REFLECTOR: Oil consumption

Sat Feb 23 21:08:43 CST 2013

airplane engines as a whole burn and blow oil overboard. Its part of 
their 1950's design.  Auto engines have evolved to not burn or blow oil. 
  Airplane engines have not evolved in that area to a large degree.

Continental by and large burns or blows less oil than Lycomings.  My 
Cont. io520, needs about a quart every 10-15 hours.  If I run it 
hard(high rpm) it needs closer to 10, if I run it easier it tends 
towards 15. It blows more overboard at high rpm.

Running your breather tube into your exhaust system, burns and blows the 
oil away from the cowl.  A rutan trick that is an excellent solution to 
the oily cowl.

Scott

-------- Original Message --------
Subject: Re: REFLECTOR: Oil, P-factor and othe things
From: Andrew Ellzey <ajlz72756 at yahoo.com>
To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
Date: 02/23/2013 07:46 PM

> I flew a Mooney M20E for 13 years, an it had an IO 360A1A it also used a qt of oil every 4 hours from the time it was 0 time till I sold it with 600+ hours. I found this formula in one of my Lycoming manuals, max allowable oil consumption for all Lycoming engines is .006 X BHP X 4 / 7.4 = OT/HR.
>
> For a 200hp IO-360= .6486486 X 4hrs = 2.6 qts max
>
> Hope this makes you feel better about your oil consumption.
>
> Andy Ellzey
>
> Sent from my iPhone
>
> On Feb 23, 2013, at 6:18 PM, "Stockman, Bill" <bill.stockman at daytonaero.com> wrote:
>
>> I've got almost 700+ hrs on my CIC in a 173FGE and it too uses about 1 qt every 4-5 hrs--especially if you overfill.
>> I fill mine to the 6qt mark on the stick.    Anymore and it just throws it out.   I also have two oil coolers in series in the nose
>> so I have extra oil in the system.    I tend to too have higher than normal oil temp due to my 4 into 1 exhaust that runs next to the oil pan.
>>
>> Bill
>>
>> ________________________________________
>> From: reflector-bounces at tvbf.org [reflector-bounces at tvbf.org] On Behalf Of David Ullman [ullman at robustdecisions.com]
>> Sent: Saturday, February 23, 2013 9:40 AM
>> To: reflector at tvbf.org
>> Subject: REFLECTOR: Oil, P-factor and othe things
>>
>> I now have 80+ hours on my SEFG.  Still have a 50' paint job and the
>> interior isn't finished.  When we first started flying we had handling
>> problems and so the IO-360 C1C never got broken in correctly as we couldn't
>> do full power at first.  Thus, the rings are not seated so I use oil, a lot
>> of oil - a quart a tank (maybe I have a 2-cycle engine).  I am thinking of
>> pulling the cylinders, honing and reringing.  Any thoughts?
>>
>> On take off my plane pulls to the left enough that I have to tap the right
>> brake.  It is not very much so on taxi.  I don't seem to have brake drag and
>> I have tinkered with the toe in.  I though Canards did not have a P-factor
>> and if so should be to the right.  IS this really a toe-in issue?  If so,
>> which wheel is off.  I have tried 13 different ways of measuring toe in and
>> thought I was about right.  But??
>>
>> I just found that I broke an exhaust pipe.  The factory supplied system had
>> one piece for each cylinder, with the two pieces on each side slip fit
>> together and projecting forward.  In order to get the 1-3 cylinder assembly
>> to fit in the cowl, I cut a Vee in them near the cylinder flange and had
>> them rewelded.  I thought we normalized them, but this where the #3 pipe
>> cracked.  My cowl does hit this pipe a little.  So I need to replace the
>> pipe near the flange and fix the cowl clearance issue.  Anybody know what
>> stainless steel this is and a source for it.  I will call the factory on
>> Monday and see if they can aim me at the original vendor.
>>
>> In spite of the oil problem I did a lap around Mt. St Helens last week
>> (found the broken exhaust on return).  See attached photos.  First one is
>> looking west with the Olympics in the background and the second south with
>> the dark, still warm part of the mountain in the lower part of the of the
>> image.  I am at 9500 in these photos.
>>
>> David Ullman
>> N444DX
>> President EAA 292
>> 541-754-3609
>> david at davidullman.com
>>
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