Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Sat, 02 Apr 2005 08:31:19 -0500 Message-ID: X-Original-Return-Path: Received: from sccrmhc12.comcast.net ([204.127.202.56] verified) by logan.com (CommuniGate Pro SMTP 4.3c3) with ESMTP id 852517 for lml@lancaironline.net; Sat, 02 Apr 2005 07:12:28 -0500 Received-SPF: none receiver=logan.com; client-ip=204.127.202.56; envelope-from=mjrav@comcast.net Received: from mark1 (c-65-96-140-242.hsd1.ma.comcast.net[65.96.140.242]) by comcast.net (sccrmhc12) with SMTP id <2005040212114201200pc3bhe>; Sat, 2 Apr 2005 12:11:42 +0000 X-Original-Message-ID: <001d01c5377d$c70b3f90$f28c6041@mark1> From: "Mark Ravinski" X-Original-To: "Lancair Mailing List" Subject: Oil and warming up X-Original-Date: Sat, 2 Apr 2005 07:16:19 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_001A_01C53753.DDF39AB0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1478 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1478 This is a multi-part message in MIME format. ------=_NextPart_000_001A_01C53753.DDF39AB0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable My graybeard mechanic who has tons of hands on experience said that = since the development of modern oil like Aeroshell 15-50 - excessive cylinder wear has become a thing of the past. These oils are = that much better. I assume competitive products are similar. I always let my engine warm up before takeoff. 100 deg. oil minimum. = Many times I wave other planes ahead of me when number one. Oil effectiveness is one issue but I think thermal stress is of even = more importance. Some pilots baby their engines in the air being = careful to move the throttle slowly and never transition the airspeed = too quickly. Consider the stress when you cob in full power on a cold = engine. There is little or no airflow yet and the flow of cooling oil = is minimal. The rapid heating will distort cylinders and change = tolerances. The Lycoming book says that if the engine responds to advancing throttle = smoothly it's warm enough to go. Like other engine limits - this one borders on abuse. Mark Ravinski N360KB 1320 hrs. ------=_NextPart_000_001A_01C53753.DDF39AB0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
My graybeard mechanic who has tons of = hands on=20 experience said that since the development of modern oil like Aeroshell = 15-50=20 -
excessive cylinder wear has become a = thing of the=20 past.  These oils are that much better.  I assume competitive = products=20 are similar.
 
I always let my engine warm up before=20 takeoff. 100 deg. oil minimum.  Many times I wave other planes = ahead=20 of me when number one.
Oil effectiveness is one issue but I = think thermal=20 stress is of even more importance.  Some pilots baby their engines = in the=20 air being careful to move the throttle slowly and never transition the = airspeed=20 too quickly.  Consider the stress when you cob in full power on a = cold=20 engine.  There is little or no airflow yet and the flow of = cooling oil=20 is minimal.  The rapid heating will distort cylinders and change=20 tolerances.
The Lycoming book says that if the = engine responds=20 to advancing throttle smoothly it's warm enough to go.
Like other engine limits - this one = borders on=20 abuse.
 
Mark Ravinski
N360KB 1320 = hrs.
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