/exit area in mind.  Pete has commented before that if they were to focus on any kind of drag reduction in the future, the cowl would be one of those.  It's great at cooling, pretty good in drag, but could be a little better.  If some of you engineer types had the know how to modify and do a little testing and present the findings to Arion, if they were favorable to the point of being worthwhile, then you might get a little chance to help make a great design even better!  

  

 >From the flight testing that I did, it is possible to get a little higher speeds out of the Lightning with simple drag reduction, but you're close to Vne as it is.  My focus would be on improving drag and instead of cruising faster, being able to pull the throttle back a little more at high altitude cruise.  I think that Earl emailed me that he got 0.2-0.3 gph better fuel burn with his gap seals.  It doesn't sound like a lot but if you can get 0.3 here and 0.2 there, then it would be possible to get 4 something gph in cruise in a Lightning and save 10% on fuel costs per year.  If you fly 100 hours a year, if gas was $3.50/gallon, it amounts to an additional $175 on fuel.  The bigger savings may come in the long run though as you will likely be running cooler and therefore improving the overall life and maintenance cost of the engine.  Just a few thoughts.  Anybody else have any ideas on the matter.  Brian W.

  

 ___________________________________________________________

 

 

 > Subject: FW: Lightning bottom cowl air dam photos

 > Date: Fri, 22 Feb 2008 06:55:55 +0000

 > From: clive.james(at)uk.bp.com

 > To: lightning-list(at)matronics.com

 > 

 > Apologies I should have carried on reading the next few posts. Though my

 > comments still apply. 

 > 

 > Looking at the pictures of the Lightning ducts and my Esquals the size

 > difference is massive.

 > 

 > Worth some 'liquid engineering' if there's space.

 > 

 > Regards, Clive

 > 

 > --

dashvii(at)hotmail.com
Guest

Posted: Fri Feb 22, 2008 11:35 pm Post subject: Lightning bottom cowl air dam photos

Those numbers sound about right.  Seems like 2.5 is about what the Lightning has.  My book on aircraft design actually states that there is no need for cowl flaps if the cowling is designed perfectly.  The catch is, with any of us who are not privy to a wind tunnel and sophisticated testing equipment, is that requires a lot of design, fabrication, re-design, and refab.  It's more of a trial and error.  The trick these days is to create the desired flow through the engine, and resulting pressure drop associated with that to adequately cool the engine.  Another challenge is that all engines aren't created the same.  So a lycoming under one cowling may only need a redesign to get an additional 5 degrees and a Jabiru may require a drop of 15 degrees, or vice-versa.  

  

 Again, having said that, the Lightning has a good trade off between cooling and drag.  Still, it may be worth working on in the off-time, when you get some more of these improvements on and tested.  It's kind of like the change in NACA ducts for the oil cooler that happened early on in the design.  We got a large drop in oil temps.  The duct looked virtually the same as the old duct, but the aero was desidedly different.  Brian W.

 [quote]  From: info(at)flylightning.net

To: lightning-list(at)matronics.com

Subject: RE: Lightning bottom cowl air dam photos

Date: Fri, 22 Feb 2008 08:50:52 -0600



   .ExternalClass .EC_shape {;}    .ExternalClass EC_p.MsoNormal, .ExternalClass EC_li.MsoNormal, .ExternalClass EC_div.MsoNormal {margin-bottom:.0001pt;font-size:12.0pt;font-family:'Times New Roman';} .ExternalClass a:link, .ExternalClass EC_span.MsoHyperlink {color:blue;text-decoration:underline;} .ExternalClass a:visited, .ExternalClass EC_span.MsoHyperlinkFollowed {color:blue;text-decoration:underline;} .ExternalClass p {margin-right:0in;margin-left:0in;font-size:12.0pt;font-family:'Times New Roman';} .ExternalClass pre {margin-bottom:.0001pt;font-size:10.0pt;font-family:'Courier New';} .ExternalClass EC_span.EmailStyle19 {font-family:Arial;color:navy;} (at)page Section1 {size:8.5in 11.0in;} .ExternalClass EC_div.Section1 {page:Section1;}     

I discussed this at one time with doug from jabiru when he was over here in TN ……about 2.5 times the exit area  to inlet area is a good start….this is for a cowl with a lip or fixed down cowl flap if you will…..kent pacer refers to an exit area of 80% of the inlet area which would work well with cruise but not high power low speed in climb…so if you could get 250% exit for take off and close the exit down to 80% for cruise with a movable cowl flap you should have good cooling and reduced drag in cruise…….Hmmm….something for the skunk works on the new demo? 

