[Rhodes22-list] Re: Sky Car

[Hank]

Brad,

You're right.  That is more than I ever wanted to know about oil.  As far as
the argument over synthetic vs natural motor oils, Consumer Reports did a
test (Jul 96) that I remember as stating that there was no measurable
difference in wear between the cheapest and the most expensive oils.  They
also stated that following the manufactures recommendations of oil changes
every 7500 miles vice the 3000 recommended by your local mechanic showed no
measurable increase in wear.

Hank

On 1/23/07, Brad Haslett <flybrad at gmail.com> wrote:
>
> Rummy,
>
> There are some synthetics that are FAA approved but Mobil 1 is not one of
> them.  Most of the oil manufacturers have a synthetic available but the
> "benchmark" oil for piston airplanes is Shell. The E-225 is notorious for
> burning oil but the previous owner installed new jugs with four-ring
> pistons
> and mine uses very little. I had an oil analysis done when I bought the
> plane to establish a baseline and plan to have it analyzed again at 100
> hours or at annual inspection.  I'd rather change conventional oil every
> 25hrs than go with the more expensive synthetics and longer change
> periods.
>
> The reason guys running the older engines are using MMO is to combat the
> upper cylinder lubrication and valve sticking problems associated with
> 100LL, a fuel they were not designed to run on.  I've researched MMO
> extensively and it is basically 75% light mineral oil and 25% Stoddard
> solvent.  The solvent, when atomized and burned, is what scavenges the
> lead
> out of the valve seats and guides.  The product AV Blend is FAA approved
> and
> does basically the same thing.  I'll attach an article on that product and
> you'll know more than you ever wanted to on the stuff.
>
> The other interest I have in MMO is for the 2-cycle Nissan (Tahatsu)
> hanging
> on the back of the CoraShen.  I should emphasize the hanging part.  I
> haven't used the dinghy in two years and though I pull the engine through
> every time I'm on the boat, it hasn't been started in quite a while.  I'm
> going to pull the plug, fill the cylinder with MMO overnight, and crank it
> up with fresh fuel.  A lot of the boating boards recommend using MMO as a
> winterizing fogger.
>
> It has been fun research with no clear answers.  You think this board gets
> testy and opinionated, you should see some of the flames out there in
> cyberspace over one little oil additive.
>
> Brad
>
> -------------------------
>
>
> *Just what the world needs-another oil additive. But wait: This one has an
> unusual pedigree.*
>
> by Kas Thomas
>
> I must confess to being a longtime agnostic on oil additives. I've never
> been a big believer in them, nor, for what the matter, a big disbeliever.
> What matters to me is what I can see and touch and measure, not a bunch of
> anecdotes involving lawnmowers without oil plugs. Testimonials have their
> place, but I'll take one page of scientific data, any day, over a
> file-cabinet full of handwritten hosannas from true believers who've had
> religious experiences because of Microlon or Slick 50 (or whatever).
> Anecdotal data simply has to rank lower on the totem pole of knowledge
> than
> hard numbers. The fact that thousands of people believe they've seen
> visitors from other planets doesn't reassure me that UFOs exist.
>
> I've spent years looking for hard evidence that fuel and oil additives
> actually work. The results, with few exceptions, have been dismal. TCP
> Concentrate (the fuel additive from Alcor), is a prominent exception. The
> evidence is irrefutable, at this point, that TCP - by adding lead
> scaveniging - significantly improves spark plug life in engines that use
> leaded gasoline. As it turns out, tricresyl phosphate is also a good
> anti-scuff agent and therefore has a legitimate role in oil fortification.
> (Shell's use of TCP in 15W-50 Multi grade, and Lycoming's use of it in
> LW16702 oil additive, are 100% justified). The zinc dialkyl
> dithiophosphates
> (ZDDP) are also useful in preventing scuffing, although they tend to form
> ash.
>
> Teflon, on the other hand, has no legitimate place in any fuel or oil
> additive. Not only do Teflon particles tend to flock together
> (agglomerate)
> and dam up around bearings and orifices, the polymer actually starts to
> decompose (to hydrofluoric acid) at combustion chamber temperatures. For
> these and other reasons, DuPont (who has more technical expertise in
> Teflon
> than anybody else in the world), has warned against the use of Teflon
> (polytetrafluoroethylene, or poly-TFE, for short) in oil additives since
> Day
> One.
>
> That's not to say Teflon containing additives might not produce beneficial
> effects. They perhaps do, in some cases, but the effects have nothing to
> do
> with Teflon.
