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Return-Path: <13brv3@bellsouth.net> Received: from imf17aec.mail.bellsouth.net ([205.152.59.65] verified) by logan.com (CommuniGate Pro SMTP 4.2.5) with ESMTP id 548738 for flyrotary@lancaironline.net; Sun, 28 Nov 2004 20:10:39 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.65; envelope-from=13brv3@bellsouth.net Received: from rd ([65.6.194.9]) by imf17aec.mail.bellsouth.net (InterMail vM.5.01.06.11 201-253-122-130-111-20040605) with ESMTP id <20041129011009.HHZV1994.imf17aec.mail.bellsouth.net@rd> for ; Sun, 28 Nov 2004 20:10:09 -0500 From: "Russell Duffy" <13brv3@bellsouth.net> To: "Flyrotary List" Subject: high oil temps must end Date: Sun, 28 Nov 2004 19:10:32 -0600 Message-ID: <000001c4d5b0$391ed9a0$6101a8c0@rd> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C4D57D.EE8469A0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C4D57D.EE8469A0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Greetings, =20 Sorry to hear about Johns most recent problems. I'm already nominating = him for the perseverance award. =20 =20 I tried to go visit Paul today, but only made it about half way before getting tired of fighting my oil temps. It was only 60 degrees today, = and I climbed at 120 mph, but only made it to 4500 feet before ringing the = bell at 210. I reduced power, and continued a slow climb to 8500 where I wanted = to do some cruise testing, but I couldn't get the oil temp below 210. At = least I thought I could get the temps down once I leveled out... wrong :-( = I finally did a spirited 180, and headed home to fix this once and for all = (I hope). Otherwise, the engine ran OK. =20 =20 Water temps continue to be just awesome, almost too cool, so I can't see this being a cowl exit problem. I have to conclude that my current = (poorly shaped) 24 cu in oil scoop is not getting the job done. I haven't made = a final decision, but I think I'll probably do the easiest thing first, = which is to simply increase the size of the current scoop, without doing much = for the shape. At present, the scoop is oval, about 7" wide by 4" tall. = The plan will be to increase it to 7" round, which will be 38 sq in, and = should be way overkill. If this doesn't cool significantly better, I may have = to come to a new conclusion :-) =20 =20 The oil temps were just great with the B drive. The water temps were = even lower than now. For reference, here's an excerpt from my 7-4-04 log. =20 =20 Finally got a cloud free day, so I climbed to 8000 ft to do some = testing. I climbed at 120 mph, and saw a max of 195 degrees on the oil temp, and a = max of 178 degrees on water. It took 7 minutes, according to the EM-2 = flight timer to get to 8000 ft, which is OK for now. =20 =20 The extra power afforded by the C drive must just be pushing my heat = load beyond what the current oil setup can handle. Stay tuned for more fiberglass fun. =20 Ed, have you noticed any of this temp increase? Also, what was the size = of your oil inlet again? I know you have a much more ideal duct shape than = I do, which is probably helping quite a bit. At the moment, I'll settle = for brute force cooling if it actually works. =20 Rusty (joining John with my "tired of this" attitude) =20 ------=_NextPart_000_0001_01C4D57D.EE8469A0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message

Greetings,

Sorry to hear = about Johns=20 most recent problems. I'm already nominating him for the = perseverance=20 award.

I tried to go = visit Paul=20 today, but only made it about half way before getting tired of fighting = my oil=20 temps. It was only 60 degrees today, and I climbed at 120 mph, but = only=20 made it to 4500 feet before ringing the bell at 210. I reduced = power, and=20 continued a slow climb to 8500 where I wanted to do some cruise testing, = but I=20 couldn't get the oil temp below 210. At least I thought I could = get the=20 temps down once I leveled out... wrong :-( I finally = did a=20 spirited 180, and headed home to fix this once and for all (I = hope). =20 Otherwise, the engine ran OK.

Water temps = continue to be=20 just awesome, almost too cool, so I can't see this being a cowl exit=20 problem. I have to conclude that my current (poorly shaped) 24 cu = in oil=20 scoop is not getting the job done. I haven't made a final = decision, but I=20 think I'll probably do the easiest thing first, which is to simply = increase the=20 size of the current scoop, without doing much for the shape. At = present,=20 the scoop is oval, about 7" wide by 4" tall. The plan will be to = increase=20 it to 7" round, which will be 38 sq in, and should be way = overkill. If this doesn't cool significantly better, I may have to = come to=20 a new conclusion :-)

The oil temps = were just=20 great with the B drive. The water temps were even lower than = now. =20 For reference, here's an excerpt from my 7-4-04=20 log.

Finally got a cloud free = day, so I=20 climbed to 8000 ft to do some testing. =20 I climbed at 120 mph, and saw a max of 195 degrees on the oil = temp, and a=20 max of 178 degrees on water. = It=20 took 7 minutes, according to the EM-2 flight timer to get to 8000 ft, = which is=20 OK for now. =20

The extra power = afforded by=20 the C drive must just be pushing my heat load beyond what the current = oil setup=20 can handle. Stay tuned for more fiberglass = fun.

Ed, have you = noticed any of=20 this temp increase? Also, what was the size of your oil inlet = again? =20 I know you have a much more ideal duct shape than I do, which is = probably=20 helping quite a bit. At the moment, I'll settle for brute force = cooling if=20 it actually works.

Rusty (joining = John with=20 my "tired of this" attitude)

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