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Date: Tue, 31 May 2011 09:33:27 -0400
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From: "Jay Phillips" <jayph@fastairplane.net>
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Subject: RE: [LML] Optimum IO-550 oil level - zero oil pressure event
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I aim for 6 quarts. As you mention, anything more tends to end up on the
belly.

Jay Phillips

Legacy N92SX

From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of
Frederick Moreno
Sent: Tuesday, May 31, 2011 5:17 AM
To: lml@lancaironline.net
Subject: [LML] Optimum IO-550 oil level - zero oil pressure event

 


We have been over this issue in the past, and I have reviewed the archives,
but with a lot of new Legacies flying, it is time to ask the question: what
is the optimum oil level for the IO-550?

 

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 and 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 went
off, then it went on and off several times. 

 

Taxiing back on the runway I twice hit the brakes, first while moving fairly
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).

 

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 several
times, total elapsed time of 37 seconds.  I downloaded and studied the data
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 not
low enough for an alarm.  I also found an oil pressure sag (not low enough
to trip the alarm) during deceleration during landing roll out. 

 

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.
Our conclusion: we had sucked air. 

 

We check oil pressure at every stop.  During a multi-stop long cross country
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 (steep
departures and descents as well as hard braking during short field
practice).

 

Sump capacity is 8 quarts although the dip stick goes up to 12.  We normally
run at 6 quarts since prior experience is that more than 6 quarts blows oil
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
quarts.  (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
engine.  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 to within about 0.4 inches of the bottom of the pan.  We measured the
oil pan and then calculated the oil volume based on the area and depth of
oil, and came up with about 5.5 quarts.  We had also checked the dipstick at
the last oil change, and while not perfect, it checked reasonably well with
the oil as we added it quart by quart. 

 

Since the oil pressure alarm was on and off for 37 seconds, we  pulled the
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 driving
it up to the shop and we will disassemble it while we are all present and
watching. 

 

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?

 

Curious Fred 


		

 


