Mr Albert Almiron

[Albert Almiron]

I fly in Canada , my cylinders temperature only 280-260 deg my oil temperature never goes over 160 deg 

very cold 

is any winter kit 

for my mooney231??

[Aerodon]

Hi Albert, 

My seneca has a factory blanking plate that covers 1/3rd of the oil cooler.  I have used a second plate to blank off 2/3rds to get the temperatures above 180.

Aerodon

 

[carusoam]

Welcome aboard, Albert...

Which half of Canada are you in?

If the East... we have a mechanic around here that is very capable... familiar with both the parts and the installation...

Or just looking for parts?

Best regards,

-a-

[xavierde]

There is a winterization kit for the K which is a metal plate going on top of the oil cooler but the parts manual mentions "25-1000 THRU 25-TBA" which I don't think covers the 231.

[Guest]

Although it doesn’t cover the serial number, there should be nothing stoping you from installing it, after verifying the accuracy of the gauges and temperatures

Clarence

[jlunseth]

I just have my mechanic put a foam block in the oil cooler, every year this time of year, otherwise on some days the oil temp can be too cold to operate. Minimum is 100 dF and I have seen it go below that in cruise at low altitudes on very cold days if the oil cooler is not blocked. The primary risk is to the turbo which needs a thin film in the bearings to operate. It is also very important to sit on the ground after engine start and allow the engine to warm the engine compartment on very cold days. There are components in the engine compartment that are not attached to the engine and do not get direct heat from it that can freeze up otherwise, notably the air/oil separator. Water condenses in the separator during operating, then freezes, blocks the line out, and that is how the engine sump "breathes," i.e. allows excess pressure to escape, so pressure builds up and soon you will have oil trying to exit the engine through any available orifice, large or small. Although I have not had a problem with brakes in the winter, the brake fluid reservoir is vulnerable also. It is worth carrying a couple of hundred foot extension cords in the baggage compartment when you travel, so you have a means of plugging in at smaller rural airports. They virtually all will have an electrical outlet even if it means you have to run a cord out through the door. Need an engine heater of course. I bought a couple of foam blocks that fit in the front cowling holes if the aircraft is going to sit outside with the engine heater running, it prevents wind from pushing heat out of the engine compartment. Its a good idea to keep a windshield scraper in the aircraft, I have landed at small cold airports, stayed a few hours, and come out to find the airframe completely frosted over. The wings have to be scraped down. Some people will use TKS deicing fluid in a one gallon sprayer. That is what I can think of, if you can think of anything else I would be more than glad to hear about it. Oh, in the winter I never open the cowl flaps on the ground. I have had people here who are used to winters in Maryland or similar say, well, that risks hot spots in the engine. They don't get it, in the winter when it is below zero dF (or even below 20 dF) the engine needs all the heat you can give it from whatever source.

[tmo]

30 minutes ago, jlunseth said:

in the winter I never open the cowl flaps on the ground

Cool cool cool, now I feel better about doing this too

[jlunseth]

1 hour ago, tmo said:

Cool cool cool, now I feel better about doing this too

If it means anything my engine is at around 1950 hours since the last replacement engine (which was a prior owner in 2002). Have never had an issue because of "hot spots." It took a few years to find out what other problems could come up. I did have the air/oil separator problem, you should have seen the black oil over both sides of the aircraft. Had low OT and low OP readings on takeoff and immediate returned for a landing. Engine was just fine, just more excitement than I needed.

I am on the fence about whether to leave the aircraft plugged in full time, or just have it plugged in the night before I am going to go flying. It takes a minimum of 4 hours to heat the engine decently. Overnight is better. I have not noticed any difference in the engine whether I leave it continuously plugged in or just plug in before flying. Would welcome actual experience on that, I have done it both ways.