The International Cessna^® 170 Association

I recently installed an FM oil filter adapter. Temperature here in Yuma,AZ has reached 100+ this past week and during an evening flight I noticed that my oil temp was pegged. (OAT 90+) Throttled back, went full rich and temps went to high/normal. Cyl head temps were mid range(normal for my 170) and oil pressure was 40ish. Did anyone else have this problem after going to the FM oil filter adapter? I use 50W oil all year here. Mid twenties is as low as temps get here in the winter. I had been fly appx 15 minutes so came as quite a surprise to see oil temp that high. I will add some scat tubing with coat hanger wire inside to hold the shape and reroute the blast tubes air flow to the rear of the adapter, where the temp probe is located. Anybody got other ideas?

So what you not saying is that you have a pretty good track record of where the oil temperatures in this airplane in this type of heat ran before the F&M filter change.

And that these temperatures where acceptable and the only change was the filter adapter and the change in position of the temperature probe in relationship to the blast tube.

Since you fouled around with the probe I would remove it an place it in a solution of water or oil heated to a known temperature say 180 and see if the temp gauge agrees. Once you confirmed that it is working as it should then I'd say it is the blast tube and probe relationship change. I'd then rig the blast tube to cool the probe and try it out.

BTW you do know that the temp limit with straight 50w oil is 240 not 225. You did say the temp was pegged which is over 240.

Yes,
I'm aware that 240 is max temp with 50W. I did call F&M and they did suggest a repositioning of the blast tubes, but kinda makes you wonder if our oil temp indications are bogus, due to the fact we are cooling the oil at the temp probe location with "blasted air".
I'll drop in a turkey fryer temp probe after my sat am flight and see what I've got tempwise.

Yes we are cooling the probe.... and some of the oil while we're at it.

Because of this I don't know how close the temperature of the oil in the sump where you would put a turkey fryer temp probe is to what is being measured at the gauge probe site.

So I'd pull the probe and put it in a pale of hot something and compare the gauge against the turkey probe in the same place, the pale.

The oil temp probes in our engines are at the screen/inlet to the pump. The blast tubes cool that area...not to "fool" the probe, but to cool the oil at the inlet...exactly as called for in the engine design.
Continental was loathe to use oil coolers on this engine, and this engine has never suffered from ill effects of high oil temps. (Remember, this is the engine that holds the worlds non-stop endurance record, and it was made in the Nevada desert! The WORLD'S RECORD for longest flight on record is 64 days 22 hrs 19 min. Set by Robert Timm and John Cook in a Cessna 172 . They took off from McCarran Airfield, Las in 1958 in a O-300 powered 172 and flew until the following year, landing in Feb. 1959. The airplane and engine are still hanging above the baggage claim area in the Las Vegas airport. Photo @ http://us.airliners.net/photos/photos/5/9/3/1091395.jpg )

http://www.aopa.org/pilot/100/

That was 1558 hours without an oil or spark plug change! Try THAT Lycoming!

Thanx for the inputs. FYI the aircraft that held the record prior to that was an Aeronca Sedan, named appropriately "The City of Yuma". 0-300 Cont and flew for 43 days here in Yuma, AZ in 1949. Aircraft was found/restored and flown for the 50th anniversary in 1999 at KYUM. Prior to going into storage and awaiting induction into a museum I got 3 takeoffs and landings. I was the last to fly it. Cont O300 made to last.