  

Nick 

     

 

From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of Brian Whittingham

Sent: Friday, February 22, 2008 1:50 AM

To: lightning-list(at)matronics.com

Subject: RE: Lightning bottom cowl air dam photos

 

  

Clive,

   Somewhere around here I have a book that tells about cooling design and eliminating drag.  There's a particular ratio that you want to look for between entry area and exit area.  The "lip" on the Lightning cowling helps to drop the pressure following it and creates an air pump if you will.  It's giving ram effect cooling.  Now if you have too little of an opening for the exit the air will tend to build up and spill back out the cowling in front and cause greater cooling drag and less efficiency.  If you have too small of an opening in the front for the size of the rear, then you have air pulling through the openings like it should, but not enough quantity to potentially be inadequate.  What I would like to see is somebody take it upon their selves, maybe with a background in engineering, and modify their cowling such as this:

 

http://www.airliners.net/photo/Untitled/Lancair-Legacy-2000/0454138/L/

 

Also see a better view of the bottom of the cowl here: 

http://www.airliners.net/photo/Untitled/Lancair-Legacy-2000/0647171/L/

 

The first pic is most applicable.  In this case, the air exits via two outlets which shroud the exaust.  These protrude into the airstream a little and cause a partial pressure drop.  The big drop in pressure comes from the entry/exit sizes though.  The air from the cowling exits around the exhaust stacks.  The nosegear strut is faired in and glassed to the bottom of the plane.  Sure, some of you are going to say, well what about temperature around those exhausts.  Temperature will make that pressure drop less than it could if it were cool air and a dedicated duct.  Well, the effects of temp on pressure decrease as the mass flow increases, to the point to where it has virtually no impact if you design the cowl right.  

 

Having said all of that.  The Lightning cowl is very efficient at cooling.  It was designed with the entry/exit area in mind.  Pete has commented before that if they were to focus on any kind of drag reduction in the future, the cowl would be one of those.  It's great at cooling, pretty good in drag, but could be a little better.  If some of you engineer types had the know how to modify and do a little testing and present the findings to Arion, if they were favorable to the point of being worthwhile, then you might get a little chance to help make a great design even better!  

 

 	  Quote: 	
		  From the flight testing that I did, it is possible to get a little higher speeds out of the Lightning with simple drag reduction, but you're close to Vne as it is.  My focus would be on improving drag and instead of cruising faster, being able to pull the throttle back a little more at high altitude cruise.  I think that Earl emailed me that he got 0.2-0.3 gph better fuel burn with his gap seals.  It doesn't sound like a lot but if you can get 0.3 here and 0.2 there, then it would be possible to get 4 something gph in cruise in a Lightning and save 10% on fuel costs per year.  If you fly 100 hours a year, if gas was $3.50/gallon, it amounts to an additional $175 on fuel.  The bigger savings may come in the long run though as you will likely be running cooler and therefore improving the overall life and maintenance cost of the engine.  Just a few thoughts.  Anybody else have any ideas on the matter.  Brian W.

 
	


___________________________________________________________

[quote] Subject: FW: Lightning bottom cowl air dam photos

 Date: Fri, 22 Feb 2008 06:55:55 +0000

 From: clive.james(at)uk.bp.com

 To: lightning-list(at)matronics.com

 

 Apologies I should have carried on reading the next few posts. Though my

 comments still apply. 

 

 Looking at the pictures of the Lightning ducts and my Esquals the size

 difference is massive.

 

 Worth some 'liquid engineering' if there's space.

 

 Regards, Clive

 

 --

malannx(at)bigpond.com
Guest

Posted: Sun Feb 24, 2008 3:16 am Post subject: Lightning bottom cowl air dam photos

Brian,

Have a look at the following Gilles Thesee's website 

http://contrails.free.fr/engine_aerodyn_radia_en.php

http://contrails.free.fr/tunnel_en.php  He is very approachable.

He has a wealth of info and references on cooling drag, some of it you have 

to use babelfish to get a half descent translation from French to English.

He was concerned with airflow through a radiator but in essence an 

air-cooled engine is still a radiator. Your famed P51 Mustang was near the 

pinnacle for cooling drag reduction. The radiator hanging under the belly 

has very little drag due to excellent pressure recovery-good flow into the 

radiator with forward thrust and minimal turbulence and the reintroduction 

of the heated air back into the aircraft slipstream at near slipstream 

velocity. It actually gains energy due to heating.

Expecting cooling air to leave the engine bay and make an abrupt 90 degree 

turn at the bottom of the firewall is very inefficient and has little 

pressure recovery. Have a look under the  firewall bottom of a  Lancair 

Legacy and you will see that there a 2 gently curving ducts above the 

exhaust pipes that squeeze up the airflow and get the velocity back up 

before the heated air enters the slipstream. i.e. pressure recovery. There 

is a cost, you loose some foot well room.

