X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 22 Mar 2009 16:13:36 -0400 Message-ID: X-Original-Return-Path: Received: from smtp-auth-01.mx.pitdc1.expedient.net ([206.210.66.134] verified) by logan.com (CommuniGate Pro SMTP 5.2.13) with ESMTPS id 3554486 for lml@lancaironline.net; Fri, 20 Mar 2009 21:52:41 -0400 Received-SPF: none receiver=logan.com; client-ip=206.210.66.134; envelope-from=rpastusek@htii.com Received: from HTBOB001 (static-71-178-198-10.washdc.fios.verizon.net [71.178.198.10]) by smtp-auth-01.mx.pitdc1.expedient.net (Postfix) with ESMTPA id DB2EB30C10 for ; Fri, 20 Mar 2009 21:52:06 -0400 (EDT) From: "Robert Pastusek" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: RE: [LML] How to use the oil cooler vent door -- a question X-Original-Date: Fri, 20 Mar 2009 21:52:03 -0400 X-Original-Message-ID: <026e01c9a9c7$a2028530$e6078f90$@com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_026F_01C9A9A6.1AF0E530" X-Mailer: Microsoft Office Outlook 12.0 Thread-Index: AcmpcqI8hgGj0MsPQfah00KMMee/1wAUXRvg Content-Language: en-us This is a multipart message in MIME format. ------=_NextPart_000_026F_01C9A9A6.1AF0E530 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit John Haven asked: how do you guys recommend using the oil cooler door? My plane is a IVP. John, I am no authority, but have been told by several knowledgeable people that the engine oil should run between 180-200 degrees during normal operation. 240 is max, and anything below 160 is too low-but not sure why the lower limit exists. My engine typically runs very cold, so during the past winter, I have run with the knob full out (door to the oil cooler closed) during all operations except climb out. If I leave it closed for takeoff, the oil temp will typically slowly rise above 200 degrees after about 5 minutes of WOT operation. I try to catch it at 180 and just crack the door open a small amount to maintain 180 or so, then close it upon level off. At the power settings I've been running, the oil temp usually settles down around 160 on a cold day, to 180 on a moderate one. During the summer, I take off with the oil door full open, and close it almost completely at level off to maintain 180-190 degrees. My #2 CHT is affected less than 20 degrees by the position of the oil cooler door; typically about 10 degrees, so unless you're operating with CHT's above 420, I'd think the oil temp should be the governing factor. The problem is that you'll probably see both high CHT and oil temp together on a hot day; especially during climb out. You can improve cylinder cooling a bit by turning on the boost pump to increase cooling fuel flow just a bit, but the most effective way to keep the engine cool is to lower the nose and increase the airspeed You can also reduce power, but this typically leans the mixture and significantly slows the climb. For these, and a couple other reasons, most folks I've met control engine temps with airspeed during climb. Hope this helps! Bob N437RP ------=_NextPart_000_026F_01C9A9A6.1AF0E530 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable How to use the oil cooler vent door -- a question

John Haven asked: how do you guys recommend using the = oil cooler door?  My plane is a = IVP.  

 

John, I am no authority, but have been told by several = knowledgeable people that the engine oil should run between 180-200 degrees during = normal operation. 240 is max, and anything below 160 is too low—but not = sure why the lower limit exists.

 

My engine typically runs very cold, so during the past = winter, I have run with the knob full out (door to the oil cooler closed) during = all operations except climb out. If I leave it closed for takeoff, the oil = temp will typically slowly rise above 200 degrees after about 5 minutes of = WOT operation. I try to catch it at 180 and just crack the door open a small = amount to maintain 180 or so, then close it upon level off. At the power = settings I’ve been running, the oil temp usually settles down around 160 on a cold = day, to 180 on a moderate one.

 

During the summer, I take off with the oil door full = open, and close it almost completely at level off to maintain 180-190 degrees. =

 

My #2 CHT is affected less than 20 degrees by the = position of the oil cooler door; typically about 10 degrees, so unless you’re operating with CHT’s above 420, I’d think the oil temp = should be the governing factor. The problem is that you’ll probably see both = high CHT and oil temp together on a hot day; especially during climb out. You can = improve cylinder cooling a bit by turning on the boost pump to increase cooling = fuel flow just a bit, but the most effective way to keep the engine cool is = to lower the nose and increase the airspeed You can also reduce power, but this = typically leans the mixture and significantly slows the climb. For these, and a = couple other reasons, most folks I’ve met control engine temps with = airspeed during climb.


Hope this helps!


Bob

N437RP 

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