Sometimes the oil is indicated in the name of the plane’s blood. It provides lubrication and cooling and carries waste products. Without it, or without enough of it, the plane engine cannot work for a long time. Verify the oil level is part of the initial examination, and know the correct way to add the oil (using the fungus or the oil faucet) and how much the required knowledge should be before the first individual.
Knowing the oil system in the plane that fly is a must. There will be differences between aircraft models, so if you move a lot, add this information to the personal prefight.
Specifically, knowing the type of oil your plane takes, the company’s manufacturer’s recommendations for specific operations such as breaking the engine or the specified temperature domains, along with the size of the oil swamp.
This information is often obtained from PoH to the plane. Pay attention to the details. For Cessna 172S, for example, MIL-L-6082 or Sae J1966 of straight mineral oils is used when the plane is delivered from the factory and for the first 25 hours.
If there is a plane of a school of flight, it is possible that there will be a reminder plate on the notary of the transmission of the plane, which is smart for you, and these 25 hours will be followed.
PoH recommends, “This oil must be drained and the filter changes after the first 25 hours of operation. Reintegue the engine with MIL-682 or Sae J1966 degree of straight metals and continues to use until a total of 50 hours or oil consumption stabilizes.”
This is the place that resembles people – they have dodges. One of the C-172 in the fleet of 1 pounds of oil may consume per 8.1 hours of the trip, and the last single quarries may burn every 7.9 hours. Learn about the dodges like learning any of your children is allergic to peanuts to avoid unpleasant surprises.
When the plane begins to use an overdose of oil (for that), it is often a greater and often expensive symptoms, such as oil leakage. This is why many coaches teach learners and tenants to start inspection of initial aircraft by approaching the front and searching for oil spots under the hemp or drops on the calf, if appropriate, and the dreaded fatty abdomen.
Sometimes the perpetrator is consistent with the pelvis. This is often learned by experience and error. Let’s say that the capacity of the oil system, for each POH, is 8 quarries. The pelvis is 7 quarries. If you overwhelm the pelvis to 8 complete quarrels, these additional quarons of the breathing tube will be sprayed, which leads to a greasy belly and dripping on the sidewalk. The owner of the plane may put a banner on the plane on the oil hat, which warns not to remove the pelvis after 7 quarries.
PoH includes information about the minimum oil needed for the trip. Always check this when you read the oil “low”.
Most flights and flight clubs have a procedure to track oil use. It can be simple as providing a note in the transmitter or putting empty bottles on a specified site at the end of the week.
Working with a very low level of oil is a recipe for engine damage, and ultimately, failure. Although the oil level is examined as part of an initial examination, as soon as you are in the air, you will have to use other methods to monitor oil consumption, such as engine temperature, oil and pressure. If the two previous two rise and the latter decreases, there may be a problem. If the plane contains gospel lights, you may get the “low oil pressure” index. If this happens, expect to lose engine power or stop and find a place to land as soon as possible.
It may be difficult to discover oil leakage from inside the cabin unless you get a bet on the journey that covers the windshield, in which case it should be a kind of foolishness for not identifying the case.
This season to change the oil
As a pupil for students, I knew that the spring was when I entered the hallway of the journey school and the blackboard carried this message: “We are now using summer oil.” One after the other, the fleet plane was involved in maintenance of the oil change, and the winter oil was returning to the storage shed where it would remain under the lock and the key until the weather changed. This was even that he was not accidentally placed in a plane when it was inappropriately seasoned.
Higher oil is usually used at higher temperatures. The viscosity, also known as the “weight” of the oil, is determined by the Automobile Engineers Association – where the sae comes when reading the poster on the bottle that reads SAE 50 or 100W.
These stickers can be confusing, as many airlines have put a copy of a copy of an oil bottle label in a plane transmission book along with a text description such as “The Red Bottle”.
You may have heard the warning that the plane can develop problems when it sits on the floor and does not fly. Part of this is when the oil is not traded in the engine, it can capture moisture and other pollutants. The engine is running when preparing a flight, such as flying a few rolls in the style, heats the oil enough to remove any moisture and stir any mirror (how a favorite mechanic described it) that may be in the oil swamp. This is often done before the oil changes.
Changing aircraft oil is more than draining the pelvis and then filling it. As in the car, the oil filter, which is a single -time device consisting of folded paper similar to the accordion. When removed, it is cut to allow the mechanic to examine it. If the candidate appears to have a sparkle, this is bad news. This is created from the engine parts that rub each other, and it is time to get a new engine.
Dipstick drama
The chaos should not be when adding a quarter of a liter of oil to a plane to be pass rituals. Start by collecting the tools you will need. Use repression or faucet, a lot of store towels or paper towels, and put yourself so as not to cover the oil if the wind is blowing or there is an opportunity to hit the stent.
Open an oil bottle (sometimes it takes a blade to take out the cap) and put the bottle on the side. While removing the depth scale from the filling of the filling, wipe the stick clean, and put it in a safe place, like some paper towels so as not to embody, then put it at the top of the traces. Do not want to place the depth scale on the floor because this may offer dirt to your engine.
Hold the oppression or neck filling in place safely, then put the oil bottle in the opening. Do not try to pour the oil from the top of the filling neck because this usually leads to a chaos in the engine cabin. If you do not have fun or patience, MacGyver is something, such as making a cone of a piece of cardboard.
While the oil leaves the bottle, note that the side seam of the bottle is clear, allowing you to know the amount you add. When the cap is replaced, it must be tight enough so that it is not so tight but not so tight that it takes Hercules or a specialized key to relieve it again. If you are of a limited header, use Stepladder to get the highest oil cover while applying the power to remove it, provides a better crane for open distortion.
Professional advice: Ensure that the plane has at least two bottles of oil, repressive, and the breach is on board when you take a trip across the country. You do not want to be the pilot who was arrested without him away from the base.