>
> It's taken me almost 20 years to understand why the engine-makers have
> adopted such a hard-nosed attitude toward additives, but I think I am
> finally starting to understand (Maybe I'm just getting old). By and large,
> all the lubrication performance that an engine needs in an oil is already
> in
> the oil when it leaves the refinery. When you look closely at the thermal
> and mechanical forces at work inside an operating engine, it's a miracle
> any
> lubricant can do the job at all. The fact that existing oil products let
> us
> fly our engines to 2,000 and 3,000 hours between overhauls (100,000 miles
> is
> not unusual anymore for a car engine), is nothing short of astonishing.
> Off-the-shelf lubricants do their job so spectacularly, one might well be
> prompted to ask, "What exactly anybody would hope to gain by using an oil
> additive in the first place?"
>
> Unfinished Business
>
> As it turns out, I can think of a couple of areas where lubrication
> science
> has left Lycoming and Continental Engine owners holding the bag. For
> example: [1] valve sticking, [2] scuff protection during cold starts, and
> [3] thermal breakdown (coking and carbon deposits in high-temp parts of
> the
> engine). Of these three, valve sticking is far and away the most serious,
> since it involves safety of flight.
>
> Valve sticking has been a problem for aircraft engines since the 1930s.
> The
> problem, in a nutshell, is that high-output air-cooled engines impose huge
> thermal loads on exhaust valves (and seats and guides). In addition,
> air-cooled engines run at very rich mixtures, for cooling purposes, and
> they
> use serious amounts of lead in the fuel (for knock suppression). This
> combination is ideal for valve sticking, since the combustion chamber now
> becomes a crucible for the formation of high-melting-point lead/carbon
> deposits which, given the opportunity, precipitate out on valve systems
> during the exhaust event. When the valve retracts into its guide in
> preparation for the next cycle (and remember, the valve spends two-thirds
> of
> its time closed), hot stem deposits transfer to the cooler valve guide.
> With
> time, deposits build up to the point where the valve has no running
> clearance at all. After a hot shutdown, especially as the rapidly cooling
> cylinder head and guide shrink onto the still-hot valve stem, valves and
> guides can cement together.
>
> The problem is worse in engines with sodium-filled valves, because the
> sodium coolant carries massive amounts of heat straight up to the valve
> stem
> (the entire valve runs hot, instead of just the head).
>
> Abnormal valve cooling only aggravates the picture. How does valve cooling
> become "abnormal?" Simple. When the heat-transfer path is broken, the
> valve
> overheats - that's all there is to it. For a solid -stemmed valve (which
> includes all Continental valves), the single most important heat-transfer
> path is the one formed by valve face to valve seat contact. This is where
> up
> to 75% of all heat transfer takes place (see SAE Paper 650484, May 1965,
> by
> Thompson valve engineer Cherrie). Anything that interrupts this path will
> cause valve temperatures to skyrocket. Bear in mind that the exhaust gases
> rushing past the open exhaust valve may be 1,600F to 2,000F or more, and
> at
> valve lifts less than about 0.1-inch, flow is Mach-limited. The "wind
> chill"
> is probably around 3000F. So poor valve seating, due to deposit buildups
> on
> the valve or seat, for example, can result in greatly elevated valve
> temperatures, and the increase shows up instantly.
>
> With sodium-cooled valves (as used on all current-day Lycoming engines),
> the
> most important heat-transfer path is via stem and guide contact. Here,
> valve
> guide wear is critical, because if guide clearances open up, not only is
> heat transfer impeded, but valve seating can be impaired by virtue of the
> fact that the valve isn't going straight up and down any more (it's
> wobbling
> around). Again, the result is skyrocketing valve temperatures.
>
> Anything that can aid in achieving better valve seating, reduced guide
> wear,
> lower temperatures, and/or improved lubricity inside the valve guide
> should,
> in theory, help to reduce valve sticking, and maybe go a long way toward
> improving the overall TBO life of the engine (since valve and guide
> problems
> are often TBO-limiting).
>
> But the question is: "What can you use that's FAA-approved?" Lycoming's
> LW-16702 does nothing for valve sticking, and the extent to which TCP
> Concentrate can alleviate valve sticking is not well documented.
> Embry-Riddle Aeronautical University did find some evidence for this in
> the
> 1970s, but the numbers were not terribly impressive.
