Continued from page 10
Future expansion for re-refined base stocks is limited by feedstock collection efficiency and plot capacity.
Virgin premium Group II/III base stocks and re-refined base oils are complementary products for lubricant blenders in the rapidly changing European market. The more virgin premium base oil in the market, the more high-quality feed will be available for re-refiners. Given the cost and complexity of certifying automotive lubricants, those formulations will likely continue to be blended with virgin oils. Whilst, much like PAO, another capacity-constrained, derivative product, re-refined base oils will capture niche
applications within their performance and viscosity range.
(*) Kline: Global Lubricant Basestocks 2016: Market Analysis and Opportunities (EU 28+Turkey)
LINK
www.chevronbaseoils.com
Aircraft engine oil additives: Where less is more
Peter Grieve, Founder and Chief Engineer at Flight Engineering
Peter Grieve is the founder and chief engineer at Flight Engineering. Here Peter explains the problems in lubricating old aircraft engines, often museum pieces, which are still flown today.
At Flight Engineering, we rebuild and dynamometer- test large spark ignition piston engines typically from the 1930s to the 1950s, with cylinder displacements up to 71.5 litres. These engines powered aircraft and military vehicles, and whilst the focus was on high power to weight ratio, and high specific power output, the lubrication requirements were broadly similar to motor vehicles of the time.
We at Flight Engineering choose monograde oils with specifications very similar to those originally manufactured in the 1940s. The additive packs in these oils are relatively ‘basic,’ meaning that friction modifiers and detergents in the oil will be at low levels. This is important for two reasons:
• Friction modifiers and detergents can attack so called ‘yellow metals’ found in older engines, so any bronze or phosphor-bronze bearings would be at risk of corrosive attack.
• The detergents are designed to allow the oil to absorb dirt and combustion products (mainly soot) at a molecular level, which then become entrained in the oil. As most of these engines do not even have a full-flow pressure filter, and those which do, do not have filters capable of getting down to circa 5 to 10 microns filtration levels, once entrained, the dirt and soot will remain in the oil. These particles are very abrasive, so the last thing we want is for them to be continuously recycled through the engine bearings, causing wear.
12 LUBE MAGAZINE NO.143 FEBRUARY 2018
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