Woah! It sounds like something may be wrong with this engine. Bad baffling
could be it if it is running very hot. Nothing you do with the mixture
should make that much difference in oil temperature. If your prop (fixed I
assume) conforms to the type certificate, over speed should not be a problem
unless you descend without pulling power.

That engine should run fine WOT for hours. If you are pulling power after
five minutes on a 10 - 20 minute climb, you are making the engine work
harder and get hotter.

Fix your baffle problems immediately. Make sure you don't have any
induction leaks and the engine is set up properly.

If you are not a member of the Cessna Pilots Association, join. The $40.00
dues has saved us literally thousands. Read Deakin's articles on engine
management at Avweb.com. They are mostly about larger and more complicated
engines but you'll learn some good stuff about yours. Search the CPA fourms
for threads on leaning and engine operation.

--

Roger Long



"Darrel Toepfer" wrote in message
.. .
Roger Long wrote:

A 25 LOP EGT will be 50 degrees higher than 75 ROP but changes the
mixture
creates in the combustion timing offset this so that CHT is usually the
same
or slightly lower. This small difference in EGT has no effect on the
engine
or exhaust system whatever. Hard to say what was going on without at
least
one cylinder of CHT data.

I'd like to add one of those digital wonders one day. Next project is to
replace the baffle gasketing, they're getting limp...

None of this should effect your oil tempearature. Ours runs the same in
the
winter as the summer because the thermostat just sends more or less
through
the oil cooler.

It went up, just under the redline...

An important part of operating an engine without an all cylinder
analyzer
this way is to keep power settings at or below 60%. You should make up
a
table from your POH for reference but flying with carb heat on will make
the
engines like the O-320 pretty much self limiting. It also improves the
mixture distribution so that the engine will run leaner with acceptable
smoothness. The drop off in RPM and onset of roughness is less abrupt
and
more predictable with carb heat on.

Cont. 0-300D '65 C172F

I now use WOT for almost all cruise above 3000 feet.

Our concern is not to overrev the engine, or limit WOT to less than 5
minutes...

You can read more he http://baldeagleflyingclub.org/Manual.htm

Thanks...