>
> Marvel Mystery Oil has been used by many operators (including Braniff
> Airlines, back in the DC-2 and DC-.3 days) for prevention of valve
> sticking,
> but Marvel's product has never been FAA-approved, and there have been
> instances where valve sticking has happened in Marvel-treated engines.
>
> Enter Lenckite
>
> A company in Chicago Ridge, Illinois, claims to have the answer in the
> form
> of something called Lenckite AVBlend. Like Marvel oil, Lenckite is a light
> weight, non-Teflon-containing, non-ash-forming oil and/or fuel additive
> with
> good lubricity characteristics, designed to be added periodically to an
> engine (rather than just once, as with Microlon). But unlike Marvel oil,
> Lenckite is light blue, non-kerosenic, and (most important) FAA-approved
> (now called AVBLEND).
>
> The history on Lenckite goes back a long way. Its inventor, Joe Lencki,
> was
> a prominent race-car mechanic and engine designer whose cars raced at
> Indianapolis Motor Speedway in the 1930s. The Lencki engine, in fact, was
> one of the most successful race-car engines of the 1930s. At the outbreak
> of
> WWII, speedway racing was suspended and Joe Lencki spent his war years
> supervising the construction of aircraft engines - first the Pratt &
> Whitney
> twin row R-1830, then (at the Dodge Chicago plant, where he was
> superintendent), the massive Wright R-3350.
>
> Even before WWII, Joe Lencki realized from problems he was having getting
> oil to flow quickly to remote parts of his race engines' valvetrains after
> startup, that a light-lubricity oil additive would be helpful in avoiding
> cold-start damage in expensive race engines. By 1946, Lencki was using,
> (and
> offering to other race mechanics), his own specially reformed "pure
> lubricant," an additive he simply called "Speedway Cocktail."
>
> The additive gained quick acceptance among racecar professionals, and was
> sold for professional use only. No mass marketing was ever attempted.
>
> In the early 1960s, Joe Lencki (still active on the race-engine mechanics'
> circuit), crossed paths with ex-Air Force mechanic Ed Rachanski, who at
> the
> time, was racing funny cars for Lincoln-Mercury. Other members of the
> Mercury team included, "Dyno Don" Nicholson and George DeLorean, brother
> of
> the ill-famed car manufacturer. Rachanski, who built up racecar engines
> when
> he was not racing his Marauder Comet, learned of Speedway Cocktail through
> Lencki and began experimenting with it. Later, by popular demand,
> Rachanski
> would begin building up customers' aircraft engines. He founded a shop
> (eventually an FAA Repair Station) called Blueprint Engines at Chicago's
> Midway Airport.
>
> The Aircraft World
>
> In 1978, Ed Rachanski was approached by Ralph Rosenbrock, vice president
> of
> a local helicopter ag-spraying and charter operation called Executive
> Helicopter. At that time, Executive was operating a Hiller UH12 powered by
> Lycoming VO-540-B engine which was experiencing problems running on
> high-lead fuel. According to Rosenbrock, "One day, I received a call from
> the pilot stating the engine was running so rough that he could not hover
> the aircraft. I went to the site and determined that the exhaust valves
> were
> sticking open, so I trailered the aircraft back to our hangar at Midway
> Airport. I phoned Ed and asked him if he could ream the exhaust guides on
> our cylinders. After considerable convincing by Mr. Rachanski, I agreed to
> try what he suggested, which was to run the aircraft until the engine was
> up
> to operating temperatures and then put one can of Lenckite (as the product
> was not being called) into the oil system and induce another can through
> the
> induction system, immediately turn off the engine, and allow it to stand
> several hours."
>
> After Rosenbrock followed this odd sounding regimen, he had the company's
> chief pilot run the Hiller's engine up and fly it. "No evidence was found
> of
> valve sticking," Rosenbrock recalls, "and the aircraft ran beautifully,
> which it has continued to do ever since."
>
> Rachanski realized FAA approval was a must. Working in conjunction with
> Executive Helicopter, Rachanski wrote up a test protocol and took it to
> the
> local FAA engineering office. The FAA agreed to witness the testing which
> would take place in an Enstrom helicopter's Lycoming HIO-360-CIA engine.
> In
> a nutshell, the test protocol involved overhauling the engine to new
> limits,
> running it to TBO with Lenckite added at each 50-hour oil change interval,
> then tearing it down (in FAA's presence), and documenting the condition of
> the parts.
