[Wing] Engine Heating Problems; RV-7A (fwd)

Thu Jul 13 01:03:26 PDT 2006

Hi All,

The poster says in his original post that he's using 20W50 and is still 
using .75 of litre. This quite excessive. The problem is most likely lying 
in the fact that 20W50 is not a mineral oil. Lycoming advises the use of 
mineral oil, straight 80. Now beware, straight 80 is not the same as W80.

Depending on the hours run since overhaul it might be advisable to pul the 
cylinders and give them a light honing as this sounds like the cylinder 
walls have been glazed over due to incorrect oil being used. Contact Mahlon 
on the lycoming list to confirm this opinion.

Marcel de Ruiter
N.Ireland
de Ruiter Aircraft Services
RV7 flying
RV4 under construction empennage
RV10 under construction most metal work complete

----- Original Message ----- 
From: "Barry Tunzelmann" <kiwirv6 at shaw.ca>
To: "'Van's Air Force Western Canada Wing'" <wing at vansairforce.org>
Sent: Thursday, July 13, 2006 4:26 AM
Subject: RE: [Wing] Engine Heating Problems; RV-7A (fwd)

> First of all ensure our guage is calibrated correctly.
>
> -----Original Message-----
> From: wing-bounces at vansairforce.org [mailto:wing-bounces at vansairforce.org]
> On Behalf Of Del Schneider
> Sent: Wednesday, July 12, 2006 11:07 AM
> To: 'Van's Air Force Western Canada Wing'
> Subject: RE: [Wing] Engine Heating Problems; RV-7A (fwd)
>
> Just a couple of thoughts....
>
> My engine is an Areo Sport Power O-360 A1A
>
> 1.    When I received my engine I was instructed to use a non detergent 
> oil
> for the first 50 hours or until the oil consumption ceased.
>
> 2.    I was also advised to run the engine at full power (as must as was
> reasonable).
>
> 3.    I then switched to Aero Shell 15W-50.
>
> *         With this oil I experienced higher than normal Oil and Cyl head
> temps on climb out.
>
> *         I tried a number of changes with not much effect.
>
> *         I read as much as I could find on oils and then,
>
> *         I decided to switch oils and went to Aero Shell W100 Plus and 
> both
> Oil temp and Cyl Head temps have come down substantially. As you know the
> weather here was extremely warm over the last while and I am not having 
> the
> problem.
>
>
>
> Del Schneider
>
> Prince George, BC
>
> C-GZVD RV6A
>
>
>
> -----Original Message-----
> From: wing-bounces at vansairforce.org [mailto:wing-bounces at vansairforce.org]
> On Behalf Of Tedd McHenry
> Sent: July 12, 2006 9:43 AM
> To: Western Canada Wing List
> Subject: [Wing] Engine Heating Problems; RV-7A (fwd)
>
>
>
> I received this query from a builder who's having cooling problems. 
> Anybody
>
> got any ideas about this?
>
>
>
> Tedd McHenry
>
> Van's Air Force
>
> Western Canada Wing
>
> tedd at vansairforce.org
>
> www.vansairforce.org
>
>
>
> ---------- Forwarded message ----------
>
> Date: Tue, 11 Jul 2006 19:31:50 -0600
>
> From: Mel Field <mel.field at shaw.ca>
>
> To: tedd at vansairforce.org
>
> Subject: Engine Heating Problems;  RV-7A
>
>
>
> Hi, Ted!  I wonder if I can prevail upon you and the members of Vans
> Airforce
>
> for some sage advice on how to tackle our high oil temperatures in a new
>
> airplane, newly overhauled engine.
>
>
>
> We have an IO-360 C1C6, 200 hp, angle valve Lycoming, modified to a front
>
> injector setup and installed as per Vans instructions and parts with the 
> oil
>
> cooler mounted on the left rear baffle wall.  It was overhauled by an AME,
> and
>
> is rated by him as a zero time engine, though not certificated.  We have
> been
>
> flying it at 75% power so far to seat the rings.
>
>
>
> We have about 8 hours on it now.  Oil temperatures have been running at 
> 230
> F
>
> since startup.  We suspected that with the nose gear, heatmuff, etc., the
> exit
>
> area was inadequate, so we added a second exit duct on the left side
> alongside
>
> the original centered duct in Vans bottom cowling.  This adds about 35% to
> the
>
> exit area, with two 2.5" by 5" openings cut in the left floor of the
> cowling.
>
> That helped marginally: still 230 F oil, but with somewhat higher outside
> air
>
> temperatures.  Next we tried putting a 1" flared lip across the back of 
> the
>
> entire cowling air exit in hopes of creating more of a venturi effect.
> Again
>
> there was a slight improvement, but only enough to offset a 5 F warmer
> outside
>
> air temperature.
>
>
>
> On the latest flight we had the blast tubes for cooling the battery,
> magnetos
>
> and fuel pump blocked off; thinking that maybe there was too much air
> leakage
>
> from the upstream pressure chamber.  There was no noticeable change.  With
> 80 F
>
> outside air this time, the oil temp went to 240 F and Dennis terminated 
> the
>
> flight after 30 minutes.
>
>
>
> We can continue to fly it perhaps in cool air at sunrise, but it looks 
> like
>
> some modification is needed for nornal summer operations.  It is still 
> using
>
> about 0.75 liters per hour of 20W-50 oil, so I guess the rings are not yet
>
> seated.  How much difference that would make I don't know.
>
>
>
> Do you have any ideas about further cowling mods or other changes?  The
> baffle
>
> seals look to be OK and we know of no other "leaks".  I suppose we cold
> install
>
> a bigger oil cooler or a second oil cooler.  We could add another similar
> exit
>
> duct on the right side of the lower cowling.  A hanger neighbor with a F1
>
> Rocket (IO 540) said that he had to put louvres across much of his lower
>
> cowling to bring temperatures down.  That seems a bit extreme, but what to
> do?
>
>
>
>
>
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>
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>
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