REFLECTOR: vernatherm

[Brian Michalk]

If you can get your CHT's down, your oil temp will come down.  Try easy 
things first.  If your mag is set at 28, then on your next takeoff, 
while over a suitable field, turn off the Lightspeed.  See if your CHT's 
and oil temp goes down, and if you can maintain a sustained climb.  Make 
sure your bottom plugs are oil free before flight.

I have used a timing light on my Franklin with the wings removed, and 
it's scary.  Other than that, I don't know how it could be done, except 
maybe from the bottom side.

Be careful with going the no bypass route.  It's there to prevent 
bursting the oil filter and cooler.  I will check to see if I have any 
of the stiffer PZL springs.  I think they cost less than $10.

Are you running the older diaphragm fuel pump, or the newer vane pump?  
Is that hose used for lubricating the new vane fuel pump?  I don't have 
either on my engine, and it's been a while since I was in the business.  
I'm running a gear pump at 45PSI.

On 11/17/2011 10:28 AM, Grover McNair wrote:
>
> Brian,
>
> The CHTs are higher than I would like. On climb out I cannot run full 
> power very long at all. I barely get to 1000" agl before the CHTs get 
> up to 390F. If I level off and keep the rpm around 2500, these temps 
> will stabilize.  The oil temp continues to rise though.
>
> My engine has a mag for the top plugs and a Lightspeed ignition for 
> the bottom plugs. The mag is timed at 28 degrees. With the light speed 
> system I am not sure about the amount of advance. After speaking with 
> Lightspeed they recommended putting a timing light on the engine to 
> determine where it is firing. I don't know how to do this safely. Any 
> ideas?
>
> The Franklin bypass valve looks very restrictive internally. My 
> thought was to modify it to make all of the oil flow to the oil cooler 
> all of the time and have a vernatherm control the flow returning to 
> the engine. Regardless I would like to try a stiffer spring.
>
> I am changing the flexible lines from the engine to the firewall from 
> ½ to 5/8. The lines though the fuselage and to the cooler are 5/8.
>
> For oil temp, there is an adapter in the line that runs from the 
> bypass valve to the rear engine casing.
>
> Thanks for giving this some thought. I look forward to hearing more.
>
> Grover
>
> ------------------------------------------------------------------------
>
> *From:*reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] 
> *On Behalf Of *Brian Michalk
> *Sent:* Wednesday, November 16, 2011 4:31 PM
> *To:* Velocity Aircraft Owners and Builders list
> *Subject:* Re: REFLECTOR: vernatherm
>
> Do you have high CHTs as well?
> If you are aggressive on your timing, retard it to 28BTDC, and see if 
> your temps go down.
>
> I don't think adding a vernatherm is going to help you.  The Franklin 
> has a pressure bypass, and with hot oil, all of it should be going 
> through the cooler.  You can try a stiffer spring on the bypass if you 
> are not getting max oil through the cooler.  I think I still have 
> some, if you want one.
>
> Most everyone I know is running 5/8" lines to the cooler(s).  What 
> size are yours?  Also, where are you measuring your oil temps?  245F 
> is too high, and it means that in some portion of your system it's hotter.
>
> On 11/16/2011 2:32 PM, Grover McNair wrote:
>
> The franklin engine I have in my 173LW  is running high oil temp, 
> 245+. Having read recent posts, I am planning to install a larger oil 
> cooler with a vernatherm. I would appreciate comments from those who 
> have done this. Is there a modification necessary for the factory oil 
> bypass valve?
>
> Grover McNair
>
> N832AB
>
>
>
>
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