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Discussion in 'Maintenance Bay' started by LB 408A, Sep 18, 2020.
How much time does it take to loose prime?
Had the same prob in an O-200 years ago. (C-150)
-primed successfully but would recur if not flown >1week
-tried higher viscosity oil; no change
-tried new oil pump ‘gears’ & cover plate; no change
-tried sanding down cover plate to get tighter fit, no change
Found a new accessory case and with new ‘gears’ & cover, problem fixed.
Depends sometimes it will go weeks without happening sometimes if you don't fly it for a week or two it happens.
With the 0-200 we have new accessory cases. we can fix the wore out pumps
The A65 not so easy.
All the parts for the A-65 are getting scarce.
There are a couple STCs for a few parts, but it is better to convert to an 0-200.
Had a T craft that did that. It was OK to let it sit 5-6 days but by the 7th the prime was lost. Someone installed an oil line that "T"'d into the gauge line at the firewall. Open the on/off valve and insert business end of a squirt can can of oil and give it about 7 shots and it's ready to run. Close valve and fly!
Resolved the problem for the moment and may be my permanent solution as the Luscombe I own is an LSA and is 79 years old. I am still a student never a private pilot. I think adding a O-200 in my case would also require me adding a medical to my drivers license. If I decided to do that then would just add a Mooney or Bonanza as I understand they already come with a starter installed on their engines and I would not have to provide one myself.
So back to my found solution I will attempt to post a picture so that you can more easily can see what I'm talking about. I talked to the previous owner and he told me that this was a common problem and that there was a oil port at the front of the engine near the prop to recharge the oil pump if it lost its prime. The port was either installed or exposed prior to the previous owners purchase in Arizona. He actually told me about it when I bought the aircraft but it kind of went over my head with all the other new information that he was giving at that time. My actual planned solution now as was then when I made the purchase was fly the airplane often enough that the pump oil doesn't drain out. What I did yesterday was get a oil squirt can and pump about a 2/3 of a cup into the oil port at the front of the engine. Result was 60 inches of oil pressure by the time I got to the cabin to check and see whether it came up after I propped it (10 seconds). I expect to revisit this thread just to see if there might be new information although expect I will get notification from POA on my email which I check about once a week sometimes. Sorry no photo I have somehow locked my phone away from my computer( or worse) so I cannot transfer pictures to my computer. It's a really good picture by the way but I have no local 10 year olds to show me how to do it.
That oil port is the end of the oil gallery. Use the left side one. It will run the oil down and right into the pump.
60 inches of oil pressure? Shouldn't that be psi? Whether it's 60 inches of mercury or 60 psi, that's awesome pressure for an A-65. 25 psi or less is more typical. Mine used to fall to 5 psi after landing on a warm day. IIRC, 5 was the minimum pressure for idle.
True,, because the right hand oil galley drains back to the tank after the pressure regulator.
Facing the aircraft from in front of it the port the period and the x were the prop .X
It is the only port exposed with the cowling on the aircraft so I use that one. Believed you understood that this was from memory the next day which is always reported in volts and then converted by the computer that's nearly as old as the airplane.