oil viscosity recommendation

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john cronin

Filing Flight Plan
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jc4461
In the northeast, through the seasons, I would use a 20w-50wt in my 0360.
I am moving to florida ( Daytona) in August and was wondering what the best straight weight oil i used when i am there. 100wt or 120wt? or should i just stick with 20w-50?
Thank you
 
15W50 or any straight weight oil through W100 is fine.
 
I live in central GA, and the local shop sells W100. IIRC, the low end is 40 degrees F. Probably doesn't matter, but I started using 15w50 a few years back.
 
I’m in southern AL and use 20W50 year round. Good for our hot summers and also my trips to the midwest during winter.
 
Keep in mind that if you're thinking about Aeroshell 100, W100, 120 or W120, the SAE (wt) is 50 and 60 respectively...
 
My Continental and starter do better with straight weight, and FL suggests w100 with camguard.
 
Even up here in WI I often use 100w in the heat of Summer, back to multi for Fall oil change. No biggie, could use multi year round, or mix it up.
 
Here's the Aeroshell guidance based on the average ambient outside air temperature, in Fahrenheit, at engine start-up.
(SAE40) 80 and W80 = 1.4 to 69.8
(SAE50) 100, W100 and W100 Plus = 60 to 89.6
(SAE60) 120 and W120 = Above 78.8

Info taken from this pdf.

Does anyone know the temperature recommendations for their 15W-50 product? All I can find is "wide range of ambient temperatures", perhaps that means that pretty much anything goes?
 
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Mono-grade oil is just not practical in changeable climates like we have in Central NY. In late summer, it could be 30F in the morning and 85F in the afternoon, and in the 90s then next week. I used Aeroshell 15W50 for years and years in my first engine with no apparent issues. With my new engine, I'm still using up my stock of Exxon Elite 20W50, and will probably switch to Phillips 20W50 and CamGuard. But the Aeroshell would be fine, I think, especially where it gets very cold. Just fly a lot to keep corrosion at bay. Which oil is probably a lot less significant than regular operation.
 
I use XC 20-50 but only use cam guard in winter. The plane flys nearly every week. Seems like that is enough for a continental, right?
 
chemgeek said:
Mono-grade oil is just not practical in changeable climates like we have in Central NY. In late summer, it could be 30F in the morning and 85F in the afternoon, and in the 90s then next week. I used Aeroshell 15W50 for years and years in my first engine with no apparent issues. With my new engine, I'm still using up my stock of Exxon Elite 20W50, and will probably switch to Phillips 20W50 and CamGuard. But the Aeroshell would be fine, I think, especially where it gets very cold. Just fly a lot to keep corrosion at bay. Which oil is probably a lot less significant than regular operation.
Click to expand...
Have you considered the Phillips Victory instead of XC+camgaurd?

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chemgeek said:
Mono-grade oil is just not practical in changeable climates like we have in Central NY. In late summer, it could be 30F in the morning and 85F in the afternoon, and in the 90s then next week. I used Aeroshell 15W50 for years and years in my first engine with no apparent issues. With my new engine, I'm still using up my stock of Exxon Elite 20W50, and will probably switch to Phillips 20W50 and CamGuard. But the Aeroshell would be fine, I think, especially where it gets very cold. Just fly a lot to keep corrosion at bay. Which oil is probably a lot less significant than regular operation.
Click to expand...
at that temp. you should be pre-heating.
 
john cronin said:
In the northeast, through the seasons, I would use a 20w-50wt in my 0360.
I am moving to florida ( Daytona) in August and was wondering what the best straight weight oil i used when i am there. 100wt or 120wt? or should i just stick with 20w-50?
Thank you
Click to expand...
Welcome to Daytona Beach. Just don't come down here for a few days. (We are having a bit of a weather situation developing right now). I live in Ormond Beach. What brings you down here?

When I had my C172 with a Lycoming O360 I ran Aeroshell 100 Plus year round on the advice of the guy that sold me the plane, and my mechanic. If it ever got too cold I just spun the prop a few times before starting it. Of course though, My O360 blew up in flight at around 1,000 ft one day, so I'm not sure if my suggestion is all that good. I now use Aeroshell 100w (no Plus) in my Continental IO520.
 
