Today's Message Index:
----------------------
1. 05:55 AM - Re: Max. Oil Consumption (jrc)
2. 06:00 AM - Re: Max. Oil Consumption (jrc)
3. 06:13 AM - Re: Max. Oil Consumption (Gary Casey)
4. 06:58 AM - Re: Max. Oil Consumption (Archie)
5. 07:08 AM - Re: Max. Oil Consumption (Rhonda Bewley)
6. 07:19 AM - Re: Max. Oil Consumption (Joe Trampota)
7. 08:38 AM - Lycoming Engines Max Oil Consumption (J. Mcculley)
8. 04:30 PM - Re: Max. Oil Consumption (steve korney)
Message 1
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| Subject: | Re: Max. Oil Consumption |
One would expect the number of cylinders to factor into the oil
consumption. I'd be surprised if it doesn't.
JimC
----- Original Message -----
From: Archie
To: engines-list@matronics.com
Sent: Sunday, July 02, 2006 7:05 PM
Subject: Re: Engines-List: Max. Oil Consumption
Did not take the time to analyze the formula. Just as given by
Lycoming.
To the best of my knowledge, this applies to all their piston engines,
therefore the 4 would not fit.
Message 2
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| Subject: | Re: Max. Oil Consumption |
The equation is given in Lycoming Service Instruction 1427B.
Here's a URL.
http://www.lycoming.textron.com/main.jsp?bodyPage=/support/publications
/keyReprints/maintenance/reciprocatingEngine.html
----- Original Message -----
From: Archie
To: engines-list@matronics.com
Sent: Sunday, July 02, 2006 7:05 PM
Subject: Re: Engines-List: Max. Oil Consumption
Did not take the time to analyze the formula. Just as given by
Lycoming.
To the best of my knowledge, this applies to all their piston engines,
therefore the 4 would not fit.
As far as I am concerned, one quart between oil changes is enough, but
have been there before, and have told people how it is done.
(albeit against manufacturer and FAA edicts)
Nuff said.
Archie
----- Original Message -----
From: Hopperdhh@aol.com
To: engines-list@matronics.com
Sent: Sunday, July 02, 2006 7:27 PM
Subject: Re: Engines-List: Max. Oil Consumption
Archie,
Just curious -- why wouldn't it just be simplified to:
.00324xBHP=consumption in qt. per hr.
Is 4 the number of cylinders? What do the terms stand for?
??
Dan Hopper
RV-7A
In a message dated 7/1/2006 10:43:46 P.M. Eastern Daylight Time,
archie97@earthlink.net writes:
Just found a copy here in my office.
.006 X BHP X 4 / 7.4 = qt. per hr.
----- Original Message -----
From: Konrad L. Werner
To: engines-list@matronics.com
Sent: Saturday, July 01, 2006 8:12 PM
Subject: Engines-List: Max. Oil Consumption
Fellow Lister,
Does anyone know how excessive an engines oil consumption can
become, before one should take it apart for an overhaul?
What does Lycoming recommend in regard to max allowed oil
consumption?
Thanks, Konrad
Do Not Archive
Message 3
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| Subject: | Re: Max. Oil Consumption |
I once saw in similar equation published by Continental. Yes,
indeed, they could have made it much simpler, but I'm pretty sure all
the extra numbers just convert pounds to quarts. 4 quarts per gallon
and the density is about 7.4 pounds per gallon. And everyone
(including me) must have stopped at OSH and asked them the same
question about oil level. I was told that the top quart or two were
there mostly for long ferry flights where any increased oil
consumption during the flight would give maximum capability of
arriving. Don't know, but in a flight behind my IO-360 I burned 2
qts. in an hour's flight. If the flight were much longer I would
have needed all 8. The reason it seems to blow out the first quart
or two is (supposedly) that during initial climbout the oil level is
higher at the back and gets into the gearcase, where it is slung up
to the top of the engine. And as some have mentioned, a sudden
change in consumption is almost more important than the consumption
rate itself since in aviation it seems that any unexpected change is
a bad change.
I'm trying to figure out my newly-overhauled high-compression IO-540,
which started off not burning too much oil (good sign I thought).
