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  • Re: 912ULS min Run-up temp issue

    by » 6 months ago


    First your REAL oil pressure may not be that low and it's just the indicated pressure.

    The pressures are within operating limits, but if my oil pressure reading was that low I would at least install a new VDO oil pressure sender and I tend to like the newer mushroom shaped oil pressure regulation device over the old ball bearing. Installing this is very easy to do and takes about 5 minutes. If you want to call me I'll tell you how and you'll see how simple it is. I would bet with both installs your pressure would rise up to 50-55 psi. 


    Roger Lee
    LSRM-A & Rotax Instructor & Rotax IRC
    Tucson, AZ Ryan Airfield (KRYN)
    520-349-7056 Cell


  • Re: 912ULS min Run-up temp issue

    by » 6 months ago


     

    In “flicking” through the debate to date, I may have missed the following understanding of gauges & senders, as used in small aircraft;

    None can be relied on to give an accurate (as in scientific standard) reading. They are at best an indicator of system “health”/problems.

    All pilot/owners of small aircraft should, in my view, regularly log the readings of their various pressure/temperature reporting systems, along with OAT, altitude, air speed and engine RPM.

    Care should be taken to try and standardise the environment when these reading are taken eg always at cruise power, at RPM ?, altitude?, similar load (2 PAX , full fuel, etc)

    This will give them historic of readings, that they can refer back to/compare for any significant changes (departures from the norm). The norm may be an unusually high/low reading however if 'master" gauges have been consulted/used to ascertain system health & all OK,  then it is this position of the indicator that is important, not the numbers.

    Any reading that departs from the norm (taking into account external factors like altitude/OAT, etc) should be investigated.

    Note:

    All sensors/senders will lose efficacy over time (hrs of operation), as will gauges (usually at a slower rate).

    It seems to be part of our human nature, that any abnormal reading is immediately assumed to be an engine failure in the making (your training should have included cross checking readings eg comparing oil temp with pressure) with a corresponding high repair/replacement bill. More often than not it is some relatively low cost easy fix  - try opting for the cheap fix first, it may just pay of.

     


  • Re: 912ULS min Run-up temp issue

    by » 6 months ago


    Roger -

    Thank you and I do intend to call you on the OP sensor replacement after we get through this week's Arctic Front.

    Primarily my concern has been OT as I've said that this winter I spend 15 minutes to 25 minutes just getting to plus 100dF. As I'm assuming the oil should be plenty warm to do my 4000RPM run-up.

     


  • Re: 912ULS min Run-up temp issue

    by » 6 months ago


    Sean - Thank you for your information.


  • Re: 912ULS min Run-up temp issue

    by » one month ago


    I was having the same problem on a 912UL.  Very long run up to get oil to 120degs F.  Installed an oil thermostat, oil warms faster and hold at about 220degs F in flight with air temp near 100 degs.


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