Today's Message Index:
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1. 05:37 AM - Re: Max. Oil Consumption (Joe Trampota)
2. 07:03 AM - Lycoming oil flow (Bernard Despins)
Message 1
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| Subject: | Max. Oil Consumption |
--> Engines-List message posted by: "Joe Trampota" <jtrampota@eci2fly.com>
Depending on the severity anywhere within the 1st 5 hours
JT
-----Original Message-----
[mailto:owner-engines-list-server@matronics.com] On Behalf Of steve
korney
Sent: Monday, July 03, 2006 6:26 PM
--> 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.
Message 2
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| Subject: | Lycoming oil flow |
--> Engines-List message posted by: Bernard Despins <bdespins@telusplanet.net>
I'm trying to figure out how the oil system in my Lycoming O-540 works.
I know there is a great deal of variability between models, but I
wonder if someone can help me make sense of what I've found. From the
back of the sump, there is an finger screen in the oil pickup tube and
from there the oil goes up to the pump. From the pump it goes to two
possible places, oil cooler or oil filter. Lets assume the oil is cold
and the vernitherm (located next to the oil filter assembly) is open.
Since it is open, oil flows past the vernitherm and onto the outside
surface of the filtering element inside of the oil filter. It returns
down the middle of the filter and goes to the right side oil galley.
This is the location of the oil pressure valve which regulates pressure
by dumping any excess to the sump. If the oil is getting hot, the
vernitherm closes and more oil is forced from the pump into the oil
coolers. The return from the coolers is into the left side oil galley.
This is all the information I can deduce from the exterior of the
accessory case. I'm sure there are more details that I'm missing. For
example, it would seem that only the right galley gets filtered oil and
only the left galley get cool oil. My attempt at describing the system
also seems to imply that oil is either filtered or cooled but not both
at the same time.
Can somebody please assist me in filling in the missing passages and
make sense of all this?
Thanks.
Bernard Despins
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