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To view this page ensure that Adobe Flash Player version 9.0.124 or greater is installed. Oil temperature is indicated by a gage adjacent to the oil pressure gage. The gage is operated by an electrical-resistance type temperature sensor which receives power from the airplane electrical system. Oil temperature limitations are the normal operating range (green arc) which is 38°C (100°F) to 118°C (245°F), and the maximum (red line) which is 118°C (245°F). The engine-driven mechanical tachometer is located near the lower portion of the instrument panel to the left of the pilot's control wheel. The instrument is calibrated in increments of 100 RPM and indicates both engine and propeller speed. An hour meter below the center of the tachometer dial records elapsed engine time in hours and tenths. Instrument markings include a normal operating range (green arc) of 2200 to 2700 RPM, and a maximum (red line) of 2700 RPM. A carburetor air temperature gage may be installed on the right side of the instrument panel to help detect carburetor icing conditions. The gage is marked in 5° increments from -30°C to +30°C, and has a yellow arc between -15°C and +5°C which indicates the temperature range most conducive to icing in the carburetor. A placard on the lower half of the gage face reads KEEP NEEDLE OUT OF YELLOW ARC DURING POSSIBLE CARBURE¬TOR ICING CONDITIONS. NEW ENGINE BREAK-IN AND OPERATION The engine underwent a run-in at the factory and is ready for the full range of use. It is, however, suggested that cruising be accomplished at 65% to 75% power until a total of 50 hours has accumulated or oil consumption has stabilized. This will ensure proper seating of the rings. MIL-L-6082. airplane is delivered from the factory with corrosion preventive oil in the engine. If, during the first 25 hours, oil must be added, use only aviation grade straight mineral oil conforming to Specification No. MIL ENGINE OIL SYSTEM Oil for engine lubrication is supplied from a sump on the bottom of the engine. The capacity of the engine sump is six quarts (one additional quart is required if a full flow oil filter is installed). Oil is drawn from the sump through an oil suction strainer screen into the engine-driven oil pump. From the pump, oil is routed to a bypass valve. If the oil is cold, the bypass valve allows the oil to bypass the oil cooler and go directly from the pump to the oil pressure screen (full flow oil filter if installed). If the oil is hot, the bypass valve routes the oil out of the accessory housing and into a flexible hose leading to the oil cooler on the lower right side of the firewall. Pressure oil from the cooler returns to the accessory housing where it passes through the pressure strainer screen (full flow oil filter, if installed). The filter oil then enters a pressure relief valve which regulates engine oil pressure by allowing excessive oil to return to the sump while the balance of the oil is circulated to various engine parts for lubrication. Residual oil is returned sump by gravity flow. 中国通航网 www.ga.cn 通航翻译 www.aviation.cn 本文链接地址：塞斯纳172飞行员操作手册 Cessna 172 PILOT'S OPERATING HANDBOOK(77) |
