ulflyer(at)verizon.net
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 Posted: Mon Aug 06, 2012 5:54 am Post subject: Oil sender problems with HKS |
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Not sure of your experience level around aircraft - if you put in a tubing fed pressure gauge on your aircraft, one thing you need to add is a flow restrictor at the engine end. In the event the tubing should crack or break or become disconnected, the restrictor at the engine end restricts the loss of oil giving you time to land the aircraft. Also Imagine hot oil spraying on your lower body and legs, or next possible event, cockpit fire.
This is done on certified aircraft. The restrictor is nothing more than a small component with a small hole in it to restrict the flow of oil but yet big enough to allow enough flow for pressure to build or fall at the gauge to register the pressure level changes.
jerb
At 11:32 AM 8/5/2012, you wrote:
[quote]It appears that oil senders and the EIS systems do not get along very well. I am not at all sure that it is the EIS problem, more likely the senders. Perhaps a short recap might be in order.
Every thing was fine until I changed my oil at 160 hours. After the oil change the pressure dropped and the warning light came on on my EIS telling me that I was only getting about 6 or 7 lbs of pressure at cruise. Obviously that was not the case as I was able to fly home with out seizing my engine. I ordered a new VDO, an exact copy of the one that came with the engine. I installed it and it did pretty well except that at idle on landing the pressure would drop to about 10 or sometimes single digits, again triggering the warning light.
I finally followed Gerald Olenik's advice and bought a mechanical oil pressure gage. I just completed a flight and found that the pressure stayed constant at 70 lbs of pressure at cruise of 5400 RPM's at 74 degrees OAT and was steady at 25 lbs of pressure at idle.
Now if I can only find a long enough tube to go from my rear engine to the front of my pod, I will be in business.
Larry Cottrell
Kolb Firestar II
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[b]
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