But now with about 15 hours on the engine I'm getting what seems to
be ever increasing blowby. Now the oil drops on the gear leg are
real drops, not just oil dark spots. Broken ring?
>
> Just curious -- why wouldn't it just be simplified to:
>
> .00324xBHP=consumption in qt. per hr.
Message 4
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| Subject: | Re: Max. Oil Consumption |
Not likely, Gary, but possible.
Usually a blowby problem. With antiquated iron ring designs, and very
liberal end gaps,
this is to be expected. Keep in mind, that as the rings wear in, the
gaps also increase,
accentuating the blowby. The "perfect" engine has none.
We have no break in on race engines as such. No time for that when
racing so we use
the latest technologies in piston rings.
A leakdown of more than 2-3% indicates hp loss and mandates
investigation.
----- Original Message -----
From: Gary Casey
To: engines-list@matronics.com
Sent: Monday, July 03, 2006 9:11 AM
Subject: Re: Engines-List: Max. Oil Consumption
I once saw in similar equation published by Continental. Yes, indeed,
they could have made it much simpler, but I'm pretty sure all the extra
numbers just convert pounds to quarts. 4 quarts per gallon and the
density is about 7.4 pounds per gallon. And everyone (including me)
must have stopped at OSH and asked them the same question about oil
level. I was told that the top quart or two were there mostly for long
ferry flights where any increased oil consumption during the flight
would give maximum capability of arriving. Don't know, but in a flight
behind my IO-360 I burned 2 qts. in an hour's flight. If the flight
were much longer I would have needed all 8. The reason it seems to blow
out the first quart or two is (supposedly) that during initial climbout
the oil level is higher at the back and gets into the gearcase, where it
is slung up to the top of the engine. And as some have mentioned, a
sudden change in consumption is almost more important than the
consumption rate itself since in aviation it seems that any unexpected
change is a bad change.
I'm trying to figure out my newly-overhauled high-compression IO-540,
which started off not burning too much oil (good sign I thought). But
now with about 15 hours on the engine I'm getting what seems to be ever
increasing blowby. Now the oil drops on the gear leg are real drops,
not just oil dark spots. Broken ring?
Just curious -- why wouldn't it just be simplified to:
.00324xBHP=consumption in qt. per hr.
Message 5
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| Subject: | Max. Oil Consumption |
Gary:
Blowby as described by Archie below, typically occurs when the cylinders
become glazed. This is often caused by allowing the engine to get too
hot (usually a long run up on the ground.) If this is the case, you
should be able to have the cylinders cleaned up by your engine shop or a
good cylinder o'h shop.
Rhonda
________________________________
[mailto:owner-engines-list-server@matronics.com] On Behalf Of Archie
Sent: Monday, July 03, 2006 8:54 AM
Not likely, Gary, but possible.
Usually a blowby problem. With antiquated iron ring designs, and very
liberal end gaps,
this is to be expected. Keep in mind, that as the rings wear in, the
gaps also increase,
accentuating the blowby. The "perfect" engine has none.
We have no break in on race engines as such. No time for that when
racing so we use
the latest technologies in piston rings.
A leakdown of more than 2-3% indicates hp loss and mandates
investigation.
----- Original Message -----
From: Gary Casey <mailto:glcasey@adelphia.net>
To: engines-list@matronics.com
Sent: Monday, July 03, 2006 9:11 AM
Subject: Re: Engines-List: Max. Oil Consumption
I once saw in similar equation published by Continental. Yes,
indeed, they could have made it much simpler, but I'm pretty sure all
the extra numbers just convert pounds to quarts. 4 quarts per gallon
and the density is about 7.4 pounds per gallon. And everyone (including
me) must have stopped at OSH and asked them the same question about oil
level. I was told that the top quart or two were there mostly for long
ferry flights where any increased oil consumption during the flight
would give maximum capability of arriving. Don't know, but in a flight
behind my IO-360 I burned 2 qts. in an hour's flight. If the flight
were much longer I would have needed all 8. The reason it seems to blow
out the first quart or two is (supposedly) that during initial climbout
the oil level is higher at the back and gets into the gearcase, where it
is slung up to the top of the engine. And as some have mentioned, a
sudden change in consumption is almost more important than the
consumption rate itself since in aviation it seems that any unexpected
change is a bad change.
