In the past 5 or 6 weeks there have been 3 first start horror stories due to oil pressure issues.
1. Builder with a New Continental on a Lancair with Chelton EMS.
A&P mechanic was having issues with the electronic ignition and had started
the engine several times only to have it quit. Once the problem with the
ignition was resolved the engine was started and the Chelton began to boot
up. This takes about 2 minutes. The Chelton came on line and indicated
ZERO oil pressure just as the engine seized. The remote oil filter had been
connected backwards.
2. A Glasair builder using a 4 cyl Lycoming attempted a first start and the oil
cooler exploded. The engine builder had installed the accessory case gasket upside down blocking the oil return ports.
3. A Zenith CH701 owner installed a rebuilt Rotec engine (flat 4cyl) with the
help of an A&P mechanic. No oil pressure was indicated. They ran it several
times and concluded the oil pressure sender was bad. The sender was replaced
to no avail. The lines to the oil filter were found to be reversed. They were
switched and the oil pressure seemed fine. A test flight followed. A few days
later the owner took off on a flight to return to his home airport. The engine
seized on final to his home airport. An uneventful forced landing took place on
a dirt road. The damage to the engine was down stream of the oil pressure sender.
The oil pressure was indicating 40 pounds when it seized.
My standard practice is to install a known mechanical pressure gauge on any new or rebuilt engine and pre oil then establish oil pressure with the plugs out spinning the engine with the starter prior to start up.
The simplest errors are the most costly so take the first start up seriously and know the system is functioning before the first start.
Neil
1. Builder with a New Continental on a Lancair with Chelton EMS.
A&P mechanic was having issues with the electronic ignition and had started
the engine several times only to have it quit. Once the problem with the
ignition was resolved the engine was started and the Chelton began to boot
up. This takes about 2 minutes. The Chelton came on line and indicated
ZERO oil pressure just as the engine seized. The remote oil filter had been
connected backwards.
2. A Glasair builder using a 4 cyl Lycoming attempted a first start and the oil
cooler exploded. The engine builder had installed the accessory case gasket upside down blocking the oil return ports.
3. A Zenith CH701 owner installed a rebuilt Rotec engine (flat 4cyl) with the
help of an A&P mechanic. No oil pressure was indicated. They ran it several
times and concluded the oil pressure sender was bad. The sender was replaced
to no avail. The lines to the oil filter were found to be reversed. They were
switched and the oil pressure seemed fine. A test flight followed. A few days
later the owner took off on a flight to return to his home airport. The engine
seized on final to his home airport. An uneventful forced landing took place on
a dirt road. The damage to the engine was down stream of the oil pressure sender.
The oil pressure was indicating 40 pounds when it seized.
My standard practice is to install a known mechanical pressure gauge on any new or rebuilt engine and pre oil then establish oil pressure with the plugs out spinning the engine with the starter prior to start up.
The simplest errors are the most costly so take the first start up seriously and know the system is functioning before the first start.
Neil
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