Your Engine's Lifeblood
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- Опубликовано: 2 авг 2024
- There's a lot more to piston engine oil than you might think. The lubrication requirements of slow-turning direct-drive Continentals and Lycomings are quite modest, but aircraft engine oil needs to do lots more than lubricate. We also depend on it to clean, cool, seal, and protect against corrosion. It takes a complex package of additives to do all this. In this webinar, Mike Busch offers a guided tour of the complexities of aircraft engine oil, and offers recommendations on selecting the best oil for your engine.
Savvy Aviation offers Professional Maintenance Services to owners of General Aviation aircraft, such as: SavvyMx (Professional Maintenance Management), SavvyQA (Expert Consulting), SavvyPrebuy, SavvyAnalysis (Engine Data Analysis) and Breakdown Assistance. Savvy also publishes a monthly newsletter with lots of interesting information for the general aviation enthusiast; subscribe to it at www.savvyaviation.com/home/ge.... For more information, visit us at savvyaviation.com. This webinar was hosted by the Experimental Aircraft Association (EAA). 
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Mike, I’ve watched hours of your tutorials. You explain things so succinctly. I’ve learned so much from you. Dave, 55 years flying and 28,000 hours in my logbook. I’m impressed with your knowledge!
Great video lesson! Thank you!
Excellent training! Thank you
Very interesting and great information. Thank you
Outstanding, interesting, informative, and very clear presentation. Thanks, Mike!
Lots of great expert information, Many thanks.
Excellent video Mike!
Thank you for video!!! We will study in order to understand more about that than we fly. Maxim, Russia, PA-32R300
Really enjoyed listening. Thanks guys, brilliant presentation.
Great content, thanks!
Our leaser insisted we used multi grade oil in a Warrior. It always ran hot and the oil is like water when hot, i think so thin it passes to quick throiugh the cooler. Also oil burn on a new engine was bad, at least a quart every 10 hours. Good new engine i have seen one needing 3 quarts in 50 hours. Starting to get expensive to operate.
I stared dropping in 100w and that would reduce the burn.
We just changed to TotalD80 from Shell w80 on a Tomahawk, that is now burning oil. So just dropped in Shell w100. In 5 hours the oil consumption has dropped to 1mm in 5 hours. Will be Shell in future.
Love it. Thanks
Love your videos very informative. Maybe I’m just crazy but a more accurate description of oil would be dead zooplankton and phytoplankton
Interesting explanation as to why oil changes at higher frequency is actually quite beneficial.
Note that there is an MT Propeller Service Bulletin (SB36R3) prohibiting the use of AeroShell 15W50. Phillips 20W50 is an approved oil.
People forget that how it effects props.
What's your opinion on running lean of peak and gammy injectors
Nice to see aviation connecting to Tribology. However, a little comment: The explanation on the synthetic oils falls short in the scientific background: Synthetic engine oils can be composed of base oils (group III oils and group IV) with very different chemistry. Each base oil needs a specific additive package that is tailored to the engine (swelling of seals can be a problem too) and the fuel that is used in the engine. For aviation piston engines the market is probably to small to develop an optimal additive package that would lead to the best performance with synthetic base oil but in principle it would be possible.
DAMN this was good! Had to toss a whole library for long held beliefs taught and imagined.
I have a Lycoming O-360 running on Chrome Cylinders. The new piston rings are broken in and I would like to run synthetic oil on it from now on. I have been running shell 100 mineral SMOH and wonder if it would be OK to use PHILLIPS 66 VICTORY AVIATION OIL 20W-50 on it. Is is OK to start filling up when the oil level goes down with the "new" oil Philips? in other words, mixing the "old" oil the new one? I've heard is not a good idea to mix oils... or is that OK?
Interesting about lead sludge we have never seen this in race cars running 118 oct gas with much higher lead content than 100ll and synthetic oil I wonder if it’s because there’s no detergent in aircraft oil. Because this problem is unheard in hi performance boats and cars ect running higher lead levels than avgas with both ester based and PAO based synthetic oil
What brand gas are you running? Where do you source it?
