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From: "Frederick Moreno" <frederickmoreno@bigpond.com>
Subject: Optimum IO-550 oil level - zero oil pressure event


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We have been over this issue in the past, and I have reviewed the archive=
s,
but with a lot of new Legacies flying, it is time to ask the question: wh=
at
is the optimum oil level for the IO-550?=0D
=0D
The reason I ask is that I had an incident during final when my MVP 50
engine monitor lit up the red Master Warning light on a two mile final an=
d I
got voice alerts from the Chelton and the engine monitor: "Check Engine" =
and
"Check oil pressure."  A check of the oil pressure on the engine monitor
showed a big red zero.  This went on for a few seconds, then the alarm we=
nt
off, then it went on and off several times. =0D
=0D
Taxiing back on the runway I twice hit the brakes, first while moving fai=
rly
slowly and second while moving faster, but holding engine RPM constant
(about 900 RM according to the data).  Both times the oil pressure sagged
momentarily (but not low enough to trigger an alarm).=0D
=0D
I downloaded the engine monitor data and sure enough the oil pressure
dropped to zero for several seconds, then went up and down to zero severa=
l
times, total elapsed time of 37 seconds.  I downloaded and studied the da=
ta
for the entire flight and found an oil pressure sag while taxiing out for
take off when I braked before the U turn at the end of the runway, but no=
t
low enough for an alarm.  I also found an oil pressure sag (not low enoug=
h
to trip the alarm) during deceleration during landing roll out. =0D
=0D
I had another engineer in the right seat who watched all of this.  We
examined the  data traces.  None of it looked like an electrical
intermittent on the oil pressure sensor which is mounted on the fire wall=
=2E=20
Our conclusion: we had sucked air. =0D
=0D
We check oil pressure at every stop.  During a multi-stop long cross coun=
try
in March, we landed with as little as 5 quarts after some long legs.  The
engine has about 30 hours on it since overhaul, and is still breaking in,
but we have never seen an oil alarm even with some severe test flying (st=
eep
departures and descents as well as hard braking during short field practi=
ce)
=0D
=0D
Sump capacity is 8 quarts although the dip stick goes up to 12.  We norma=
lly
run at 6 quarts since prior experience is that more than 6 quarts blows o=
il
out the breather an on to the belly.  After shutdown we measured
approximately 5 quarts on the dip stick.  A day later it still read 5 qua=
rts
  (For reference, I found that Lycoming says the  absolute minimum is 2
quarts, but  Cirrus  recommends a minimum of 6 on the IO-550N, same engin=
e.=20
Presumably there is allowance for oil loss during flight with the Cirrus
numbers.)  I put a piece of welding rod down the dipstick hole, and found
the oil to be just shy of 2 inches deep in the pan.  The dipstick comes t=
o
within about 0.4 inches of the bottom of the pan.  We measured the oil pa=
n
and then calculated the oil volume based on the area and depth of oil, an=
d
came up with about 5.5 quarts.  We had also checked the dipstick at the l=
ast
oil change, and while not perfect, it checked reasonably well with the oi=
l
as we added it quart by quart. =0D
=0D
Since the oil pressure alarm was on and off for 37 seconds, we  pulled th=
e
engine for a full inspection. Current guess work suggests something wrong=
 in
the oil pump pick up area.   The engine is under warranty, so I am drivin=
g
it up to the shop and we will disassemble it while we are all present and
watching. =0D
=0D
So, again, what are you IO-550 guys using for normal oil level, and when =
do
you add oil?  What oil stories can others tell?=0D
=0D
Curious Fred=20
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<DIV style=3D"PADDING-LEFT: 2px" id=3DINCREDI_TEXT_AREA>
<DIV>We have been over this issue in the past, and I have reviewed the ar=
