Only the aerosol is considered HazMat for shipping and is unable to ship by air. 

This is not recommended to be used inside light aircraft fuel tanks. This is not an area wehre ACF-50 was designed. It would mix with the fuel and can cause other issues. 

Per the manufacturer, no you cannot paint over it. 

Yes, it can be used inside the aircraft. 

Yes, this is an anti-corrosion material that can be used on aviation as well as automotive applications. 

ACF-50 is active, so there will always be a bit of film. 

This product works well on chrome and should not cause discoloration. ACF recommends using with a micro-fiber cloth.

According to the manufacturer, if the surface has corrosion then yes, it will visibly remove it. However, if the surface has rust, then no, it will not remove the rust. The customer would have to clean the areas that have rust and then apply ACF-50 to prevent any more rust from appearing. 

ACF-50 will not negatively effect bonded structures in any way. It is perfectly safe for "all" composite aircraft structures. 

According to manufacturing certs, this product is best used within two years of the date of manufacture.

The compatibility question covers two issues: mixing one grade of AeroShell oil with another; and the effects on the engine of changing from one AeroShell grade to the other. If you typically run on AeroShell multigrade, and you find yourself in a place where only AeroShell single grades are available, you can safely add the AeroShell single grade to your engine. They are completely compatible. 

If you run on an AeroShell single grade during the summer, but want to switch over to AeroShell Oil W 15W-50 Multigrade for the winter, you can safely replace the straight weight with the multigrade at your regular drain interval. The idea that you have to stick with the type of oil you started with comes from the days of unusual chemistry when the resulting oils were incompatible. 

All approved SAE J-1899 (former MIL-L-22851) and SAE J-1966 (former MIL-L-6082) AeroShell oils are compatible. For example, if you have a high-time engine run on ashless dispersant oils and need to replace a cylinder, you can switch to a mineral oil for 50 hours or so to break in the new cylinder. The only time Shell recommends against switching is in a high-time engine run exclusively on straight mineral oil. Here, a switch to ashless dispersant oil can loosen deposits left behind by the mineral oil.

All AeroShell oils are compatible and can be mixed with each other. Many single grade customers try AeroShell Oil W 15W-50 during the colder part of the year, then convert to using it year round. Others, however, choose to alternate between single grade and multigrade depending on the time of year. Either system works well because AeroShell oils are entirely compatible and can be interchanged as desired. 

In addition, if you need to replace a cylinder on a mid-time engine, you can switch from AeroShell Oil W single grade or AeroShell Oil W 15W-50 to a straight AeroShell mineral oil for one or two changes to break in the new cylinder. Then you can switch back to the ashless dispersant oil after the rings are properly seated. 

If you have a mid-time engine that has been run exclusively on a straight mineral oil and wish to try an ashless dispersant oil, use caution. The introduction of an ashless dispersant oil into your engine could loosen up some of the carbon deposits. So check your oil screens and filters often to ensure against oil starvation and/or oil screen collapse.

The oils are similar, but there are some differences. The biggest difference is in cold flow characteristics. AeroShell Oil W 100 is up to 10 times thicker at cold temperatures than AeroShell Oil W 15W-50.  However, at normal operating temperatures (around 200°F), both oils will have the same thickness or viscosity.  Another major difference is that AeroShell Oil W 15W-50 and AeroShell Oil W 100 Plus have an antiwear additive which is not in AeroShell Oil W 100. This additive, along with the semisynthetic base oils, helps reduce friction and improve flow in AeroShell Oil W 15W-50. 

These additives improve lubrication and reduce oil consumption past the oil rings. Conversely, the improved flow can increase oil loss through leaks or loose intake valve guides.  So your oil consumption may go up or down if you switch from AeroShell Oil W 100 to AeroShell Oil W 15W-50. The improved flow and reduced friction characteristics of AeroShell® Oil W 15W-50 will also help reduce oil temperatures as opposed to using AeroShell Oil W 100. 

This is particularly important in engines that run hot, like turbocharged, high performance or aerobatic aircraft engines. Pilots should always remember to monitor oil temps to ensure that they’re not too hot. 

In cold weather, you should also make sure that the engine temperature is high enough to boil off the water that naturally accumulates in the crankcase. Temperatures in the 180° to 200°F range are recommended for most applications. Finally, if you have a marginal or slipping starter clutch, the antiwear additive in AeroShell Oil W 15W-50 may cause it to slip more than AeroShell Oil W 100.  Understanding these differences can help you select the grade of AeroShell that's right for your plane.

Yes. AeroShell straight mineral oils meet the SAE J-1966 former MIL-L-6082 specification.  AeroShell Oil W single grade and antiwear, anticorrosion AeroShell Oil W 15W-50 meet the SAE J-1899 former MIL-L-22851 specification. The AeroShell containers are labelled with both the new SAE specifications and the “former” military specifications.

No. Due to the additive technology in ashless dispersant lubricants like AeroShell W Oils, the flow characteristics of each grade are roughly equivalent to the next higher grade straight mineral oil. For example, AeroShell Oil W 100 will flow at low temperatures about the same as AeroShell 80.

