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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.
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