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©2012 ProTec Lubricants, Inc.

ProTec Aero Blend

Available in 16 ounce, 32 ounce, 1 gallon and 5 gallon

ProTec Aero Blend is a unique metal treatment that chemically treats the internal metal surfaces of the aircraft engine to form a protective single-molecule depth lubricant coating, thereby significantly reducing frictional drag, wear and associated thermal buildup.

Aero Blend’s conditioning compound works under extreme temperatures, yet does not contain solid particles such as moly, PTFE, graphite, etc. It will not settle, separate or create sludge.

Aero Blend has been subjected to rigorous testing by an aircraft engine manufacturer and the University of Illinois, meeting requirements of the FAA. Results of this scientific investigation have yielded approval of Aero Blend by the FAA and the issuance of a Supplemental Type Certificate (STC SE1445SO).

Test results confirm the claim made that Aero Blend reduces wear on moving parts of the aircraft engine, and that in several areas in which wear is normally expected to be excessive, the measurable wear was reduced to ZERO!

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The Troy Anderson Story

“I’m convinced it was ProTec that kept my engine from just burning up.”

My name is Troy Anderson and I live in Brighton, Colorado, just outside of Denver.  In the past, I’ve worked as a pilot, but now I fly strictly for pleasure.  My flying experience exceeds five thousand hours, and I’m licensed as an airline transport pilot and certified flight instructor.

Right now, I’m involved in flying a Cessna 150 which I’ve been using extensively to test various fuels and additives. I’m trying to find out how I can get improved performance and power in preparation for an airplane I designed and am building for long-range flying.

After having tested PRO-TEC products (Anti-friction Metal Treatment and Super Gas Conditioner), results showed that fuel consumption was reduced from over 5 gallons per hour to 3.8!  This significant reduction amounted to more than 20% savings! Additionally, the power coming out of the Cessna’s engine (a Continental 0-200) was remarkable in light of the fact that the Cessna was a 1967 “150”.  The frame has about 3700 hours on it and the engine has 2200 hours.  So it’s an extremely high-time engine.

During my testing, i used the PRO-TEC products for about 200 hours before deciding that I had enough data to move on to the next test.  At that time, I changed the oil and put in another additive just before starting out on a flight to Greeley, Colorado.

Greeley, which is 35 miles to the north, was the site of an EAA (Experimental Aircraft Association) fly-in.  My son, Neal, and I were looking forward to participating i this air show as I had been involved with the EAA for several years and had served as a Colorado chapter president last year.  We began the flight with full fuel tanks and a little baggage and expected the trip to take the Cessna about 35 minutes.

When we arrived at the Greeley airport, the traffic bad already built up, so we had to join the other planes i the landing pattern.  When we were taking our turn to come in for a landing on final, someone else pulled in front of us and we had to do a go-around.

As I applied power and just as we passed over the far end o the runway, the Cessna engine seemed to loose all power.  At the time, I had been busy looking out for other airplanes and had not been monitoring the temperature in the engine or the oil pressure.    

I quickly looked at the readings and found that the oil pressure had gone! I had no pressure at all!

The cylinder head temperature was in the redline peg, so i immediately reduced the throttle and put the nose down so that I would be in a position to land on the first available spot.  The airspace about the airport was crowded with other planes all showing off at the air show before the scheduled events got underway.  Remember, this is an EAA fly-in, much like the one annually held at Oshkosh, and it was real busy up there, so I didn’t have a chance to just put it down anywhere.

Fortunately, as I reduced the throttle, I could feel the power come back into the engine.  It was at this point that I knew i could maintain some power.  I worked back up to the 1500 rpm range and monitored the gauge. I still didn’t have any oil pressure, although the cylinder head temperature and started to slack off a bit and I was coming out of the red line.

Flying at about 400 feet around the airport, it took me another twenty minutes to get the airplane back on the ground.  As soon as I landed, I taxied over and stopped the engine as we rolled clear of the runway.  Some friends of mine helped me get the airplane off the field and pull the cowling off the airplane.  We found nothing torn up in the airplane and no obvious problems with the engine as far as our visual inspection went.  It wasn’t until I had pulled the oil dipstick out that we found the problem.

We had no oil!  Absolutely no oil!!!!

We opened the quick drain to see if there was any oil at all and the thing barely dripped.  There was simply no oil in the engine to speak of!  We immediately put some oil in the airplane and turned the engine by hand to try to lubricate things up in order to save what we thought might be left of the engine.  When we did so, the engine turned freely and didn’t seem to show any drag.  We also found that there were no “soft spots” in it and that we hadn’t burned any holes in the pistons or anything like that.

We cleared the area and started the engine. It ran just fine, and after about a half an hour, we buttoned it back up and let it sit to cool down all the way.  By this time, I didn’t feel like participating in the air show, but I certainly was glad to see the engine (and me!) in one piece.  Later on that afternoon, I flew back to the Brighton airport, landed without incident, and put the plane away for the night.

As it turns out, what had happened was that during the oil change just beore the flight up to Greeley, I had used another name brand product that had apparently thinned out the oil so much that it had just run through the engine.  When we tore the Cessna’s engine down, i found no parts that had turned blue due to het and no visible wear -- the crank polished out to standard, the cams needed to be reground and the normal 2000 hours wear, etc.  The engine was completely usable without anything wrong with it!

As I said before, we flew it back home that night after the air show and I put about three hours on it after the failure.  As far a I’m concerned, PRO-TEC kept the engine going without any oil in it for the time I circled the field, which I estimate to have been at least twenty minutes.  I’m convinced that had it not been fore PRO-TEC the engine would have just burned up!

Between the significant reduction in fuel consumption and the remarkable lubricating properties demonstrated in that dramatic flight, PRO-TEC is the product I’ve settled on.  The increased power and performance due to PRO-TEC has enabled me to perform flight maneuvers that would normally require greater power.  On a recent flight to Garden City with a couple of Luscombes (which are normally faster airplanes), I had to reduce power to keep even!


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