Hi guys
What oil do you recommend?

I have an O-470R 700 TDN engine, it consumes or throws it through my belly about 0.5 quarts per hour, I fly it with 10 qts

some idea of what may be happening, the aircraft was stopped for a while. Although it works very well, its compression is 65/80, 50/80, 74/80, 70/80, 70/80, 68/80 oil temp 165 -170 F oil press 46-52 psi

actually use AEROSHELL 100PLUS


Best options?
1-Aero shell 100 PLUS
2-Aero Shell 120
3-Philips XC 20W50


Best, regards

I don’t think the type you put in is gonna stop you from blowing it. Someone here might know better, but I would see where it likes to settle and stop spitting at, and as long as it’s above the minimum by a good stretch then just consider that full. I never run anything at max including turbines because they just spit it up if it’s more than their “happy place”. We run all our twotters at 2 below full for this reason, and the 206 I worked the most liked to sit at 6. Our 421 likes 11 but 12 is max. Put 12 in and she spits out a quart pretty quick.

Looking at yearly temperatures in Mercedes, Uruguay. I would use Phillips 66 X/C 20w50 after break-in.



Oil PSI/compression seems a little low, have that checked?

As KodiakMack noted, few engines are happy running a max load of oil. Let it settle some, and see if it stabilizes. On IO 520s, I’d let them settle to 8 quarts before adding a quart.

Aeroshell W 100 is good oil. If temperatures vary a lot, a multi grade might be more practical, but I’ve run W 100 all winter in Alaska. Just be sure to pre heat in cold.

MTV

For the past 2000 hours or so in my 0-470 I only put in 9 quarts at an oil change. Run it down to 8 and then add a quart. See if running it at 8 quarts lowers your oil consumption.

180driver wrote:For the past 2000 hours or so in my 0-470 I only put in 9 quarts at an oil change. Run it down to 8 and then add a quart. See if running it at 8 quarts lowers your oil consumption.

^^^ This. On my O470, I put in 10 qts at oil change - 1 quart fills up the filter, leaving the dip stick reading 9 qts. Then like 180driver, don't do a thing until it gets down to 8 qts.

Agree with everyone else, run it at 8 quarts.

Also, if it was my plane, I'd pick up a couple of cases of Techron. I'd run a half dozen tanks of fuel and then check the compression again. If it hasn't come up I would run double doses for a few tanks. It might just bring up your compression and clean the oil scrapers.

600 hours ago I had an exhaust valve on my four banger Lycoming that had carbon built up so it was keeping the valve from completely sealing. I did what I said above and the carbon went away, the compression came up to the high side of the specs. All four at 1,400 hours are still on the high side. I run Techron in both my planes about every third fill up.

Not FAA approved of course but "in the interest of safety" I felt better about that than pulling a cylinder.

Try thinking of it this way;

12 Qts Maximum is a limitation, and just like the minimum limitation, it may not be the best place to loiter. For some reason, tires and oil are two places people like to tank up, like for some reason having excess is going to guarantee success

Run it where it's happy (that means where it quits spitting). And if it goes below minimums before it quits, then fix the problem. hint; Phil's idea is a good place to start. MMO would also work, but Phil's idea is about 100 years more advanced.

Oil;
Ford vs Chevy... they're all good (and bad) I elect to use Phillips XC because I'm lazy. Phillips can be ran from break in to TBO and beyond... that means if I need to get in to a top, before I rebuild, I don't have to do the mental juggling about what oil to run now . And if an additive package is what makes your 'plus' choice attractive, throw a pint of Camguard in each oil change. You'll have a far more attractive additive package, at a far better price point.

Take care, Rob

I have never understood the mechanic's rule that he has to fill to max during 100 hr inspection. Anyway, like these guys say, let it settle to where it likes and not spit it out. 3,000 hours TBO is common on pipeline piston airplanes doing so.

From my experience regarding factory new, reman or overhauled reciprocating aircraft engines...

Make sure you don’t void the warranty on a new factory engine. Phillips makes certain claims but, it’s contrary to the service instructions. Unless I get alternative instructions in writing, from the factory, I follow the manufacturer’s guidance and careful to log the compliance. At least until the warranty is over.

If engine logs show SAE J1899 during the first (50) hours instead SAE 1966 and a cylinder(s) does not pass in the first (1000) hours or (2) years they may void the warranty.

