Quote:
Originally Posted by RPJ  Every flight after that the needle goes into the redline on climbouts. The only way to stop the needle is to stop the climb, reduce rpm and increase the mixture to full rich.
Most of the time now after engine start-up/run-up the oil temp needle doesent move from full left deflection until I am on take-off roll. I think its time to bring this to the attention of an a&p. |
I agree, high oil temps can mean bad news for your engine.
Factors that affect engine cooling, in order
By far #1 Airflow through the cooling fins.
Airspeed is the main factor, also cowl flap position, and how well the baffels are sealing.
# 2 Oil flow
Oil can provide as much as 40% of total engine cooling. Also the thicker the oil, the less friction.
#3 Power placed on the engine
More power, more heat.
#4 Mixture
Operating 50 deg either side of peak EGT is BAD! Leaner OR richer is OK, but not at peak.
If anything on your airplane suddenly changes from what is "normal" then you need to find out why.
It sounds like the oil temp guage is responding normally, so I would check things in this order.
Take the top cowl off, and look for where the baffels rub. If you see a stain showing leakage, that is allowing cooling air to escape rather than flowing past the cooling fins.
Check the oil cooler for airflow blokages. If air can't flow through, it can't cool the oil.
Swap oil pressure guages, to confirm that the guage is reading properly before you start spending real money.
Have the oil cooler flow tested, it's amazing how many of these have internal blockages.
Have the "vernathem" tested. This thing does the same job as your cars thermostat. If it isn't opening up properly