I'm trying to figure out my newly-overhauled high-compression
IO-540, which started off not burning too much oil (good sign I
thought). But now with about 15 hours on the engine I'm getting what
seems to be ever increasing blowby. Now the oil drops on the gear leg
are real drops, not just oil dark spots. Broken ring?
Just curious -- why wouldn't it just be simplified to:
.00324xBHP=consumption in qt. per hr.
Message 6
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| Subject: | Max. Oil Consumption |
One of the visual signs that you have blowby is the rapid darkening of
the oil color after you have changed the oil... Blowby/glazing simply
lets the combustion past the rings/cylinder born directly into the case
,,, hence black/discolored oil..
JT
________________________________
[mailto:owner-engines-list-server@matronics.com] On Behalf Of Rhonda
Bewley
Sent: Monday, July 03, 2006 9:06 AM
Gary:
Blowby as described by Archie below, typically occurs when the cylinders
become glazed. This is often caused by allowing the engine to get too
hot (usually a long run up on the ground.) If this is the case, you
should be able to have the cylinders cleaned up by your engine shop or a
good cylinder o'h shop.
Rhonda
________________________________
[mailto:owner-engines-list-server@matronics.com] On Behalf Of Archie
Sent: Monday, July 03, 2006 8:54 AM
Not likely, Gary, but possible.
Usually a blowby problem. With antiquated iron ring designs, and very
liberal end gaps,
this is to be expected. Keep in mind, that as the rings wear in, the
gaps also increase,
accentuating the blowby. The "perfect" engine has none.
We have no break in on race engines as such. No time for that when
racing so we use
the latest technologies in piston rings.
A leakdown of more than 2-3% indicates hp loss and mandates
investigation.
----- Original Message -----
From: Gary Casey <mailto:glcasey@adelphia.net>
To: engines-list@matronics.com
Sent: Monday, July 03, 2006 9:11 AM
Subject: Re: Engines-List: Max. Oil Consumption
I once saw in similar equation published by Continental. Yes,
indeed, they could have made it much simpler, but I'm pretty sure all
the extra numbers just convert pounds to quarts. 4 quarts per gallon
and the density is about 7.4 pounds per gallon. And everyone (including
me) must have stopped at OSH and asked them the same question about oil
level. I was told that the top quart or two were there mostly for long
ferry flights where any increased oil consumption during the flight
would give maximum capability of arriving. Don't know, but in a flight
behind my IO-360 I burned 2 qts. in an hour's flight. If the flight
were much longer I would have needed all 8. The reason it seems to blow
out the first quart or two is (supposedly) that during initial climbout
the oil level is higher at the back and gets into the gearcase, where it
is slung up to the top of the engine. And as some have mentioned, a
sudden change in consumption is almost more important than the
consumption rate itself since in aviation it seems that any unexpected
change is a bad change.
I'm trying to figure out my newly-overhauled high-compression
IO-540, which started off not burning too much oil (good sign I
thought). But now with about 15 hours on the engine I'm getting what
seems to be ever increasing blowby. Now the oil drops on the gear leg
are real drops, not just oil dark spots. Broken ring?
Just curious -- why wouldn't it just be simplified to:
.00324xBHP=consumption in qt. per hr.