No. The pilot or mechanic should always review the manual for proper procedures. For example, on most engines an inspection of the oil pan's suction screen is recommended at each oil change. Although one may rarely find anything during a maintenance check, it's not worth taking the risk.

No. The W is just a model designator to differentiate between AeroShell ashless dispersant oils (Oil W) and straight mineral AeroShell oils which have no letter designator.

Both Lycoming and Continental recommend oils qualified under the following specifications for use in their engines:

• SAE J-1899 former MIL-L-22851 (for ashless dispersant oils)
• SAE J-1966 former MIL-L-6082 (for straight mineral oils, intended primarily for break-in)

Military and SAE specifications are the same except for some additional packaging requirements for the military. In the future, the military specification may be dropped, although oil containers will still probably refer to the former military specification.

AeroShell® straight mineral oils, AeroShell Oil W single grades and AeroShell Oil W multigrade oils all qualify under their respective specifications. The oil requirements for other aircraft engines such as Pratt & Whitney are less defined. All AeroShell and AeroShell Oil W oils are qualified for use in P&W radial piston engines. The oils for engines no longer in production may be listed by military specification or by product name.

For more information, talk to an overhaul or repair shop that specializes in a particular engine, or call the Shell Technical Information Center at 1-800-231-6950.

The selection of a proper grease is clearly defined. For each grease point on a certified aircraft, the military specification or the qualified product is listed. AeroShell® greases are qualified under the following specifications:

• AeroShell GREASE 5 former MIL-G-3545-C
• AeroShell GREASE 6 MIL-G-24139A, former MIL-G-7711A AeroShell GREASE 7 MIL-PRF-23827C, TYPE II
• AeroShell GREASE 14 MIL-G-25537C
• AeroShell GREASE 16 former MIL-G-25760A, BMS-3-24A AeroShell GREASE 17 MIL-G-21164D
• AeroShell GREASE 22 MIL-PRF-81322F, Grade 2 DOD-G-24508A AeroShell GREASE 33 MIL-PRF-23827, TYPE I BMS-3-33A

Placing a permanent reference mark at 180°F on the green band of your oil gauge is a good way to get accurate readings.  To do this, simply place your sending unit and an accurate, referenced thermometer in a steel container filled with oil, and slowly heat it to 180°F with a hot plate. You may not be able to hold 180°F constant, so first mark your gauge with a pencil as the oil temperature passes 180°F. Then let the oil cool back to 180°F. Repeat the process to ensure accuracy. 

And be extra careful with the hot oil. In a naturally aspirated aircraft engine, a cruise oil temperature significantly below 170°-180°F will not ensure that the moisture in the oil is boiled off, especially during short flights. As oil goes through the engine, the highest instantaneous temperature will be about 50°F higher than the oil sump temperature. 

So, if you have an oil temperature of only 150°-160°F, the oil will not get above the 212°F necessary to boil off the water that can accumulate from condensation. The result is increased moisture and acid buildup in the crankcase, which will probably lead to rust and corrosion. 

Knowing this is especially critical if your aircraft is not flown regularly and sits in a humid climate for weeks at a time. If your oil runs well below the 180°F mark, have your mechanic check your oil cooler system and vernatherm. Also, ask about a winterization kit. 

Conversely, the concern with the typical turbocharged piston engine is excessive heat. In many of these engines, instantaneous oil temperature can increase 70°F or more at its hottest point versus sump temperature.  These high temperatures can cause deposit buildup and increased wear due to improperly cooled components or low oil viscosity. (All oils, especially single grade oils, thin out as the temperature

Whenever fuel is poured, pumped or moved from one container to another, a static charge is generated. The same principle is in effect when you walk across a carpet in the winter and get a shock from a doorknob. The charge level and the distance that can be jumped or arced depends on several factors—pump rate, temperature, humidity and containers. 

Static electricity is the reason why a ground wire is always connected to commercial airliners and transport trucks whenever fuel is being transferred. When you transfer fuel into your car or light aircraft, the hose has a built-in ground wire that acts as an electrical path to dissipate any static charge. As an added precaution, there is usually an excessively rich air/fuel ratio in the fill pipe which will not burn. There are two primary areas where a pilot should exercise caution when transferring fuel. 

First is draining an aircraft tank. For example, if you’re draining a wing tank, you should always connect a jumper cable from the plane to the fuel container.  This will dissipate the charge and eliminate the chance of a spark jumping from plane to container, causing a fire. Remember, when you’re draining fuel, there can be enough air circulation so that the air/fuel ratio is in the burnable range.

The second area of concern is the filling process. Many FBOs use a ground wire when filling an aircraft.  But in some cases, fuel is transferred from a drum or can into an aircraft. Here, a jumper wire is a good safety precaution to ensure that the charge is dissipated. If you use a metal funnel with metal cans, make sure that the can, funnel and plane are always touching during transfer. 

With metal containers, the electrical charge is dissipated to the conductive container where it can be discharged by a ground wire or contact. In plastic containers, there is no good electrically-conductive path to dissipate the charge. Although some people put metal strips into the plastic container, I would recommend the use of metal containers with a good jumper wire. It's the safer way to go.