>
> The engine was, in fact, flown 1000 hours (the engine's normal TBO at that
> time) in the WGN-radio traffic report helicopter, under typically
> demanding
> Chicago weather conditions. A single 12-ounce can of Lenckite was added
> every 50 hours. The oil used was Aero shell straight-weight 50. On
> teardown,
> the engine was remarkably clean. The crank and rod bearings still had
> their
> original lead-indium overlay, the cam and lifters showed the proper
> functional patterns (with proper rotation of lifter bodies), and most
> amazingly, the engine was still within new limits on all major parts! The
> exhaust valves had less than a thousandth of an inch wear, and all four
> cylinders checked within new limits for bore, choke, and out-of-round.
>
> The WGN traffic helicopter's engine was overhauled and put in service
> (with
> the original nitrated cylinders) for another TBO run, this time to 1150
> hours. A second teardown was witnessed by the FAA. The same results were
> seen.
>
> FAA approval of Lenckite was granted for all piston aircraft engines.
>
> The 7700 – Hour Cylinders
>
> Blueprint Engines overhauled the Edstrom's engine a second time and put it
> back in service, again with the original cylinders. This time, the engine
> was run to 1464 hours. At the third teardown, the factory nitrated
> cylinders
> were still within limits for bore, choke and out-of-round. The jugs were
> lightly honed, then put back together with new parts in accordance with
> Lycoming Service Bulletin No. 240. The freshly rebuilt HIO-360 was put
> back
> in Executive's Enstrom for another run.
>
> This time, the engine was flown to 1508 hours SMOH (5122 hours TTSN).
> Again,
> at teardown, the engine was free from excessive wear and the cylinders
> were
> still within limits. The engine was overhauled and put back in service.
>
> After another 1100 hours, the Lycoming was torn down again. And again, the
> cylinders were within limits.
>
> Some 400 hours later, a head crack was found in one cylinder. All
> cylinders
> were removed from service (and retained by Blueprint Engines as hardware
> exhibits). Incredibly, the cylinder barrels had flown 7786.8 hours since
> new, and had never been chromed or ground oversize! Through five
> overhauls,
> they got nothing more than light honing to remove glaze left by Aero shell
> 100 W (treated with Lenckite). At 7786 TTSN, the barrels were just
> beginning
> to reach the 5130 hour in-service limit.
>
> All of this would be pretty hard to believe, quite frankly, if I didn't
> see
> it myself. I confess I was somewhat skeptical the first time Ed Rachanski,
> Jr., called me on the phone and told me about the Enstrom engine. "You
> ought
> to come down here and see the cylinders," he piped. "Yeah, right," I
> thought. My father operated an Enstrom once and knew plenty of other
> Enstrom
> operators and none of those guys got 7000 hours out of their cylinders!
> But
> curiosity eventually go the better of me, and in January 1994, in the
> midst
> of one of the coldest cold waves in years, yours truly trekked to Chicago
> to
> inspect the work orders for WGN's traffic helicopter and examine the
> legendary Lenckite-treated HIO-360 cylinders in person. I also personally
> miked two of the exhaust valves, and can report that the stem wear was
> indeed only four to five ten thousandths. The valve faces were also
> mirror-smooth and clean all the way around.
>
> Everything Ed Rachanski had told me appeared to be true. The Enstrom's
> cylinders looked to be Oberdorfer castings and they were in excellent
> condition. The barrels were dark and very smooth, with no significant wear
> steps, and with some hone-marks still present below the bottom limit of
> ring
> travel.
>
> The cleanliness of the rocker area was impressive too. Rachanski agreed
> and
> pulled out a box of slides (color transparencies), showing what other
> Lenckite treated engines he's worked on looked like (for the past 18
> years,
> all engines overhauled by Blueprint Engine have been treated with
> Lenckite).
> Valve springs, spring seats, and rocker box crevices on untreated engines
> are usually quite carbonaceous after a full TBO run, but on a
> Lenckite-treated engine, there are no deposit accumulations, just a light
> glaze (what Blueprint's guys call the "turkey glaze" appearance).
>
> Mode of Action
>
> I asked Ed Rachanski, Sr., what Lenckite's mode of action was. He
> explained
> that there are no metallic salts (no zinc, for instance), no polymers, no
> solids, nor any ash-forming components in Lenckite, just highly reformed
> oil
> products, in a very light, very pure parrafinic base stock. The exact
> formula, of course, is proprietary. The essential point is that only
> mineral
> oil derivatives are used. There are no coal tar constituents for example,
> nor any inorganic salts. Smelling an open container, I remarked on the
> presence of ether. "Yes, there is ether in it," Rachanski admitted. "It's
> there as a tracer. Some manufacturers put perfume in their additives. We
> put
> a small amount of ether."
