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 Post subject: Propeller Baffling
PostPosted: 03 Jun 2018, 19:48 
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Joined: 01/04/11
Posts: 108
Post Likes: +18
Location: Woodland CA
Aircraft: Cessna Silver Eagle
I have a 1968 Turbo Aztec that runs hot. Both CHT and oil. CHT’s run from 380 to 410, oil temps around 210, both in cruise. Looked at the baffling and realized the area around the rotating propeller shaft has a large opening allowing air to escape below the engine.

What is the best way to minimize this airflow that ends up below the engine?

Jack


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 Post subject: Re: Propeller Baffling
PostPosted: 04 Jun 2018, 10:22 
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Joined: 05/17/11
Posts: 636
Post Likes: +259
Location: Kokomo, IN KOKK
Aircraft: Aerostar, PAY4, T-6
This won't answer your question, but I'd check the mag timing first.

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Best,
Nathan "Dirt" Davis
Kokomo, IN KOKK


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 Post subject: Re: Propeller Baffling
PostPosted: 04 Jun 2018, 11:03 
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Joined: 01/29/09
Posts: 4693
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Company: retired corporate mostly
Location: Chico,California KCIC/CL56
Aircraft: 1956 Champion 7EC
I was wondering why you were concerned. I flew a 1974 Turbo Aztec in the 70s. I recall the temps were 200 oil and 400 head. This was on the "tractor" gauges that piper used then. We traded it at 1500 hours with no engine problems.
I just googled the limits and they are well within Lycomings guidelines.

https://www.lycoming.com/sites/default/ ... 97-23P.pdf

_________________
Jeff

soloed in a land of Superhomers/1959 Cessna 150, retired with Proline 21/ CJ4.


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 Post subject: Re: Propeller Baffling
PostPosted: 10 Jun 2018, 08:56 
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Joined: 08/15/11
Posts: 2388
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Location: Mandan, ND
Aircraft: V35
400 in a Lycoming is different than 400 in a Continental. I see 400 In the summer in The Navajo on a couple cylinders.


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