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<DIV><FONT face=Arial size=2>Thanks to all who responded here. I think I
may do a bit of ducting, especially to help keep the header & pipe a bit
cooler.</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>Ed</FONT></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=rcaerobob@cox.net href="mailto:rcaerobob@cox.net">Bob Pastorello</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> Sunday, March 21, 2004 7:42
AM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: Cowl baffling</DIV>
<DIV><BR></DIV>
<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></BLOCKQUOTE></BODY></HTML>