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style=3D'margin-left:7.5pt;margin-top:3.75pt;margin-right:7.5pt'><div =
class=3DWordSection1><p class=3DMsoNormal><span =
style=3D'font-size:11.0pt;font-family:"Calibri","sans-serif";color:#1F497=
D'>I aim for 6 quarts. As you mention, anything more tends to end up on =
the belly.<o:p></o:p></span></p><p class=3DMsoNormal><span =
style=3D'font-size:11.0pt;font-family:"Calibri","sans-serif";color:#1F497=
D'>Jay Phillips<o:p></o:p></span></p><p class=3DMsoNormal><span =
style=3D'font-size:11.0pt;font-family:"Calibri","sans-serif";color:#1F497=
D'>Legacy N92SX<o:p></o:p></span></p><div><div =
style=3D'border:none;border-top:solid #B5C4DF 1.0pt;padding:3.0pt 0in =
0in 0in'><p class=3DMsoNormal =
style=3D'margin:0in;margin-bottom:.0001pt'><b><span =
style=3D'font-size:10.0pt;font-family:"Tahoma","sans-serif"'>From:</span>=
</b><span style=3D'font-size:10.0pt;font-family:"Tahoma","sans-serif"'> =
Lancair Mailing List [mailto:lml@lancaironline.net] <b>On Behalf Of =
</b>Frederick Moreno<br><b>Sent:</b> Tuesday, May 31, 2011 5:17 =
AM<br><b>To:</b> lml@lancaironline.net<br><b>Subject:</b> [LML] Optimum =
IO-550 oil level - zero oil pressure =
event<o:p></o:p></span></p></div></div><p =
class=3DMsoNormal><o:p>&nbsp;</o:p></p><table class=3DMsoNormalTable =
border=3D0 cellspacing=3D0 cellpadding=3D0 width=3D"100%" =
style=3D'width:100.0%'><tr><td width=3D"100%" =
style=3D'width:100.0%;padding:1.5pt 1.5pt 1.5pt 1.5pt'><div =
id=3D"INCREDI_TEXT_AREA"><div><p class=3DMsoNormal =
style=3D'margin:0in;margin-bottom:.0001pt'>We have been over this issue =
in the past, and I have reviewed the archives, but with a lot of new =
Legacies flying, it is time to ask the question: what is the optimum oil =
level for the IO-550?<o:p></o:p></p></div><div><p class=3DMsoNormal =
style=3D'margin:0in;margin-bottom:.0001pt'>&nbsp;<o:p></o:p></p></div><di=
v><p class=3DMsoNormal style=3D'margin:0in;margin-bottom:.0001pt'>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: =
&quot;Check Engine&quot; and &quot;Check oil pressure.&quot;&nbsp; A =
check of the oil pressure on 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 several times. =
<o:p></o:p></p></div><div><p class=3DMsoNormal =
style=3D'margin:0in;margin-bottom:.0001pt'>&nbsp;<o:p></o:p></p></div><di=
v><p class=3DMsoNormal =
style=3D'margin:0in;margin-bottom:.0001pt'>Taxiing back on the runway I =
twice hit the brakes, first while moving fairly slowly and second while =
moving faster, but holding engine RPM constant (about 900 RM according =
to the data).&nbsp; Both times the oil pressure sagged momentarily (but =
not low enough to trigger an alarm).<o:p></o:p></p></div><div><p =
class=3DMsoNormal =
style=3D'margin:0in;margin-bottom:.0001pt'>&nbsp;<o:p></o:p></p></div><di=
v><p class=3DMsoNormal style=3D'margin:0in;margin-bottom:.0001pt'>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 =
several times, total elapsed time of 37 seconds.&nbsp; I downloaded and =
studied the data 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 not low enough for an alarm.&nbsp; I also found =
an oil pressure sag (not low enough to trip the alarm) =
during&nbsp;deceleration during landing roll out. =
<o:p></o:p></p></div><div><p class=3DMsoNormal =
style=3D'margin:0in;margin-bottom:.0001pt'>&nbsp;<o:p></o:p></p></div><di=
v><p class=3DMsoNormal style=3D'margin:0in;margin-bottom:.0001pt'>I had =
another engineer in the right seat who watched all of this.&nbsp; We =
examined the&nbsp; data traces.&nbsp; None of it looked like an =
electrical intermittent on the oil pressure sensor which is mounted on =
the fire wall.&nbsp; Our conclusion: we had sucked air. =
<o:p></o:p></p></div><div><p class=3DMsoNormal =
style=3D'margin:0in;margin-bottom:.0001pt'>&nbsp;<o:p></o:p></p></div><di=
v><p class=3DMsoNormal style=3D'margin:0in;margin-bottom:.0001pt'>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 long =
legs.&nbsp; 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 (steep departures and descents as well as&nbsp;hard =
braking during short field practice).<o:p></o:p></p></div><div><p =
class=3DMsoNormal =
style=3D'margin:0in;margin-bottom:.0001pt'>&nbsp;<o:p></o:p></p></div><di=
v><p class=3DMsoNormal style=3D'margin:0in;margin-bottom:.0001pt'>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 more than 6 =
quarts blows oil out the breather an on to the belly.&nbsp; After =
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 =
Lycoming says the&nbsp;&nbsp;absolute&nbsp;minimum is 2 quarts, =
but&nbsp; Cirrus&nbsp; recommends a minimum of 6 on the IO-550N, same =
engine.&nbsp; Presumably there is allowance for oil loss during flight =
with the Cirrus numbers.)&nbsp; 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.&nbsp; The dipstick comes to within about 0.4 inches of the bottom =
of the pan.&nbsp; We measured the oil pan and then calculated the oil =
volume based on the area and depth of oil, and came up with about 5.5 =
quarts.&nbsp; We had also checked the dipstick at the last oil change, =
and while not perfect, it checked reasonably well with the oil as we =
added it quart by quart. <o:p></o:p></p></div><div><p class=3DMsoNormal =
style=3D'margin:0in;margin-bottom:.0001pt'>&nbsp;<o:p></o:p></p></div><di=
v><p class=3DMsoNormal style=3D'margin:0in;margin-bottom:.0001pt'>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 suggests =
something wrong in the oil pump pick up area.&nbsp;&nbsp; The engine is =
under warranty, so I am driving it up to the shop and we will =
disassemble it while we are all present and watching. =
<o:p></o:p></p></div><div><p class=3DMsoNormal =
style=3D'margin:0in;margin-bottom:.0001pt'>&nbsp;<o:p></o:p></p></div><di=
v><p class=3DMsoNormal style=3D'margin:0in;margin-bottom:.0001pt'>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?<o:p></o:p></p></div><div><p class=3DMsoNormal =
style=3D'margin:0in;margin-bottom:.0001pt'>&nbsp;<o:p></o:p></p></div><di=
v><p class=3DMsoNormal =
style=3D'margin:0in;margin-bottom:.0001pt'>Curious =
Fred&nbsp;<o:p></o:p></p></div></div></td></tr><tr><td width=3D"100%" =
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style=3D'margin:0in;margin-bottom:.0001pt'><o:p>&nbsp;</o:p></p></div></b=
ody></html>
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