depending on your propeller...
the one I flew, had "cruise pitch" propeller. We ran the engine mainly 1900/1950 rpm at cruise speed of 100mph or nearly.
Of course take off were made full power...
fast cruise speed, at 2100 rpm was rarely satisfying, enhancing a few MPH, and spreading a lot more oil in the atmosphere (as the engine even doesn't burnt so much oil, it is mostly spread directly through valve-guides in the exhaust, and mainly by the crankcase vent...).
cruising 2200rpm, is then "hard" as it is near the maximum continuous output!!
of, course if you have the short pitch propeller, used for short take of....you will to run the engine faster to try to get 90MPH to 100MPH...then having high oil and fuel consumption for few results in performance...else than short take off!
Airy
De : fairchildclub@yahoogroups.com de la part de David Carrick dcarrick@ch2a.ca [fairchildclub]
Envoyé : mercredi 15 novembre 2017 16:55
À : fairchildclub@yahoogroups.com
Objet : Re: [fairchildclub] Re: New Member - Fairchild 24R46-250
This is some great information - thank you.
I'm not sure what 'hard' equates to in terms of ranger running, but we fly a lot of formation with faster aircraft. I did a few trips on Remembrance day with the power up at 2200rpm, which I think would probably qualify as a good hard run. I will recheck compressions as soon as I get a chance.
Still need to figure out how to get the oil temps to come up. We plan on flying it through the winter but right now it's looking like that might not be possible. Even with a totally blocked oil cooler its hard to get it up to temp.
Any recommendations for overhaul shops specialising in the Ranger?
Regards,
David Carrick Director, Flight Operations
Canadian Historical Aircraft Association
Cell: 519-360-0503 E-mail: dcarrick@ch2a.ca From: fairchildclub@yahoogroups.com on behalf of 'Jamie Treat' jamietreat@q.com [fairchildclub]
Sent: November 15, 2017 10:07 AM
To: fairchildclub@yahoogroups.com
Subject: RE: [fairchildclub] Re: New Member - Fairchild 24R46-250
David, Expect up to 2qts an hour for a healthy mil spec engine. The harder you run it, the more it will throw out. If I ran mine at 2250+ I would see 2.5. Mil spec allowance is up to 1 gal per hour. I have gone cross country in a hurry and stopped to oil up, no fuelJ Typical upgrades to engine for reduction in oil consumption, are Piston mod (Warner oil control Mod drilled holes at bottom skirt), modern valve guide seals, tighter ring clearances. One must be careful, you can dry up a Ranger to much and seize. A Ranger will and should always use oil. Run the engine hard due to sitting so long. Perform Compression test, keep monitoring. If it does not improve over time, looking at least a top overhaul. The low TBO was set by the Military. Rangers will go longer between overhaul. 600+ hours on top is common. More on the bottom end, have seen 1800 hrs. If your compressions are respectable, and you still have blow by out the case vent, you can install a Air Wolf Air-Oil separator. Very nice unit. < /p> As for tail wheel shimmy. The key is snug clearances. Look at the following. Drag link side and end play. You will find wear on the airframe side, the two ears. I weld in bushings to distribute load. Collar wear. And the big thing is the splines security and clearance between the tracks and spline. The F-24 has 2 spline. The PT has 6 spline. C. Bell in Fla has been converting the F-24 to 6 spline. You will find loose splines. They are riveted in place. Jamie S. Treat A&P/IA
Aircraft Restoration & Repair, LLC
Fairchild Club DVD Editor
IAC 5 , Chapter President
http://www.iac5.org
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Cell 303-304-7937 AR&R L LC Drop Box: ARR Dropbox Link Quote of the Month: When a prang seems inevitable, endeavor to strike the softest, cheapest object in the vicinity, as slowly and gently as possible. - Advice given to RAF pilots during W.W.II. From: fairchildclub@yahoogroups.com [mailto:fairchildclub@yahoogroups.com]
Sent : Wednesday, November 15, 2017 7:49 AM
To: fairchildclub@yahoogroups.com
Subject: Re: [fairchildclub] Re: New Member - Fairchild 24R46-250 David, You could also check your breather for obstructions. That can cause very high internal crankcase pressures and cause it to burn more oil. It happened on my PT-19. Jack Mitchard
< span style="font-size:10.0pt;">----- Original Message ----- From: Sent: Wednesday, November 15, 2017 9:24 AM Subject: [fairchildclub] Re: New Member - Fairchild 24R46-250
Compressions were checked on annual inspection this year and were showing high 60s on all 6. It would be interesting to check them again though, after running it as much as we have.
It was the rear exhaust when it did leak after shutdown. It may hav e only done it the one time after shutdown on the ferry flight (2.1 hours in the air).