Ryanb said:
Ever determine the cause?
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TSA report said engine ran out of oil. But I could have told them that. It had 5 qts during pre-flight and I added one bringing it to 6/8, like always.
When we put it down on the highway about 10 minutes later it looked like it had about 5 qts on the bottom of the engine and hull and it was still dripping. Funny thing though, I saw no oil around the big hole in the top of cyl #4. Which leads me to believe it wasn't the oil (or lack of it) that caused the failure.
 
TSA report or NTSB?
 
Mine is an experimental engine but I do what the manual says, i.e. I use 15W40 year round here in Carolina.

The engine manufacturer knows more about your engine than most anyone else ... go with their recommendation.
 
Challenged said:
Does anyone know the temperature recommendations for their 15W-50 product?
Click to expand...

The multi-weights are good for any temperature you might conceive of going flying. That said, if ambient is close to zero Fahrenheit, you might consider the AeroShell semi-synthetic over the Phillips non-synthetic... but absent that, the Phillips WITHOUT TCP/TPP is better for your engine.
 
Daleandee said:
I use 15W40 year round here in Carolina.
Click to expand...

Who sells an aviation 15-40?

The engine manufacturer knows more about your engine than most anyone else ... go with their recommendation.
Click to expand...

Certainly you want to consider their recommendation... but the ASTM discussions on unleaded avgas, for instance, have convinced me that engine and airframe manufacturers aren't all that savvy on hydrocarbons... so do your OWN research.
 
CRQFlier said:
Have you considered the Phillips Victory instead of XC + Camguard?
Click to expand...

Both Victory and AeroShell 15-50 contain TCP/TPP, which disassociates to form phosphoric acid in the engine... this contributes to the anti-scuff layer on the camlobes and lifter bodies, but unless there's an AD that requires it is your engine, you're better off avoiding adding acid to your oil, and instead use an anti-corrosion treatment like Camguard.
 
PaulMillner said:
Both Victory and AeroShell 15-50 contain TCP/TPP, which disassociates to form phosphoric acid in the engine... this contributes to the anti-scuff layer on the camlobes and lifter bodies, but unless there's an AD that requires it is your engine, you're better off avoiding adding acid to your oil, and instead use an anti-corrosion treatment like Camguard.
Click to expand...

#1409c is for basically all lycoming engines to use the anti scuff, but it's not an AD for sure. It's an instruction. Is camgaurd incompatible with the anti scuff? Sorry for the new owner questions.

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CRQFlier said:
#1409C is for basically all Lycoming engines to use the anti scuff, but it's not an AD for sure.
Click to expand...

That's incorrect... 1409C *is* required by AD for the O320H2AD Lycoming, as well as the similarly designed "76" series 360 engines (only a handful of those were built). The SI says it's a good idea for all Lycomings... but Camguard is a much better idea, since it doesn't make acid in your engine. Originally, Lycoming used TCP, tri cresyl phosphate, as the additive, which was acceptable in my mind. Then the EPA frowned on the more toxic isomers of TCP... and Lycoming went to TPP, which is NOT acceptable in my mind... FWIW.

See my article in Aviation Consumer last year...
 
Daleandee said:
I have no idea. My experimental aircraft uses an experimental engine.
Click to expand...

Ah! You're one of those guys who likes to play 20 questions?! :)

OK, what experimental engine specifies 15W40, since you're saying the engine manufacturer knows more about your engine? And what flavor 15W40 do they recommend?

Paul
 
PaulMillner said:
That's incorrect... 1409C *is* required by AD for the O320H2AD Lycoming, as well as the similarly designed "76" series 360 engines (only a handful of those were built). The SI says it's a good idea for all Lycomings... but Camguard is a much better idea, since it doesn't make acid in your engine. Originally, Lycoming used TCP, tri cresyl phosphate, as the additive, which was acceptable in my mind. Then the EPA frowned on the more toxic isomers of TCP... and Lycoming went to TPP, which is NOT acceptable in my mind... FWIW.

See my article in Aviation Consumer last year...
Click to expand...

OK. I've got an 0320-e2g, so it's recommended by 1409C but not required via an AD. So either XC or non-plus aeroshell, plus camgaurd. Rather than Victory or Plus, plus camgaurd. Have you got a link to your article?

