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Hi
Al;
Nope that's not a typo. It surprised me as well, but since
oil has far less heat carrying ability than water, that's what I attributed it
to. They were not calibrated sensors & the gauge didn't have fine
resolution, so that may account for some inaccuracy, but I did swap sensor
positions. This data was during cruise flight after temps had
stabilized.
Actually I've been so busy flying that I've not had much
time for any reports or discussion, but there is a few things I've noticed. One
is that my oil temps used to lag behind my coolant temps, while now they are
very close to the same, since I've rebuilt the engine. I've been thinking about
this and one possible explanation that I've come up with is;
I used to have my rotors ceramic coated to reduce heat
absorption by the rotor and in turn by the oil, however when I tore the engine
down the ceramic coating was all but gone with only a few traces left. So I
assumed that it had been gone since soon after first start. However now I wonder
if the shock of detonation was enough to cause the coating to flake off ? This
would explain why now I'm seeing ~20F higher temps on the oil than before the
detonation & rebuild? Anybody have any thoughts on this?
My oil temp used to climb to approx 180F until the internal
oil thermostat would open, then would actually drop back down to ~160 in
cruise as the thermostat seemed to have some deadband. Now in cruise I never
see less than 180F and often during extended climbs I see 210F. I've not
mentioned it yet as the OAT has also been higher, but I've gone out on some
cooler days and still see the same temps. As I go through so many different
flight configurations of climb speeds/cruise speeds/OAT/etc. I try to log some
of this to try to discuss it. Sure wish I could collect info from the EM2 for
datalogging (hint, hint)
Todd Bartrim
RV9Endurance
13B Turbo Rotary
C-FSTB
"The world will always have a place for those that bring hard work and
determination to the things they do."
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