It's almost winter here now, so we're running Phillips 66 100AD. Another item of note, I've blocked the air intake on the oil cooler but it's still very difficult to reach 35c on the ground before takeoff. In the air we get about 50-55c oil temps in cruise at outside air temperatures near 0. I'd like it to get a little warmer.
David Carrick Director, Flight Operations Canadian Historical Aircraft Association Cell: 519-360-0503 E-mail: From:
Subject: [fairchildclub] RE: New Member - Fairchild 24R46-250 Hello! < o> From a former F24R46 user and mechanics as I was during 10 years of airshows and fly'in...I can say, your engine is still within the limit of use from documents: the limit being 4 qts ann hour to request mandatory inspections of the engine. BUT... Nowadays, we know we can do better than those limits, and spare some oil... You said the engine is leaking from the exhaust....does he leak as well from front and rear exhaust? As most of the time, when stopping the engine at the end of the flight, the oil continue to drain to the bottom of the en gine, it goes mostly to rear cylinder. Then it slowly filled in the piston rings, and oil leaks appears. As well through the valves-guides by the way, and it's even easier as there can be quite a lot of play between valves and guides. But, if it leaks from every posts, I will recommend to make compression tests, and even open cylinders and inspect for broken or stuck piston rings, it is much common reason after long immobilization period to have stuck rings when oil dryied. To understand what happened in the engine in flight: combustion pressure increase briefly and a lot when the air- fuel is fired...then a part of this pressure passed between the piston rings...this pressure fulfilled the crankcase area which is full of oily fog. As the inside pressure grow upper than atmospheric pressure, the engine vent let the case emptying from those gases mixed with oil fog. Depending on local temperature, when using such oil-consumer engine, we did use AERO100 oil on cold weather, and AERO120 oil on warm summer days, this does limit a few the loss of oil. (using AERO80 throw liters away in the air quickly)... Using such F24R for airshows, 10 to 12 week-ends a year, I can say I spent a lot of hours cleaning the plane's belly down to the tailwheel (which never request t o be lubricated anymore))) By the way, I will remind all, that original Ranger documents required 250 hours "top overhaule" (thus cylinder, piston, piston rings, valves, valves seats and guides are to be inspected and even overhauled as needed). Some of our great contributors on this forum did some mods by adding valve-guides seals, which is one of the best idea (with new materials valve-guides). By experience with other "inverted engines" (such as cirrus/gypsy/renault), I will recommend to enhance slightly the size of the hole behind the oil-scrapper ing. In time it often show that oil drying as a varnish on those holes will finally cl ose them, then the oil-scrapper can not work properly. Don't fly to much before inspecting your engine. check the drain pump as well (gear play). Do not try different location or length of vent tubes, or different shapes, we did already a lot, even having a tube along the landing gear, not have to clean the airframe.....it never changed anything to the oil consumption, else than working deeply on engine parts. Airy ex-F24R mechanics LFOR - France De :
Objet : [fairchildclub] New Member - Fairchild 24R46-250 Hi Everyone, New member here - I am the Director of Flight Operations for the Canadian Historical Aircraft Association, a vintage aircraft museum located in Windsor, Ontario, Canada. We were recently donated Fairchild 24R46 #250. It was in the Canadian RAF as a communications airplane, numbered 4809. It has the 200hp Ranger engine, as I'm sure you guys already know. We were also donated a number of spare parts we are still inventorying. For many years now we have been operating a 4 aircraft vintage fleet consisting of two Canadian Chipmunks, a PT17 Stearman, and a Harvard Mk4. Certainly having some fun with this new airplane. I ferried the aircraft to our hangar from it's previous base in Welland, Ontario. It was a very active aircraft until the previous owner fell ill in 2012. It sat since May 27th 2012, and then was re-inspected this year in July and flown once before we picked it up for the trek home. It runs very smoothly, but in the 2.1 hour flight back to Windsor it burned through about 8 quarts of oil. I have flown it about 5 hours since we got it, and it has "normalized" (and I use the term loosely) to about 2.5-3qts/hr. It seems to send a lot onto the belly, via what appears to be the largest of the vent tubes at the firewall. It also leaks from the exhaust a couple of hours after shutdown. I guess my first question is, h ow normal is this? We don't have any experience with the Ranger engine but I've heard the oil consumption is legendary, but I expected 1-2qts per hour. The other question I have is in regards to tailwheel shimmy. Ours is terrible. Doesn't seem to matter how nicely you set the tail down on rollout, it goes off until you lift it again or come to a complete stop. I have read that it may be looseness in the turnbuckles, I plan on inspecting those tonight... but I'm sure there are other tricks with this tail wheel setup. I am happy to be a member of your group, it appears there is a wealth of knowledge in here - any shared knowledge will be well received by our museum. < o> Warm Regards, David Carrick Director, Flight Operations Canadian Historical Aircraft Association Cell: 519-360-0503 E-mail: dcarrick@ch2a.ca
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