Best twin for building multi/complex time besides the Seminole

I wonder why you couldn't just crank the engine over for a few seconds and accomplish the same thing. Yeah, startup can be a bit tough, but having to pull twin Rotax engines through 20 blades would be a pain. Crank the engines (or startup briefly), then shut down and check the oil.
 
SoonerAviator said:
I wonder why you couldn't just crank the engine over for a few seconds and accomplish the same thing. Yeah, startup can be a bit tough, but having to pull twin Rotax engines through 20 blades would be a pain. Crank the engines (or startup briefly), then shut down and check the oil.
Click to expand...
4 or 6 blades usually does it for me on those rare occasions when I feel a need to. (Slow down on compression.) Snot a big deal.
 
It never occurred to me to burp something like an E225 when its dipstick showed dry. I may try that neat trick next time.

Of course it will probably light off its ancient mags and try to Skywalker my hand.

I dislike that gurgle noise intensely and would not want my aircraft engine making it. I'd rather depart on minimum indicated oil. As I suppose most rotax owners actually do. :D
 
MauleSkinner said:
Would a post-flight check of oil level along with no big puddle under the engine indicate proper level at preflight?
Click to expand...

That's the procedure I'm familiar with in the E-series Bonanza world. check oil after shutdown, not before flight.
 
The issue with checking the oil at shutdown is that a lot of oil is still coating the inside of the engine.

On my Mooney, checking after shutdown shows low oil, but waiting a bit, the oil level comes up to normal.
 
Pinecone said:
The issue with checking the oil at shutdown is that a lot of oil is still coating the inside of the engine.

On my Mooney, checking after shutdown shows low oil, but waiting a bit, the oil level comes up to normal.
Click to expand...

Knowledge of the systems in the aircraft in question is important. What happens in your mooney is not relevant here.

Dry sump oiling systems are treated differently.
 
So dry sumps don't retain oil on internal surfaces?

It magically all gpes into the tank?????
 
Pinecone said:
So dry sumps don't retain oil on internal surfaces?

It magically all gpes into the tank?????
Click to expand...

That's not the issue. I take it you have little practical experience with dry sump engines?
 
Last edited:
2-Bit Speed said:
I certainly don't. Could you explain the difference? I'm curious.
Click to expand...

The reason dry sump systems often get checked after shutdown is because oil has a tendency to drain back into the engine from the oil tank. Some engines and some engine designs do it worse than others. It is not uncommon to have little or no oil on the stick when you check an E series continental prior to a flight but if you check it on shutdown the tank will be full. So if you were to add a bunch of oil to make it read correctly when preflighting the aircraft you'd overfill it and the oil would overflow the oil tank during the flight. Some applications will have shutoff valves to control how much wet sumping happens but many don't.

I'm down to two dry sump engines at the moment. Neither of mine drain back bad, but the oil level will definitely be lower if you let them sit for an extended period of time without running them.
 
Been watching too much Jimmy's World recently... makes Apaches and C310s seem like a good idea....
 
Cheap: duchess

Awesome and reasonable C310
 
You must log in or register to reply here.
Back
Top