(Sarcasm). Cool thing now that you still have your life, you can play around for hours on a flight sim and rock the landing, stretch the glidepath or land at 25SC. NTSB did that for Sully to prove all the great options he had.
The oil temperature sensor is on the outlet of the oil pump - if you sucked the oil tank dry because oil was not being returned to the tank then the temperature is not going to be telling you much (I know, more armchair quarterbacking...).
That confuses me a bit. The typical Rotax 912 oil system has a single return line from the bottom of the crankcase to the oil tank. I assume that your mechanic had done the oil system purge procedure? Perhaps after an oil change? Or some other more extensive work? For that procedure you disconnect the oil return line and the breather tube from the oil reservoir - if he/she failed to reconnect those, that would be two lines disconnected.
Just watched the video, and I was also wondering the same about best glide speed as was posted back in November-
"Looking at the altimeter winding down and the high IAS, what is the best glide speed for this aircraft?
CT LS says 78 kts no flap and for CT SW 63 kts with 15 degree flap."
It appeared during most of the glide you were about 140-150 mph descending 1,500 fpm+. Later before you pulled the chute, had the speed back down into the 70mph range, and descent rate was about 800fpm. Not to Monday morning QB, but at best glide, I think you easily make GMU.
Congrats on making it thru what was a hairy experience, I mostly post this so others might learn and get to best glide speed ASAP.
That video is a flight sim with ATC overlaid on it. Didn't you think it was odd that an aircraft with a videographer was flying 75' off the port quarter of the OP's CTLS when the engine gave up?
Similar thing (except transmission instead of engine) happened with a UH-1 in Vietnam. Oil pressure zero, everything else in the green, including oil temp, and no caution lights. Pilot talked to his flight lead, and the decision was made to continue on, since they were over hostile territory. Soon after, the rotor slowed down to a stop, about 1000 AGL. Thirteen souls on board. Accident investigation brought out the fact that accurate oil temp indication will lag significantly if there's a change at the sensor. On this particular aircraft, it also happened that the xmsn oil pressure caution light was inop. So the pilot voted for best 2 out of 3, forgetting the caution light writeup in the logbook. The irony is that he was in an air cav platoon formation with gunships and several other Hueys with troops, who could have easily have secured a perimeter had he made an urgent precautionary landing.
