Oil pressure on the yellow

Marcsamo

Marcsamo

Pre-Flight
Joined
Dec 26, 2015
Messages
30
Location
Sanford, Florida, USA
Display Name
Display name:
Marc Sabate
Happy new year!!

Does anybody know why would the oil pressure indicate yellow arc (above limits not below) with no aparent malfunction and the aircraft ready for take off or during run up?? (engine not cold) And what would be the consequences of flying like that? (Green arc 60psi max and indication marking 63psi) Engine: Teledyne Continental IO360ES

Thank you!

Marc
www.youtube.com/user/Marcsamo
 
Last edited:
I wouldn't fly it until a mechanic checked it out. Consequence could be engine failure, although it's hard to understand your post. Is the oil pressure in the yellow arc at runup rpm? Something could be blocked.
 
What type of plane/engine? Is this new behavior?

One suggestion if this is new is that the sender itself may be bad, but usually high pressure indicates a lack of flow caused by a restriction in the oil system
 
Couple questions.

1. Did this just start?
2. You say engine was not cold,but what was the temperature?
3. Was there recent maint. activity performed?
4. What oil are you using? 100W? 20w50?
 
I've had an oil pressure gauge read zero twice (not the same thing as OP, but similar oil pressure abnormality at least). Both times, I (initially) thought it was a bad sensor. First time was in my car, and once the engine seized, it became apparent that a main bearing had completely failed. Second time was in an airplane. Though I still thought it was false, I shut the motor down and took a precautionary field arrestment. As the ARFF dudes swirled around my jet on the runway, before I could even unstrap and climb out, the lead guy came running up saying something about how there was oil everywhere. Sure enough, upon post-flight inspection, the entire aft section of the aircraft was completely covered in engine oil and, and there was literally no oil left in the right engine when the maintenance guys tore it down back in the hangar. Apparently the main oil feed line to the engine had been improperly installed following an engine drop/change. In light of those life experiences, I'd say that if there is doubt, there is no doubt.
 
PaulS said:
I wouldn't fly it until a mechanic checked it out. Consequence could be engine failure, although it's hard to understand your post. Is the oil pressure in the yellow arc at runup rpm? Something could be blocked.
Click to expand...

Yes sorry, poor explanation, considering oil pressure was on the yellow during run up at 1700rpm. But above 1700 seems to be on the green. Weird thing.
 
airheadpenguin said:
What type of plane/engine? Is this new behavior?

One suggestion if this is new is that the sender itself may be bad, but usually high pressure indicates a lack of flow caused by a restriction in the oil system
Click to expand...

Cirrus SR20, with a Teledyne Continental IO360 ES!
 
GLMS_NC said:
Couple questions.

1. Did this just start?
2. You say engine was not cold,but what was the temperature?
3. Was there recent maint. activity performed?
4. What oil are you using? 100W? 20w50?
Click to expand...

I dont get your first question. And neither air/engine/oil temperature were cold. It was about to reach the 100h inspection, so no recent maint activity. And I'm not pretty sure about the oil.
 
If you add a quart does it change? Mine will run more twords the yellow with some pulsing when it needs a quart.
 
Marcsamo said:
I dont get your first question. And neither air/engine/oil temperature were cold. It was about to reach the 100h inspection, so no recent maint activity. And I'm not pretty sure about the oil.
Click to expand...

I think he was asking if the oil pressure was normal before and the condition just started, or if it's been this way awhile. Some conditions themselves aren't a big deal, UNLESS they are abnormal for your airplane based on your experience with that particular airplane. For example, if my oil temp reds in the low to middle green all the time and suddenly starts reading top of green, some might say "so what, it's in the green?" However, based on my knowledge of normal for my aircraft, the reading isn't as important as the change that indicates something is different and should potentially be looked into.
 
You must log in or register to reply here.
Back
Top