mike busch oil

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Similarly, an independent study performed by and published in The Aviation Consumer confirmed that these two oils were superior at preventing rust on steel plates in a salt-water-cabinet test.However, I’ve discussed this issue with many experienced engine builders at most of the leading aircraft-engine overhaul shops and they have a very different view. November 15, 2016 / Mike Busch / 11 Comments There’s a lot more to checking the dipstick than just noting the oil level. Compre online Mike Busch on Engines: What every aircraft owner needs to know about the design, operation, condition monitoring, maintenance and troubleshooting of piston aircraft engines, de Busch A&p/Ia, Mike na Amazon. Page 2-Mike Busch's thoughts on oil separators Traditional Aircraft Engines : Home > VansAirForceForums-POSTING RULES-Advertise in here!-Today's Posts | Insert Pics. In this two-volume set, Busch distills his wisdom from his more than 50 years as an aircraft owner. The Savvy Aviator #52: Thinking About Oil Changes, Starship Completes High-Altitude Test Flight, Explodes During Landing (Updated), Vaccine Passport: Stop Crying, Get Your Shot, Even A Numbskull Like Me Can Learn To Fly A Gyroplane, AVweb Profile: Aviation Photographer Steve Zimmermann, Top Letters And Comments, December 18, 2020, Unwanted Flight Test: The FAA’s 709 Ride, EAA Aviation Museum To Offer Webinar Series, WAI Announces 2021 Pioneer Hall Of Fame Inductees, Frasca To Develop Epic E1000 GX Simulator, Hill Helicopters Unveils New Turbine Engine, Canada Mandates 406 ELTs, Foreign Aircraft Need Beacon. Another reason we need to change the oil regularly — arguably even more important than disposing of contaminants — is to replenish the oil’s additive package, particularly its acid neutralizers. If we have only an oil screen, then the oil change interval goes down to 25 hours. You may be more familiar with DHMO’s common chemical formula: H2O. He brings his refreshingly commonsense and often outside-the-box approach to every aspect of owning and operating a general aviation aircraft. Mike Busch, founder and CEO of Savvy Aircraft Maintenance Management, Inc. and 2008 National Aviation Maintenance Technician of the Year, discusses his thoughts and observations about maintenance of owner-flown aircraft. Compared with automotive engines, our piston aircraft engines permit a far greater quantity of combustion byproducts — notably carbon, sulfur, oxides of nitrogen, raw fuel, partially burned fuel, plus massive quantities of the corrosive solvent dihydrogen monoxide (DHMO; see graphic at right) — to leak past the piston rings and contaminate the crankcase. (He added that perhaps an even better choice would have been to do two oil changes, one before the trip and one immediately afterward.) Catch the video if you are interested in the arguments he makes. ©2016 Aircraft Owners and Pilots Association, По какой-то причине пресса незаслуженно очернила микрозаймы в глазах общественного мнения. WORLD'S PREMIER INDEPENDENT AVIATION NEWS RESOURCE. Otherwise, by the time I got back from Oshkosh, my oil would be 58 hours old. My friend Ed Kollin—lubrication engineering wizard who used to head Exxon’s lubrication lab and who developed ASL CamGuard—is even more conservative. After talking at length with Ed at Oshkosh this year and studying all the available literature, I must confess that I flew home with four pints of Ed’s new oil additive ASL Camguard in the baggage compartment of my 1979 Cessna T310R, and I poured two of them into my two 800-hour-past-TBO Continental TSIO-520-BBs at the post-Oshkosh oil change. 1. ‎Experts Mike Busch, Paul New, and Colleen Sterling answer your toughest aviation maintenance questions. Big-bore Continental engines — the IO-470, IO-520, IO-550 andtheir turbocharged counterparts — are perhaps the most popular high-performance pistonpowerplants in General Aviation. (At his technical forums at Oshkosh, my colleague John Frank — executive director of the Cessna Pilots Association and a world-class maintenance expert — has often been heard to exclaim, “I wouldn’t put Microlon in my lawnmower, much less my aircraft engine!”)Marvel Mystery Oil — which is basically a thin, petroleum-based solvent to which red food coloring and perfume has been added — does seem to have some value in freeing up sticky hydraulic-valve lifters when added to the oil and it almost certainly does no harm. Email. However, it’s not routinely done as part of the normal oil analysis report, so you need to specially request a TAN test when you send in your oil sample (and be prepared to pay extra for it). The logic is that during extended periods