X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 17 Dec 2009 09:44:51 -0500 Message-ID: X-Original-Return-Path: Received: from web57515.mail.re1.yahoo.com ([66.196.100.82] verified) by logan.com (CommuniGate Pro SMTP 5.3c3) with SMTP id 4025740 for lml@lancaironline.net; Thu, 17 Dec 2009 09:43:00 -0500 Received-SPF: none receiver=logan.com; client-ip=66.196.100.82; envelope-from=casey.gary@yahoo.com Received: (qmail 62997 invoked by uid 60001); 17 Dec 2009 14:42:27 -0000 DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=Message-ID:X-YMail-OSG:Received:X-Mailer:References:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=1WZfpednewZ4zl7GLzEXwaNxa6dY7rUir4UqPc/WONsRmXYGmQuS35YjqoLjbf+bXfmfrdU4Z+As4qvcnNDEFIh6obdO4TlQoaKDmQYQ0LSLtZ9OIGG8Ug67kwMxzl2B6sbEQk63OP7SKgp/270mIZbOSLL2oUG+nfnTQqrWEIE=; X-Original-Message-ID: <315056.62925.qm@web57515.mail.re1.yahoo.com> X-YMail-OSG: 6dizQzEVM1nNEv0043BFHWYCk61VgyoCOH9f80MLmXmxyDl07Ct.jX_9C7e1aGsOHzqLBLWicXrYiIATCJ2ADqk5nLRZ7UzKRZVqBruQNfjtkcsMFdIsHodFkjIxB_xOhLuF1SagJ1QBQAIop81G1GEWc5x9vWJa_kJiyLZwnXbe.09jq.VZ0W07akCb06TwbGEqmZMjMfv5EAmD9wxdODOJWBWrBoejm9oX9VSyATXo_V8PmoR6GULOXf7PJ6k1Uz.1h0Em72TN11ZcKHzznUf1.GE3GPZEDMWaGXI5CK0h9VDPLwy8x.3odjTewk6XxXB1ypcVe7779nl6oEM207A- Received: from [97.122.191.52] by web57515.mail.re1.yahoo.com via HTTP; Thu, 17 Dec 2009 06:42:26 PST X-Mailer: YahooMailRC/240.3 YahooMailWebService/0.8.100.260964 References: X-Original-Date: Thu, 17 Dec 2009 06:42:26 -0800 (PST) From: Gary Casey Subject: Re: Oil Pressure Sender Installation (was Legacy Crash Watsonville?) X-Original-To: Lancair Mailing List In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-1893962890-1261060946=:62925" --0-1893962890-1261060946=:62925 Content-Type: text/plain; charset=us-ascii Not that I would disagree, but...aren't these the same "VDO" senders that have been used for maybe 50 years in cars, always directly attached to the engine? A lot of those were 4-cylinder engines that have a pretty high vibration level. I've seen a lot of them fail from leakage or intermittent resistor contacts, but none from falling off the engine. So would attaching them directly to the engine via a steel restrictor fitting really be worse than using a flexible hose, with its potential leakage potential? I'm not sure. Gary, having made my own restrictor fittings. Robert, If there is a "correct" way to install the oil pressure sender, you're supposed to use a restrictor fitting on the engine, a firesleeved hose to a firewall mounted sensor. Oil pressure senders can leak, so using a restrictor fitting is key. Better to have a drip instead of a huge leak. Mounting the sender away from engine vibration will significantly increase its lifespan. I have a JPI EDM 900 engine monitor and the instructions specifically say "DO NOT MOUNT SENSOR DIRECTLY TO ENGINE" but there's no mention of a restrictor fitting. They specify an Adel clamp around the sensor attached to the firewall. Vans sells a 45 degree steel elbow restrictor fitting for about $20. Wicks has an inline brass restrictor fitting for about $6. I think a restrictor fitting is a good idea on the fuel pressure sender hose fitting too. Mike In a message dated 12/16/09 08:04:56 Mountain Standard Time, lancair-esp@ustek.com writes: From: mikeeasley [mailto:mikeeasley@aol.com] >Sent: Tuesday, December 15, 2009 8:41 AM >To: lml@lancaironline.net >Subject: Re: [LML] Re: Legacy Crash Watsonville? >I can't think on anything worse than an engine fire and it's important to discuss what to do when you have to deal with an in-flight fire. > ________________________________ > When the DAR signed off my GlaStar he pointed to the oil pressure sensor mounted directly to the engine, saying that it was not illegal but . . . the year previous a similar cantilevered positioning resulted in a fatigue failure, the oil spewed out, and when attempting to land the pilot flew into power lines. So maybe perhaps I might want to consider a change. And yeah, I did not move the plane until that was repositioned. > >Robert M. Simon >ES-P N301ES > --0-1893962890-1261060946=:62925 Content-Type: text/html; charset=us-ascii
Not that I would disagree, but...aren't these the same "VDO" senders that have been used for maybe 50 years in cars, always directly attached to the engine?  A lot of those were 4-cylinder engines that have a pretty high vibration level.  I've seen a lot of them fail from leakage or intermittent resistor contacts, but none from falling off the engine.  So would attaching them directly to the engine via a steel restrictor fitting really be worse than using a flexible hose, with its potential leakage potential?  I'm not sure.
Gary, having made my own restrictor fittings.

Robert,
 
If there is a "correct" way to install the oil pressure sender, you're supposed to use a restrictor fitting on the engine, a firesleeved hose to a firewall mounted sensor.  Oil pressure senders can leak, so using a restrictor fitting is key.  Better to have a drip instead of a huge leak.  Mounting the sender away from engine vibration will significantly increase its lifespan.
 
I have a JPI EDM 900 engine monitor and the instructions specifically say "DO NOT MOUNT SENSOR DIRECTLY TO ENGINE" but there's no mention of a restrictor fitting.  They specify an Adel clamp around the sensor attached to the firewall.
 
Vans sells a 45 degree steel elbow restrictor fitting for about $20.  Wicks has an inline brass restrictor fitting for about $6.  I think a restrictor fitting is a good idea on the fuel pressure sender hose fitting too.
 
Mike
 
 
 
 
In a message dated 12/16/09 08:04:56 Mountain Standard Time, lancair-esp@ustek.com writes:
From: mikeeasley [mailto:mikeeasley@aol.com] 
Sent: Tuesday, December 15, 2009 8:41 AM
To: lml@lancaironline.net
Subject: Re: [LML] Re: Legacy Crash Watsonville?
I can't think on anything worse than an engine fire and it's important to discuss what to do when you have to deal with an in-flight fire. 
 
  When the DAR signed off my GlaStar he pointed to the oil pressure sensor mounted directly to the engine, saying that it was not illegal but . . . the year previous a similar cantilevered positioning resulted in a fatigue failure, the oil spewed out, and when attempting to land the pilot flew into power lines.  So maybe perhaps I might want to consider a change.  And yeah, I did not move the plane until that was repositioned. 
 
Robert M. Simon
ES-P N301ES
 

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