Example Lycoming SI 1014N:

https://www.lycoming.com/sites/default/files/SI1014N%20Lubricating%20Oil%20Recommendations.pdf

I recall reading that running W100Plus in big bore continentals exacerbated starter adapter slippage because of the additive package. I changed to W100 on my IO470S and it made a noticeable difference. Changing from a Skytrash ST3 starter (such a gutless crapsack) to an Energizer stopped it completely.

So some of you are saying to run 8 quarts in a 12 quart capacity system? Seems pretty low to me. I run 10 quarts and use maybe a half quart between 25 hr. changes.

If the plane has sat for a bit I would just get out and fly it a bunch. My plane used a quart in about the first 5 hours of ownership. Previous owner was only flying about 3-4 hours per year for the previous two years. I fly it a LOT more and I've yet to add oil between changes since that first day.

Oil type....I run Phillips 20W-50XC exclusively and I do put 10 oz. of Camguard in at each change.

contactflying wrote:I have never understood the mechanic's rule that he has to fill to max during 100 hr inspection. Anyway, like these guys say, let it settle to where it likes and not spit it out. 3,000 hours TBO is common on pipeline piston airplanes doing so.

I told my A&P/IA to just put 7 quarts in my airplane when he changed the oil. He said "I have to put 8, it's what the book calls for." I said "Well, the FARs say that as the owner/operator, I am the one reponsible, so put in 7 quart, and make your log entry say 'Added 7 quarts per owners direction.'" He thought about it for 10 seconds, and said "That works for me!" And they all lived happily ever after...

I don't mind running 8 quarts. 6 is the minimum in these engines.

14 CFR 33.39 - Lubrication system.

(a) The lubrication system of the engine must be designed and constructed so that it will function properly in all flight attitudes and atmospheric conditions in which the airplane is expected to operate. In wet sump engines, this requirement must be met when only one-half of the maximum lubricant supply is in the engine.

One of the pipeline mechanic/managers I worked for was so fussy about both maintenance and appearance of the Cessnas that he made us wash weekly and use a shammy to eliminate water spots. He put 6 quarts only in 0-320 and 0-360 engines during 100 hrs. He also made us clean the belly with solvent during 100 hr. Best airplanes but low pay. To make more I worked for an owner/manager who budgeted maintenance. Lost right eye when windscreen with crack he wouldn't allow to be safety wire stitched blew out, flew two weeks on one mag, almost burned up 172 with a stack the mechanic would not illegal weld too long a crack. Paperwork was immaculate, airplanes were junk.

General formula after break in

Service Instruction No. 1427C

https://www.lycoming.com/sites/default/files/Lycoming%20Reciprocating%20engine%20Break-In%20and%20Oil%20Consumption.pdf

Service Instruction No. 1427C

“...The following formula is used to calculate the maximum allowable oil consumption limits for all Lycoming aircraft engines...”

0.006 x BHP x 4 ÷ 7.4 = Qt./Hr.

8GCBC wrote:General formula after break in

Service Instruction No. 1427C

https://www.lycoming.com/sites/default/files/Lycoming%20Reciprocating%20engine%20Break-In%20and%20Oil%20Consumption.pdf

Service Instruction No. 1427C

“...The following formula is used to calculate the maximum allowable oil consumption limits for all Lycoming aircraft engines...”

0.006 x BHP x 4 ÷ 7.4 = Qt./Hr.

180 has a Continental

Barnstormer wrote:Agree with everyone else, run it at 8 quarts.

Also, if it was my plane, I'd pick up a couple of cases of Techron. I'd run a half dozen tanks of fuel and then check the compression again. If it hasn't come up I would run double doses for a few tanks. It might just bring up your compression and clean the oil scrapers.

600 hours ago I had an exhaust valve on my four banger Lycoming that had carbon built up so it was keeping the valve from completely sealing. I did what I said above and the carbon went away, the compression came up to the high side of the specs. All four at 1,400 hours are still on the high side. I run Techron in both my planes about every third fill up.

Not FAA approved of course but "in the interest of safety" I felt better about that than pulling a cylinder.

How about just FLY the plane and LEAN it appropriately and it will more than likely be fine? All of his cylinders were fine on compression per Continental's specs. The next compression check the rings will have rotated and the lowest reading cylinder could be the highest.

I always lean my 470 when cruising and my plugs look great, compressions are great, oil consumption is nil. It's not that hard!

Good running aircraft.

Actually 9 quarts. Add a quart when it hit 8 or so. Tons of oil at this level for that size of engine. Probably wouldn't loose pressure until as low as three or less