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CRQFlier said:
#1409c is for basically all lycoming engines to use the anti scuff, but it's not an AD for sure. It's an instruction. Is camgaurd incompatible with the anti scuff? Sorry for the new owner questions.

Sent from my SM-G960U1 using Tapatalk
Click to expand...

You can add CamGuard to pretty much any oil you want to use. The LW-16702 additive is not required for an O-320-E2G engine, but is not likely to hurt it. CamGuard is an anti corrosion additive, and worthwhile if you ever fly infrequently. Many owners use Phillips XC 20W50 mineral based oil plus CamGuard, as it's the cheapest option. AeroShell 15W50 is semi synthetic and should also be OK, but is more expensive. You can add Camguard to it, too.
 
PaulMillner said:
OK, what experimental engine specifies 15W40, since you're saying the engine manufacturer knows more about your engine? And what flavor 15W40 do they recommend?
Click to expand...

Hi Paul,

Apologies ... I'm not trying to be a 20 questions guy. :D

My Aircraft has a William Wynne (Fly Corvair) 3.0 Corvair conversion in it that was built by Dan Weseman (Sport Performance Aviation). The recommended oil for these engines is Shell Rotella T4 Triple Protection Conventional 15W-40. More info on the why of using it in these engines is here:

https://flycorvair.net/2013/06/26/notes-on-corvair-flight-engine-oils/
 
Daleandee said:
Hi Paul,

Apologies ... I'm not trying to be a 20 questions guy. :D

My Aircraft has a William Wynne (Fly Corvair) 3.0 Corvair conversion in it that was built by Dan Weseman (Sport Performance Aviation). The recommended oil for these engines is Shell Rotella T4 Triple Protection Conventional 15W-40. More info on the why of using it in these engines is here:

https://flycorvair.net/2013/06/26/notes-on-corvair-flight-engine-oils/
Click to expand...
Cool! I attended the Corvair Engine College a few years ago in Livermore... very interesting what is done with those engines! :) I was intrigued... they had the test stand running, and a couple of folks' aviation conversions got their first runs, other folks were dialing in their Lycoming-style starter installations, the merits of adding the thrust bearing were discussed and demonstrated (painfully...)

Paul
 
PaulMillner said:
Cool! I attended the Corvair Engine College a few years ago in Livermore... very interesting what is done with those engines! :)
Click to expand...

There is Corvair College in Barnwell SC in November. There will be a number of Corvair powered planes there. Probably the most intriguing will be this twin engine Corvair powered experimental:

 
chemgeek said:
Phillips XC 20W50 mineral based oil plus CamGuard
Click to expand...
this is my combo all year around. summer 90 degrees ... winter well there is no end to it, but i have stopped flying when it gets below -10 ambient...
 
Things change that can make information in a three year old thread cease to be as valid or totally accurate. You Camguard promoters, most especially people who make money when Camguard is sold, will hate me and dispute me, but that is your prerogative.

In the last couple of years Lycoming developed and began selling Diamond Like Coating (DLC) cam followers. These have virtually eliminated the need for an additive to help oil cling to the high positioned lifters. They eliminate, or at least largely minimize the corrosion and cam/lifter wear concern. They were difficult to procure about a year and a half ago when I rebuilt my IO360 Lycoming, but I managed to procure a set before reassembly. I fully expect that they are readily available now.

These appear to be the magic bullet for the Lycoming cam/lifter Achilles heel.

P.S: I had a Corvair when I was sixteen years old. Based on my experience with it, the National Guard couldn’t manage to belt me into an airplane powered by a Corvair engine.
 
15W50 aeroshell user here for over 1100 hours TT.
In a Lycoming H2AD engine. I broke it in with it when it was a zero hour engine per Lycoming.

I was “raised“on multi grade oil.
It was 10W40 in our car and vans in the late 70s when I started working on cars.

Then work is has always been 15W40 in our diesel trucks and general equipment gas engines included.
Now our light trucks take 5W20! Freaking water lol
 
If you use straight weight you should use AeroShell 100 (50wt). If you want to use a multiwegith oil - then use the Phillips 20w50. Apparently the aeroshell multi-weight and the phillips w100 (straight) both are semi-synthetic. Its ironic in that the the reverse of the types between aeroshell and phillips is that way - but thats what I was told from RAM.
 
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