Return-Path: Sender: (Marvin Kaye) To: lml@lancaironline.net Date: Wed, 19 Nov 2003 09:21:03 -0500 Message-ID: X-Original-Return-Path: Received: from [32.97.166.34] (HELO prserv.net) by logan.com (CommuniGate Pro SMTP 4.1.8) with ESMTP id 2751367 for lml@lancaironline.net; Wed, 19 Nov 2003 09:16:36 -0500 Received: from b8p5r1 (slip-12-65-192-195.mis.prserv.net[12.65.192.195]) by prserv.net (out4) with SMTP id <20031119141634204073h05oe>; Wed, 19 Nov 2003 14:16:34 +0000 From: "Larry Henney" X-Original-To: "Lancair List" Subject: L320 Cool Oil Equals Failed Vernatherms X-Original-Date: Wed, 19 Nov 2003 08:24:03 -0600 X-Original-Message-ID: <000001c3aea8$ca17c500$c3c0410c@b8p5r1> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C3AE76.7F7D5500" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.2627 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C3AE76.7F7D5500 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit Guys, Following this thread a few days late has me convinced some of you may be trouble shooting the wrong thing. Thanks Chris for a great explanation on how the Vernatherm works. Additionally, I had heard years ago that vernatherms do fail but go often unnoticed. The comment implied that the oil all goes to the cooler when failed. I'm not sure this is correct in light of Chris' detailed explanation but a failure would certainly explain a dramatic reduction in cooling on a hot day. However, several testimonials to cold weather engine running have the oil warm to vernatherm set point (180) and then sit there. My airplane does this as well. If you are succeeding in adjusting your oil temp with blank off plates, etc on a cold day, my impression is that you have oil going through the cooler. This is not the design intent. It should have no flow or in light of Chris' post, it should have very little flow. Before I'd go reducing your winter cooling air across the oil cooler, I'd thoroughly convince myself that my vernatherm was working properly. Larry Henney N360LH PS: On the other hand it is awfully tempting to add the blank off plate anyway as a means to further reduce cooling drag. My gosh these planes roar in the cold air! :) ------=_NextPart_000_0001_01C3AE76.7F7D5500 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Message
Guys,
 
Following this=20 thread a few days late has me convinced some of you may be trouble = shooting the=20 wrong thing.  Thanks Chris for a great explanation on how the = Vernatherm=20 works.  Additionally, I had heard years ago that vernatherms do = fail but go=20 often unnoticed.  The comment implied that the oil all goes to the = cooler=20 when failed.  I'm not sure this is correct in light of Chris' = detailed=20 explanation but a failure would certainly explain a dramatic reduction = in=20 cooling on a hot day.
 
However, several=20 testimonials to cold weather engine running have the oil warm to = vernatherm set=20 point (180) and then sit there.  My airplane does this as = well. =20
 
If you = are=20 succeeding in adjusting your oil temp with blank off plates, etc on a = cold day,=20 my impression is that you have oil going through the cooler.  This = is not=20 the design intent.  It should have no flow or in light of Chris' = post, it=20 should have very little flow.
 
Before = I'd go=20 reducing your winter cooling air across the oil cooler,  I'd = thoroughly=20 convince myself that my vernatherm was working properly. =20
 
Larry =20 Henney
N360LH
 
PS:  On the=20 other hand it is awfully tempting to add the blank off plate anyway as a = means=20 to further reduce cooling drag.  My gosh these planes roar in the = cold=20 air!  :)
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