of disuse, you want the ferrous-metal parts of the engine protected by the thickest, gooiest stuff possible. Who are Mike Busch’s peers at other companies? Mike Busch (A&P/IA CFIA/I/ME) 2008 National Aviation Maintenance Technician of the Year Savvy Aircraft Maintenance Management, Inc. (SAMM) Savvy Aviator, Inc. Michael Stachour. After Dartmouth, he did graduate work in mathematics at Princeton University and … Mike Busch, 2008 National Aviation Maintenance Technician of the Year, has been a pilot for 44 years, logging more than 7,000 hours. Who are Mike Busch’s colleagues? My normal oil-change interval is 50 hours, so it seemed obvious that I’d better change the oil and filter before leaving on the trip, 11 hours early. In fact, oil analysis studies have shown that a synthetic automotive oil like Mobil 1 or Amsoil can go 18,000 miles without appreciable degradation, and that’s the equivalent of 400-600 hours. The insolubles found in drained engine oil come from three sources: (1) oxidized oil that breaks down due to excessive heat; (2) contaminants from blow-by of combustion byproducts; and (3) particulate contamination caused by poor oil filtration. При всём том, что, Blackstone Laboratories in Ft. Wayne, Indiana. I’m pretty sure that AvBlend at least does no harm, but I’m not so sure that’s true of Microlon. Linkedin . To test this theory, we spoke with our AVweb colleague Mike Busch about his more extensive tests in the two engines of a Cessna 310 he owns. Engines that operate in dirty or dusty conditions and ones that have high oil consumption due to high blow-by should have more frequent oil changes. To prevent such acid attack, aviation oils are blended with acid neutralizer additives. Rust is the #1 reason that engines fail to make manufacturer’s recommended TBO, so preventing it is extremely important. In this video, AVweb's Paul Bertorelli explains what's... © 2020 Aviation Publishing Group. Decades ago, when AvBlend was first introduced, we did a fairly extensive test in some twins where … None. AFTERMARKET ADDITIVES Pitchmen have long been promoting oil additives that eliminate friction and wear, … In fact, it gets downright filthy and nasty. It’s because it gets contaminated after 25 to 50 hours in an aircraft engine. I was reading through the "Mag Failure" thread and these two posts started me thinking about Mike Busch's books, especially Manifesto. In fact, it gets downright filthy and nasty. Next month we’ll cover additives, oil consump- tion, oil level, oil-change interval, oil fi lter inspection, and laboratory oil analysis. This question is probably for Mike, but does anyone use Avblend instead of Camguard and what is the difference? If you fly a piston-powered aircraft, you undoubtedly were taught to perform a "mag check" during the pre-takeoff runup. It’s not because the oil breaks down in service and its lubricating qualities degrade. Busch begins with the history and theory of four-stroke spark-ignition engines. He than picks his favorite oil type on this basis. Print. Sep 7, 2016 - Farringdon superclub Fabric is set to close after Islington Council revoked its licence tonight. When sulfur and oxides of nitrogen mix with DHMO, they form sulfuric acid and nitric acid. Linkedin. Twitter. PHOTOGRAPHY BY MIKE BUSCH LAST MONTH, I WROTE about the types and properties of the vari-ous kinds of engine oil available. Keep VAF Going Donate methods Point your camera app here to donate fast. -Mike Busch A&P/IA Mike Busch on Engines expands the iconoclastic philosophy of his groundbreaking first book Manifesto to the design, operation, condition monitoring, maintenance and troubleshooting of piston aircraft engines. The section devoted to troubleshooting problems like rough running, high oil consumption, temperamental ignition and turbocharging issues is worth its weight in gold. This is where controversy abounds. My plan is to use Camguard for 100-150 hours, and then see what effect it has (if any) on my oil-analysis results before deciding whether I’ll continue to use it. Note to reader: The procedures discussed in this article for gathering flight test data are described more fully in the "Flight Test Profiles" document found under the "Learn More" or "Help" menu items. I’ve witnessed independent objective tests of both Microlon and AvBlend that strongly suggested that they make no measurable difference. This yucky stuff is collectively referred to as “blow-by” and it’s quite corrosive and harmful when it builds up in the oil and comes in contact with expensive bottom-end engine parts like crankshafts and camshafts and lifters and gears. I described my predicament to Ed and asked him whether he thought I made the correct