You're not a mechanic, but you know what a mechanic should know by heart?
You've just told us:
I am not an A&P mechanic
But in your first post on this site stated:
I absolutely agree with the guys above me. I worked on Let410 airplanes as a mechanic. If you have any technical questions about this plane I will be glad to help you.
You've also recently told us you are an avionics technician who works on airplanes and has test equipment and publications, etc...and let's not forget you're working on your buddy's Cessna 150, too.
Taking a shot in the dark here...you're not a chiropractor from Chicago, are you? No? Not the same guy who came on here posing as a helicopter pilot, airplane pilot, jet pilot, under a dozen different names? You sound very much like the same one.
But despite the fact that you claim to be a mechanic, you've finally come clean and admitted that you're not. While your credibility here is shot, at least we know where you stand. You're not qualified.
No way. Your as always wrong. What you are saying contradicts the law of physics.
Which laws of physics would those be, exactly?
Do you understand the difference between an oil pressure indication, and oil pressure?
Have you ever seen zero oil pressure indicated on an instrument, but know full well that oil pressure is present in the engine? Are you aware of the differences in the way oil pressure is sampled, and how each method of sampling may produce errors? Clearly not.
That the engine oil pressure gauge indicates pressure may or may not mean there is engine oil pressure. A sensor may be involved which may stick, the oil pressure gauge may require aircraft systems power and mail fail, stick or provide a false reading, a bourdon tube (do you know what that is?) may plug with sludge or other material and give a false reading, a leak in an oil pressure line may cause a false reading...there are many reasons that the indication in the cockpit may not match what's going on in the engine. Most certainly an engine may have no oil pressure, but still have an indication of pressure. It may also have nearly no oil remaining, and still show normal pressure. I've seen both personally, and have experienced it as discussed before during an engine failure...with no oil remaining in the engine.
Just go and check the engine manuals. All of them say that when the oil is low the temp will rise and the press will go down.
Without any need to debate the foolishness of this notion, why don't you quote the "engine manuals" that show this, and demonstrate it's universal application to all situations? I'm intrigued.
Check it out. It clearly says that - low oil pressure? check the oil tank, high oil temp? check the oil supply.
You don't read very well, do you?
For low oil pressure, a low supply is listed as one possibility. It's a troubleshooting chart. If you read on, you'll also find that the other possible causes are...
A defective oil pressure indication...the user is instructed to verify what's being seen using a direct reading gauge rather than the cockpit gauge...because the cockpit indication may be wrong. Imagine that...shoots your theories apart, doesn't it?
A pressure relief valve malfunctioning. We've covered this in a previous post...you just didn't read or comprehend very well.
An internal oil leak...also already covered...and it's not just a low oil supply. Surprise, surprise!!
A failed heat shield and excessive temperature...the pressure may have absolutely NOTHING to do with volume or pump capability...but with temperature. This can also occur with a failed oil cooler bypass valve, or one stuck in bypass. You didn't know that, either, did you? Of course not. You googled the PT6 and became an instant expert. Problem is, you shouldn't attempt to dole out counsel based on your lack of qualifications and experience...and google doesn't make you an expert.
Oil pressure follows the power lever, and is acting as a function of RPM, leaking oil past a cracked housing under higher operating pressures...nothing to do with supply, but everything to do with other mechanical problems. But what was it you've told us? Low pressure, it's got to be the "tank?" (Of curiosity, do you understand the difference between a pressurized oil supply or tank and one that isn't, and the difference this can make in operation and indications)?
Here's a favorite...you cleverly boiled your troubleshooting down to two choices: low oil pressure check the tank, and high oil temp, check the supply? The last item on the troubleshooting list you provided, but obviously didn't read, is zero oil pressure (even though the engine is producing normal oil pressure)...check to see that the oil filter isn't installed backward. Do you suppose that somehow violates the "laws of physics," too?
But wait, there's more...
Again, you stated:
Check it out. It clearly says that - low oil pressure? check the oil tank, high oil temp? check the oil supply.
Let's see what we find under the troubleshooting guide for high oil temperature...
Yes, certainly a low oil supply could be one possibility...though you cited "check the tank" for low oil pressure, when the guide YOU provided clearly states "check the tank" for high oil temp, too. Do you think before you speak (or write)?
Of course, other problems may be present, having nothing to do with a low oil supply, and a low oil supply may not cause a high temperature...and a complete loss of oil will generally show a drop in temperature (depending on the engine, of course) because there's no hot oil over the temperature probe to give an indication any more....you didn't know that either, did you? I experienced a complete oil loss on a test flight of an aircraft several weeks ago, and saw both a pressure loss and temperature loss at that time due to a catastrophic oil loss. No temperature increase at all.
So...the trouble shooting guide provides other solutions to a high temperture...such as a stuck vernitherm or thermostat. Imagine that...a high temperature that has nothing to do with oil quantity. Does that violate the laws of physics, too?
Then again, excessive idling with the propeller in feather, providing little cooling airflow to the oil cooler, is next on the list...a rise in oil temperature caused by engine operation, rather than low oil quantity...but didn't you tell us that every mechanic should know by heart that high oil temperature is always due to low quantity...and then prove it by giving us this reference? You are wrong, of course, and the reference you provided proves it...but then you're the same one who claimed to be a mechanic and then told us outright you're not...so this is no surprise.
The last one on the troubleshooting guide is amazingly identical to the third-to-last on the pressure problems...a failed heat shield. Yet another case of a perfectly functioning oil pump with good output, a full oil tank, and still the potential for low pressure and/or high temperature. But what's that you say? A mechanic must know by heart that with low pressure one must "check the tank," and with high temperature one must "check the quantity?"
Of curiosity...when one has this low pressure situation and checks the tank as you say all mechanics know to do by heart...what is it one is looking for, other than quantity? Do you realize that "checking the tank" and "checking the quantity" are the same thing? You do not, because you simply posted without knowing what it is you posted...and given that you're now fully exposed, perhaps you'll drop this charade and refrain from further embarrassment and providing poor counsel to those who might not know otherwise.