Oil temperature vs. oil viscosity

Reader David Bennett recently wrote in, asking about oil temperature vs. oil grade.

“When oil is rated for a certain temperature range, is that start-up temperature range or the range for most of the intended trip? My Super Cub handbook states SAE 40 is good from 30°F to 90°F, but on the Aeroshell site, it says 0°F to 70°F. Which is right?”

Temperature vs. oil viscosity is important at both start-up and cruise. If the oil is too thick at start-up, it will increase the time from when the engine first turns to when oil reaches critical wear surfaces. This can increase the wear rate and reduce engine life.

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How are planes affecting the environment?

Lately, I’ve received a lot of e-mails from readers asking about the environment and the effect of internal combustion engine exhaust on our climate.

One factor is the effect of CO2 on the environment. My understanding is that CO2 is relatively harmless and naturally occurring.

To try to better understand the latest concern about CO2, I contacted a couple of “experts” who work in the environmental area. I found the answers fascinating and wanted to share them, but when I asked permission to quote them, the answer was absolutely NOT. When I asked why, they answered that they are in the research business and do not want to risk losing a grant from either side of the problem.

In other words, “what answer do you want?” has replaced “what is the correct answer?” as the guide for doing research.

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Getting the lead out

I received an e-mail from a gentleman who is a “small investor” in Swift Fuels, a group associated with Purdue University working to produce an unleaded, high-octane aviation fuel that can be made from almost any sugar-containing plant matter.

He asked that I update people on Swift’s progress, as well as took me to task for my past statements questioning some of their figures and conclusions.

First, an update. Swift Fuels has continued to test its product in engines at its facility, at the FAA test lab and at the manufacturers. It also has begun flight evaluations. As I understand it, the fuel has met all of the octane requirements and has performed well in all tests to date. I applaud their efforts and feel that they are doing an excellent job and wish them the best.

I do however have a few problems with the program.

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What oil should you use?

Many pilots want to know what oil to use and where to get it.

To answer these questions accurately, I sent a questionnaire to the four main oil companies that supply lubricants to the general aviation industry. I received nice replies from Shell and Phillips, a note from BP that said the company was changing personnel and that they would get back to me, and an e-mail from Exxon that said that everything is on its website (ExxonMobil.com).

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Six tips to cut your flying expenses

Frugal flying may be some sort of oxymoron, but there are a number of things pilots can do to minimize expenses.

The first and foremost is to maintain your engine and keep it on spec. A fouled spark plug or retarded mag timing can increase your fuel consumption significantly.

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A new fuel takes flight

On Dec. 17, 2007, the United States Air Force flew a C-17 Globemaster III from McChord Air Force Base in Washington to McGuire Air Force Base in New Jersey on a 50/50 blend of synthetic fuel and JP-8, a traditional hydrocarbon jet fuel.

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Own a certified airplane? Just say no to ethanol

In my Nov. 23 column, “”What effect does ethanol have on airplanes?””, I tried to answer the question of what to do if you end up accidentally getting some auto gas that contains ethanol in your airplane. I had intended this to be information for people who tried to use non-ethanol containing auto gas, but unintentionally got fuel with ethanol.

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