Engine cooling
Joined: Sep 2004
Posts: 132
Likes: 0
From: GIRT, BY SEA
You can answer your own question by looking at the R22 and R44 - how much of the 44's engine can you see?
The 22 sucks air in from the BACK and blows it around the engine to exit downwards. So unless you are climbing backwards, you get 4/5ths of stuff all from moving.
The 22 sucks air in from the BACK and blows it around the engine to exit downwards. So unless you are climbing backwards, you get 4/5ths of stuff all from moving.
Joined: Dec 2003
Posts: 20
Likes: 0
From: An t- Eilean
I suppose it would take an engineer to put a figure on it, but just for discussion...
Taking a 22 as typical, the only temp indicators in the cockpit are oil and CHT. The oil temp remains static in normal ops as its reguated by the cooler.
CHT can only rise during forward flight as the engine is under load. During ground effect ops, the CHT remains stable as a fixed volume of air passes over the cylinder fins and will only drop again when the engine is off load, on the ground at idle(or 75% for initial drop).
Long and short, the cooling fins are covered and a fixed amount of air passes over them for a given engine/fan speed, so forward speed,I think, has no direct effect.
Tell me if this is inccorrect.
Taking a 22 as typical, the only temp indicators in the cockpit are oil and CHT. The oil temp remains static in normal ops as its reguated by the cooler.
CHT can only rise during forward flight as the engine is under load. During ground effect ops, the CHT remains stable as a fixed volume of air passes over the cylinder fins and will only drop again when the engine is off load, on the ground at idle(or 75% for initial drop).
Long and short, the cooling fins are covered and a fixed amount of air passes over them for a given engine/fan speed, so forward speed,I think, has no direct effect.
Tell me if this is inccorrect.
