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  #11  
Old 07-09-2011, 07:59 PM
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ccsmith51 ccsmith51 is offline
 
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Location: Orlando, FL
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Quote:
Originally Posted by az_gila View Post
Lycoming says continous operation in the 165F to 220F is acceptable -

http://www.lycoming.textron.com/supp...Operations.pdf

Redline is usually 245F, so you are only slightly over some times...
Thanks, Gill, I appreciate the info and reference link.
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  #12  
Old 07-10-2011, 12:46 AM
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jjconstant jjconstant is offline
 
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Location: Oakland CA
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I also had high (230 in climb was my step climb cue) oil temps on an IO-360 injected, 9:1 piston, electronic ignition engine. After many failed attempts I bit the bullet and retrofitted an SW 10599r oil cooler to the same spot on the rear baffle. It required enlarging the hole for the cooling air. Problem is now completely solved even on hot days doing slow flight for a half hour at a time.

And if anyone asks why I would do slow flight for a half hour, it's the nude sun bathing colonies that my flight instructor always was trying to get me to see "if you just fly slow enough"!

Jeremy Constant
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  #13  
Old 08-24-2011, 07:10 AM
Conifer Conifer is offline
 
Join Date: Mar 2010
Location: Colorado
Posts: 10
Default Naca Scoop

Quote:
Originally Posted by tx_jayhawk View Post
As the OAT has climbed up to 95 deg and above, I am now getting oil temps higher than I am comfortable with. I find myself very closely watching temperatures throughout the flight. I've read all the threads and theories, but it seems there are several ways to address it. My configuration is RV-7A, 0-360, James cowl and plenum, and standard firewall-mounted stewart warner oil cooler fed by 3" SCAT. I am not interested in re-jetting my carb (seems like a bad solution).

Options I am considering are as follows:
1) Go to 4" SCAT from back of baffles to oil cooler. I worry that this will rob excessive air from the #4 cylinder, and possibly raise that CHT temp. It will also require some customer fiberglass transition pieces, and it may be tough to fit the 4" SCAT witht the current routing.
2) Go to the bigger stewart warner oil cooler. I probably have room to mount this on the firewall if needed.
3) Keep with the existing 3" SCAT and make cutom fiberglass transition pieces on the inlet and outlet of the cooler to smooth the airflow. The current Van's firewall mount bracket does not really provide for a smooth airflow transition.
4) Install louvers on the bottom of the cowl (both sides next to the tunnel).
5) Other?

I know there are a number of threads on this, but I would appreciate any feedback from others with a similar configuration that might have specifically performed some of the above changes.

Thanks,
Scott
7A
Have you consider installing a Naca Scoop on the left side of the lower cowling ? and not use air from the plenum to cool your oil cooler
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  #14  
Old 08-24-2011, 07:22 AM
David-aviator David-aviator is offline
 
Join Date: Feb 2005
Location: Chesterfield, Missouri
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Quote:
Originally Posted by Conifer View Post
Have you consider installing a Naca Scoop on the left side of the lower cowling ? and not use air from the plenum to cool your oil cooler
I believe the pressure in the lower engine compartment is such that air will flow out a NACA scoop, not in, unless the flow is completely contained in a duct to and from the cooler.
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