Oil Grade Selection -

Discussion in 'Lycoming & Continental' started by freerangequark, Jan 22, 2018.

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  1. Jan 22, 2018 #1

    freerangequark

    freerangequark

    freerangequark

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    We are now living in No. Cal where the coldest temps at night sometimes approach freezing.

    1. In the Charger's O-320 should I keep running the Aeroshell W100 that I was running when we lived in Illinois? I usually fly the Charger in 55F+ weather.

    2. My wife's Cessna 150 has around 30 hours on new cylinders... running hard X-C on mineral oil for the break in. How long should we continue with the mineral oil? Oil consumption has stabilized so I think it is time to change to Phillips 20 50 X-C. Agree?

    Thanks,
    Glenn
     
  2. Jan 22, 2018 #2

    pigpenracing

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    Run W-100 in both planes. Just curious why you would put Phillips in the 150 and W-100 in the biplane? 30 hours is more than enough with the mineral oil. I have bought a few planes that were run on Phillips. The first thing I do is drain it and put W-100. Nothing wrong with Phillips I guess but I just stick with Aeroshell in everything I fly.
     
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  3. Jan 22, 2018 #3

    freerangequark

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    I have been running the Aeroshell W100 in the bipe. The only reason I was considering the Phillips 20w50 XC for the Cessna is because that is what the shop had recommended. What is the Phillips equivalent of Aeroshell w100?
     
  4. Jan 22, 2018 #4

    Cameron

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  5. Jan 22, 2018 #5

    TFF1

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    I don't like switching oils if one has been run a long time on type. When I get new engines, they get the 20-50XC. It just makes life easier. I like W100 oil and if fine if you can preheat but company aircraft I work on spend half their life out of town. This last week, I would have had to rescue one if it had straight weight oil. They would have either broken the starter or i would have had to have had to dump the oil for lighter weight to get it going. No preheating was available. Its normally not this cold around here as it has been.
     
  6. Jan 22, 2018 #6

    AaronS

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    I run whatever is cheapest and have never had an issue. Currently I'm in love with Phillips X/C. Best of both worlds.
     
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  7. Jan 22, 2018 #7

    PittsDriver68

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    20w50 is fine for non-aerobatic airplanes that fly relatively often. 100W is good if the weather is warm or you can preheat and the airplane only flys a couple hours a month. The straight weight oil stays on the cam and other parts longer. Multigrade drips off.

    I will note that AeroShell 100+ has the Lyco camshaft additive in it that 100 (no plus) does not.

    If you fly acro, the thinner stock oils foam up as they are stirred by the rotating components while sloshing from bottom to top of the engine, which causes the oil pressure to go up and down. I tried AeroShell multigrade and went back to 100+.

    Pretty much all modern aviation oils work really well. Some of the arguments are like Ford vs Chevy.

    More important is whether you have a filter and what your oil change interval is. My Pitts has neither an air or oil filter, just screens. I do 15 hour oil changes to get the dirt out. Oil is cheap compared to the cost of engines.

    Best of luck,

    Wes
     
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  8. Jan 23, 2018 #8

    Redwood1169

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    So what oil do you run in the winter? Just curious since I see you are in the north east.
     
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  9. Jan 23, 2018 #9

    PittsDriver68

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    I have an inexpensive electric space heater ducted up into my cowling to warm the entire engine. Put a blanket over the top of the cowling. I run AeroShell 100+ all winter but with an appliance timer set to start the preheat 3 hours before I fly, when I get to the airplane the engine and all of the accessories think its summer.

    Now I will temper the above with the concession that in a Pitts with no cockpit heat I generally only fly in January, February, and March on sunny days when the OAT at the airport is 30F or higher.

    Best of luck,

    Wes
     
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  10. Jan 23, 2018 #10

    Redwood1169

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    Thanks for the info.
     
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  11. Jan 23, 2018 #11

    DrunkenWoodpecker

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    Are there any downsides of using W80 when the temp is below 50?
     
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  12. Jan 23, 2018 #12

    PittsDriver68

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  13. Jan 23, 2018 #13

    Lotahp1

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    I normally run mineral oil for 50 hours on a new engine. Then I like the 100plus also. Along with Camguard. Camgaurd really stays IN the metal longer than any oil does and that’s the secret to keeping things from rusting. I’m a believer in it anyhow. It’s especially good if the airplane sits more than it flies.
     
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  14. Jan 23, 2018 #14

    cgzro

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    Ditto on the 100w+ and space heater. I fly down to -5c with no issues but I preheat to toasty warm and the flight is full power mostly for 30min max. I put a small baffle behind oil cooler and my temps stay good. CHT is another matter and Id prefer they were warmer.
    I used to run 80w but Its thinner and runs off the cam faster during non use and does not have the cam guard.

    View attachment IMG_2638.jpg
     
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  15. Jun 16, 2018 at 11:29 AM #15

    Flying Ant

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    I spoke at length with a chemical engineer at one of the big oil companies. He has been in aero oils for a long time.

    He said that the W100 strips off cams just as fast as the multi grades because the W100 is the same viscosity at shutdown as the multigrade. According to him, most of the oil runoff occurs in the first hour when the W100 would still be warm and thin.

    I run AERO DM 20W60, so far so good. Since i switched to it my copper and iron levels in the oil samples have decreased significantly.
     
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  16. Jun 16, 2018 at 12:42 PM #16

    PittsDriver68

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    That might be true, but I use W100 because it does not foam up like multigrades do when I do vertical rolls and rolling turns. I tried 15W50 and my oil pressure was low and bouncing due to the thinner stock being thrashed into foam by the crank during those types of aerobatic figures. 100W does not exhibit that behavior. But its all a compromise. Choose when you want your engine to wear and how much.

    Best of luck,

    Wes
     
  17. Jun 16, 2018 at 12:48 PM #17

    Flying Ant

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    Fair enough, I haven’t compared the pair in relation to oil foaming. My other motivation was to get oil pressure faster on start. I notice in a cool day it takes a while for the oil pressure to come up, it’s noticeably faster with the multi grade oil.

    Like you say, most of this stuff is personal preference.
     
  18. Jun 16, 2018 at 2:28 PM #18

    TFF1

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    I'm a 100w or Phillips 20x50xc person. You can always run the cam guard. The 15x50 is good at stripping the copper platings out.
     
  19. Jun 16, 2018 at 2:29 PM #19

    Chris McMillin

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    Glenn,
    Are you going to do 360 rollers in the Charger for your winter operations?
    We used to change the oil to W80 at Reno for the races because it warmed up quicker and had less viscosity so the engines would turn faster sooner. It worked, my 320 would turn 3400 the first back straight and the 360 would turn 3300 on the same backstraight... warmer sooner by rpm over distance from start than W50.
    I was thinking you do a loop and a roll so you're probably good with the thinner grade.
    Chris...
     
  20. Jun 16, 2018 at 5:07 PM #20

    aviatoratrushgreen

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    I am in the UK and our hangar used to have heating but it packed up 2 years ago and the landlord will not fix it. I have an S2A and there are Tiger Moths and Cubs there. I run W100 all year round but warm the engine into the green before taking off, I have heard that some people do use W80 if their oil change is due in the Autumn but I don't consider it necessary. We have 2 experienced aircraft and engine guys in the hangar and they agree with me.
     

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