I'm aware of what DA says to do. I'm also aware that a fair number of people believe that their 50 is a great running engine. Just goes to show that you can fool most people most of the time. There's a lot of people that believe 3W can do no wrong with an engine. Yea, right. The intentions are good, though. Literally hundreds of 3w engines are broken in at one location every year. I've got a pile of run out 3w's that would outfit every member of a well sized flying club and have quite a few left over. That's just where I'm sitting and there's other places that go through almost as many. Everyone of them has been broken in and run on synthethics from the first flip. All are run against a dyno, and every one is well documented for problems. Needles are "tweaked" based on results of a fuel-air flow analysis. They're run out becasue of the high number of hours on them and the fact they are pretty well abused in flight.

The ashless and conventional oils have been tried and tested over many thousands of running hours, both on the ground and in flight. They have all come up lacking. Some of the well touted synthetics do the same. One privately sold 100-1 synthetic has frequently failed new engines in the first 10 hours of running time. One private label, type specific, engine oil frequenlty won't get certain engines through the break in process before the engine fails. Oil ratios all over the chart have been tested at various ambient and internal heat levels. Synthetics have won out every time. I'm not talking abount one or two guys having a few engines over the course of years, but a up to a thousand engines running tens of thousands of hours over the course of a few years in testing and practical flight. Tear down inspections performed to a microscopic level is part of the process on quite a few engines, performed by propulsion engineers. This is a process that continues on a daily basis in order to find the absolute best product that will provide the greatest number of useful engine hours and the highest level of reliability.

I've covered this ground before and I know there's no way all will believe it. Someone will always be out there saying they run the oil that they obtain mail order, used 100-1, have used it for years with two flights every other week or so for ten minutes at a time, and it's works great. Stop and figure how much time is on those engines and guess at the severity of use the engine experiences. Not much and not severe. Then contemplate how much useful data could possibly have been obtained from the flight process when the owenr was concerned more with flying a good pattern or a nice torque roll rather that concetrating solely on the engine.

Go ahead and use that ashless oil on your new engine. Get another engine of the same type and break it in for double the number of hours that the ashless engine was run. Tear them both down and take a very close look at the wear patterns. With one the heavy carbon accumulation will be the first thing you see even though it only ran for 1/2 the time of the other. Not very scientific but looking closer will tell you a lot more.

They're your engines and only you can determine how long they will last and how well they will perform over that period of time. I know what I see and experience every day, 7 days a week, and I'll go with what I know works the best.