X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 15 Nov 2005 08:56:28 -0500 Message-ID: X-Original-Return-Path: Received: from imo-m17.mx.aol.com ([64.12.138.207] verified) by logan.com (CommuniGate Pro SMTP 5.0.1) with ESMTP id 831058 for lml@lancaironline.net; Mon, 14 Nov 2005 23:42:05 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.138.207; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m17.mx.aol.com (mail_out_v38_r6.3.) id q.24c.12d0d24 (17377) for ; Mon, 14 Nov 2005 23:41:16 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: <24c.12d0d24.30aac0ec@aol.com> X-Original-Date: Mon, 14 Nov 2005 23:41:16 EST Subject: Re: [LML] Re: What Should My CHTs and Oil Temps Be? X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1132029676" X-Mailer: 9.0 Security Edition for Windows sub 5300 X-Spam-Flag: NO -------------------------------1132029676 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 11/14/2005 2:24:45 P.M. Central Standard Time, MikeEasley@aol.com writes: the numbers from Continental include a very wide range in the "normal" category. I've got about 70 hours on my engine. It was fine during the test flight hours, about 185 oil temp, but shot up after that. If oil temps redline at 240, I don't necessarily want to cruise all day at 235. Same with the CHT's, that's the reason for the question. If I put in larger exit tunnels, I can bring down the CHT's but do I need to? If I want to "fine tune" my temps, what should be my target. Mike, Newish experimental airplanes have some of the weirdest problems. Sometimes construction junk get to places it shouldn't. When did you last change the oil filter? Has the oil pressure indications changed from before (when there were more normal temps)? Are you using a different grade/wt of oil? Is there a rag stuck inside the engine and blocking the oil cooler line? Has some debris collected in the oil cooler internally (flush it?) or in the cooler air passages? What else in the engine compartment has changed just before the hi temps appeared? Any electrical changes that might affect the temp probe or its wiring? It is very unusual for temps to rise after "breakin". It is not simply high oil temps, but strange symptoms with new ones being slowly revealed. If the CHTs have gone up, have you checked the mag (if any) for timing? - if it drifted towards advancement, temps could go up. Have any baffling changes occurred? Where is the oil cooler located and can air be drawn away from it now (You have been using the heater in this colder weather and it takes air away)? Don't rush into cowling modifications - there are many experiments that can be made before modifications are made. Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) -------------------------------1132029676 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 11/14/2005 2:24:45 P.M. Central Standard Time,=20 MikeEasley@aol.com writes:

<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>

the numbers from Continental include a very wide range in the "normal= "=20 category. I've got about 70 hours on my engine. It was fine du= ring=20 the test flight hours, about 185 oil temp, but shot up after that. I= f=20 oil temps redline at 240, I don't necessarily want to cruise all day at=20 235. Same with the CHT's, that's the reason for the question. =20= If I=20 put in larger exit tunnels, I can bring down the CHT's but do I need to?&n= bsp;=20 If I want to "fine tune" my temps, what should be my target.

Mike,

Newish experimental airplanes have some of the weirdest problems. = =20 Sometimes construction junk get to places it shouldn't. When did you l= ast=20 change the oil filter? Has the oil pressure indications changed from=20 before (when there were more normal temps)? Are you using a different=20 grade/wt of oil? Is there a rag stuck inside the engine and blocking t= he=20 oil cooler line? Has some debris collected in the oil cooler internall= y=20 (flush it?) or in the cooler air passages? What else in the engin= e=20 compartment has changed just before the hi temps appeared? An= y=20 electrical changes that might affect the temp probe or its wiring? It i= s=20 very unusual for temps to rise after "breakin". It is not si= mply=20 high oil temps, but strange symptoms with new ones being slowly revealed.

If the CHTs have gone up, have you checked the mag (if any) for timing?= -=20 if it drifted towards advancement, temps could go up.

Have any baffling changes occurred? Where is the oil cooler locat= ed=20 and can air be drawn away from it now (You have been using the heater in thi= s=20 colder weather and it takes air away)?

Don't rush into cowling modifications - there are many experiments that= can=20 be made before modifications are made.

Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL=20 (KARR)

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