>
> The mode of action, Rachanski told me, involves Lenckite penetrating deep
> into the metal (like penetrating oil). The more porous the metal, the
> deeper
> the penetration. Thus, cast-aluminum parts soak up Lenckite very readily.
> Naturally, it helps if parts are warm, Lenckite penetrates best when the
> metal's pores are open widest. When the metal cools down, some Lenckite is
> retained in the pore structure of the surface, forming a tenacious
> coating.
> No covalent bonding occurs, and there is no permanent chemical
> modification
> of the base metal. You do have to replenish the stuff every 50 hours or
> so,
> after all, but Lenckite is tenacious. It's like oil you can't fully wipe
> off
> no matter how hard you try!
>
> >From the description of Lenckite's mode of action, I could see a direct
> parallel in how an iolite bushing works. It's the same principle: You heat
> the metal to 150 or 200 degrees F and brush light oil on the part, then
> hold
> the piece at that temperature for anywhere from 10 minutes to a couple of
> hours. During that "soak time," the oil seeps into the metal's pores by
> capillary action. It comes out, little by little, in actual service over a
> period of many hours.
>
> Rachanski explained that the "seeping out" of Lenckite occurs exactly when
> you need it most. "Don't forget," he emphasized, "Joe Lencki developed the
> product originally to cut down on cam scuffing during cold-starts of his
> race engines. With Lenckite, you always have lubrication on startup,
> because
> you always have that wetting action. Your oil drains off the parts with
> time, but Lenckite doesn't. You never get bare metal against bare metal."
>
> The same wetting action explains the inability of Lenckite treated parts
> to
> hold carbon deposits. Quite simply, coke and lead deposits won't stick to
> a
> surface that "weeps" oil. That's all there is to it. No rocket science
> here.
>
> Likewise, rust and corrosion are slow to occur on a Lenckite-treated steel
> part, because of the fact that Lenckite (which forms a physical barrier,
> protecting parts from oxygen) doesn't drain off.
>
> The Hot Seat
>
> In the combustion chamber, Lenckite helps moderate surface temperatures
> (according to Rachanski), by flashing out of the metal's pores on an
> as-needed basis. But the most important role that Lenckite plays,
> Rachanski
> believes, is its role in preventing deposit buildups on valves and seats.
> By
> keeping the valve contact area clean, heat transfer between valve seats is
> optimal. Valve and stem temperatures stay in the designed operating range,
> reducing the potential for valve sticking. In addition, because there are
> drastically fewer deposit buildups on the seats and valves, there is less
> combustion leakage, which means cleaner combustion.
>
> "In an engine with leaky valves," Ed Rachanski, Sr., points out, "you
> aren't
> getting the design peak pressure for that cylinder. Some of the pressure
> is
> leaking out during the compression stroke, and some leaks out during
> combustion. As a result, peak pressure is less and you start to get
> incompletely burned by-products from the fuel. Some of those by-products
> stay in the cylinder from cycle to cycle. They're what give rise to
> combustion chamber deposits."
>
> The elder Rachanski (who, since handing over management of Blueprint
> Engines
> to his sons), spends much of his time as an independent aircraft accident
> investigator and expert witness and feels there is a definite connection
> between the incompletely burned by-products of combustion and valve
> sticking. He's not alone in this opinion either. Gary Greenwood, formerly
> of
> Engine Components Inc., wrote an article in a recent issue of the EC Flyer
> stating that valve sticking is more likely in engines with fouled spark
> plugs, in part because single-spark flame initiation takes longer and is
> less likely to produce complete combustion. That is, partially burned fuel
> by-products accumulate, only to precipitate out on pistons, valves, etc.
> According to Rachanski, any time cylinder compression sags (for whatever
> reason), the chemistry of combustion is severely altered in such a way as
> to
> favor harmful byproducts. Keeping valves free of deposits (of the kind
> that
> can cause compression loss) is therefore extremely important. It may be
> the
> key to preventing a host of problems, including not only valve sticking,
> valve guide wear and valve breakage, but ring sticking and ring breakage
> as
> well.
