tls pilot

Call JPI they have one

Buzz Perhaps we should speak offline? Not certain how to do that?? In any event the whole issue here is low oil pressure vs declining oil pressure with altitude and eventually NOT having oil press in the green at FLight levels. It appears Lycoming changed to parabolic tappets a few years back due to poor metal issues with the old style tappets- premature spalling issues. Superior does make the old style tappets also and there are no reports of metal issues with them? It does seem that the new parabolic tappets especially on this engine cause a lower oil pressure BUT it is still in the green AND it is NOT a declining oil pressure with climb and then increase oil pressure with descent. Two different issues- that are easy to confuse in conversations. The issue of declining oil pressure may very well be related to the case and specs/tolerances. It appears the Lycoming factory has no issue with declining oil pressure as you climb, THEY HAVE noticed a lower oil pressure, but NOT declining oil pressure as you can altitude. It appears the issue is how the factory goes over the cases vs a field OH shop or case shop. Somehow the Lycoming factory gets specs right on or on the top end in every area. Whereas the spread by a field OH engine shop varies (still within parameters) but just enough to cause this issue.

Buzz Additionally, DOES your oil pressure decrease as you climb ??

Thanks BuzzProc More than likely if the engine OH occurred in the last three or so years it has the new style tappets IF they used Lycoming parts. But please verify. If those are on your engine, was your case reworked prior to OH assembly and where? This is truly the only variable on recently reworked Bravo engines. All previous engines installed on our aircraft made proper oil pressure even at FL210. As to other questions, running 8qts is the correct quantity.

as noted in first post the oil bypass spring was changed to the heaviest lycoming spring made

question to BuzzProc, was it an overhaul from the Lycoming factory ?? or done at an outside the factory engine shop??? if at an outside the factory shop, were brand new Lycoming cylinder kits used? and if you can find out what tappets and camshaft were used ie flat tappets or new style parabolic tappets??? The above points are seem to be extremely relevant to this issue and if you can research, the info would greatly assist us.

when was the engine installed, is it factory new lycoming or an overhaul Please indicate when it was built. All previous engines installed had NO issue with Oil Pressure all the way up to FL 240. Caution, if indeed your oil pres is 54 at 14000 ft that is BELOW the green and in the yellow it also limits your ability to climb to Flight levels, the reason one owns this type of plane.

Totally independent. One transducer, other direct reading

sorry slight typo surface is 85 at 440ft msl, 3000ft is 78, 7000 is 70, 9000 is 65, 11000 is 60 This is the trend, again climb decreases oil pressure and descent increases oil pressure. Thanks again...

Owner of a Bravo since 1993, just did a complete engine OH. All brand new genuine Lycoming parts/kits, accessories OH Lycoming in the last two years have gone to parabolic tappets and camshaft Issue: as I climb oil pressure goes down, as I descend oil pressure climbs back to same values. Have dual oil pressure gauges, ships and direct reading. Both indicate same values. On surface have 85psi, climb at 3000 is 78psi, 7000 is 69, 9000 is 70, 11000 is 60 DID not climb further as bottom on green is 55-58. MP and RPM is consistent and steady, oil temp is 205' on dual gauges. Descent shows same values as listed. The oil bypass valve spring was also changed to the heavy duty Lycoming spring All lines/hoses checked and fittings. No leaks no kinks on lines or breather. Oil filter changed and oil. Exact same issue of decreasing oil press with climb and inverse increase with descent. Have had previous engine changes without this issue. Anyone with experience on this specific issue? Thank you in advance.

It is a wonderful place. I have flown the Mooney there many times over the last 15 yrs. The Aeroclub also has slightly cheaper fuel. Used to be a member in the aero club that had a 231, he sold it several years ago. The paper work on landing and departure can be painful, but with the help of the Aero Club you can do well. Both Tikal and MGGT are safe airports. As always, have plenty of fuel on arrival as it is only one runway and we all know runways are shut down for various reasons. Lastly, for those that cannot make it non stop from Key West or the Texas border, the Aero Club used to have an agreement with Mexico, Chetemal and Cozumel for a safety Fuel stop. This enabled you to land without any customs, buy fuel and take off. You will need to obtain in advance the document, if still available, from the Aero Club. I never personally used it, but know others have and it was accepted as described by Mexico.

get it for the right price. do a factory oh or lycoming has a deal on reman for first time factory new eng going to them. the hoses etc will all be new, only way to go with this old engine. then change the panel lastly tell your wife it has a bano..........