X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fmailhost03.isp.att.net ([207.115.11.53] verified) by logan.com (CommuniGate Pro SMTP 5.3.10) with ESMTP id 4542825 for flyrotary@lancaironline.net; Tue, 26 Oct 2010 12:31:25 -0400 Received-SPF: none receiver=logan.com; client-ip=207.115.11.53; envelope-from=bbradburry@bellsouth.net Received: from desktop (adsl-85-148-241.mco.bellsouth.net[98.85.148.241]) by isp.att.net (frfwmhc03) with SMTP id <20101026163049H03002vioqe>; Tue, 26 Oct 2010 16:30:49 +0000 X-Originating-IP: [98.85.148.241] From: "Bill Bradburry" To: "'Rotary motors in aircraft'" References: In-Reply-To: Subject: RE: [FlyRotary] Oil pressure change...wow (and other stuff) Date: Tue, 26 Oct 2010 12:30:52 -0400 Message-ID: <0B50E6972FCA4B4080066D0DD7ED8756@Desktop> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0009_01CB7509.A172EC90" X-Mailer: Microsoft Office Outlook 11 Thread-Index: Act1FPdcl7m5dqeqQAi+khBB0B+sWwAFRH/g X-MimeOLE: Produced By Microsoft MimeOLE V6.0.6001.18049 This is a multi-part message in MIME format. ------=_NextPart_000_0009_01CB7509.A172EC90 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Chris, The oil pressure spec for the Renesis is 51 lbs at 3000 rpm with an oil temp of 100 C. I imagine that it should be close to the same for your engine as well. My guess is that you are still getting a low pressure indication. When I started mine the other day, I noticed that I was reading 71 lbs at idle when the oil was cold. As the engine warmed up and I increased the rpm, it stayed in the range of 60-70. In your msg below, what does this mean? . (on top of my RPM's 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 EM2 and an EGT reading issue). It seems that there are three problems in that sentence on top of the one about the strobes??? Bill B _____ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Chris Barber Sent: Tuesday, October 26, 2010 9:51 AM To: Rotary motors in aircraft Subject: [FlyRotary] Oil pressure change...wow (and other stuff) 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 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 went and purched the oil). Before the change, my idle pressure was around 28-30. After the change 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 temps seemed good and steady now that Outside air Temps were have now dipped down 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 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 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 getting 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 seems to be isolated to the primary computer. Please, correct what I am missing 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 and 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 power to spare- if I go slowly, but cuts out at rpm over 6300 and change on the 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 ------=_NextPart_000_0009_01CB7509.A172EC90 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Chris,

The oil pressure spec for the = Renesis is 51 lbs at 3000 rpm with an oil temp of 100 C.  I imagine that it = should be close to the same for your engine as well.  My guess is that you = are still getting a low pressure indication.  When I started mine the other = day, I noticed that I was reading 71 lbs at idle when the oil was cold.  As the = engine warmed up and I increased the rpm, it stayed in the range of = 60-70.

 

In your msg below, what does this = mean?

 

.  (on top of my RPM's = 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 EM2 and an EGT reading issue).

 

It seems that there are three = problems in that sentence on top of the one about the = strobes???

 

Bill B

 

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Chris = Barber
Sent: Tuesday, October = 26, 2010 9:51 AM
To: Rotary motors in = aircraft
Subject: [FlyRotary] Oil = pressure change...wow (and other stuff)

 

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 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 went = and purched the oil).  Before the change, my idle pressure was around 28-30.  After the change 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 temps seemed good and steady now that = Outside air Temps were have now dipped down 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 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 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 getting = 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 = seems to be isolated to the primary computer.  Please, correct what I am = missing 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 and 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 power to spare- if I go slowly, but cuts = out at rpm over 6300 and change on the 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

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