X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from securemail.ever-tek.com ([64.129.170.194] verified) by logan.com (CommuniGate Pro SMTP 5.3.10) with ESMTP id 4542569 for flyrotary@lancaironline.net; Tue, 26 Oct 2010 09:51:57 -0400 Received-SPF: none receiver=logan.com; client-ip=64.129.170.194; envelope-from=cbarber@texasattorney.net Received: from fcd-mail06.FCDATA.PRIVATE ([2002:404:40b::404:40b]) by FCD-MAIL06.FCDATA.PRIVATE ([::1]) with mapi; Tue, 26 Oct 2010 08:50:57 -0500 From: Chris Barber To: Rotary motors in aircraft Subject: Oil pressure change...wow (and other stuff) Thread-Topic: Oil pressure change...wow (and other stuff) Thread-Index: Act1FNDiGWMxuqeiQk+FKERSZmxDKg== Date: Tue, 26 Oct 2010 13:50:57 +0000 Message-ID: <2D41F9BF3B5F9842B164AF93214F3D3032750D22@FCD-MAIL06.FCDATA.PRIVATE> Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: Content-Type: multipart/alternative; boundary="_000_2D41F9BF3B5F9842B164AF93214F3D3032750D22FCDMAIL06FCDATA_" MIME-Version: 1.0 --_000_2D41F9BF3B5F9842B164AF93214F3D3032750D22FCDMAIL06FCDATA_ Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Since my oil pressure was down a bit following my pressure repair I decided= to take heed or some of the comments regarding one of the possible causes = as presented here. It seemed to be the easiest that I could try. So, I shelled out the bucks for some Royal Purple 50 (actually, 20/50 IIRC)= . Geezh, I thought the 30 weight and 40 weight was pricey at $8 and $10 a = quart, this stuff was $16.00 a quart. I drained about 2 to 3 quarts out of= the pan and out of the filter and replaced it with the 50 wieght. So, now= it was a blend of the 30 and the 50. I cranked up the engine and my oil p= ressure was up by about 10-15 psi. WOW! I did not expect such a dramatic = increase. I had just run the engine earlier (before I went and purched the= oil). Before the change, my idle pressure was around 28-30. After the ch= ange it was in the low 40's. The most psi I was getting before the change= was about 50-55 psi at 6300 rpm. After the change it was at about 72 psi = at 6300. I let her idle for about ten minutes and all seemed good. So, since my temp= s seemed good and steady now that Outside air Temps were have now dipped do= wn into the low 90 I decided to taxi around a bit. Yep, I sometimes enjoy = taxiing around in my very expensive go-cart. The engine was running sooooo smooth and strong. I was feeling pretty damn= good about it all. Since I was moving around on the ramp where there was = quite a bit of traffic following this weekends big 'ol Wings Over Houston a= ir show, I reached down and switched on my nav/strobe lights. At the exact= instant of turning on the light (which, btw, are on my secondary alternato= r circuit) the engine started faltering and wanting to stall out. WTF!!! = I switched to the B computer and things smoothed out. Back to A and had to= add throttle and mixture to keep it running and it was still rough. Back = to B to make it back to the hangar. Once back at the hangar, I checked the MAP table (RWS EM2, btw) and nothing= seemed changed from earlier. Kinda sounded like fuel was having trouble g= etting to the injectors. I would think to look at the injectors first, but= am not inclined to focus here too much since the engien smoothed out when = changed to the B computer. Since both computers use the same systems, it s= eems to be isolated to the primary computer. Please, correct what I am mis= sing here. Since my judgment was clouded with anger, I put everything back= in th hangar for the night. This good good bad good bad stuff is taxing a= nd discouraging. I feel I am so close, then this nonsense. (on top of my = RPM's cutting out around 6000 rpm - can slowly inch it up to 6300, with pow= er to spare- if I go slowly, but cuts out at rpm over 6300 and change on th= e EM2 and an EGT reading issue). To quote Mork....."Heavy sigh". Trying to wrap my head around where to start on this latest PITA gremlin. = It had been running as close to perfect as I could have imagined. All the best, Chris Barber Houston --_000_2D41F9BF3B5F9842B164AF93214F3D3032750D22FCDMAIL06FCDATA_ Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Since my oil pressure was down a bit following my pressure repair I de= cided to take heed or some of the comments regarding one of the p= ossible causes as presented here.  It seemed to be the easiest that I = could try.
 
So, I shelled out the bucks for some Royal Purple 50 (actually,= 20/50 IIRC).  Geezh, I thought the 30&nbs= p;weight and 40 weight was pricey at $8 and $10 a quart,= this stuff was $16.00 a quart.  I drained about 2 to 3 quarts out of the pan and out of the filter and replaced it with th= e 50 wieght.  So, now it was a blend of the 30 and the 5= 0.  I cranked up the engine and my oil pressure was up by about 10-15 = psi.  WOW!  I did not expect such a dramatic increase.  I had just run the engine earlier (before I we= nt and purched the oil).  Before the ch= ange, my idle pressure was around 28-30.  After the change= it was in the low 40's.  The most psi I was getting&nbs= p; before the change was about 50-55 psi at 6300 rpm.  After the change = it was at about 72 psi at 6300. 
 
I let her idle for about ten minutes and all seemed good. So, since my= temps seemed good and steady now that Outside air Temps were have now dipp= ed down into the low 90 I decided to taxi around a bit.  Yep, I someti= mes enjoy taxiing around in my very expensive go-cart. 
 
The engine was running sooooo smooth and strong<= /a>.  I was feeling pretty damn good about it all.  Since I was m= oving around on the ramp where there was quite a bit of traffic= following this weekends big 'ol Wings Over Houston air show, I reached down and switched on my nav= /strobe lights.  At the exact instant of turning on the light (= which, btw, are on my secondary alternator circuit) the engine started falt= ering and wanting to stall out.  WTF!!!  I switched to the B computer and things smoothed out.  Back to A and = had to add throttle and mixture to keep it running and it was still rough.&= nbsp; Back to B to make it  back to the hangar.
 
Once back at the hangar, I checked the MAP table (RWS EM= 2, btw) and nothing seemed changed from earlier.  K= inda sounded like fuel was having trouble getting to the inje= ctors.  I would think to look at the injectors first, but am not inclined to focus here too much since the engien= smoothed out when changed to the B computer.  Since both c= omputers use the same systems, it seems to be isolated to the primary compu= ter.  Please, correct what I am missing here.  Since my judgment was clouded with anger, I put everything bac= k in th hangar for the night.  This good good<= a> bad good bad stuff is taxing and discouraging.  I feel I= am so close, then this nonsense.  (on top of my RPM's<= /a> cutting out around 6000 rpm - can slowly inch it up to 6300, with power to= spare- if I go slowly, but cuts out at rpm over 6300 and change on the&nbs= p;EM2 and an EGT reading issue). To quote = Mork....."Heavy sigh".
 
Trying to wrap my head around where to start on this latest PITA greml= in.  It had been running as close to perfect as I could have imagined.=
 
All the best,
 
Chris Barber
Houston
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