decision to change the oil after the trip rather than before. Did you ever wonder why we need to change the oil so often? However, I wouldn’t recommend using it on a regular ongoing basis (in the absence of audible valve-lifter clatter), and I certainly would discourage anyone from adding it to avgas (as opposed to oil).I do try to be open-minded about these things, however. Facebook. In fact, it gets downright filthy and nasty. Of course, the way we replenish them is to change the oil. Another reason we need to change the oil regularly—arguably even more important than disposing of contaminants—is to replenish the oil’s additive package, particularly its acid neutralizers. Mike Busch on Engines: What every aircraft owner needs to know about the design, operation, condition monitoring, maintenance and troubleshooting of piston aircraft engines - Kindle edition by Busch, Mike. *FREE* shipping on qualifying offers. You may attend the upcoming webinars live (and receive FAA Wings and AMT credit) by reserving your spot. The lubrication requirements of slow-turning direct-drive Continentals and Lycomings are quite modest, but aircraft engine oil needs to do lots more than lubricate. Then I took the airplane up for 20 minutes to make sure that all the internal engine parts were thoroughly coated with fresh oil.While at AirVenture 2007, I ran into Ed Kollin at the ASL Camguard booth. But do … If I changed the oil before the trip, then the engines would be sitting dormant for six weeks with 20-hour oil in them. This test is performed by placing the oil sample in a centrifuge to separate out all solids and liquids in the sample that are not oil-soluble. These are alkaline substances that neutralize these acids, much as we might use baking soda to neutralize battery acid. Webinars by Mike Busch A&P/IA Mike offers free webinars on maintenance-related subjects on the first Wednesday of each month. Busch explains how modern condition monitoring tools—like borescopy, oil analysis and digital engine monitor data analysis—allow you to extend engine life and overhaul strictly on-condition rather at an arbitrary TBO. (For a complete review of Buschs tests, see the November issue of the Cessna Pilots Association magazine at … Mike is a mathematician by training, having received his Bachelor of Arts degree in mathematics from Dartmouth College. Continental and Lycoming tell us that we must change the oil in our engines every 50 hours or 4-6 months, whichever comes first—and that’s if we have a full-flow oil filter installed. In fact, oil analysis studies have shown that a synthetic automotive oil like Mobil 1 or Amsoil can go 18,000 miles without appreciable degradation, and that’s the equivalent of 400-500 hours.No, the reason we change oil in our aircraft engines every 25 to 50 hours is not because it breaks down. In the nearly two decades that I’ve been a tech rep and columnist for CPA—gawd, has it really been that long? According to Mike Busch, founder of Savvy Aircraft Maintenance Management, during a hot start, the mags, impulse coupling(s), ignition wiring harness and spark plugs have to be in good condition to generate adequate spark because the fuel mixture in the cylinders may be less than ideal. Frete GRÁTIS em milhares de produtos com o Amazon Prime. Ed was quite emphatic that letting the engines sit unflown for a month while full of 20-hour-old oil was definitely a bad idea, because 20-hour-old oil is pretty nasty stuff. 133 connections. He preaches that oil should be changed no less frequently than every 30 hours, and frowns when I suggest that it’s okay to go to 50 if you fly a lot. Consider, for example, that most automobile manufacturers now recommend a 7,500-mile oil-change interval for most cars and light trucks. I started the oil draining immediately upon my return home, and went down to the hangar the next day to finish the job by changing the oil filters, cutting open the old ones and servicing the engines with fresh Aeroshell W100. For the past 40 years, I’ve used nothing but single-weight Aeroshell W100 in my aircraft, and have enjoyed engine longevity that is nothing short of phenomenal.A related subject that often comes up involves the use of aftermarket additives — Microlon, AvBlend, Marvel Mystery Oil, etc. It turns out that there’s a laboratory test that measures the level of unneutralized acid remaining in the oil. Last July, I made my annual pilgrimage to EAA AirVenture in Oshkosh, Wis., with a detour to Cadillac, Mich. Mike Busch. Download it once and read it on your Kindle device, PC, phones or tablets. However, it’s not routinely done as part of the normal oil-analysis report, so you need to specially request a TAN test when