oil separator

[a64pilot]

Wup, I'll build another separator and take pictures, but I may have to E-mail them to you, as I don't know how to post pictures.
This is the inside of the M20 oil sep, real simple, but it does work
http://www.airwolf.com/Products/AirOilS ... fault.aspx
My oil temp is still high, it's highest when tooling around slow at say 2100 and 18" looking for a bar to land on for example. It's airspeed related and interestingly not power related.
Realise down here it's 90 deg. while I'm tooling around. I guess maybe a bigger cooler is what is needed.
How hot is too hot for continous oil temp anyway?

[maules.com]

To improve cooling, you can extend the lip on the bottom of the air egress and if there is no lip, you can add one. This should bring temperatures down.
Lycoming tells us that the book says 235deg F is okay. I feel uncomfy with that and try to stay below 205 degrees. The 260hp IO540 will get to 205 on a hot day especially in climb, thjough normally in cruise it can be reduced to 195. Cylinder cooling with a richer mixture will bring the oil temp down also if things appear too hot.

[a64pilot]

OK, went to Maule today and picked up a "cooling lip". Oil temp on the way down was 205 with #5 cyl head temp at 367 (hottest cyl). 23" and 2200 RPM.
Installed lip IAW factory drawing and with lip installed oil temp was 208 and #5 cyl temp was 368 at 23" and 2200 RPM. I was leaned 50 ROP on my leanest cyl, and fuel flow both times was 10.8 gl/h. To be fair it was a little hotter this afternoon when I flew with the cooling lip, but I expected to see a drop in cyl head temp if it increased airflow, even if my oil cooling system was wacked out. It appeared the net effect of the cooling lip is that I now have twelve #10 holes in my lower cowling.

[maules.com]

a64, if I run your power settings in the book presuming you are using the 235hp IO540W then 23/2200 is 67% power setting which requires 11.2gph at max lean, so 50 deg on the rich side should result in closer to 12gph.
I,m guessing something is not reading correctly which is why the engine is hot as it may be too lean on some cylinders.

[a64pilot]

No, The Gami's were just cleaned ultrasonically and how could the analyzer read wrong? It's quite possible that the digital fuel flow could be a little off, the analog gauge indicates 12 gl, but of course it's mearly a pressure gauge, not really fuel flow.
Out of curiosity, how did you compute % power?
Anyway Lycoming allows operation at peak for economy cruise, but I won't do that, and this engine just doesn't like LOP, so at Lycomings suggestion, I run 50 ROP at cruise.
It's always run hot, I think the increased drag of the big tires has aggravated it. Good thing I'm not on floats if that's true.
What puzzles me is I didn't get a drop in Cyl head temp with the cooling lip installed. If it increased air flow, then Cyl head temp would have to drop, wouldn't it?
Cyl head temps between 340 and 370 is perfectly normal in cruise isn't it? OAT of 90f at 1500 MSL.
Oh, and the Vernatherm is new too.

[maules.com]

HP percentages are taken from the Lyc ops manual, though I did not take in to account power loss for the 90 F. Fuel low also from same manual.
The high oat would bring the fuel flow down to 10.8 at economy lean per Lyc manual, though 50 F rich is at power lean which should cause higher fuel consumption. However the 50 F rich should help cool the cylinders.
Looks like an oil temp problem if the 2" lip did nothing, and as your CHTs appear excellent.
How about oil cooler flush, a NACA duct to the cooler as on the later Maules might help, plus it would allow better cyl cooling by not loosing air through the right rear baffling.

[a64pilot]

Don't know if this will work or not, pics of seperator if it does.

[a64pilot]

testing, please bear with me, I have no idea what I'm doing
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