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Seems to me I remember seeing more than a single report of people running
less than the recommended full crankcase volume of oil to stop it from
being ejected out the breather and onto the belly of their airplanes.  The
numbers that come to mind were in engines whose operating manuals recommend
7 quarts as full oil, and folks running 5 quarts to stop the ejection of
the other 2.<<

This is also usually a good debate.  We have been operating a Continental
TISO-520 in our 67 210 for about 6-7 years.  The Cessna Pilot's Association
suggests not to even bother installing the 12 quarts the manufacturer calls for
in a full oil change.  We were "leery" of not doing things by the book for some
time, and sure enough the engine constantly threw out the extra 2-3 quarts
every time.  It seemed to settle between 9-10 quarts, and by the way only uses
about a quart every 9-10 hours.  We now install 10 quarts (instead of the 12)
at every oil change with filter.  I am not debating the necessity, or
usefulness of a Air/Oil separator as I believe it has its place, after the
proper sump capacity has been determined.  I am told that the engine oil sump
capacities were based upon the number of hours of flight an aircraft could
sustain.  That rule was created way back when, when engines were less than
reliable. My three cents.

Ed Rosiak
ES in progress



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