Oil pressure relief valve, again: Low pressure high temps: Standoff

[N231BN]

I'll post this here since we're talking about a Continental TSIO-360 and not a sandcast IO-470/520/550 or a Lycoming.

@PineconeIf you can get oil pressure in the 50's with warm oil you are in good shape. The oil pressure sender is tee'd off the oil inlet to the turbocharger so it isn't giving you an actual reading of the pressure going to the mains.

The oil will follow the path of least resistance. If the cooler is full of cold, thick oil it will simply bypass and the cooler will get colder and thicker. When the temperature increases and the vernatherm expands, the cooler is now fully congealed and will not accept any flow. The tip of the vernatherm has a relief valve built in so it will allow oil to flow to the engine but at a greatly reduced rate. There is no option for a non-congealing type oil cooler on a TSIO-360.

[Pinecone]

Where is the JPI oil pressure sender normally mounted (TSIO-360)?

My analog gauge shows pressure above mid green arc.  So around 60, assuming the gauge is accurate and linear.

[N231BN]

Where is the JPI oil pressure sender normally mounted (TSIO-360)?
My analog gauge shows pressure above mid green arc.  So around 60, assuming the gauge is accurate and linear.

Depends on the installer but probably just a tee near the factory sender.

[Pinecone]

I will have to ask.

But, in that case, they should read about the same.

I know that the JPI oil temp sender is at the front of the case.  Not sure where the stock one is.

[N231BN]

6 minutes ago, Pinecone said:

I will have to ask.

But, in that case, they should read about the same.

I know that the JPI oil temp sender is at the front of the case.  Not sure where the stock one is.

Just above the oil cooler behind #2 cylinder.

As to your low oil temps, on my 231 I have to adjust the closed position of my cowl flaps as the seasons change. The 252/encore cowl is different but make sure your cowl flap is closing all the way.

[Will.iam]

11 hours ago, N231BN said:

I'll post this here since we're talking about a Continental TSIO-360 and not a sandcast IO-470/520/550 or a Lycoming.

@PineconeIf you can get oil pressure in the 50's with warm oil you are in good shape. The oil pressure sender is tee'd off the oil inlet to the turbocharger so it isn't giving you an actual reading of the pressure going to the mains.

The oil will follow the path of least resistance. If the cooler is full of cold, thick oil it will simply bypass and the cooler will get colder and thicker. When the temperature increases and the vernatherm expands, the cooler is now fully congealed and will not accept any flow. The tip of the vernatherm has a relief valve built in so it will allow oil to flow to the engine but at a greatly reduced rate. There is no option for a non-congealing type oil cooler on a TSIO-360.

Is that more the case of a single weight oil as opposed to a multiweight oil? And isn’t this for like really cold temps at sfartup? As flying in the high teens can get very cold but the oil is already flowing through the cooler by then. I guess my question is does this happen when not enough warmup time is given on the ground before takeoff?

[N231BN]

51 minutes ago, Will.iam said:

Is that more the case of a single weight oil as opposed to a multiweight oil? And isn’t this for like really cold temps at sfartup? As flying in the high teens can get very cold but the oil is already flowing through the cooler by then. I guess my question is does this happen when not enough warmup time is given on the ground before takeoff?

You are correct, it is most likely to happen with single weight oil in very cold conditions. Once the oil is warmed up and flowing it is nearly impossible for the cooler to congeal. The problem comes from the fact that the oil will not warm up enough on the ground in very cold conditions and the cooler is getting all of that cold air blown through it. Tape on the cooler face and multigrade oil greatly reduces the chance of this happening.

[Raymond J1]

On 1/5/2023 at 9:05 PM, Pinecone said:

Jumping onto this thread.

What I am seeing is low oil temp and low pressure.

TSIO-360-SB.

Both stock gauges and JPI 830 (not primary) installed.  I understand that the JPI numbers will be different due to different sensor locations.

But on a recent trip, the analog oil pressure seemed to be 60 - 65 psi (hard to say with minimal markings).  JPI reads 52 - 54 psi.

Oil temp- analog is very low.  Maybe 1/4 of the way up the green arc, so maybe 140.  JPI reads 166.

Just out of annual, and they adjusted the oil pressure relief up some.

What say the experts? 

Reading your comments, I understand that you know the real temperatures and that those displayed by the JPI do not correspond. Your question is "how to correct display defects"?

[Pinecone]

No, I am not sure which readings are correct, or if both are correct due to sensor placement.

[N231BN]

I believe the front probe location is in the oil gallery between the governor and the prop. It should be accurate in flight when there is oil flowing to the propeller.