Oil on the windshield. What would you do?

touch nothing, divert to the nearest airfield,
monitor oil temperature and pressure, low oil levels will cause temperature
to increase,
you already know you are loosing oil but at what rate?
low oil pressure might mean the oil sump is about empty.
it would take a lot of oil for that to happen, you may not be able to see
out the front then
but remember that not all the oil will be on the windshield, some will be on
the belly etc
remain high for glide if the engine does quit

if there is a tower where you are going, call them early and request
priority, tell them you suspect an engine oil loss problem.
if it is only a uncontrolled field, call and let them know early, just in
case you have to land in that field one mile short, they will be looking for
you

the oil will "streak" in the slip stream
changing power prop settings "even to fine" will cause the seals in the prop
hub to flex, why move them more than you have too.

BT

"Tony Cox" wrote in message
ups.com...
Here's a question that anyone with a single
engine, constant speed prop might have to
deal with sometime.

You're cruising along happily when suddenly
oil drops start appearing on the windshield. There
is no "bang" or anything else to indicate catastrophic
failure. The nearest airport is out of gliding range.
What do you do?

I'd assume symptoms were caused by some prop seal
failure. I'd go to fine pitch (to minimize further oil
loss) & then reduce RPM to where I could still maintain
altitude (to further minimize oil loss, and to minimize
structural damage if the prop were about to disintegrate)
while heading for the nearest airport.

Can anyone think of a better response?

On Sat, 27 Jan 2007 18:25:05 -0800, "BT" wrote:

touch nothing, divert to the nearest airfield,

I've heard a statistic tossed around at Wings seminars stating that
most engine failures occur during a change or adjustment. Guest
engine experts seem to always agree not to touch anything if it's
still running and high confidence of the exact problem isn't
available.

I wish I could find the detailed information. Has anyone else heard
this?

I've heard the same thing Barry.. don't know where the stats are found
BT

"B A R R Y" wrote in message
...
On Sat, 27 Jan 2007 18:25:05 -0800, "BT" wrote:

touch nothing, divert to the nearest airfield,

I've heard a statistic tossed around at Wings seminars stating that
most engine failures occur during a change or adjustment. Guest
engine experts seem to always agree not to touch anything if it's
still running and high confidence of the exact problem isn't
available.

I wish I could find the detailed information. Has anyone else heard
this?

BT wrote:
I've heard the same thing Barry.. don't know where the stats are found
BT

No supporting stats. Lycoming has researched it and it's a myth.
You can find the info in their tech briefs on their website.

I've heard the same thing Barry.. don't know where the stats are found
BT

No supporting stats. Lycoming has researched it and it's a myth.
You can find the info in their tech briefs on their website.

I heard it "around the airport" c1980. If there are stats, they are old.

About all I can add is that one of the locals had the engine drop to idle at
the first power reduction--probably at the crosswind turn--the clevis
connecting the throttle to the carburetor came loose. IIRC, he made a
successfull landing on the airport.

On Sun, 28 Jan 2007 12:31:51 GMT, B A R R Y
wrote:
I've heard a statistic tossed around at Wings seminars stating that
most engine failures occur during a change or adjustment. Guest
engine experts seem to always agree not to touch anything if it's
still running and high confidence of the exact problem isn't
available.

Which would seem to indicate that if you can consistantly fly with
just two engine settings (full power and idle) you are less likely to
get unwelcome engine related surprises... grin

Grumman-581 wrote:
On Sun, 28 Jan 2007 12:31:51 GMT, B A R R Y
wrote:
I've heard a statistic tossed around at Wings seminars stating that
most engine failures occur during a change or adjustment. Guest
engine experts seem to always agree not to touch anything if it's
still running and high confidence of the exact problem isn't
available.

Which would seem to indicate that if you can consistantly fly with
just two engine settings (full power and idle) you are less likely to
get unwelcome engine related surprises... grin


Like the WW1 guys? G

BT opined

the oil will "streak" in the slip stream
changing power prop settings "even to fine" will cause the seals in the prop
hub to flex, why move them more than you have too.

Because the governor is constantly changing the blade angle, and thus
aggravating the leak. Going to fine pitch means that the blades will move
only once more for the rest of the flight.



-ash
Cthulhu in 2007!
Why wait for nature?

Prop seals leak because people use the blades as tow-bars on
the ground. Front crankcase seals leak because of blocked
case vents.

In-flight, centrifugal forces make the pressure on the seals
at right angles, does not cause leaks.


"Ash Wyllie" wrote in message
...
| BT opined
|
| the oil will "streak" in the slip stream
| changing power prop settings "even to fine" will cause
the seals in the prop
| hub to flex, why move them more than you have too.
|
| Because the governor is constantly changing the blade
angle, and thus
| aggravating the leak. Going to fine pitch means that the
blades will move
| only once more for the rest of the flight.
|
|
|
| -ash
| Cthulhu in 2007!
| Why wait for nature?
|
|

Jim Macklin wrote:
Prop seals leak because people use the blades as tow-bars on
the ground. Front crankcase seals leak because of blocked
case vents.

That's a gross oversimplification. As I said, the old
Hartzell prop seals go because they are life limitted to
a few years. They aren't even anywhere near the blades.
While there's grease up there in the blade hubs, there
ain't any engine oil.

Had a crankcase seal blow out because the case was misassembled.
Had nothing to do witht he vents.

In-flight, centrifugal forces make the pressure on the seals
at right angles, does not cause leaks.

What?