>
> Fleet Experience
>
> Nothing speaks as loudly as experience, however. This is why I made sure
> to
> ask Rachanski if any large fleet operators had amassed any experience with
> Lenckite. I was given a UPS shippers manifest book documenting shipments
> of
> Lenckite to various customers around the U.S. One name that came up
> numerous
> times was American Flyers (the famous flight-training operation), with
> bases
> in Illinois, Florida, Michigan, Texas, California, New York and New
> Jersey.
> I thought it might be interesting to talk with someone at American Flyers.
> I
> ended up speaking with Herman Krunfus, director of maintenance for the
> Palwaukee/DuPage fleet.
>
> Krunfus told me the school's planes (which ware predominantly Lycoming
> powered, but also include some Continental-powered Barons), are on a
> continuous inspection program with checks every 75 hours. "They get an oil
> change at the 75-hour inspection, and also one halfway between each
> inspection." he explained. Four-cylinder planes get one 12-ounce can of
> Lenckite at each oil change and six-cylinder engines get two 12-ounce
> cans.
>
> Krunfus confirmed that American Flyers had been using Lenckite in a test
> program since 1991. "In two years," he told me, "we've seen our incidence
> of
> valve sticking drop by 75 to 80 percent. We were having a real problem
> before. Now it's gotten to the point where we just use the Lenckite
> additive
> at every oil change, in every airplane, and we almost never see any valve
> sticking."
>
> American Flyers is currently the largest fleet user of Lenckite AVBlend,
> with 78 aircraft flying some 6600 hours per month. In the past two years,
> Krunfus estimates that the school's training aircraft have amassed well
> over
> 100,000 hours on Lenckite-treated oil, with consistently positive results.
>
> The Outlook
>
> "We feel the time is right for this product," Ed Rachanski, Sr., explains.
> "We've spent a long time using the product, testing it, getting it
> approved,
> and gathering support. With the history this product has, we think there's
> no reason plane-owners and mechanics everywhere shouldn't know about it
> and
> use it. It does a wonderful job of protecting engines. It's done a
> fantastic
> job for our customers."
>
> Ed Jr., agrees, "When customers bring their engines back in at the end of
> a
> TBO round, they look extremely clean. You can tell immediately if an
> engine's been using Lenckite."
>
> "We think the product's time has come," Ed Sr., sums up.
>
> Conclusion
>
> Although (as I stated at the beginning), I tend to take a dim, if not
> disdainful view of additives. Some additives are clearly worth looking
> into.
> Lenckite strikes me as such an additive. After inspecting parts from
> Lenckite-treated engines, talking with operators who've used the product
> (including a maintenance manager from one of the country's largest flight
> schools), and reviewing the history of the product, I am forced to the
> conclusion that Lenckite is definitely worth looking into if you have the
> slightest concern about valve sticking, cam spalling or dry-start damage.
> It
> certainly can't hurt anything. It is notable for its wetting action, its
> sheer tenacity (failure to run off parts), and its apparent ability to all
> but eliminate deposit buildups (especially on valves, seats and guides and
> in rocker boxes). The fact that an Enstrom helicopter's cylinders went
> 7000+
> hours without being out-of-round or beyond limits for barrel wear (using
> straight Shell 50-weight oil treated with Lenckite) is also impressive, to
> say the least. That's not to say, of course, you'll get 7000 hours out of
> your cylinders. You might, of course (if you fly as often as a WGN traffic
> helicopter), but Lenckite is not sold as a TBO-extending additive. Nor
> should it be. To their credit, the Rachanskis never spoke in terms of
> doubling your TBO, cutting friction in half or slashing wear, the kind of
> oil-additive claims that always have me batting myself on the ears at two
> in
> the morning, trying to get the steady hum of bullshit out of my head.
>
> If you're using (or had been planning to use) Marvel Mystery Oil in your
> engine, you should definitely switch over to Lenckite, for its FAA
> approval,
> if nothing else. And be sure to drop the TBO Advisor a line, if and when
> you
> do make the switch. Let us know your experiences, good, bad, or otherwise.
> We intend to follow the progress of Lenckite, and Lenckite's users very
> closely as time goes on.
>
> <http://www.avblend.com/index.html>
>
>
>
> On 1/23/07, R22RumRunner at aol.com <R22RumRunner at aol.com> wrote:
> >
> > Brad,
> > Instead of adding MMO, why not just use Mobile 1 ? It's highly
> > detergent  and
> > slipperier than snot on a door knob in a rain storm.
> >
> > Rummy
> > __________________________________________________
> > Use Rhodes22-list at rhodes22.org, Help? www.rhodes22.org/list
> >
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