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dhkey(at)msn.com
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 Posted: Tue Sep 05, 2006 12:03 pm Post subject: Oil Pressure |
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Found an article.
http://www.pipistrel.it/materiali%20download/Rotax912.pdf
It says if the oil pressure is under 7psi at flight. Well mine was above
that more like 10 psi but all the 9 hours I've flown the plane the pressure
has been between 25 - 35 psi and 10 is half that. I'm still alarmed. Any
thoughts would be helpfull, I haven't messed with anything near the engine.
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jindoguy(at)gmail.com
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| Posted: Tue Sep 05, 2006 1:37 pm Post subject: Oil Pressure |
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David, Two questions. Have you added any oil to the engine before the low pressure flight? What is the oil level now?
Rick
On 9/5/06, David Key < dhkey(at)msn.com (dhkey(at)msn.com)> wrote:[quote]--> Kolb-List message posted by: "David Key" < dhkey(at)msn.com (dhkey(at)msn.com)>
Found an article.
http://www.pipistrel.it/materiali%20download/Rotax912.pdf
It says if the oil pressure is under 7psi at flight. Well mine was above
that more like 10 psi but all the 9 hours I've flown the plane the pressure
has been between 25 - 35 psi and 10 is half that. I'm still alarmed. Any
thoughts would be helpfull, I haven't messed with anything near the engine.
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport. [quote][b]
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APilot(at)webtv.net
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| Posted: Wed Sep 06, 2006 3:50 am Post subject: Oil Pressure |
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Here is a question for Kolbers. My Mk III Classic feeds fuel to the
fuel injected Geo engine via a high pressure pump. Therefore, the hoses
must be secure and the electric wires to the pump must be tight. And,
of course, the pump must not break. My guess is that there is no way to
have a redundant back up system. Am I right? My 582 Rotax on my Kitfox
quit one time when it was parked up hill and the fuel in the header tank
drained back into the wing tank. It quit on takeoff. No damage
thankfully.
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biglar
Joined: 14 Jan 2006
Posts: 457
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| Posted: Wed Sep 06, 2006 4:40 am Post subject: Oil Pressure |
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I've got a redundant high pressure fuel system on my fuel injected VW
powered Mk III Classic. I also have a fuel pressure gauge and switches to
select either or both pumps. The system runs at 40 psi. Take a look at the
"Seats & Fuel System" page on my website, under "Building Vamoose." Just
click on the link in my signature at the end of this post.
I have found - the hard way - that the pumps must be "exercised"
periodically or they will jam up, possibly from fuel gumming up inside.
Lar.
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Larry Bourne
Palm Springs, CA
Building Kolb Mk IIIC
"Vamoose" |
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Ed in JXN
Joined: 24 Mar 2006
Posts: 122
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| Posted: Wed Sep 06, 2006 7:13 am Post subject: Oil Pressure |
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All the GA planes I've flown with FI have a high-pressure backup
pump that's electric. Most are only good in cruise, that's to say, the pump
won't supply enough at takeoff to keep the fire lit but will work at 75-80%
power. Some, like the Cessna 210, have a double-rocker for two pumps with
one rocker spring-loaded 'off'. That way, you're holding the switch down
continuously until it's not needed (when the emergency's over).
Maybe you could fit an inline auto or aircraft pump?
Ed in JXN
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David Lucas
Joined: 10 Jan 2006
Posts: 79
Location: Europe. based Amsterdam NL
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| Posted: Fri Sep 08, 2006 4:43 am Post subject: Redundant fuel system(Previously Re: Oil Pressure) |
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I can remember years back (read decades) that a Missionary Aviation Fellowship (MAF) pilot named Nate Saint down in South America was pondering the same sort of question for their light aircraft. As I recall, one day he saw a Bus starting to drive away with the engine cover removed and a man sitting on the fender with what turned out to be a fuel line in his hand. He was, in effect, the seudo carburator. Apparently the 'real' carb. was U/S and with this fuel line with his thumb over the exit to regulate the flow and spraying directly into the intake (after air filter removed) he was changing the engine power to suit the conditions at the time. Ultra basic and no doubt inefficient, but it worked.
From this experience MAF developed an alternative or back up fuel system for their aircraft so that if there was a fuel blockage or whatever that caused fuel starvation you could pull this 'alternative' fuel handle somewhere on the panel and a fixed rate of fuel was supplied to the engine, possibly at a high cruise pwr setting ... can't remember exactly, and thus by-passing the normal fuel system.
So it gave them some 'redundancy' or 'back-up' for all those hours of flying over inhospitable jungle and mountain terrain enabling them to get to a suitable airfield in case of fuel system malfunctions.
Don't know what's happened since then. Havent heard of it any more, but it certainly was an ingenious and simple back up method.
David Lucas.
(The older I get the smarter I was)
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David.Lehman
Joined: 10 Jan 2006
Posts: 265
Location: "Lovely" Fresno CA
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| Posted: Fri Sep 08, 2006 5:29 am Post subject: Oil Pressure |
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MAF actually got an STC to install this setup on their fuel injected 206s... Same theory as a primer that injects raw fuel into the intake manifold...
DVD
On 9/8/06, David Lucas <d_a_lucas(at)hotmail.com (d_a_lucas(at)hotmail.com)> wrote: | Quote: | --> Kolb-List message posted by: "David Lucas" <d_a_lucas(at)hotmail.com (d_a_lucas(at)hotmail.com)>
I can remember years back (read decades) that a Missionary Aviation Fellowship (MAF) pilot named Nate Saint down in South America was pondering the same sort of question for their light aircraft. As I recall, one day he saw a Bus starting to drive away with the engine cover removed and a man sitting on the fender with what turned out to be a fuel line in his hand. He was, in effect, the seudo carburator. Apparently the 'real' carb. was U/S and with this fuel line with his thumb over the exit to regulate the flow and spraying directly into the intake (after air filter removed) he was changing the engine power to suit the conditions at the time. Ultra basic and no doubt inefficient, but it worked.
| Quote: | From this experience MAF developed an alternative or back up fuel system for their aircraft so that if there was a fuel blockage or whatever that caused fuel starvation you could pull this 'alternative' fuel handle somewhere on the panel and a fixed rate of fuel was supplied to the engine, possibly at a high cruise pwr setting ... can't remember exactly, and thus by-passing the normal fuel system.
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So it gave them some 'redundancy' or 'back-up' for all those hours of flying over inhospitable jungle and mountain terrain enabling them to get to a suitable airfield in case of fuel system malfunctions.
Don't know what's happened since then. Havent heard of it any more, but it certainly was an ingenious and simple back up method.
David Lucas.
(The older I get the smarter I was)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60332#60332 = - The Kolb-L://www.matronics.com/Navigator?Kolb-List">http://www.matronics.com/Navigator?Kolb-List - NEW MATRONICS WEB F= tronics.com"> - bsp; -Matt Dralle, List Admin. ==
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๔ฟ๔ "Attitude is everything ~ pick a good one"... [quote][b]
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