Message 7
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| Subject: | Lycoming Engines Max Oil Consumption |
--> Engines-List message posted by: "J. Mcculley" <mcculleyja@starpower.net>
The following data is taken from the Approved Lycoming Overhaul Manual
available from Lycoming. Note that the maximum consumption allowed
varies according to the model and is based on consumption at full rated
horsepower and maximum rated rpm. All data is at maximum oil inlet
temperature of 245 degrees Fahrenheit:
ENGINE MODEL Maximum/HOUR
Pounds Quarts RPM
O-235-C1,-C1B 0.9 .50 2600
O-290-D,-D2 Series 1.0 .56 2600
O-320-A,-B,-D,-E,IO-320-A,-B Series 1.2 .67 2700
O-340-A Series 1.3 .72 2700
O-360-A,-B,-C,-D 1.4 .78 2700
IO-360-A,-C 1.5 .83 2700
IO-360-B1A,-B1B 1.4 .78 2700
HO-360-B 1.4 .78 2900
HIO-360-A,-B,VO-360-A,-B,IVO-360-A1A 1.5 .83 2900
O-540-A,-B Series 1.8 1.00 2575
O-540-E 1.8 1.00 2700
O-540-F 1.8 1.00 2800
IO-540-A,-B,-E,-G 2.0 1.11 2575
IO-540-C Series 1.8 1.00 2575
IO-540-D 1.8 1.00 2700
IO-720-A1A,-B1A 3.0 1.67 2650
----------------------------------------------------------------------
Fellow Lister,
Does anyone know how excessive an engines oil consumption can become,
before one should take it apart for an overhaul?
What does Lycoming recommend in regard to max allowed oil consumption?
Thanks, Konrad
-----------------------------------------------------------------------
Message 8
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| Subject: | Max. Oil Consumption |
--> Engines-List message posted by: "steve korney" <s_korney@hotmail.com>
How many hours after an oil change would you say the oil would start to turn
dark on a good engine...
Best... Steve
----Original Message Follows----
One of the visual signs that you have blowby is the rapid darkening of
the oil color after you have changed the oil... Blowby/glazing simply
lets the combustion past the rings/cylinder born directly into the case
,,, hence black/discolored oil..
JT
________________________________
[mailto:owner-engines-list-server@matronics.com] On Behalf Of Rhonda
Bewley
Sent: Monday, July 03, 2006 9:06 AM
Gary:
Blowby as described by Archie below, typically occurs when the cylinders
become glazed. This is often caused by allowing the engine to get too
hot (usually a long run up on the ground.) If this is the case, you
should be able to have the cylinders cleaned up by your engine shop or a
good cylinder o'h shop.
Rhonda
________________________________
[mailto:owner-engines-list-server@matronics.com] On Behalf Of Archie
Sent: Monday, July 03, 2006 8:54 AM
Not likely, Gary, but possible.
Usually a blowby problem. With antiquated iron ring designs, and very
liberal end gaps,
this is to be expected. Keep in mind, that as the rings wear in, the
gaps also increase,
accentuating the blowby. The "perfect" engine has none.
We have no break in on race engines as such. No time for that when
racing so we use
the latest technologies in piston rings.
A leakdown of more than 2-3% indicates hp loss and mandates
investigation.
----- Original Message -----
From: Gary Casey <mailto:glcasey@adelphia.net>
To: engines-list@matronics.com
Sent: Monday, July 03, 2006 9:11 AM
Subject: Re: Engines-List: Max. Oil Consumption
I once saw in similar equation published by Continental. Yes,
indeed, they could have made it much simpler, but I'm pretty sure all
the extra numbers just convert pounds to quarts. 4 quarts per gallon
and the density is about 7.4 pounds per gallon. And everyone (including
me) must have stopped at OSH and asked them the same question about oil
level. I was told that the top quart or two were there mostly for long
ferry flights where any increased oil consumption during the flight
would give maximum capability of arriving. Don't know, but in a flight
behind my IO-360 I burned 2 qts. in an hour's flight. If the flight
were much longer I would have needed all 8. The reason it seems to blow
out the first quart or two is (supposedly) that during initial climbout
the oil level is higher at the back and gets into the gearcase, where it
is slung up to the top of the engine. And as some have mentioned, a
sudden change in consumption is almost more important than the
consumption rate itself since in aviation it seems that any unexpected
change is a bad change.
I'm trying to figure out my newly-overhauled high-compression
IO-540, which started off not burning too much oil (good sign I
thought). But now with about 15 hours on the engine I'm getting what
seems to be ever increasing blowby. Now the oil drops on the gear leg
are real drops, not just oil dark spots. Broken ring?
Just curious -- why wouldn't it just be simplified to:
.00324xBHP=consumption in qt. per hr.
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