The 0200 does not have an oilcooler or vernatherm

:confused:

So what keeps the oil at operating temperature?

Cheers
BH

Airflow around the external kidney shaped oil tank. But as there is no oil cooler which oil can be diverted towards or away from as required to regulate oil temperature (the function of the veratherm) the pilot may have to increase airflow by increasing the airspeed if the oil temperatures becomes too hot.

Yo Big Pistons
Thanks for the explanation.
Just had a look at the TDS for these engines.
Looks like the oil inlet temp is quite high, around 215 deg F.
With equal low oil pressure.

Maybe Chinesespace person doesn't have a problem at all.

Always learning!!

Cheers
BH

Hi Guys,

I checked the pressure relief valve for correct seating using engineers blue on the plunger and found not to be seating properly. Gave the seat a tweak with the "special tool" and checked again, getting a good wide seat. Replaced the spring (the old one was ok, but changed anyway) and added 2 washers behind the spring. Hey presto, 20PSI at Idle and 30PSI anywhere above that. And now the pressure isn't chasing the throttle as it had been.
Will double check the electric pressure gauge against a new hydraulic gauge I bought before flying at the weekend and report the findings.

Have bought 2 x 2" aluminium flanges and flexi pipe to fit some cold air ducts directed onto the sump as there is no air cooling to the bottom of the engine at all, except the hot air coming down from the cylinders.


Cheers

Gavin

Out of interest what was the pressure when the engine was overhauled? because if it has dropped, simply upping it may be hiding something.

Good work, China, but be very careful that you don't invalidate your warranty by what might be considered unauthorised adjustments. The repair facility would rightly reject any claim for failure if they found evidence of this.
You surely paid a lot for the overhaul and they have the obligation for rectification within the specified period.

Hi Guys, the aircraft is on a Permit ot Fly in the UK and the rebuild was carried out by the previous owner under supervision of his LAA inspector. So, all legal and proper, but no warranty. I have all the receipts and certificates of conformance for all the parts. I have all the phhotos of the work being undertaken and the parts laid out. A quality job. The guy is a very experienced and competent engineer so I'm confident in the work carried out. Whilst I appreciate anyone can make an error, I would be surprised, but am not taking any chances when it'smy bum on the seat.

On very low idle, just before lean cut out, the pressure was indicating as low as 5psi but no warning light. The POH states the warning light comes on at 10PSI. I have ordered a new gauge that plumbs directly into the oil system so I can cross reference the existing electric gauge which is automotive aftermarket.

Will be interesting to see what this actually reads at the weekend.

Cheers

Gavin

Sorry for the late post, but this info is very usefull for me. I was concerned about 1 litre oil per 40 hours in my O200:hmm:. But sorry, with 1 litre per hour I`ll refuse to fly with this engine anymore. Last week my O200 got a new exhaust btw.

http://www.keukenshowroom.be/images/...cessna-150.jpg

Hey N2024,
Nice exhaust, how is your r/h carby heat valve bearing, photo makes it look a bit worn

Had an O-200 sucking oil :eek:,The cylinders were not broken in :=,Removed the glazing on the jugs & checked the top end, reassembled and broke it in by the book:ok: & had no oil burn & the temps & power was great.:rolleyes: