Oil for a new engine?

[Bob Martin]

A friend of mine just got a new Continental engine for his Cessna
(182RG I think, but don't those have struts? This one doesn't, but it
isn't a Cardinal... I don't know my Cessnas too well... anyways). He
says the factory had it sent with some expensive brand of 5W-30 (or
was 5W-15? something like that) as opposed to mineral oil. Now, I've
always heard that the first 50 hours should be run on mineral oil (and
the engine manual even says so), but he called the factory and said
that they just changed over to this other kind now; apparently they
haven't even updated the manuals yet. Anyone else heard about this?

[Orval Fairbairn]

In article >,
(Bob Martin) wrote:

> A friend of mine just got a new Continental engine for his Cessna
> (182RG I think, but don't those have struts? This one doesn't, but it
> isn't a Cardinal... I don't know my Cessnas too well... anyways). He
> says the factory had it sent with some expensive brand of 5W-30 (or
> was 5W-15? something like that) as opposed to mineral oil. Now, I've
> always heard that the first 50 hours should be run on mineral oil (and
> the engine manual even says so), but he called the factory and said
> that they just changed over to this other kind now; apparently they
> haven't even updated the manuals yet. Anyone else heard about this?


50 hours is usually way too long for mineral oil.

The standard practice is to run mineral oil until the rings seat --
usually less than 10 hr on steel cylinders. You know when the rigs are
seated, as oil consumption drops measurably; if you have a graphic head
temperature setup, you will see a sudden drop in head temperature.

Chrome cylinders are more problematic. They may require a very short
initial run to make sure there are no oil leaks, then tow the plane to
the runup area, do the runup and take off and leave it at METO power
(75-80%). The same criteria apply.

Breakin requires low altitude, high power (25"/2500) for breakin.

[Ron Rosenfeld]

On 13 Jun 2004 17:24:15 -0700, (Bob Martin) wrote:

>A friend of mine just got a new Continental engine for his Cessna
>(182RG I think, but don't those have struts? This one doesn't, but it
>isn't a Cardinal... I don't know my Cessnas too well... anyways). He
>says the factory had it sent with some expensive brand of 5W-30 (or
>was 5W-15? something like that) as opposed to mineral oil. Now, I've
>always heard that the first 50 hours should be run on mineral oil (and
>the engine manual even says so), but he called the factory and said
>that they just changed over to this other kind now; apparently they
>haven't even updated the manuals yet. Anyone else heard about this?

The folk at GAMI have been recommending AD oil for breakin for quite some
time, unless it is contrary to your engine overhauler warranty policy.


Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA)

[Brian Cox]

(Bob Martin) wrote in message >...
> A friend of mine just got a new Continental engine for his Cessna
> (182RG I think, but don't those have struts? This one doesn't, but it
> isn't a Cardinal... I don't know my Cessnas too well... anyways). He
> says the factory had it sent with some expensive brand of 5W-30 (or
> was 5W-15? something like that) as opposed to mineral oil. Now, I've
> always heard that the first 50 hours should be run on mineral oil (and
> the engine manual even says so), but he called the factory and said
> that they just changed over to this other kind now; apparently they
> haven't even updated the manuals yet. Anyone else heard about this?

Hi Bob,
If it is a 182RG, the engine would be a carbureted Lycoming 540.
Older vintage stright leg 182s have the Continental O-470. The
current ones use an injected Lycoming 540. If the plane does not have
struts, it would be either a Cardinal (which you have indicated is not
the case) or a 210. The 210 is powered by a Continental IO-520.

I have broken in new individual cylinders on my Continental IO-470
engines. I don't use the semi synthetic (Aeroshell 15W50 or Exxon
20W50). I use straight weight. Aeroshell W100 in the warm months (50
weight) and W80 in the winter (40 weight). To break in jugs, I keep
the engine at high manifold pressure to seat the rings. Since I am
based in Colorado, I have to take off from my home airport at 5650 ft
AGL, climb to 6500 and head toward Nebraska/Kansas at full throttle.
As I get out East, I can come down in altitude. After 5-10 hours of
operation, the rings are seated. I have done this with three jugs and
it has been successful in getting the rings seated properly. My
engines are now approaching TBO, so I'll get a chance to do it on
overhauled engines soon.

In any event, if the engine is directly from Continental, the most
prudent break-in procedure is to follow the manufacturer's
instructions to the letter.

Best of luck,
Brian Cox