6.2.3 otherwise generate heat if not sufficiently lubricated.

6.2.3 Engine LubricationThe primary function of the engine oil system is to reduce friction between moving parts which would otherwise generate heat if not sufficiently lubricated. Other functions include:Cushioning effect to engine parts subject to shock-loadingAids as an effective cooling agent (along with air cooling)Removing heat from the cylinders Providing a seal between the cylinder walls and pistons Carrying away contaminants Operation of the propeller Constant Speed Unit (C.S.

U)Viscosity describes the resistance of an oil to flow and is primarily affected by temperature. Low temperatures increase viscosity (stickiness), creating a dragging effect, hindering its ability to circulate and perform as it should. At high temperatures, viscosity decreases and the oil becomes so thin that it begins to break down, resulting in rapid wear of moving parts. Because reciprocating engines have high operating temperatures and pressures, we require high viscosity oil. Other qualities of suitable lubricating oil include:High flash point (temperature at which flammable vapors are released)High anti-friction characteristicsMaximum fluidity at low temperaturesMaximum anti cooling abilityMaximum resistance to oxidationBe non-corrosiveLubrication SystemsReciprocating engines use either a wet-sump or a dry-sump oil system.

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In a wet-sump system, the oil is located in a sump that is an integral part of the engine. Whereas a dry-sump system makes use of a separate, self-contained oil tank and engine driven pumps to achieve circulation. The main component of a wet-sump system is the gear-type oil pump, which draws oil from the sump and routes it to the engine. Located before the oil pump is the by-pass valve which allows unfiltered oil to enter the system in case of any blockage. Similarly, an oil pressure relief valve ensures pressure is neither too high as to allow leaks, nor too low so to ensure adequate lubrication.

After the oil passes through the engine, it drains back into to the sump, completing the cycle. In some engines, additional lubrication is supplied by the rotating crankshaft, which splashes oil onto portions of the engine. An oil pump also supplies oil pressure in a dry-sump system, but the source of the oil is located in a separate oil tank. After oil is routed through the engine, it is pumped from the various locations in the engine back to the oil tank by scavenge pumps. Since changes in temperature significantly affects the viscosity of our oil and therefore its effectiveness, an oil cooler which is placed in the airflow (similar to a radiator) and allows for oil temperature regulation.

Dry-sump systems allow for a greater volume of oil to be supplied to the engine, as well as inverted flight, which makes them more suitable for aerobatic and turbine aircraft. The oil pressure gauge provides a direct indication of the oil system operation. It measures the pressure in pounds per square inch (psi) of the oil supplied to the engine. There should be an indication of oil pressure during engine start. Oil pressure should be kept within the limits. Refer to the Pilots Operating Handbook (P.

O.H) for manufacturer limitations. the oil temperature gauge measures the temperature of oil. A green area shows the normal operating range, and the red line indicates the maximum allowable temperature. Unlike oil pressure, changes in oil temperature occur gradually. This is particularly noticeable after starting a cold engine, when it may take several minutes or longer for the gauge to show any increase in oil temperature. It is important to periodically check the oil temperature during flight, especially when operating in high or low ambient air temperature: High oil temperature indications may signal a plugged oil line, a low oil quantity, a blocked oil cooler, or a defective temperature gauge.

Low oil temperature indications may signal improper oil viscosity during cold weather operations. The oil filler cap and dipstick (for measuring the oil quantity) are usually accessible through a panel in the engine cowling. If the quantity does not meet the manufacturer’s recommended operating levels, oil should be added. The POH or placards near the access panel provide information about the correct oil type and weight, as well as the minimum and maximum oil quantity.

Within the filler neck is an oil filter to prevent foreign particles entering the engine compartments. At the bottom of the sump is a quick drain valve to manually remove water or sludge. Checking oil quantity is part of your pre-flight checks and should be done prior to every flight.


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