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Date: Tue, 21 Aug 2007 14:52:38 -0400
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From: cfi@instructor.net
Subject: Re: [LML] Re: high oil temps
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I know of at least two Cirrus SR22's that have the same high oil temp
problem in very hot climates.  Yes, you could change the N cooler to the
G.  The only problem is that the warantee is void at that point, and you
would have to change the engine data plate.  Like I said, TCM has no
plans to change  because they feel anything under 240 is acceptable.=20=20
Yes, there seem to be some exceptions in this issue, and it seems that
some of the IO550N's work ok (although I haven't seen it personally).  As
I recall, someone "de-burred" or did some modifying on the vernatherm and
it worked much better, but I have no direct knowledge what it was.  I've
also noticed that the Legacy seems to have less problems, so the only
explanation must be the cowling (and speed).   Keep in mind that even
though there are small leaks in the baffling, there may be many of them
that add up to a huge amount of air pressure loss in the upper plenum
area that adds to the problem.  Also, the Legacy has a much better
exhaust area design in the lower cowl.  Most ES guys are installing mini
Dolly Parton's to help.  This is one major thing that should be done at
the factory, and should have been done long ago.  Modifying the lower
cowl mold to match that of a Legacy would be a major improvement.  I know
of two ES's with LNC4 upper and lower cowls, and they have no cooling
issues.  Yes, they are slower though.=20

Ron Galbraith

  So would it be correct to say that since we are flying
  experimental airplanes and if the oil cooler from the
  "G" is interchangeable with the "N", that this would
  be a solution?

  My brothers Cirrus has the "N" and has no oil temp.
  problems and I know some Legacy owners with tighter
  cowls, smaller air inlets than the ES that have no
  cooling problems. How would you explain this?

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I know of at least two Cirrus SR22's that have the same high oil temp probl=
em in very hot climates.&nbsp; Yes, you could change the N cooler to the G.=
&nbsp; The only problem is that the warantee is void at that point, and you=
 would have to change the engine data plate.&nbsp; Like I said, TCM has no =
plans to change&nbsp; because they feel anything under 240 is acceptable.&n=
bsp;&nbsp; Yes, there seem to be some exceptions in this issue, and it seem=
s that some of the IO550N's work ok (although I haven't seen it personally)=
.&nbsp; As I recall, someone "de-burred" or did some modifying on the verna=
therm and it worked much better, but I have no direct knowledge what it was=
.&nbsp; I've also noticed that the Legacy seems to have less problems, so t=
he only explanation must be the cowling (and speed).&nbsp;&nbsp; Keep in mi=
nd that even though there are small leaks in the baffling, there may be man=
y of them that add up to a huge amount of air pressure loss in the upper pl=
enum area that adds to the problem.&nbsp; Also, the Legacy has a much bette=
r exhaust area design in the lower cowl.&nbsp; Most ES guys are installing =
mini Dolly Parton's to help.&nbsp; This is one major thing that should be d=
one at the factory, and should have been done long ago.&nbsp; Modifying the=
 lower cowl mold to match that of a Legacy would be a major improvement.&nb=
sp; I know of two ES's with LNC4 upper and lower cowls, and they have no co=
oling issues.&nbsp; Yes, they are slower though.&nbsp; <br><br>Ron Galbrait=
h<br><br><blockquote style=3D"border-left: 2px solid rgb(16, 16, 255); marg=
in-left: 5px; padding-left: 5px;"><flycassutts@yahoo.com>
So would it be correct to say that since we are flying<br>
experimental airplanes and if the oil cooler from the<br>
"G" is interchangeable with the "N", that this would<br>
be a solution?<br>
<br>
My brothers Cirrus has the "N" and has no oil temp.<br>
problems and I know some Legacy owners with tighter<br>
cowls, smaller air inlets than the ES that have no<br>
cooling problems.  How would you explain this?<br>
<br>
</flycassutts@yahoo.com></blockquote><BR>

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