[Rhodes22-list] Re: Sky Car

[Bill Effros]

Brad,

I just start the engine.  I put extra oil in the first tank of gas--to 
be on the safe side.  The oil is already in the fuel.  If it starts it's 
automatically getting lubed.  If it doesn't start, it's just getting lubed.

I think I mentioned considering a 4-stroke last year when I brought my 
Tohatsu 2-stroke to the shop.   The mechanic asked me if I was out of  
my mind.  He said they keep all the Tohatsu 2-strokes that are brought 
in for their own boats because they are so much more reliable and weigh 
so much less than the 4-strokes.

Instead of selling it, I had it tuned to go slow.  I can go forward at 
1/10 of a mile an hour if I choose to do so.  It won't stall out.  I 
also put sound proofing inside the cowling.  At slow speeds it's as 
quiet as a 4-stroke.  I can lift and carry it.

This was my first tune up in 14 years.  The mechanic said it should be 
good for another 14 years.

Bill Effros

Brad Haslett 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
>>
> __________________________________________________
> Use Rhodes22-list at rhodes22.org, Help? www.rhodes22.org/list
>