Multi-Vis Oils

Multi-Vis Oils

I fly a Cardinal and I also belong to the Cardinal Flyers. The following is a post from a CFO member who belives Exxon Elite is causing the following problem and I wondered if any COO members had any comments.

This is all following a overhaul:


At 100hrs we changed to Exxon Elite, for the anti-corrosion and better
cleaning properties, oil use then ran at 1 quart/7hrs.

After 140 hrs we suffered an oil leak from the oil return tube of cylinder
2 rocker box. Small corrosion hole, tube replaced.

Almost immediately we suffered an oil leak from cyl 3 (opposite side rear
cyl), on investigation oil was seen bubbling out from the bottom right of
3, the cylinder was pulled and it looked like we had a crack into the
bottom right through bolt hole.

So the engine was pulled and opened, then the disaster was found, which
caused a very deep intake of breath, by some very experienced AP engineers.
With comments we have seen 2000hr plus engines in better condition .

The oil was very heavily loaded with carbon, very dirty and very very thin.

The comment from an oil expert was, the wear is consistent with the oil
breaking down and losing its film strength.


All main and big end bearings worn out, with some starting to break up.
Piston rings very worn, with sharp edges. All ancillaries gear teeth worn
with one chipped, oil pump housing scored. Crankshaft scored. The camshaft
scored and worn.

Centre bearing on crank case had fretted slightly and left crank case half
found to be slightly out of flat by a few thou.

This was the cause of the Number 3 oil leak.

Operationally, the cylinder heads had never been above 420F, oil pressure
and temps always OK.

The injectors were checked and not overfueling, in fact slightly lean on
full power.

We are still waiting for the full oil analysis to come back.

This aircraft has not sat around in the last 240hrs and had a new camshaft.

The company that rebuilt our engine looks after a training fleet of 135
aircraft, which all run on Exxon elite, which according to them, are
exhibiting a much higher rate of engine wear, to the point the school's
management are very concerned.

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Re: Multi-Vis Oils

I had the same problem with an engine in my 94 contiental town car after using castrol syntec exclusively. It turned out that the oil had no detergents and tiny black carbon particles built up on the oil pump intake screen until it completely blocked the pickup. By the time the oil light came on the engine was trashed.

I found a huge number of reports of similar problems and tried to go after castrol. They claimed we had contaimnated the oil with antifreeze. I had three labs test the oil to disprove that but in the end my attorney said they'd bankrupt me to fight the case in court costs so we dropped the issue.

Castrol took the oil off the market about three months after that and reintroduced it later as a blend with a detergent. I'll never run a synthetic in any engine of mine again.

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Re: Multi-Vis Oils

Why would anyone use anything other than Shell 15-50 or Shell straight weight in their planes? I guess you can lead a horse to water but you cant make him drink.

BTW...the buck or two that dude saved by NOT using Shell is really paying off now. I dont mean to sound harsh but there is SHELL, and then there is everything else. Shell oils are products that have been tried and proven for years. Shell oil is the New York Strip steak and the others are hotdogs and head cheese.
Why settle for less??

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Re: Multi-Vis Oils

Just a thought,

I've heard of oils having greater problems after adding additives due to an adverse reactions with contamints in the oil.  Perhaps some of the additives in the Exxon Elite caused an adverse chemical reaction with the residual oil from your previous oil change.  In my oppinion, practical implementation of chemistry is more of an art than a science.

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Re: Multi-Vis Oils

First thing I though of when reading this post was a possibility of excessively hot oil temp's.???

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Re: Multi-Vis Oils

Just for giggles,

Was the mechanical fuel pump checked for leakage?

Just last week I had a cardinal with a bad fuel pump diaphram.

A leaking fuel pump would certainly break down the oil and lead to accelerated engine wear.

Cheers,
RH

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Re: Multi-Vis Oils

Roger,

The leaking fuel pump line of thought seems to be the most popular among the Cardinal Flyers. It would seem logical that something must have "helped" to break down the oil. If it was a Exxon oil issue you would think it would not be a problem with just one engine.

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Re: Multi-Vis Oils

I hate to throw a wrench in this discussion, but all of the aviation oils are good.  Pick one you like for whatever reason you like it--including label color and design--and change it and the filter frequently.  Personally I use a straight weight AD oil because recent research from GM indicates that the straight weight oils do a better job when an engine is run at high power (like we do in aviation engines).  The multi-weights do fine in cars since they run at such low power settings.  Even with that, I am convinced that any difference between the multis and straights is minor.  If you fly regularly, there is no reason I know of to use the more expensive semi-synthetics.  They've not been around long enough to really make any valuable judgement.

There is the very off-chance possibility that you got some oil from a bad batch, but that would be a stretch.  I strongly suspect that something else is going on and the fuel pump thought is a very good place to start.

Walter Atkinson
Advanced Pilot Seminars

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