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From: Sky2high@aol.com
Full-name: Sky2high
Message-ID: <2d2e7.3753a189.3eeb2365@aol.com>
Date: Thu, 13 Jun 2013 09:30:14 -0400 (EDT)
Subject: Re: [LML] Re: LIV-P oil temps
To: lml@lancaironline.net
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Todd,
 
No pix for your type of installlation.  Do you have any pix of your  setup?
 
Scott
 
 
In a message dated 6/11/2013 11:26:28 A.M. Central Daylight Time,  
toddlong1@gmail.com writes:

Do you have any pictures of what a clean efficient oil cooler set up  looks 
like?

Typing and grammar errors courtesy of Siri and the  iPhone.

On Jun 11, 2013, at 11:13, _Sky2high@aol.com_ (mailto:Sky2high@aol.com)  
wrote:


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_ (mailto: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
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<DIV>Todd,</DIV>
<DIV>&nbsp;</DIV>
<DIV>No pix for your type of installlation.&nbsp; Do you have any pix of yo=
ur=20
setup?</DIV>
<DIV>&nbsp;</DIV>
<DIV>Scott</DIV>
<DIV>&nbsp;</DIV>
<DIV>
<DIV>In a message dated 6/11/2013 11:26:28 A.M. Central Daylight Time,=20
toddlong1@gmail.com writes:</DIV>
<BLOCKQUOTE=20
style=3D"PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: blue 2px solid">=
<FONT=20
  style=3D"BACKGROUND-COLOR: transparent" color=3D#000000 size=3D2 face=3DA=
rial>
  <DIV>Do you have any pictures of what a clean efficient oil cooler set up=
=20
  looks like?<BR><BR>Typing and grammar errors courtesy of Siri and the=20
  iPhone.</DIV>
  <DIV><BR>On Jun 11, 2013, at 11:13, <A title=3Dmailto:Sky2high@aol.com=20
  href=3D"mailto:Sky2high@aol.com">Sky2high@aol.com</A> wrote:<BR><BR></DIV=
>
  <BLOCKQUOTE type=3D"cite">
    <DIV>
    <META name=3DGENERATOR content=3D"MSHTML 10.00.9200.16576"><FONT color=
=3D#000000=20
    size=3D2 face=3DArial>
    <DIV>Todd,</DIV>
    <DIV>&nbsp;</DIV>
    <DIV>Focus on the air entering and leaving the cooler.&nbsp; Exit block=
age=20
    or back pressure could inhibit cooling.&nbsp; High speed air hitting th=
e=20
    entry fins can form Pressure fronts and inhibit air from entering=20
    cooler.</DIV>
    <DIV>&nbsp;</DIV>
    <DIV>Grayhawk</DIV>
    <DIV>&nbsp;</DIV>
    <DIV>
    <DIV>In a message dated 6/11/2013 11:07:45 A.M. Central Daylight Time, =
<A=20
    title=3Dmailto:toddlong1@gmail.com=20
    href=3D"mailto:toddlong1@gmail.com">toddlong1@gmail.com</A> writes:</DI=
V>
    <BLOCKQUOTE=20
    style=3D"PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: blue 2px sol=
id"><FONT=20
      style=3D"BACKGROUND-COLOR: transparent" color=3D#000000 size=3D2 face=
=3DArial>So=20
      my engine has higher than normal oil temps.&nbsp; Haven't experienced=
=20
      summer since the changes made this winter yet though. Last year they =
would=20
      push the 240 mark on climb with 32" and 2500 170 kts at 80 OAT. I've=
=20
      checked the temp calibration with both an infrared on the oil pan aft=
er=20
      flight and dipping a thermocouple tester in the oil. Both confirmed w=
hat=20
      the gauge at that time was, about 190 after taxi in.&nbsp; I've repla=
ced=20
      the vernatherm and tested it for correct opening, checked timing, and=
=20
      winter annual replaced the oil cooler with an overhauled unit from=20
      pacific.&nbsp; This weekend oat was 65 and oil temps were already pus=
hing=20
      200 in climb.&nbsp; Oil cooler box has no leaks using a dark hanger a=
nd=20
      flashlight.My CHTs are ok. #2 being highest at about 360 climb and at=
 250=20
      KTAs at 15000 31" 2500 RPM 16.5GPH 75LOP it is about 310 with the res=
t sub=20
      300. Any ideas? Oil was sampled at annual no significant metal found =
in=20
      analysis. <BR><BR>Stumped. No ideas from IA or even Continental Engin=
es=20
      support either.&nbsp; Last year I had to do lower power climb and ste=
p to=20
      keep it within limits. I bought the plane last July with about 650 TT=
.=20
      Only about 20 hrs then since overhaul. By John Jewel. He had no ideas=
=20
      beyond what I had done either. Compressions and Borescope looked good=
. No=20
      glazing, no oil blowby that could be detected. And no consumption=20
      problems. <BR><BR>Sent from my iPad<BR>--<BR>For archives and unsub <=
A=20
      title=3Dhttp://mail.lancaironline.net:81/lists/lml/List.html=20
      href=3D"http://mail.lancaironline.net:81/lists/lml/List.html">http://=
mail.lancaironline.net:81/lists/lml/List.html</A></FONT></BLOCKQUOTE></DIV>=
</FONT></DIV></BLOCKQUOTE></FONT></BLOCKQUOTE></DIV></FONT></BODY></HTML>
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