For pusher- and/or fu se lage-installation be hind cock pit it must be en sured that the in lets are not
blocked due to unsymmetric flight at ti tude
A typ i cal en gine in stal la tion is shown in Fig. 3-1. To ob tain the max i mum cool ing per for mance,
the up per ple num must be as large as pos si ble.
The shape and size of the in let and ex haust open ings must be de signed not to ex ceed the tem per a
-
ture lim its (re fer to the op er at ing man ual) un der worst case con di tions (full power climb at the
low est per mit ted speed).
For the max i mum re li abil ity and safety, it is not rec om mended to ex ceed a cyl in der-head tem per -
a ture of 160° C at high-power cruise.
The en gine has an oil cooler (O) which must be po si tioned cor rectly and is the re spon si bil i ty of
the air craft de signer. It is pos si ble to drain the oil from the oil cooler at reg u lar in ter vals. The oil
cooler must have a sep a rate duct for the cool ing air. This air is di rected through the cham ber of
the up per ple num (cold sec tion) of the en gine cowl ing to the oil cooler. There is also a vent ing
out let. To as sure a suf fi cient oil tem per a ture dur ing win ter op er a tion, it could be use ful to re duce
the ef fec tive in let sur face of the oil cooler by us ing an alu mi num shield ing. Other changes to the
fins and/or the oil cooler are not per mit ted.
For cabin and car bu re tor heat ing a heat muff (M) around the ex haust may be used. It also helps
to cool the ex haust, which may reacht tem per a tures of more than 800 °C. Use ducting hose (H) to
at tach the heat muff to an open ing in the cowl ing. The heated air may then be sup plied to the car
-
bu re tor or to the cabin. Make sure that you have a proper exit (X) to the out side in case the cabin
heat ing is switched off and that the duct (X) does not block the cool ing air exit (E)
Cau tion: Use a car bon mon ox ide warn ing de vice to pro tect the crew from a defictive heat ing sys tem!
Note: The cool ing sys tem will ab sorb power, which is no lon ger avail able for flight pro pul sion. A well
de signed cool ing sys tem will min i mize these losses and in crease the flight per for mance and/or
lower the fuel con sump tion.
It is very im por tant that all of the com po nents in the cool ing sys tem are in stalled care fully.
For more in for ma tion see Tech ni cal Bul le tin 44 in it´s cur rent edi tion.
3.1.2 L 2400 EF Engine
The cool ing sys tem of the L 2400 EF en gine con sists of 4 dif fer ent sub-systems. The gen eral sys -
tem lay out is shown in Fig. 3-2:
•
liq uid cooled cyl in der-heads
• di rect air-cooled cyl in ders
•
oil cool ing
•
di rect air-cooled gen er a tor
The ma jor por tion (70%) of the en gine heat is dis si pated by the cyl in der-head cool ing sys t em.
The cyl in ders are cooled with air, the oil mainly re moves the heat caused by fric tion from the en
-
gine (5%). The cool ing sys tem is not de signed for con tinuos op er a tion at full power when the
air craft is on the ground. Dur ing flight the flow of air in creases con sid er ably and the cool ing
prop erty also in creases con sid er ably.
The cyl in der head is de signed so that the liq uid cool ant, a wa ter/eth yl ene-glycol mix ture, flows
through the pas sages in the cyl in der head un der pres sure. A pump cir cu lates the liq uid cool ant
through the pipes (C
O
) to a ra di a tor (R). The cool ant is the re turned to the cool ant pump through
a pipe (C
R
). Cooling air (A
R
)flows through the ma trix of the ra di a tor which cools the liq uid cool -
ant. A sealed duct to the cowl ing is ncessary to en sure full flow through the radiator. The sys t em
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