Regards,

    Malcolm Ferguson

davemcc

Joined: 28 Feb 2007
Posts: 74

Posted: Sun Feb 24, 2008 5:31 pm Post subject: Lightning bottom cowl air dam photos

Guys

 I have on my Esqual a 2 inch deflector and have been  running with it for over a year. I never have heating problems  even while  taxing.  Have sent out photos of it to others who are also using  it.

 Dave McC

 [quote]   ---

Clive J

Joined: 03 Nov 2007
Posts: 340
Location: UK

Posted: Sun Feb 24, 2008 10:58 pm Post subject: Lightning bottom cowl air dam photos

Nice simple addition which I will have fitted before  first flight, Thanks Dave, Regards, Clive

   From: owner-lightning-list-server(at)matronics.com  [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of  Dave

Sent: 25 February 2008 01:29

To:  lightning-list(at)matronics.com

Subject: Re: Lightning  bottom cowl air dam photos

 Guys

 I have on my Esqual a 2 inch deflector and have been  running with it for over a year. I never have heating problems  even while  taxing.  Have sent out photos of it to others who are also using  it.

 Dave McC

 [quote]   ---

Colin K.

Joined: 04 Sep 2006
Posts: 157
Location: Oklahoma

Posted: Mon Feb 25, 2008 4:54 pm Post subject: Lightning bottom cowl air dam photos

Dave,

  

 I am having  some difficulty understaanding your deflector. Would you please post a photo  taken from slightly further away, in order to put everything in  context?

  

  

Colin K. 

OK 

Lightning # 52 under construction. 

http://www.mykitlog.com/cojaken  

  

  

 [quote]   

   --

_________________
Colin K.
OK

davemcc

Joined: 28 Feb 2007
Posts: 74

Posted: Tue Feb 26, 2008 5:52 am Post subject: Lightning bottom cowl air dam photos

Lightning should not need this?  remember I have an  Esqual that I could not gain altitude before overheating.  Tried  everything.  Made about 6 of these deflectors till I felt I got it  right.  It has been on the plane closer to two years now with never   never getting temps over 310 and under 300 in auto pilot.

 hope the photos help

 Dave McC

 [quote]   ---

allanmaxe(at)yahoo.com
Guest

Posted: Tue Feb 26, 2008 6:46 am Post subject: Lightning bottom cowl air dam photos

Dave can you give me pictures of the out side and the inside of cooling ducts where are you   located my plane is number 47 bought form alan & david Bell also esqual



Dave <corky(at)hbci.com> wrote:   [quote]  .hmmessage P {   PADDING-RIGHT: 0px; PADDING-LEFT: 0px; PADDING-BOTTOM: 0px; MARGIN: 0px; PADDING-TOP: 0px  }  BODY.hmmessage {   FONT-SIZE: 10pt; FONT-FAMILY: Tahoma  }        Lightning should not need this?  remember I have an Esqual that I could not gain altitude before overheating.  Tried everything.  Made about 6 of these deflectors till I felt I got it right.  It has been on the plane closer to two years now with never  never getting temps over 310 and under 300 in auto pilot.

  hope the  photos help

  Dave McC

  [quote]  ---

info(at)flylightning.net
Guest

Posted: Tue Feb 26, 2008 8:55 am Post subject: Lightning bottom cowl air dam photos

The lightning cowl does not need this mod. Even with the older solid lifter engine and different heads cooling the cylinders was not a problem. The new engines with more fins on the head ( all hydraulic lifter engines ) are even better.  

   

nick  

         

  

From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of Dave

 Sent: Tuesday, February 26, 2008 7:49 AM

 To: lightning-list(at)matronics.com

 Subject: Re: Lightning-List: Lightning bottom cowl air dam photos  

  

     

Lightning should not need this?  remember I have an Esqual that I could not gain altitude before overheating.  Tried everything.  Made about 6 of these deflectors till I felt I got it right.  It has been on the plane closer to two years now with never  never getting temps over 310 and under 300 in auto pilot.  

    

hope the photos help  

    

Dave McC  

  [quote]    

---

Colin K.

Joined: 04 Sep 2006
Posts: 157
Location: Oklahoma

Posted: Tue Feb 26, 2008 4:36 pm Post subject: Lightning bottom cowl air dam photos

Thanks Dave.  I did not think the Lightning needed this, but I was interested to see what you  had done with such good results.

  

  

Colin K. 

OK 

Lightning # 52 under construction. 

http://www.mykitlog.com/cojaken  

 [quote]   

   --

_________________
Colin K.
OK

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