VP 118 and Sunoco SR18 for the high boost/compression engines some NA engines running over 18-1 compression they sell it at the racetrack or you can order at at a speed shop we have a local gas station who sells 115 octane Sunoco leaded at the pump great for 14-1 and under engines and low boost applications much cheaper at about $6-8 per gallon today where the 118 is around $15-20 per gallon last time I bought it
@@Trump985 That is pricey stuff. I suspect the difference in sludge formation is due to a couple of things: 1. The much high blow by in a typical air cooled engine which generally has looser piston to cylinder clearances and wider ring end gaps, 2. The fact that airplane engines run for hours on end at high power outputs and run a couple thousand hours between tear downs and 50 - 100 hours between oil changes. How many race engines run 100 hours between oil changes or 2,000 hours between tear downs?
@@LTVoyager a buddy’s offshore power boat has a pair of 650ci bbc’s running 110 octane fuel it gets 50 hour oil changes with redline oil and 500 hour teardowns this is the longest service intervals for leaded gas I know of outside of GA it runs full throttle all day only momentary throttling for a fraction of a second when the boat is airborne this is the best example I have outside of aviation and I have never seen any lead sludge in the engine when we tear it down at the end of the season. The air cooled loose ring gap piston to skirt clearances is a good thought, what do GA engines run for ring gaps we run .030 top ring gaps on these engines I am curious as to why this sludge problem occurs in GA engine and not anywhere else? The lead content of the 110 fuel is higher than 100LL and we see a good amount of blow by on these engines due to having to run loose ring gaps and piston to cylinder clearances. I wish I had the resources to do some testing of this problem with GA engines and aviation oil vs automotive oils
My oil turns black after 5 hours it's a franklin with 30 SMOH it has no oil filter or oil screen there is no blow bye
What about the use of Marvel Mystery Oil for 2 hours flying before oil change. Is this any good or harmful?
Check your POH?
Great informative vid. Is cam guard necessary when using W100 PLUS? Isn’t the PLUS the same as Camguard?
From what I understand it is. I’ve got a 150L and the A&P IA mechanic that I bought it from recommends using the 100 plus.
Mobil 1 Aviation oil was marketed as a 200 hour oil change intervals... go figure.
It’s like putting that million mile auto oil in a classic
Great information but hard to follow. I set the video to 2x speed and that made it a lot better but it sounds weird. It would be better to speak faster and more continuous.
Listen slower and absorb what you are hearing.
@@LTVoyager Can you alter the speed your brain works at?
Do you have ADHD ? . . .
@@TRPGpilot I guess no. At least there is no evidence for that. Would that be required to point out mistakes others make or why do you ask?
@@rainerzufall689 Interesting. Just dunce then. Thanks for confirming.
5 year shelf life on oil, like most stuff I think the 5 years is a bit short.
Depends on additives, in time they can separate, according to a Mobil 1 engineer I discussed this with, in small quantities such as one quart containers, the additives remix as they are cycled thru the engine. In large quantities such as a 55 gallon drum, the additives will separate and the additive package will be too high or low depending on level of where the oil is pulled from
I bet unleaded fuel changes the color of the inside of exhaust pipe.
Less than leaded fuel, you don’t get the white/cream colored coating that is left from the lead
Plugs will last for ever, sort off.
@@flybobbie1449 I've noticed the exhaust system lasts longer as well, but people have argued with me on this.
I would like to suggest if you use an additive for an aircraft engine, you might want to try using fr3. Gale Banks even suggests that a few ounces go into differentials. He claims it reduces parasitic horsepower loss. And would subsequently probably lower temperatures by a few degrees as well as increased lifespan of those contact surfaces. It is a ceramic rather than PTFE
AI troll
After using aeroshell in my planes I see no issue. The sludging issue is from trainer planes and or those who can’t lean worth a damn. They’re sludging up because cold start and improper leaning. That’s it nothing else. Aeroshell isn’t for idiots basically.
I don't understand why leaded fuel is still used, it should have been banned a long time ago. It is not necessary in a modern engine with an ecu. I enjoy these videos, but they seem as though they were recorded some 40 years ago. No one in their right mind would still be using leaded fuel even if ti was an option. Avoiding the use of modern PAO oils so that leaded fuel can be used is just silly. Pilots are supposed to be intelligent, don't use it.
Clearly you know nothing about how the FAA works. Pilots wouldn’t use it if they didn’t have to.
@@nealthompson2805 There is no need though. No modern engine requires leaded fuel.