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1. 11:06 PM - Re: [jabiruengines] All about Oil Webinar (James, Clive R)
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| Subject: | RE: [jabiruengines] All about Oil Webinar |
Never heard of the Phillips oil in UK so did some surfing, Checkout a
test on the Phillips oil against Exxons version.
http://www.eliteavoil.co.uk/wear.pdf
Results to be taken with a pinch of salt of course.
Regards, Clive
From: jabiruengines@yahoogroups.com
[mailto:jabiruengines@yahoogroups.com] On Behalf Of Brian Anderson
Sent: 08 September 2011 22:06
Subject: [jabiruengines] All about Oil Webinar
Yesterday I participated in the EAA sponsored Webinar - - All about Oil.
It was an on-line presentation by Mike Busch. This guy regularly writes
articles for the EAA Sport Aviation magazine.
The presentation was great. Mike is very knowledgeable and explains
things simply and clearly.
Some very interesting facts emerged.
1. Certified engines are required to demonstrate that the will operate
satisfactorily with HALF the recommended quantity of oil. Note - - not
half way between any marks - - half the total quantity. If you fill to
the top mark on the dipstick it is quite normal for oil to be expelled,
and the engine will naturally find its own level. Mike recommends to all
his clients that they fill with approximately 2/3 the recommended
quantity of oil and run the engine at that level.
It would be easy to check the volume of oil in the Jabiru engine at the
lower dipstick mark, and compare that with the quantity of oil that
Jabiru recommends.
2. Mike has found no documented evidence that clearly demonstrates that
the straight 100 [or 80] grade oil is better for running in an engine,
than the monogrades W100, or W100 plus.
3. A multigrade oil is made starting with regular mineral oil [which
becomes less viscous as temperatures rise] at a viscosity of say 15, and
adding Viscosity Improvers, which are synthetic, and which increase in
viscosity as temperatures rise. By adjusting the proportion and
chemistry of the VI the desired multigrade range can be achieved.
However, this is really only helpful if you have a problem with the
viscosity of the oil at cold ambient starting temperatures.
4. He actively recommends NOT to use a multigrade with synthetic, for
example Aeroshell 15W-50. This is 50% synthetic. At least, this is true
for engines using leaded fuel. The synthetic oil is not good at
scavenging lead and other residues from the engine. Furthermore it is a
deal more expensive. On the other hand Phillips X/C 20W-50 is a straight
mineral oil with only the VI added, so is OK if you need the lower
viscosity at low temperatures.
5. In an aircraft engine the most fundamental issue is corrosion
prevention, rather than wear prevention. Mineral oil is far better at
this than synthetic. Do not compare the requirements of a modern car
engine [temperature closely controlled, tight clearances, higher RPM,
unleaded fuel, etc] with an aircraft engine. The oil requirements are
fundamentally different.
I found the whole presentation very interesting and helpful.
Brian
[Non-text portions of this message have been removed]
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