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12-31-2016, 05:24 AM
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Join Date: Jan 2005
Location: Tampa, FL
Posts: 2,861
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Quote:
Originally Posted by az_gila
Interesting variation on the timing for the first oil change from the Lycoming SI wrt the other times mentioned earlier -
2. Do not operate the engine longer than five hours before the first oil change.
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When changing from straight mineral oil to ashless dispersant oil.
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Todd "I drink and know things" Stovall
PP ASEL-IA
RV-10 N728TT - Flying!
WAR EAGLE!
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12-31-2016, 05:39 AM
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Join Date: Dec 2013
Location: NOLA
Posts: 229
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Real world case study
I wonder what Vlad uses? Can't argue with 3,000 hr run time. 
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Ryan
RV-14 In-Progress
Build Site
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12-31-2016, 10:16 AM
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Join Date: Aug 2009
Location: Southern California
Posts: 882
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Quote:
Originally Posted by mike newall
Multigrade offer many benefits and evidence shows that it gives better lay up retention on the cam.
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This is drifting off topic a bit from the original question, but it's worth noting that the statement above is exactly opposite of what Mike Busch wrote for AvWeb many years ago:
Which oil should I use?
"Single-grade oil is especially good at protecting engines against internal corrosion, because it is very thick at ordinary room temperature and sticks to engine parts without stripping off as readily as multi-grade oils." Skylor
RV-8
Last edited by skylor : 12-31-2016 at 11:15 AM.
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12-31-2016, 11:33 AM
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Join Date: Jan 2005
Location: Yorkshire, England
Posts: 2,052
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Hey Skylor,
Not thread drift at all.
Multi grade oils are funky things. They are thin and thick almost at the same time.
Our motors are glorified pumping/generator engines. Designed to operate for thousands of hours without too much maintenance when they were originally designed.
That gives them superb robustness - true - they have very large capacity for low horsepower but that is because they have to put out a lot of horsepower at low rpm.
My background prior to airlines was flying skydivers. Really hard on motors. We ran 2 Lycomings and 1 Continental on short oil changes and multigrades and when I stopped, the Lycomings were over 3,000hours. The IO-520 in the Cessna 206 died because of a cranckase crack at 2900 hours.
As technology moves forward, we need to look at what we can benefit from and what is smoke and mirrors. I have many friends in the airplane engineering business and as multi grade oils came on the scene, they were very, very sceptical. Now - I don't know of any of them not running their customers on multigrade.
Synthetic...... Nope, that cost thousands and thousands a while ago.
Mike writes a good column, he says many things that are good sense, but he wasn't an Engineer originally, he put his business together running stats and collating information. For a lot of operators, his service saves thousands of dollars and is wonderful.
The guys who have worked on Lycoming and Continental engines for years and years - guys like Mahlon, speak wise words and I have no reason to doubt them.
Whatever oil you run - change it regularly and inspect it for crud and debris. Then, you will have a motor that runs and runs and runs.
__________________
"I add a little excitement, a little spice to your lives, and all you do is complain!" - Q
Donated in 2020
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12-31-2016, 12:20 PM
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Join Date: Jul 2005
Location: Hubbard Oregon
Posts: 9,035
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Keep in mind that there is a difference between a commercially operated engine (one that is run a lot.... such as in a jump plane), and one in a privately owned aircraft (one that flys between 50 and 100 hrs each year).
The commercially operated one might reach TBO in only 4-5 years.
The privately operated one might take 20-30.
This can have a huge influence on what the overall result is based on a specific oil usage.
In the past I have operated our company aircraft on muti-weight during the colder time of the year because even though we don't get supper cold here, often time the airplanes go off on a trip that has them over nighted at a location that does get very cold.
But after multiple discussions with different people over the years, who have way more knowledge and experience overhauling and maintaining Lyc. engines than I do, we have changed back to using just single weight oil in all of our aircraft.
The best thing you can do for any engine is run it regularly (Vlad is a perfect example).
Doing this is probably more beneficial than having concern for what oil you use.
I try and fly my airplane every other week for at least 1/2 hr (I shoot for every week when I am able). Based on the experience we have had with the company airplanes, I think this helps a lot to get the max run time out of an engine.