you send in your oil sample (and be prepared to pay extra for it).Most owners don’t bother with the hassle and expense of TAN testing and simply change their oil at a conservative interval that’s guaranteed to get the junk out and fresh additives in before anything untoward is likely to occur. How can we tell when the acid neutralizers in the oil have been used up? Basically, RCM says that preventative maintenance has a tendency to do … But I have some questions in one area; that of the forum on oil types. Chevron. by Mike Busch. So one of the most important reasons that we need to change the oil regularly in our Continentals and Lycomings is to get rid of these blow-by contaminants before they build up to levels that are harmful to the engine’s health. If your oil analysis report reveals above-normal insolubles, it might be indicative of an engine problem — high oil temperature, excessive blow-by, inadequate filtration — and almost certainly means you should be changing your oil more frequently.By the way, did I mention that I’m a huge fan of laboratory oil analysis? (If you’re as old as I am, you may recall that back before mogas was unleaded, the recommended oil-change interval was 3,000 miles instead of 7,500 miles.). These acid neutralizers are consumed by the process of neutralizing acids, so it’s imperative that we replenish them before they get used up to an extent that might jeopardize our hardware. We also depend on it to clean, cool, seal, and protect against corrosion. ... See More. We’ve been doing it since our earliest days as student pilots. My column last month talked about the fact that our piston aircraft engines convert only about one-third of the energy contained in avgas into useful energy to the propeller. If your oil analysis report reveals above-normal insolubles, it might be indicative of an engine problem—high oil temperature, excessive blow-by, inadequate filtration—and almost certainly means you should be changing your oil more frequently. Last July, I made my annual pilgrimage to EAA AirVenture in Oshkosh, Wis., with a detour to Cadillac, Mich. Almost without exception, the engine builders recommend that owner-flown aircraft that fly irregularly (as so many do) and are therefore at high risk for rust damage are better off using a thick, single-weight oil (such as Aeroshell W100 or W100 Plus) and avoiding the use of multigrade oils except when absolutely necessary due to cold-weather operations. No, the reason we change oil in our aircraft engines every 25 to 50 hours is not because it breaks down. How cold is cold? I use it religiously, recommend it strongly to all piston aircraft owners, and believe that it’s one of the most important tools we have—along with oil filter inspection and borescope inspection—for monitoring the condition of our engines and determining when maintenance is necessary. They found no significant difference in wear metals between the four types of oil.Another important oil-related issue is preventing corrosion (rust) when an engine is dormant for a period of weeks or months — something that seldom happens to “working airplanes” (charter, rental, flight school, flying club, etc. Although I’m naturally skeptical about such products, it sounds to me like ASL Camguard has enough good science behind it that it might just be a worthwhile addition to my Aeroshell W100, particularly in the area of corrosion prevention — a major area of concern for me, since my hangar is only eight miles from the Pacific Ocean and I sometimes go a month or more without flying. Mike Busch on Engines: What every aircraft owner needs to know about the design, operation, condition monitoring The insolubles found in drained engine oil come from three sources: (1) oxidized oil that breaks down due to excessive heat; (2) contaminants from blow-by of combustion byproducts; and (3) particulate contamination caused by poor oil filtration. Pease refer to that document when performing the flight tests. Ed is a lubrication research chemist by trade — formerly head of the Exxon Engine Research Laboratory, Advanced Fuels and Lubricant Group — and knows more about the chemistry of engine oil than anyone I know. The effect of this rule is that operators who fly at least 150 hours a year can go 50 hours between oil changes, but operators who fly less will use a proportionately reduced oil-change interval.The forgoing recommendation assumes that the aircraft has a full-flow (spin-on) oil filter installed, that it operates primarily from paved runways and that it has decent compressions and oil consumption. By the way, did I mention that I’m a huge fan of laboratory oil analysis? Exxon, Shell and Phillips each spend immense sums