Thomas Parkes wrote:

Everyone:

Thanks for your input everyone, especially regarding the cooling system
limits, ratios, etc.  All your ideas and data have been noted, and a local
EAA retired engineer friend has pretty well confirmed the coolant
temperature limits for my current system.  During flights 1 and 2 my only
temperature exceedences involved EGT/TIT, not coolant.  Now that I have a
better grasp of the coolant situation I am concentrating on lowering EGT.
Talked to MicroTech rep about advancing timing (2 to 3 degrees, max 5
degrees) and enriching mixture some.

I'm currently doing a planned product improvement upgrade on the turbo oil
drain system (higher temp AN hose with fire sleeve) while a wintery weather
system blows through.  (Yes it does snow in Arizona, I have a photo of cars
buried under 27 inches of the powdery stuff in my driveway--Feb. '87).

Any additional product improvements will await further flight tests.  Just a
reminder--most of my 20B installation was designed and fabricated before
much of the later data appeared on the ACRE NL.  Knowing what I know now,
I'd have done several things differently, and may have to yet.  In the
meantime, I'll see how my current installation performs and make any changes
from a more informed position.

FWIW, I retained the thermostat and have cowl flaps too-- because I was
concerned about excessive cooling during long descents from altitude.  If
not needed, I can always remove the thermostat (and plug the bypass).  A
Lancair ES is very clean aerodynamically (even with the landing gear bolted
down and locked), and I didn't install speedbrakes.

Tom Parkes
Mile-high Prescott, AZ

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