chives, but with a lot of new Legacies flying, it is time to ask the ques=
tion: what is the optimum oil level for the IO-550?</DIV>
<DIV>&nbsp;</DIV>
<DIV>The reason I ask is that I had an incident during final when my MVP =
50 engine monitor&nbsp;lit up the red Master Warning light on a two mile =
final and I got voice alerts from the Chelton and the engine monitor: "Ch=
eck Engine" and "Check oil pressure."&nbsp; A check of the oil pressure o=
n the engine monitor showed a big red zero.&nbsp; This went on for a few =
seconds, then&nbsp;the alarm&nbsp;went off, then it went on and off sever=
al times. </DIV>
<DIV>&nbsp;</DIV>
<DIV>Taxiing back on the runway I twice hit the brakes, first while movin=
g fairly slowly and second while moving faster, but holding engine RPM co=
nstant (about 900 RM according to the data).&nbsp; Both times the oil pre=
ssure sagged momentarily (but not low enough to trigger an alarm).</DIV>
<DIV>&nbsp;</DIV>
<DIV>I downloaded the engine monitor data and sure enough the oil pressur=
e dropped to zero for several seconds, then went up and down to zero seve=
ral times, total elapsed time of 37 seconds.&nbsp; I downloaded and studi=
ed the data for the entire flight and found an oil pressure sag while tax=
iing out for take off when I braked before the U turn at the end of the r=
unway, but not low enough for an alarm.&nbsp; I also found an oil pressur=
e sag (not low enough to trip the alarm) during&nbsp;deceleration during =
landing roll out. </DIV>
<DIV>&nbsp;</DIV>
<DIV>I had another engineer in the right seat who watched all of this.&nb=
sp; We examined the&nbsp; data traces.&nbsp; None of it looked like an el=
ectrical intermittent on the oil pressure sensor which is mounted on the =
fire wall.&nbsp; Our conclusion: we had sucked air. </DIV>
<DIV>&nbsp;</DIV>
<DIV>We check oil pressure at every stop.&nbsp; During a multi-stop long =
cross country in March, we landed with as little as 5 quarts after some l=
ong legs.&nbsp; The engine has about 30 hours on it since overhaul, and i=
s still breaking in, but we have never seen an oil alarm even with some s=
evere test flying (steep departures and descents as well as&nbsp;hard bra=
king during short field practice).</DIV>
<DIV>&nbsp;</DIV>
<DIV>Sump capacity is 8 quarts although the dip stick&nbsp;goes up to 12.=
&nbsp; We normally run at 6 quarts since prior&nbsp;experience is that mo=
re than 6 quarts blows oil out the breather an on to the belly.&nbsp; Aft=
er shutdown we measured approximately 5 quarts on the dip stick.&nbsp; A =
day later it still read 5 quarts.&nbsp; (For reference, I found that Lyco=
ming says the&nbsp;&nbsp;absolute&nbsp;minimum is 2 quarts, but&nbsp; Cir=
rus&nbsp; recommends a minimum of 6 on the IO-550N, same engine.&nbsp; Pr=
esumably there is allowance for oil loss during flight with the Cirrus nu=
mbers.)&nbsp; I put a piece of welding rod down the dipstick hole, and fo=
und the oil to be just shy of 2 inches deep in the pan.&nbsp; The dipstic=
k comes to within about 0.4 inches of the bottom of the pan.&nbsp; We mea=
sured the oil pan and then calculated the oil volume based on the area an=
d depth of oil, and came up with about 5.5 quarts.&nbsp; We had also chec=
ked the dipstick at the last oil change, and while not perfect, it checke=
d reasonably well with the oil as we added it quart by quart. </DIV>
<DIV>&nbsp;</DIV>
<DIV>Since the&nbsp;oil pressure alarm was on and off for&nbsp;37 seconds=
, we&nbsp; pulled the engine for a full inspection. Current guess work su=
ggests something wrong in the oil pump pick up area.&nbsp;&nbsp; The engi=
ne is under warranty, so I am driving it up to the shop and we will disas=
semble it while we are all present and watching. </DIV>
<DIV>&nbsp;</DIV>
<DIV>So, again, what are you IO-550 guys using for normal&nbsp;oil level,=
 and when do you add oil?&nbsp; What oil stories can others&nbsp;tell?</D=
IV>
<DIV>&nbsp;</DIV>
<DIV>Curious Fred&nbsp;</DIV></DIV></TD></TR>
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