REFLECTOR: Cold Weather Flying

[Scott Derrick]

I noticed that too but forgot to say something.  275f is above any red line I've ever seen.  That oil is cooked.

David Rene Dugas <renedugas at gmail.com> wrote:

>No one else commented so I will. The oil temp seems quite high. Maybe dangerously. 
>
>Rene' Dugas
>Sent from an Apple. 
>
>On Dec 21, 2012, at 10:04 AM, John Dibble <aminetech at bluefrog.com> wrote:
>
>> Had a good flight from MS to NY on Wednesday.  Stopped at DKX Knoxville for fuel.  That's a hard airport to find hidden in the hills.  A while back I reported that my temps were too low in cold weather and not enought cabin heat.  I decided to go after the source of the heat and reduce the engine cooling air, see pic.  I thought this would be over kill and I would have to trim it a bit, but it turns out that this just gets the engine temps to the bottom of the desired range (250-300F) with an OAT of 40 F.  At 30F CHTs are 240-245F.  Still, the oil temp ran at 275F with the diverter flap fully deployed and that gave too much cabin heat.  During descent for landing, temps got very low and I had no cabin heat.  I would like to have a way to adjust engine cooling air from the cabin, so I can have max cooling for T/O and reduce cooing air at cruise and reduce it further for descent.  Has anyone done this?
>> When the OAT got down to 30F, I decided it would be a good idea to add some carb heat even though my manifold pressure was holding steady.  I did not see an expected increase in the carb temp gauge, but the MP did decrease by a few tenths indicating that the carb heat was working.  Guess I need to work more on the the carb temp sensor placement.  I had moved it to the fitting where the manifold pressure line connects (carb outlet).  It seemed to be giving sensible readings at higher OATs, but not at 30 F where it counts. Looking forward to returning to warmer weather after the holidays.
>> 
>> John
>> 
>> 
>> <cooling air scoop.jpg>
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