Posted for Jim McIrvin <pilot195 [at] rocketmail.com>:



  The IV-P I fly in south TX (temps hi 90s lately) seems to run about 185 during climbout and low altitude (between 5 and 10K) cruise.  That is with the oil door open.  Haven't been able to force the temp over 200 even with the door closed. Hope this helps.

Jim McIrvin

Lancair certified instructor 210-275-7780

   

I am going to have to do something about my temps.  My oil temps can rise to 250 on extended climbout, and run about 220 cruising on a hot day.  Can I use a larger oil cooler?  Anyone else had this problem and solved it?



Thanks.



Steve

Steve,



Perhaps a little more data would be appropriate.  What motor are you

running?  Glasair I? The LNC2 has had about 3 oil cooler location

discussions which tend to make worlds of difference as to how cool they

run.  



My IO 360 has the oil cooler hanging forward of #2.  For my plane oil

temp sits at 83C in high cruise.  I think this is the Vernithern (sp?)

set point.  In climb or low cruise I see 87C.  While racing on the deck

with the knobs all jammed in I see 95C.  OAT seems to have very little

affect from 70F-100F on oil temp (maybe 3-4 deg C).



If you do attend the Airventure Cup, Steve and Bruce Hammer have Glasair

I's with 360's and are a wellspring of data and insight as to how to go

fast while cool (or be cool while going fast for that matter).



Larry Henney

N360LH

Posted for "Jim Farrell" <jffarrell [at] msn.com>:

I had a similar high oil temperature problem, except even in cruise. It turned out that the oil cooler discharged into the area behind the engine and this was actually a higher pressure area than the oil cooler inlet.  To check this out I ran tubing to several areas around the engine and cooler. These were run to the cockpit thru the heater valve bypass in the firewall. I checked pressures at the primary engine baffling, the area behind the engine, the cowl discharge and the oil cooler inlet and discharge. With all the tubing labeled in the cockpit I used a 10" differential pressure gage to switch between the tubing to get the differential and static pressures at each point.

It turned out I was actually getting a reverse flow of hot air from the back of the engine thru the cooler (not a good situation).

I made several modifications of the cooler discharge and inlet until the problem was solved. The solution involved extending the oil cooler inlet duct to the front of the cowling and installing a separate discharge for the cooler rather than discharging to the high pressure area behind the engine.  Just for information I found the static pressure behind the engine was about 4" at about 150K. With my present arrangement there is about 2" to 3" differential pressure across my cooler and temperatures are about 180 to 190 Degrees F.



Jim Farrell  235Z

Posted for "Christopher Zavatson" <Christopher.Zavatson [at] udlp.com>:

Gary,

To me those temps sound dangerously high.  I can't speak for all

Lycoming models , but redline on the O360A1A is 245F for oil inlet temp.

I imagine  the oil experiences a much greater temperature rise in these

air cooled engine since Lycoming doesn't worry about burning off

moisture until the oil remains below 140 or 160F(I forget the exact

number).  The vernatherm regulates to 180F for this reason.  I am

familiar with the higher temperature limits on oil for diesels (military

applications), but do not think it is a good idea to replace Lycoming

specifications with those of an entirely different type (water cooled)

engine.

Chris

N91CZ

360std

<<In this cold climate I have been having trouble getting the oil in the

green

arc during flight.  My last flight was up to 21,000 and that helped.  But

even with the oil cooler door fully closed I still could not manage 200

degrees.  I agree about heating it up.  I have a gap between the oil cooler

door and the crank case that is about 1 square inch that we have not been

able to figure out how to close effectively.  The throttle cable runs

through this area and makes it difficult to close off.  Do you know any

solution to this?  I do fly the plane regularly, at least every week and

usually atleast an hour at a time.>>



Sounding like a Vernatherm problem - could be stuck open.  I've seen them

hang up either way.  You should be able to get the oil temp up even without

a door over the oil cooler as there should be no oil flow through it with

cold oil.  But even if it gets up to 150 or so and you're flying every week

I would think you're at least holding your own as far as corrosion is

concerned.  More frequent oil changes would help some.  I would definitely

check the operation of the Vernatherm and if that's okay not worry about it

too much.  Summer is coming.



Gary Casey

Gerard,

<<Those of you in warmer climes such as Down Under what sort of oil temps do you run in the clim and cruise on the 320?>>



In my 360, during the middle of the summer (central California, up to 105 deg F on the ground), I see 200 to 210 deg F in a long climb followed by 180 to 190 in cruise.  All other times of the year, the oil temp is a constant 180 deg F.

My oil cooler sits infront of the #2 cylinder.  It is a SW 10599 with the exit area chocked down to about 7 in^2.



Chris Zavatson

N91CZ

360 std

www.N91CZ.com

George,



do you have already the new oiltemp sensor with 2 wires. I had the same problem.

Since I changed the sensor all is fine.

Contact Rob at AFS.



Christian





Am 02.09.2014 um 18:48 schrieb George Wehrung <gw5 [at] me.com>:



> Talked to continental motors. They are fine with temps below 220 at this time of year.

>

> Also noted that when I turn off strobes and NAV lights the temp drops 4 degrees. So I do have a ground issue with the EFIS case grounding point. Other than that all looks normal.

>

> This is for an IO550-N

>

> I was running 100 deg rich of peak.

>

>

>

> <photo.JPG>

>

>

> Sent from my iPhone--

> For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html