VansAirForceForums  
Home > VansAirForceForums

-POSTING RULES
-Advertise in here!
- Today's Posts | Insert Pics

Keep VAF Going
Donate methods

Point your
camera app here
to donate fast.


Go Back   VAF Forums > Main > RV Ongoing Maintenance Issues
Register FAQ Members List Calendar Search Today's Posts Mark Forums Read

Reply
 
Thread Tools Search this Thread Display Modes
  #1  
Old 10-02-2011, 01:57 PM
fstringham7a fstringham7a is offline
 
Join Date: Mar 2005
Location: St. George
Posts: 973
Default RE: High Oil Temperature Fix ????

In this thread ......

http://www.vansairforce.com/communit...il+temperature

I have described, tried to fix, been given great advice, and help in trying to resolve my engines high oil temperature issue.

I am going to the airport to begin the process of giving the external oil temperature remediation systems a good going over. Extract the 90 degree oil filter bracket and add the new and improved gasket. Remove the oil cooler and oil cooler hoses for inspection and cleaning.

And hope that this will reveal the culprit in my 5 month saga to get the oil temps back in line.

Now with that said in anticipation of still no joy I am interested in the Vetterman Solution to oil temp control. If those of you that added this to your aircraft have information, instructions on how to apply the system, parts to buy, and pictures of the installation I would be ever so greatful.

I have read all the threads I could find on his project but each has come up a bit short in the install process, diagrams, pictures, and affect of adding this system.

Thanks in advance for your help.

Frank @ 1L8 ... RV7A ... flying but in sick bay !!!!

Last edited by fstringham7a : 10-02-2011 at 02:10 PM.
Reply With Quote
  #2  
Old 10-03-2011, 05:29 PM
fstringham7a fstringham7a is offline
 
Join Date: Mar 2005
Location: St. George
Posts: 973
Default RE: Oil Adapter Gasket

Got out to the airport early this AM and was able to remove the 90 degree oil filter adapter and inspect it closely. I also removed the oil cooler lines and gave them a good inspection. I also Purged the oil cooler with air and found that it was as clean as a whistle ....... Put the system back together and ran the engine to check for leaks .....NONE NOTED....

Of interest was how different the original oil filter adapter gasket is as compared to the new one that ECi sent to me.

Original gasket:



New Gasket:




America's engine folks were a bit concerned when they learned that I was among a number of engines that were built back in 07 with the unusual gasket. Suggested I should make the change but felt that it wouldn't help in my high oil temp delimma!!!!!!

I hope to get out to the airport tomorrow and beat the afternoon bad weather that is expected and fly the plane to see if the changes help lower the oil temp.

Frank @ 1L8 ...RV7A...
Reply With Quote
  #3  
Old 10-03-2011, 06:32 PM
hydroguy2's Avatar
hydroguy2 hydroguy2 is offline
 
Join Date: Sep 2006
Location: Townsend, Montana
Posts: 3,179
Default

got my fingers crossed for you.
__________________
Retired Dam guy. Life is good.
Brian, N155BKsold but bought back.
Reply With Quote
  #4  
Old 10-03-2011, 09:31 PM
sailvi767 sailvi767 is offline
 
Join Date: Sep 2010
Location: Charlotte NC
Posts: 1,266
Default

Since I have one of their engines it scares me that they let a engine out of the factory with that gasket. I suspect you may have found the problem. Your certainly going to flow a lot more oil through the system without that constraint. Let us know how the test flight goes!

George
Reply With Quote
  #5  
Old 10-04-2011, 06:03 PM
fstringham7a fstringham7a is offline
 
Join Date: Mar 2005
Location: St. George
Posts: 973
Default RE: NO JOY

Quote:
Originally Posted by sailvi767 View Post
Since I have one of their engines it scares me that they let a engine out of the factory with that gasket. I suspect you may have found the problem. Your certainly going to flow a lot more oil through the system without that constraint. Let us know how the test flight goes!

George
Hi George


No Joy.....Test flew today and the oil temp is still high. But, I do have some peace of mind knowing I have a better gasket installed.

So what to do. Highest oil temp in May was 209 like the previous 22 months and then zoom in June 245 plus. I have Check the verna it is OK, three different oil sensors and checked them for acccuracy the last one was OK, inspected the baffles all intact with now APPARENT problem, checked the oil hoses/oil cooler they appeared OK.......SO WHT TO DO???????

Maybe start with the air flow from begining to end see if I am missing something. Maybe a new larger oil cooler but it worked in May why not now.
So ??????????????????????????

By the way Brian maybe both hands fingers crossed will do the trick!!!!!

Frank @ 1L8 ... RV7A .... still in sick bay
Reply With Quote
  #6  
Old 10-04-2011, 06:47 PM
hydroguy2's Avatar
hydroguy2 hydroguy2 is offline
 
Join Date: Sep 2006
Location: Townsend, Montana
Posts: 3,179
Default

I tried both hands, but had trouble typing.

I forget what your panel looks like. Do you have data recording set up? If so can you go back and find if there was a step change in oil temp? or did it go up gradually over a flight or three? Not sure what to think but may help you troubleshoot.
__________________
Retired Dam guy. Life is good.
Brian, N155BKsold but bought back.
Reply With Quote
  #7  
Old 10-05-2011, 08:31 AM
BillFear BillFear is offline
 
Join Date: Oct 2007
Location: Sherrills Ford, NC (Lake norman area)
Posts: 432
Default

[quote=fstringham7a;583211]Hi George



So what to do. Highest oil temp in May was 209 like the previous 22 months and then zoom in June 245 plus. I have Check the verna it is OK, three different oil sensors and checked them for acccuracy the last one was OK, inspected the baffles all intact with now APPARENT problem, checked the oil hoses/oil cooler they appeared OK.......SO WHT TO DO???????

