X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 13 Nov 2005 13:07:10 -0500 Message-ID: X-Original-Return-Path: Received: from imo-d03.mx.aol.com ([205.188.157.35] verified) by logan.com (CommuniGate Pro SMTP 5.0.1) with ESMTP id 829314 for lml@lancaironline.net; Sun, 13 Nov 2005 11:22:06 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.157.35; envelope-from=MikeEasley@aol.com Received: from MikeEasley@aol.com by imo-d03.mx.aol.com (mail_out_v38_r6.3.) id q.1a3.40fc1041 (25305) for ; Sun, 13 Nov 2005 11:21:21 -0500 (EST) From: MikeEasley@aol.com X-Original-Message-ID: <1a3.40fc1041.30a8c201@aol.com> X-Original-Date: Sun, 13 Nov 2005 11:21:21 EST Subject: What Should My CHTs and Oil Temps Be? X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1131898881" X-Mailer: 9.0 Security Edition for Windows sub 5300 X-Spam-Flag: NO -------------------------------1131898881 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I am trying to determine whether I have an air flow problem or not. I'm getting CHTs in the 365 to 385 range in cruise, oil temps around 205 in my normally aspirated ES. 11,500 feet 2,450 RPM 25-50 deg ROP mixture +/- +6F OAT Do those temperatures match? What I mean is that about what you would expect for oil temp at that cylinder temp? It seems to me that at those CHTs I should be down around 185 on the oil temp. What is the "ideal" CHT temp in cruise? Do I need CHTs in the 350 range, oil in the 180 range in the winter to have a good summer airplane? I have to think my oil cooler is "cooling" because a 10 knot decrease in airspeed gives me a 10 degree increase in oil temp, so air and oil are flowing through the cooler. So what I'm getting at is do I need more air for both the cylinders and cooler? Or is the air flow fine and the cooler isn't working correctly? I think my baffling is pretty good, no leaks, and with only a 20 degree difference in CHTs between cylinders, I seem to be pretty well setup on the baffling. Before I start cutting into my cowl, I thought I'd do some more homework and make sure I need to. I'm going to download my JPI data today and take a closer look. Thanks in advance for any insights. Mike Easley Colorado Springs -------------------------------1131898881 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

I am try= ing to=20 determine whether I have an air flow problem or not. I'm getting CHTs=20= in=20 the 365 to 385 range in cruise, oil temps around 205 in my normally aspirate= d=20 ES. =20

11,500 feet

2,450 RPM

25-50 deg ROP mixture +/-

+6F OAT

Do those temperatures match? What I mean is that about what you w= ould=20 expect for oil temp at that cylinder temp? It seems to me that at= =20 those CHTs I should be down around 185 on the oil temp.

What is the "ideal" CHT temp in cruise?

Do I need CHTs in the 350 range, oil in the 180 range in the winter to=20= have=20 a good summer airplane?

I have to think my oil cooler is "cooling" because a 10 knot decrease i= n=20 airspeed gives me a 10 degree increase in oil temp, so air and oil are flowi= ng=20 through the cooler.

So what I'm getting at is do I need more air for both the cylinders and= =20 cooler? Or is the air flow fine and the cooler isn't working=20 correctly?

I think my baffling is pretty good, no leaks, and with only a 20 degree= =20 difference in CHTs between cylinders, I seem to be pretty well setup on the=20 baffling. Before I start cutting into my cowl, I thought I'd do some m= ore=20 homework and make sure I need to.

I'm going to download my JPI data today and take a closer look.

Thanks in advance for any insights.

Mike Easley

Colorado Springs

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