We had some issues with oil press indications in the cold, the first guy i flew with had several 206/185s. He used to fill the oil pressure tube with hydraulic fluid every fall.

I gots to tell ya it works like a hot damn, oil pressure within seconds, ask your ame if you have similar issues

The good old days -- mention that now and most AME's will look at you if you had 2 heads -- simply put in this day of CYA, it's not legal. I wonder if external gauges mounted on the cowls is an approved mod

rigpiggy wrote: ↑Wed Jan 31, 2018 11:41 pm We had some issues with oil press indications in the cold, the first guy i flew with had several 206/185s. He used to fill the oil pressure tube with hydraulic fluid every fall.

I gots to tell ya it works like a hot damn, oil pressure within seconds, ask your ame if you have similar issues

What kind of temps are we talking here?

I've had my 185 out to about -28c and never had that issue

I've had my 185 out to about -28c and never had that issue

It usually happens with a cold soaked aircraft (stored outside and plugged in) between -30 and -40 (40 being the cut off point) - no problems with a hangared aircraft. The issue a lot of the times was to get oil pressure indication for the initial start in the morning or after sitting for a couple hours with raps on.

Oil pressure should come alive withing 30 seconds of start.

Flew lots of 185, 206, 207 down to -40 and rarely any problems with multi-grade oils. However we did clean the oil lines out with varsol if there were problems. This would introduce fresh engine oil in the lines.

The oil theat was pumped out of the lines in the hangar could only be decribed as "grease"

That and we are in a twin. The oil lines are about 8' long, all but about 2' is in unheated spaces