Seatrab Oil Cooler mounting

[zilik]

While there is speculation that the setrab cooler in Von's aircraft failed causing the fire, it is only speculation. As I recall the engine failed catastrophically from oil starvation and the fire started near the cooler. I too blame the cooler. I was planning on installing a setrab cooler at the time but Von's untimely death made me change my mind.

Laird Owens cooler sprung a leak and as you say lost most of his oil. Laird now runs a aircraft oil cooler.

There is nothing wrong with experimenting with automotive components on aircraft but when there have be others down the road with failures, I would reconsider. There is just a lot more vibration under the bonnet of an RV. Just food for thought.

[Bubblehead]

Rich Rudolph and Penguin -what model did you select?

[JimWoo50]

tested to in comparison to a automotive type cooler?

[Special Delivery]

Originally Posted by Bubblehead

Rich Rudolph and Penguin -what model did you select?

Ref: On my -8 I've been very pleased (10yrs) with cooler #119M221 (P/N 50-119-7612 $168) w/Setrab M22-AN08 Fittings (P/N 22-M22AN0 $9.20ea) / supported on the engine mount using Adel clamps with 4" SCEET off rear baffle into plenum adapter. I'm powered by an IO-360 and I've never seen 200*, even on the hottest Texas days. I was planning on using the same cooler in my next project, but the incidents Kevin Horton cited in this thread has got me thinking. Thank you Kevin! Time for some homework!

[chunt0]

Here is a link to the Von Alexander NTSB report. I don't think the oil cooler was mentioned. Holes in the crankcase, apparently caused by a failed rod, were mentioned. http://www.ntsb.gov/ntsb/GenPDF.asp?...99FA113&rpt=fa

[penguin]

Originally Posted by Bubblehead

Rich Rudolph and Penguin -what model did you select?

I used a 7 row 115mm width version, part no OC177-8. There is also an HD version available designed to a 180psi working pressure and a 235mm width version (regular & HD). The male fittings are attached to the cooler.

This cooler is fitted to a One Design aerobatic aircraft with an injected 180hp motor. So far we have only 30 hours on the engine, in general the oil temp has been stable at 180F, occasionally getting up to 200+ during a sequence on a hot day (85 to 90 OAT), I live in England. However, I have a friend who installed a similar cooler in a similar aircraft after the engine had been rebuilt and reported much higher temps.

This cooler is much smaller than the comparable SW (or similar) item, so I might be tempted to go for a 10 row, or 235 wide 7 row if the OAT was expected to get up to 100.

Pete

[RV8RIVETER]

Originally Posted by schristo@mac.com

a duct molded into the cowling sounds like a neat idea... got any photos?

Not yet, but when I get all the firewall forward stuff completed I will post some. I also will have direct air pressure measurements to share as well.

[rich]

Posted by Bubblehead
Rich Rudolph and Penguin -what model did you select?[/quote]

The box says P/N 113 NPT 3/8
The ports are female so I could use 45 deg. AN fittings to get the right angle for the hoses.
I bought it from George Orendorff back in 2000.

[Bubblehead]

Penguin, Rich, and Special Delivery - thanks for posting the model numbers. I did the calculations for the 113 Setrab a year or so ago and it looked like it had the capacity.

I'm currently using the Aero Classic 8000081 cooler with good results in my -8 with 180 hp IO-360. I've been improving the baffling a lot and that made a bigger difference than the oil cooler has. This summer in Texas I did a lot of flying when it was over 100 F and I can now climb at 500 fpm up to 8500 feet and never exceed 210 F on the oil temp. It usually returns to about 190 or 195 within 10 minutes of establishing cruise flight. Improving baffling lowered CHTs of course too.

[Vac]

We have a 10 row Setrab in our RV-4. Photos below for your reference. Replaced the cooler last year when the engine was overhauled. Previous cooler worked well for 850 hours.

Cheers,

Vac