Normally, I'm perfectly happy with my single graphical engine monitor. And after flying spam cans, it is certainly a great improvement over what I was used to. Additionally, having redundant engine gauges is overkill IMO. But...
On a recent long cross-country trip with nothing else to do I got to wondering what I would do if the oil pressure dropped to zero. It grew into a thought process greater than expected. I'm not trying to imply this is correct or even rational, just food for thought, and would be interested to hear other comments about the subject.
When the oil pressure drop to zero, the list of possible choices are (in no order):
1. Divert to the nearest airport, knowing the engine may fail at any time. Here in NM and surrounding states, the nearest airport can be 40 miles away.
2. Fly until a "safe" off-field landing spot can be found.
3. Land immediately regardless of terrain. At least you have some choice until the engine stops.
4. Ignore the indication and assume it's a faulty gauge.
Bottom line: none of these options looks very good. The risk of injury from a potentially dangerous off-field landing seems great knowing that you *may* be landing for nothing more than a faulty transducer or loose wiring.
It also seems that none of the other engine instruments require such drastic action if they fail or give erroneous readings. Bad RPM or manifold pressure? Keep going. Bad fuel flow reading? You'll know quickly if that's the case and can always switch tanks. Etc.
Another thought is whether to try and save the engine. Shut it off immediately or keep it running? I've always been taught to keep it running, but those kinds of questions do cross one's mind regardless of how irrational they may seem. And it highlights a difference between a plane you built yourself and one that you bought - does having put all that sweat equity in the plane affect your decision making process? Would you try to save the plane by doing something that may ultimately be riskier that what you would do in a plane you didn't "care" about? One would hope not, but it is certainly something to think through ahead of time. Sure, insurance will pay but faced with building a new plane vs. just going out and buying another Cessna are two different considerations.
To wrap up (finally, this turned out longer than I anticipated), I decided to install a second oil pressure gauge with its own transducer. The logic now is:
1. If one gauge shows zero, assume the gauge/transducer has failed. Continue flying.
2. If both gauges show zero, assume an oil system failure and look for a safe place to land.
The new second gauge is a 1" UMA electric oil pressure gauge, and dual oil pressure transducers are mounted on the oil pressure manifold. One is for the gauge and one is for the EIS/Vertical Power.
Would love to hear some other opinions on the subject...
On a recent long cross-country trip with nothing else to do I got to wondering what I would do if the oil pressure dropped to zero. It grew into a thought process greater than expected. I'm not trying to imply this is correct or even rational, just food for thought, and would be interested to hear other comments about the subject.
When the oil pressure drop to zero, the list of possible choices are (in no order):
1. Divert to the nearest airport, knowing the engine may fail at any time. Here in NM and surrounding states, the nearest airport can be 40 miles away.
2. Fly until a "safe" off-field landing spot can be found.
3. Land immediately regardless of terrain. At least you have some choice until the engine stops.
4. Ignore the indication and assume it's a faulty gauge.
Bottom line: none of these options looks very good. The risk of injury from a potentially dangerous off-field landing seems great knowing that you *may* be landing for nothing more than a faulty transducer or loose wiring.
It also seems that none of the other engine instruments require such drastic action if they fail or give erroneous readings. Bad RPM or manifold pressure? Keep going. Bad fuel flow reading? You'll know quickly if that's the case and can always switch tanks. Etc.
Another thought is whether to try and save the engine. Shut it off immediately or keep it running? I've always been taught to keep it running, but those kinds of questions do cross one's mind regardless of how irrational they may seem. And it highlights a difference between a plane you built yourself and one that you bought - does having put all that sweat equity in the plane affect your decision making process? Would you try to save the plane by doing something that may ultimately be riskier that what you would do in a plane you didn't "care" about? One would hope not, but it is certainly something to think through ahead of time. Sure, insurance will pay but faced with building a new plane vs. just going out and buying another Cessna are two different considerations.
To wrap up (finally, this turned out longer than I anticipated), I decided to install a second oil pressure gauge with its own transducer. The logic now is:
1. If one gauge shows zero, assume the gauge/transducer has failed. Continue flying.
2. If both gauges show zero, assume an oil system failure and look for a safe place to land.
The new second gauge is a 1" UMA electric oil pressure gauge, and dual oil pressure transducers are mounted on the oil pressure manifold. One is for the gauge and one is for the EIS/Vertical Power.
Would love to hear some other opinions on the subject...
