"We're in the twenty-first century here folks"

Which oil is best, where is the oil going, running lean of peak with a carb, and how to fly a turbo are on tap for this episode.

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Full episode notes below:

Chris' American Champion Super Decathlon has an oil consumption issue. While his engine was apart after a prop strike the cylinders were honed, and he broke it in properly. He has since replaced cylinders, broke it again, and is still only getting three hours per quart. He said oil is coming out of the fuel servo, which everyone has told him is normal, but the hosts quickly disagree. Mike suggests borescoping the back side of the intake valves and looking to see if one is oily. If it is, chances are the intake valve isn't seating properly and is being sucked back up and burned.

Chris is trying to run lean of peak with a carbureted engine. He has an O-360 and he wants to make sure he's not doing anything wrong. His technique is to lean to the point of roughness and enrichen only enough to smooth things out. Mike said that's a solid technique and that most four-cylinder carbureted Lycomings run well lean of peak because they have a good balanced mixture distribution. Mike said not to worry about how lean he is. If the temperatures are within limits and the engine is running smoothly, you are good.

James has a Piper Turbo Lance and he wants to make sure he is running it properly. His manual has a five-minute limitation on takeoff power, and he's wondering where that comes from. Paul said the older Cessna 210s have a five-minute limit at 2,700 rpm, and they discovered that the limit was all about noise, and not about the health of the engine. They told James to check section 2 of his POH, limitations, which would require the procedure regardless of the reason.

Mason uses Aeroshell 100 plus Cam Guard. He's heard that straight weight oil remains on engine parts longer during periods of mis-use. But he read that Aviation Consumer tested oils and that corrosion protection was more correlated to added chemistry than viscosity. He's wondering if there's data to support either position. Mike said he'll recommend a multigrade for pilots who operate in a variety of temperatures. Mike things the cleanliness probably has more to do with Cam Guard use and operating lean of peak.