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<DIV><FONT face=Arial size=2>Ed, others have run gassers on this list, maybe
they'll chime in. I have also. I found the gasser to be much hotter
overall than the glow motor. Don't know why, but that was my
experience. That could explain the lack of ducts on pattern planes.
(Ducklessness?)</FONT></DIV>
<DIV><FONT face=Arial size=2> Over the past few seasons, folks
have been adding air scoops to cool the crankcase area around the main bearing,
as there seems to be credible evidence (although mostly anecdotal) that our 2C
bearing failures are due in part to high internal temperatures.</FONT></DIV>
<DIV><FONT face=Arial size=2> I have had my past three ships
so scooped, and after hot runs, the crankcase is measuring 165-170F.
Significantly cooler than without the airscoop. </FONT></DIV>
<DIV><FONT face=Arial size=2> There also is some benefit,
particularly if running Bolly pipes, to cooling the pipe along it's length,
which is usually accomodated by the exit hole around the stinger. If it's
large enough (I usually try for at least 2x the inlet hole at the front of the
tunnel) my experience has been that couplers, and pipes, last far
longer.</FONT></DIV>
<DIV><FONT face=Arial size=2> My experience is that directing
flow over the glow head hasn't been necessary, given the inverted-engine/tunnel
designs that are in favor now. The inlet hole at the front points the air
to the fins, at we all know it's CLOSE around there on most designs...Hope this
helps. Just my .02</FONT></DIV>
<DIV><BR>Bob Pastorello, Oklahoma<BR>NSRCA 199, AMA 46373<BR><A
href="mailto:rcaerobob@cox.net">rcaerobob@cox.net</A><BR><A
href="http://www.rcaerobats.net">www.rcaerobats.net</A></DIV>
<DIV> </DIV>
<DIV> </DIV>
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<DIV style="FONT: 10pt arial">----- Original Message ----- </DIV>
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=Ed_Alt@hotmail.com href="mailto:Ed_Alt@hotmail.com">Ed Alt</A> </DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A title=discussion@nsrca.org
href="mailto:discussion@nsrca.org">discussion@nsrca.org</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Saturday, March 20, 2004 8:53
PM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Cowl baffling</DIV>
<DIV><BR></DIV>
<DIV><FONT face=Arial size=2>Just wondering what's commonly done to direct
proper airflow in pattern birds with 2C engines. I'm used to creating
very close fitting baffling to direct air right at the cylinders of large 2
cycle gasoline fed engines and keeping the baffling so close to the
fins as to force it through them. Even the space over the heads is
baffled to force air through the head fins. After that, I make the area
of the air exhaust opening at least 3X that of the total intake area.
</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>So far, in studying various setups of pattern
ships, I haven't seen anyone going to this kind of trouble. Not wishing
to go to any uneccesary work, but is there a reason why no one adds baffling
for 2C glow engines? I've got a Focus II with a Webra 1.60 if that helps
with the answer.</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>Thanks</FONT></DIV>
<DIV><FONT face=Arial size=2>Ed</FONT></DIV></BLOCKQUOTE></BODY></HTML>