Maybe a new larger oil cooler but it worked in May why not now.
So ??????????????????????????

Sounds like we have a very similar situation with our TMX-360 in our 7a. We saw temps up to 245 this summer in the peak of the heat. I flew it this weekend and did a hard climb from 1k to 10k coming back from TN. Oil temp stayed right around 200 in the now much cooler air.

We are considering going to a larger oil cooler (still mounted on baffle) just to give us some margin on those hot summer days. We are considering the 10 plate Aero-classic if we can fit it in.

Keep us advised.
__________________
Bill Fearheiley
Lake Norman, NC (14A)
RV7a N705RP (no longer own)
Contribution in for 2017, money well spent
Reply With Quote
  #8  
Old 10-05-2011, 08:56 AM
nucleus nucleus is offline
 
Join Date: Sep 2006
Location: Bozeman, Montana
Posts: 858
Default

Have you verified the oil temp with one of those hand-held temp guns? A poor electrical connection could possibly be your culprit, leading to inaccurate temps.

Hans
__________________
Dr. Hans Conser
Bozeman Chiropractor
RV-6A 195 Hours, up for sale soon?
Reply With Quote
  #9  
Old 10-05-2011, 09:35 AM
Neal@F14's Avatar
Neal@F14 Neal@F14 is offline
 
Join Date: Aug 2007
Location: Wichita Falls, TX
Posts: 2,182
Default

I know in an earlier thread you've mentioned that you have a plenum on top of the engine for cooling the cylinders, and the oil cooler in the usual rear baffle position behind cyl #4, so that should provide lots of positive air pressure to feed thru the oil cooler fins... unless something could possibly be pressurizing the lower cowl area too much which would thwart airflow from passing thru the oil cooler.

Have you exhaustively checked everywhere around the front of the cowling to see if there is any kind of ram air leak that could get into the lower cowl area? A while back, one VAF member noticed a small gap between the upper and lower cowl halves near the front air inlet, that was contributing to high CHTs.

His thread is here: http://www.vansairforce.com/communit...076#post560076

A similar leak anywhere around the front of the cowl, spinner, induction intake, etc, that allows the lower cowl area to get even slightly pressurized, could have a big affect on getting enough airflow thru the oil cooler.

As I've mentioned earlier in the other thread, we experienced an episode where a small bit of rubber baffle seal got folded wrong, and it let ram air pressure from up front near the inlet ramps get into the lower cowl, and it caused a dramatic and quick rise in oil temperature without affecting CHTs hardly at all.
__________________
Neal Howard
Airplaneless once again...
Reply With Quote
  #10  
Old 10-12-2011, 01:20 PM
fstringham7a fstringham7a is offline
 
Join Date: Mar 2005
Location: St. George
Posts: 973
Default RE: More $$$$$$ for the fix

Well I have come full circle and am back where I started. Or SHOULD HAVE STARTED(After triple checking baffles, oil temp sender, verna, ect ect ect......). High Oil Temp, now let me see, either not enough air through the system or not enough ejected from the system?????

I was fooled in to believing my cooler was adequate because I absolutly knew for sure that Darwin Berrie had the same set up as me. An 8406R cooler. But not so fast. In this thread I finally paid attention to the fact that he in fact was running with the 8432R. See comment #4

http://www.vansairforce.com/communit...ght=10599+8432

So why is that so important? We both, if I am not mistaken, are running a Robbie Attaway inspired ECi engine setup. The main difference is, though, is he would argue, his third wheel is in the proper location. Darwin if your out there and have the time chime in and correct any fables I am telling. Also any data points that will help me would be appreciated.

So with the 8432R his oil temps are held at bay while mine are sky high with the 8406R.

So, I have had a number of conversations with the good folks at Pacific Cooler and am about to pull the trigger on their new and improved version of the SW 8432R. As a side note some of you may know that Pacific is now building and owns the rights to the AeroClassic line of oil coolers. They have built, tested, and are going to produce their 8432R Clone at a reduced price as compared to the SW 8432R.

The Clone is same height, same thickness, but is 1 inch wider than the 8406 This presened a problem of placing on the baffling behind #4. So I made a card board mock up and used that to see just where I could place it. I used this thread as my guide. See page 6 and 7 .......

http://www.vansairforce.com/communit...ght=10599+8432

My props control/Aux air would not allow a firewall install like David's, Absolutely no room available behind #3. Slight but minimal chance on the left side engine mount.....so back to Van's typical placement point. If I move it down an inch, back an inch, and to the left an inch it may just fit behind #4 on the baffles. Now I know that the firewall and engine mount offer an optimum location for vibration. But as mentioned I will not have that possibility. Plus, I kinda agree with Paul in this thread as to placement and potential outcomes. See #2

http://www.vansairforce.com/communit...ad.php?t=69744

I have designed the mount and as soon as the cooler arrives I will fabricate it. Order up a new oil hose, and necessary fittings. Put it together and go fly.

Am I missing anything????????????

Brian cross those fingers .......

Frank @ 1L8 ... RV7A

Last edited by fstringham7a : 10-12-2011 at 01:23 PM.
Reply With Quote
Reply


Thread Tools Search this Thread
Search this Thread:

Advanced Search
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

vB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump


All times are GMT -6. The time now is 10:22 PM.


The VAFForums come to you courtesy Delta Romeo, LLC. By viewing and participating in them you agree to build your plane using standardized methods and practices and to fly it safely and in accordance with the laws governing the country you are located in.