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bill brown wrote: > Greg, I use Aeroshell 20/50 for the same reasons that you state. I > believe the spring that you speak of is in the pressure relief valve > assembly and I verified that it is stiffer than the requirement in the > Continental manual, so I'm OK there. I have experienced 25 psi at > 195 and 2300 rpm so this is where I get concerned. At low idle the > pressure is about 20 psi and steady so I don't think there is an engine > or pump problem. This is why I am checking the gauge. I'm getting this > done in the shop where our people do this all the time with master > gauges, so the price is right. I identified a gauge in the Aircraft > Spruce catoloque with a range to 80 that I thought would be ideal but > they can't supply. The alternates they proposed were not bourdon > tube-type units so I was reluctant to purchase as I have to follow > Transport Canada regs as close as reasonably possible. Gauges available > locally have a 120 spread and I felt as you do that it is too wide a > spread to get a good reading in the normal operating range. I certainly > appreciate your comments and will continue to investigate. > > Thanks > > Bill > > Greg Bullough wrote: > > At 01:42 PM 6/13/01 +0000, bill brown wrote: > > >----[Please read http://ercoupers.com/disclaimer.htm before following > > >any > > >advice in this forum.]---- > > > > > >Thanks Greg, you make a good point. I'm aware of the issue but my > > >concern relates to the balance between acceptable oil pressure and an > > >oil temperature that is high enough to vaporize the moisture in the oil. > > >I'd rather change oil more frequently than damage the engine with > > >marginal lubrication at the bearings. My temp stabilizes at about 190 in > > >acceptable ambients for flying but then my pressure is on the low side. > > > > What's 'the low side' mean to you? These old engines don't run the kind > > of pressures that newer engines do. Around 30 PSI nominal is often > > just about it. There is also an adjustment for that up on the top of > > the engine. A spring-loaded device limits the amount of pressure. > > The spring can get soft. And, the oil pump can get worn as well. > > > > What oil are you running in the summer? I get a bit more oil pressure > > with Aeroshell 100 than I do with multi-vis 20/50. However I tend to > > stick with the 20/50 except during the real heat of summer, because > > I still fly on cool late Spring and early Fall mornings and am concerned > > about the impact of starting with thick oil. I also like that the 20/50 > > drains out in a more spirited and complete fashion when I change > > oil. Deep down, I believe that its doing so carries more gunk with > > it. Of course, that also means that slight leaks are more apparent. > > > > >I haven't got the results from my pressure gauge calibration check so I > > >can confirm that the pressure reading is correct. > > > > That's the other thing... ...many Ercoupes have had the oil pressure > > gauge replaced with one with a larger range. That's because our friends > > at Stewart-Warner stopped making TSO'd gauges that stop at 60 PSI or so, > > and now make them around 100PSI (I forget which). Since gauges are > > really not that accurate at their lower ranges, they're about as useful > > as an idiot-light. > > > > However, Aircraft Spruce and Skyport both sell non-TSO'd Scott gauges > > that are of lower range and also dirt-cheap. Here in the US-of-A you > > need a field-approval to use them, but not any more in Canada. For > > less than you pay for the calibration, you can have a new, nice-looking > > gauge in the proper range. Alternatively, you can have electronic gauges > > for very little more. They have the advantage of not having a capillary > > tube that is vulnerable to breakage (especially the temp gauge when > > you clean the screen). Basically, every time you disturb any of that > > stuff you risk messing up and killing either a bulb or capillary tube, > > and then you're grounded. It's not always your fault... ...eventually > > vibration WILL kill the capillary tube, and an over-zealous predecessor > > can toast the bulb on the temp gauge pretty easily. > > > > When that happened to me, I was lucky and the local A&P had a > > 10-year-old-new-in-the-box oil SW temp gauge in a nice low range. > > I think I got the last one in existence :-) > > > > Greg > > Low oil pressure is generally caused by worn con rod and main crankshaft bearings. High oil temps can be from eccessive blow-by from worn piston rings. Craig 2623H ==^================================================================ EASY UNSUBSCRIBE click here: http://topica.com/u/?aVxiLm.aVzvvT Or send an email To: [EMAIL PROTECTED] This email was sent to: [EMAIL PROTECTED] T O P I C A -- Register now to manage your mail! http://www.topica.com/partner/tag02/register ==^================================================================
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