Do you think at this point it would be a safe assumption since the CHT's run relatively cool that I am not making too much mechanical friction heat. The problem is most likely with dissipating normal oil heat? Previous owner never mentioned any problems of excessive oil temps.
Typing and grammar errors courtesy of Siri and the iPhone.
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
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
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