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Opinions, information and comments are my own unless stated otherwise. They do not necessarily represent the direction/opinions of my employer.
Scott McDaniels
Van's Aircraft Engineering Prototype Shop Manager
Hubbard, Oregon
RV-6A (aka "Junkyard Special ")
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12-31-2016, 02:32 PM
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Join Date: Feb 2016
Location: Boynton Beach, Florida
Posts: 62
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Great info. here so far.
So yesterday I'm down at Airparts (FLX) getting oil and filters and ask the nice salesman what does he recommend, what blend of Phillips does he sell the most of? On my strip everyone is Gaga over Phillips. Have to start somewhere.
I decided Shell 100 Mineral 50w for the break in, 5, 20, then 25 hours.
Then what.
He informs me 20/50, or the Victory 100AW 50w with the anti cam wear additive reco in a Lycoming Bulletin (?). The 20/50 I would have to add the additive.
I've decided flying in S Fla a single grade for now, thinking mult during the Dec- Mar period when I'll go N of the border.
Phillips Victory 100AW 50w and the Tempest O Filter.
__________________
Hank
N14HN Phase 1
140268
B744
Sailplane Racing
Dues
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12-31-2016, 03:49 PM
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Join Date: Oct 2008
Location: Utah
Posts: 8,151
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Quote:
Originally Posted by ShortSnorter
I wonder what Vlad uses? Can't argue with 3,000 hr run time. 
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Ryan for first 1,300 hours I used AeroShell and was happy. Then I changed cork gaskets for silicone and noticed some brown residue. I asked here and there was a qualified opinion it was caused by the oil I use.
Per recommendation ( don't remember by whom-rocketbob?) I switched to Phillips 66 and became even happier. Now I change oil filter every 100 hours or so and just keep filling it with oil. That's how much oil I need between the changes. I always babied my engine and still do.
Happy New Year!
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12-31-2016, 04:19 PM
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Join Date: Jul 2013
Location: US
Posts: 2,251
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Quote:
Originally Posted by Vlad
Ryan for first 1,300 hours I used AeroShell and was happy. Then I changed cork gaskets for silicone and noticed some brown residue. I asked here and there was a qualified opinion it was caused by the oil I use.

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A bit off-topic, but...how'd you get that brown gunk off? I started to change mine to silicone gaskets, but the first one was such a pain in the butt to get rid of the brown gook, I stopped with just one done. Would like to change them all, but need a better method to clean the flange and covers.
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12-31-2016, 04:26 PM
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Join Date: Feb 2016
Location: Boynton Beach, Florida
Posts: 62
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Since this thread is about oil, filters, and protecting the engine....I've read on VAF the procedure of pulling a prop thru a couple of times to "pre-oil" the cams and other components prior to starting.
Reads good and we have all seen the WWll movies of maintenance crews pulling those big radials engine props thru prior to starting.
Good idea or simply a warm fuzzy?
Good, then how many times?
Sloooowwwww or fast?
__________________
Hank
N14HN Phase 1
140268
B744
Sailplane Racing
Dues
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12-31-2016, 04:32 PM
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Join Date: Sep 2007
Location: Central IL
Posts: 5,516
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Quote:
Originally Posted by frghtdg
Since this thread is about oil, filters, and protecting the engine....I've read on VAF the procedure of pulling a prop thru a couple of times to "pre-oil" the cams and other components prior to starting.
Reads good and we have all seen the WWll movies of maintenance crews pulling those big radials engine props thru prior to starting.
Good idea or simply a warm fuzzy?
Good, then how many times?
Sloooowwwww or fast?
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Remember they were doing this on radials that could leak many gallons of oil into a cylinder and create a hydraulic lock. That is the reason for the pull through. Just start the Lycoming opposed designs.
Oh - gunk? Either hot (very hot) water rich with Wisk, or something with methylene chloride, like paint remover or carb cleaner. The latter is ok for aluminum, the Wisk is not.
__________________
Bill
RV-7
Lord Kelvin:
“I often say that when you can measure what you are speaking about,
and express it in numbers, you know something about it; but when you
cannot measure it, when you cannot express it in numbers, your knowledge
is of a meager and unsatisfactory kind.”
Last edited by BillL : 12-31-2016 at 04:37 PM.
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