Ok, after getting the exhaust pipe fixed, I flew this weekend and noticed upon landing at my first destination that I had an unusual string of oil on the belly. I’m in the habit of looking underneath the airplane and around it on landing to see if anything is not normal and sure enough this string of oil all the way to the tail. Find a mechanic at the second FBO (the one I landed at didn’t have one) and after popping the cowl they reported some leaks from the alternator seal and from one of the rocker covers. They said it was minor and could be flown home no problem.
Our service center can’t look at it for a week. The engine has 300 hours on it. Anyone have any similar problems?
The number 2 alternator was replaced because of oil leaks found while fixing some other problems. The rocker cover seals were replaced on the first oil change.
Derek, Although I never had more than minor seepage from the rocker covers [SR22], I had them all replaced with the thicker, better silicone type gaskets and no seepage at all after that. Gary
I had the same oil leak on the number 2 alternator, it had been installed 1/4 turn off at the factory which cause a binding effect. Now have 300+ hours since the new alternator was installed with no leaks.
Thanks for the posts. I appreciate it. Our service center called to say that they COULD look at the airplane this week. I’ll let them know everyone’s experience.
Do you folks that have no leaks still get any oil blow out on bottom. I had the alternater changed and i still get oil on the bottom. But they did over fill the oil a little over 8 quarts. Now it is down to just under 8 so I will see.By the way I have an SR-20 From Don
Check your dip stick, the one in the plane, after you know eight quarts have been added. Mine showed 6 and one half on the stick cold and about seven hot. Add more and it may end up on the belly.
Check your dip stick, the one in the plane, after you know eight quarts have been added. Mine showed 6 and one half on the stick cold and about seven hot. Add more and it may end up on the belly.
I had many long discussions with TCM about a year ago on this topic while I was researching the issue for Response!. I learned more about dipsticks and how they’re calibrated, etc., than I ever wanted to know. The most surprising thing I learned is that there is very little consistency of opinion about the matter even among experts at the company that makes the engines!
After all was said and done, my conclusion is that although it shouldn’t be so, each engine is individual, and may (will) behave differently from another of identical type. For instance, my dipstick behavior is fairly similar to Bob Simica’s, but I can add an extra quart (for a total of 9 added after an oil change), for an INDICATED 7, and that most of that oil is all retained (I still drain more than 8 quarts 25 hours later).
That is not to say I get NO oil on the belly – I always get some… a very predictable, slow flow from the oil breather under the engine. It works it’s way back toward the tail - there’s a direct correlation between the length of the oil streak on the belly and the duration of my flight; it takes about 3.5 hours for it to reach the rudder. It’s visible evidence of the prop slipstream – it does not stream straight back, but instead heads toward the left side of the airplane as it goes back, so that some occasionally makes it to the fuselage below the baggage door. As I’ve mentioned before, I prefer to remove it after each flight (or ask my daughter to [;)]) - that’s when it takes the least time and effort.
As others have mentioned - obvious variations in dipstick readings come from (a) time waited after shutdown before taking the reading, and (b) whether the airplane is parked on level ground.
There is also a considerable delay from adding oil before the level shows up on the disptick. If you check the oil before the first flight of the day all of the oil that is distributed throughout the engine will have time do drain into the sump before you take the level. I would be very cautious about adding oil shortly after the engine was operated. It seems to take for the oil to collect at the bottom of the engine.
Just changed it and put in 8 qts. yesterday…flew in the pattern for 30 minutes…this morning 6 3/4 on the stick!!!
So, 6 3/4 = 8. It has been that way since we (many) of us were discovering/experimenting with this a year ago.
TC
I get about 3/4 of a quart different reading on the dip stick if i put the dip stick in 180 degrees the other way.
Dave,
Amazingly, that is one of the changes that TCM made in the last IO-360 dipstick upgrade. Besides going to a heavier grade of metal for the dipstick itself, they reversed the direction of the twist… and suddenly they read 3/4 quart lower! The markings on the stick did not move - they were in the same position (+/- 1 millimeter) relative to their original positions on the stick.
After talking to the Makulu-Baas-Fundi (Swahili for “Supreme Expert”) at TCM, I finally understood why that is - but it’s too convoluted [:P] to describe, and it really doesn’t matter, anyway!