Oil Leakage

[FlyingCat]

I am new to the forum and first off let me say thanks to those who put this group together. I have a question about how much oil leakage is common with the Ranger? Ours throws quite a bit of oil and I wonder what is normal? The bottom of the inside of the cowl has quite a puddle of oil after an hour. It seems to be coming from the bottom of the engine from front to rear. Once the oil is all wiped up, the engine does not sit and drip, so the leaking is only happening while running. Is this normal for most Rangers? I had a Ryan in the past with a C-4S Menasco. The C-4 had no valve covers and it was very messy also. This seems to be on a par with the C4-S Menasco. Does mine sound like the norm or is it possible to have a dry engine? Feedback is requested. Thanks, Mike C.

[MikeDA]

With a little more than 600 hrs behind a Ranger (three different engines) my experience has shown most of the blow-by occurs during the first 1/2 hour of flight. I'll go through about a pint in the first half hour and after an hour, virtually nothing additional. Depending on the quality of your last overhaul, engines seep most where the cylinders mate with the cam box. Modern sealants are much better than the old silk thread and Permatex. I know that Al Ball preferred YamaBond. But, no matter how good the flanges are sealed, you're going to lose oil from blow-by until the pistons heat up. FWIW: I use Phillips 25-60 year round. People who use a multi-vis oil report more leaks. I suppose that may be because the oil is thinner when cooler that straight 50 weight. But I experienced lots of carbon build up when using single weight oil. In fact, I removed a cylinder with low compression once whose rings were solidly frozen with carbon. No problem since switching to XC. If memory serves me right, Fairchild advised to expect 1 to 1.5 quarts oil consumption per hour. Remember; These engines were built back when both OIL and Gas were cheap.

[FlyingCat]

Thanks Mike,

That is a most excellent and helpful explanation. The past owner was running Aero Shell 100 and I know he had to change a cylinder with only 100 hours on a Brad Ball overhaul. I don't know the cause, but what you outline may be exactly what happened. I will switch to 25-60. I had considered going to 120 while the temps were hot, but if the 25-60 reduces the carbon, that sounds like a good plan. Best Regards, Mike C.

[jlevine]

Mike,

I am in the process of acquiring a 1938 Fairchild 24 with the Ranger 200HP engine and had quite a few conversations with owners. One at OshKosh said he doesn't fill the oil tank all the way unless he has a long flight. He keeps about 3 ½ gallons in there because a large percentage is lost if he uses more. The owner of the one I'm getting runs straight 60W but has only put on about 15 hours a year, so it's not a reliable test engine. I'll let you know what I experience, and thanks to MikeDA for the 25-60 recommendation.

Jim

[FlyingCat]

Thanks Jlevine. We are running a 200 hp Ranger in a Chipmunk. We also fly a Yak 52 and an N3N-3. The Yak and the N3N we run straight 60 weight and it makes a noticeable difference in how much oil gets thrown out. Carbonizing the rings in the M-14 or the R-985 has not been a problem, but the 25-60 for the Ranger sounds smart. Good luck with getting the 24! They are very cool old airplanes!! . M.C.

Ranger powered DHC-1

[Cameron]

Just another data point. I've flown my F24R about 100 hours in the last year or so. It's an older overhaul that was done back in the late 70's. Currently about 400 STOH. I use about 2 qts/hour and the engine also leaks. I also run Phillips 25w60. It appears to be mostly coming from the crankcase seam, the cylinder bases, and where the cam deck and cylinders mate up. Possibly also up front where the cam driveshaft tube seals, but it's hard to tell. Anyway, the leaking oil blows off of the cylinders and onto the LH cowl panel. Then it runs down inside that panel to the lower edge where it works its way outside and then blows back on the lower lh boot cowl, landing gear leg, wing struts, etc. There is also always some oil pooled up on the lower cowl panel. I'm working on a new engine for it, but I'm not in too much of a hurry. The leaks and oil usage is annoying, but it runs great.

[FlyingCat]

Thanks Cameron,

In my past I flew DC-3s. When passengers would comment about oil flowing back from the cowling our answer was, "That's normal. Let us know if it stops, because then the engine is out of oil." Sounds like our engine is close to normal. We use about a quart per hour, maybe a little less. We are also keeping our quantity at 3.5 gallons. Wish my Dad was still alive. He instructed in PT-19s at Ponca City and Mustang Field. Would be nice to get his account. I flew a PT-19 once. I tried to get him to buy a PT-19 several times when I was young, but he only had stories of loosing wings. He was afraid of the glue.
I liked the way it flew. Nice airplane! Thanks All for your help! Mike C.

[czar35]

I've been on a couple long trips lately and I usually use 1.5 - 2 Qts/hour. I flew from New Mexico to Tennessee for a fly-in. It was quite a haul there and back, and the only real issues I had was learning that I had to run it lean most of the time or I'd get back mag checks on the run up. Gotta keep the plugs from fouling ... anyway, I don't really have any areas where I'm leaking at all, but the old girl likes her oil and I usually land every 2 hours to make sure she doesn't get thirsty. I usually fly at 3.5 gals, whether on a long trip or short trip. If I start with more, it usually throws the rest of the oil on the belly. I am looking into an air/oil separator so I can return more oil back to the crankcase. According to Jamie Treat and AirWolf, the W371 works with the Ranger. Looking into that now as I'm kinda gettin tired of trying to clean the belly.

Mike