Originally Posted by Machinbird
Try this link for some pointers. Oil Temperature Control Systems
Thank you for that excellent link. It showed me that we emphasized too much the cylinder head temperature, only useful for us to protect the cylinder from temperature shocks in dropping skydivers work, flying mostly max power to climb and zero power to descent.
That article from AVweb shows it is important "to do this stuff long before any problem become apparent" , to "take time", to "consider the system as a whole at each step", to be "methodical" with "attention of detail". Excessive oil temperature may be very dangerous in flight not only a problem of saving time and money.
Good lesson from Old and Wise-Timer way of working.
It is easy to have seemingly good stats of incidents and accidents with mostly new aircrafts as A is claiming every day but probably maintenance Teams have not a better formation than push-button pilots. Airlines will have to pay a little later more superficial methods (replace some electronic card, and other stuff as they are doing on modern cars..).
I remember the AP trim alarm light flashing when starting IAS descent with excessive speed of our MD83 : "if it stops it is not a problem" said the Chief Pilot
. But flight after flight wires length increased dangerously. Happily we had no rupture, but one day , in pitch, the plane crossed the 3000 FT Armed Height and descent clearance descending still 1000 FT/min, and in roll another day it finished with a Dutch Roll, with Passengers on board, of couse. The Chief Pilot was sure the pilots did not need why that crazy light was flashing 5-10 seconds at TOD every flight...