Scudrunners

Please do this in the fall:

Dump your engine oil and refill with
a multi-viscosity oil and 10% camguard,
because you probably don't fly very
often in the winter.

What multi-viscosity oil you run is up
to you.  If you are adding camguard,
you can save $$$ and use the cheaper
20w50 instead of 15w50 and as a bonus
your engine won't leak as much oil.

[quote author=Colonel link=topic=775.msg3006#msg3006 date=1441741094]
Please do this in the fall:

Dump your engine oil and refill with
a multi-viscosity oil and 10% camguard,
because you probably don't fly very
often in the winter.

What multi-viscosity oil you run is up
to you.  If you are adding camguard,
you can save $$$ and use the cheaper
20w50 instead of 15w50 and as a bonus
your engine won't leak as much oil.
[/quote]

Incidentally that's exactly what I have planned for next week.

I was doing a bit of poking around on the Phillips website and I came across this:

[url=http://www.phillips66aviation.com/produ ... 20-50.aspx]http://www.phillips66aviation.com/produ ... 20-50.aspx[/url]

[quote]For planes that are infrequently flown, we recommend replacing up to 10% of the crankcase volume with Aviation Anti-Rust Oil 20W-50 to provide a significant boost to your rust and corrosion protection properties.[/quote]

Any thoughts on what the difference between the additives in Camguard and Phillips Anti-Rust are?  Phillips Anti-Rust is a hell of a lot cheaper than Camguard, a gallon of it can be had for the cost of a pint of Camguard.

Phillips Anti-Rust sounds like their version of
Shell 2F which was a disappointment in the
humidity cabinet tests.

I'm sure it's better than nothing at all, but
as to which is better ... a quick google shows
people adding Camguard to Phillips Anti-Rust!

Just fly every day  ;D

[quote author=Colonel link=topic=775.msg3098#msg3098 date=1441963332]

Just fly every day  ;D
[/quote]

That's definitely the best option.  I'll get right on it as soon as I establish myself in my future career of lottery winner.  :)

Until then, my new 4 pack of Camguard is due to arrive Monday.

Hey Colonel,

Kinda off topic, but would it be better to run a Lycoming or any engine for that matter on single grade oil or multi-grade 15W50 type oils? I'm asking in reference to airplanes that fly quite regularly and get a 50 hour done almost once every month or slightly longer intervals...

An airplane that flies a LOT doesn't suffer
from the internal corrosion problems that
plague private aircraft engines, so you can
probably skip the camguard.

What viscosity of oil you run has more to
do with the ambient temps.  For example,
doing airshows in central america in the
summer, I might recommend straight
grade W120 (sae 60).  For a Canadian
winter, 15w50 or 20w50 multigrade, both
for the cold starts, and the pour point
(so you don't congeal the oil cooler).

Don't forget about the 25w60, which a
lot of radial engine guys love.  Hell, in
Key West, where it never gets cold, that's
all they run.  You would expect W120,
but nope.

So would it matter if you ran it on 100W oil in the summer and on 80W in the mild-ish winters in the interior BC where it doesn't get below -10 for much more than a few weeks for the whole year

As long as you always preheat at -10C
(with the W80 aka SAE 40) that's probably
ok.

Here's a temperature chart for you:

[img][/img]

Lycoming question -- felt tiny bit minor roughness, not sure it's simply imagination,  (as over some bush) happened to feel the need to pull through the prop by hand after landing while hot. Seemed to me I felt some binding / resistance. Thoughts?  Waited for it to cool, did it again and seemed easier.

Just wondering about valves ect.

0540.  Flown pretty frequently.