X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from omr-d03.mx.aol.com ([205.188.109.200] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTP id 6319374 for lml@lancaironline.net; Tue, 11 Jun 2013 12:13:46 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.109.200; envelope-from=Sky2high@aol.com Received: from mtaomg-mb01.r1000.mx.aol.com (mtaomg-mb01.r1000.mx.aol.com [172.29.41.72]) by omr-d03.mx.aol.com (Outbound Mail Relay) with ESMTP id 8DA627006B075 for ; Tue, 11 Jun 2013 12:13:12 -0400 (EDT) Received: from core-mta001b.r1000.mail.aol.com (core-mta001.r1000.mail.aol.com [172.29.234.129]) by mtaomg-mb01.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 62D68E000089 for ; Tue, 11 Jun 2013 12:13:12 -0400 (EDT) From: Sky2high@aol.com Full-name: Sky2high Message-ID: <54b17.3c801ac5.3ee8a698@aol.com> Date: Tue, 11 Jun 2013 12:13:12 -0400 (EDT) Subject: Re: [LML] LIV-P oil temps To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_54b17.3c801ac5.3ee8a698_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [67.175.156.123] x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20121107; t=1370967192; bh=TR5BWJjGa2818N/UoOikhPtZ3p5eobEZRvMucTxlVEE=; h=From:To:Subject:Message-ID:Date:MIME-Version:Content-Type; b=prXSFhITPrC0itPnUrvLGsFOvS76OFeO8wQ9rzIdh/dTaG8C3TDOsTyngphM0j5Yn zO/7bqI/Rj1hh7NU5ZRybatl3dBWCuorNEp8gRsha1JQoOueW6pQE1DodnH2t3Y2A7 NHYttzu7f6pxYsSbPS0JHlyCbe46yxI2jKpW7oRI= X-AOL-SCOLL-SCORE: 0:2:500757856:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d294851b74c981f21 --part1_54b17.3c801ac5.3ee8a698_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Todd, Focus on the air entering and leaving the cooler. Exit blockage or back pressure could inhibit cooling. High speed air hitting the entry fins can form Pressure fronts and inhibit air from entering cooler. Grayhawk In a message dated 6/11/2013 11:07:45 A.M. Central Daylight Time, toddlong1@gmail.com writes: So my engine has higher than normal oil temps. Haven't experienced summer since the changes made this winter yet though. Last year they would push the 240 mark on climb with 32" and 2500 170 kts at 80 OAT. I've checked the temp calibration with both an infrared on the oil pan after flight and dipping a thermocouple tester in the oil. Both confirmed what the gauge at that time was, about 190 after taxi in. I've replaced the vernatherm and tested it for correct opening, checked timing, and winter annual replaced the oil cooler with an overhauled unit from pacific. This weekend oat was 65 and oil temps were already pushing 200 in climb. Oil cooler box has no leaks using a dark hanger and flashlight.My CHTs are ok. #2 being highest at about 360 climb and at 250 KTAs at 15000 31" 2500 RPM 16.5GPH 75LOP it is about 310 with the rest sub 300. Any ideas? Oil was sampled at annual no significant metal found in analysis. Stumped. No ideas from IA or even Continental Engines support either. Last year I had to do lower power climb and step to keep it within limits. I bought the plane last July with about 650 TT. Only about 20 hrs then since overhaul. By John Jewel. He had no ideas beyond what I had done either. Compressions and Borescope looked good. No glazing, no oil blowby that could be detected. And no consumption problems. Sent from my iPad -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html --part1_54b17.3c801ac5.3ee8a698_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Todd,
 
Focus on the air entering and leaving the cooler.  Exit blockage = or=20 back pressure could inhibit cooling.  High speed air hitting the entry= fins=20 can form Pressure fronts and inhibit air from entering cooler.
 
Grayhawk
 
In a message dated 6/11/2013 11:07:45 A.M. Central Daylight Time,=20 toddlong1@gmail.com writes:
= So my=20 engine has higher than normal oil temps.  Haven't experienced summer= =20 since the changes made this winter yet though. Last year they would push = the=20 240 mark on climb with 32" and 2500 170 kts at 80 OAT. I've checked the t= emp=20 calibration with both an infrared on the oil pan after flight and dipping= a=20 thermocouple tester in the oil. Both confirmed what the gauge at that tim= e=20 was, about 190 after taxi in.  I've replaced the vernatherm and test= ed it=20 for correct opening, checked timing, and winter annual replaced the oil c= ooler=20 with an overhauled unit from pacific.  This weekend oat was 65 and o= il=20 temps were already pushing 200 in climb.  Oil cooler box has no leak= s=20 using a dark hanger and flashlight.My CHTs are ok. #2 being highest at ab= out=20 360 climb and at 250 KTAs at 15000 31" 2500 RPM 16.5GPH 75LOP it is about= 310=20 with the rest sub 300. Any ideas? Oil was sampled at annual no significan= t=20 metal found in analysis.

Stumped. No ideas from IA or even Contin= ental=20 Engines support either.  Last year I had to do lower power climb and= step=20 to keep it within limits. I bought the plane last July with about 650 TT.= Only=20 about 20 hrs then since overhaul. By John Jewel. He had no ideas beyond w= hat I=20 had done either. Compressions and Borescope looked good. No glazing, no o= il=20 blowby that could be detected. And no consumption problems.

Sent = from=20 my iPad
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For archives and unsub=20 http://mail.lancaironline.net:81/lists/lml/List.html<= /DIV> --part1_54b17.3c801ac5.3ee8a698_boundary--