of money every year for advertising that explains why you should choose their brand of aviation oil over their competitors’.The fact is, however, that our piston aircraft engines — by virtue of their low RPMs, low operating temperatures, and wide dimensional clearances — have extremely modest lubrication requirements (compared to automotive engines, for example), which can easily be satisfied by virtually any brand and type of aviation oil.Blackstone Labs maintains an extensive database of wear metals produced by almost all types of piston aircraft engines. These engines power Beech Bonanzas and Barons, Cessna200-series singles and Cessna 300- and 400-series twins, and many other … This article originally appeared in the January 1999 issue of Cessna Pilots Association Magazine. by Mike Busch . )So one of the most important reasons that we need to change the oil regularly in our Continentals and Lycomings is to get rid of these blow-by contaminants before they build up to levels that are harmful to the engine’s health. On the other hand, if I delayed the oil change until I got back from Oshkosh, then the engines would be full of fresh, clean oil during the dormant period. Mike Busch works in the industry of Industrial Machinery & Equipment, Manufacturing, Electricity, Oil & Gas. As I thought about this a bit more, I considered that once I got back from Oshkosh on July 31, my schedule didn’t call for another trip until mid-September. Mike says the main item of wear in an aviation piston engine is from corrosion, as when the engine is not being flown and is sitting. On my own airplane, what I do (and generally recommend to my clients) is to change the oil and filter every 50 hours or 4 calendar months, whichever comes first. He describes the construction of both the “top end” (cylinders) and “bottom end” (inside the case), and functioning of key systems (lubrication, ignition, carburetion, fuel injection, turbocharging). Consequently, the airplane would likely be sitting idle for a month and a half. This is known as the “total acid number” or “TAN” test. Bearings need clearance.....And pistons do, too; The world's finest preheat; Multipoint electric heaters; Engine and prop covers; Other electric heaters; Leave it on all the time? These are alkaline substances that neutralize these acids, much as we might use baking soda to neutralize battery acid. That’s the equivalent of 150 to 250 hours of engine operation. Mike Busch on Engines: What every aircraft owner needs to know about the design, operation, condition monitoring, maintenance and troubleshooting of piston aircraft engines [Busch A&P/IA, Mike] on Amazon.com. Dihydrogen monoxide (DHMO) is a highly corrosive chemical that is produced in copious quantities during combustion, and can cause great harm to costly engine components when it blows by the piston rings and contaminates the engine oil. As a general rule, I’ve never been a fan of such additives. The appearance of the oil is at least as important as its quantity. — is the “insolubles” test. The fact is that conventional petroleum-based oils retain their lubricating properties for a very long time, and synthetic oils retain them nearly forever. In a nutshell, Mike Busch isn't much of a fan of Aeroshell and loves Cam Guard. The Cadillac Lake shindig is an informal affair where a bunch of pilots spend two days flying Super Cubs on floats and renewing old friendships. Mike Busch. It's a gyroplane, not a gyrocopter and it's nothing at all like a helicopter. December 20, 2007. Compared with automotive engines, our piston aircraft engines permit a far greater quantity of combustion byproducts—notably carbon, sulfur, oxides of nitrogen, raw fuel, partially burned fuel, plus massive quantities of the corrosive solvent dihydrogen monoxide or DHMO (see graphic)—to leak past the piston rings and contaminate the crankcase. Compared with automotive engines, our piston aircraft engines permit a far greater quantity of combustion byproducts—notably carbon, sulfur, oxides of nitrogen, raw fuel, partially burned fuel, plus massive quantities of the corrosive solvent dihydrogen monoxide or DHMO (see graphic)—to leak past … Learn more about Shell on our global website. While preparing for the trip, I checked my maintenance records and found that it had been 39 hours since I changed the oil. Engines that operate in dirty or dusty conditions and ones that have high oil consumption or weak compression should have more frequent oil changes.Another important result that appears in the normal oil analysis report provided by some labs — including the one I use, Blackstone Laboratories in Ft. Wayne, Ind. September 28, 1997. A batch of World War II letters offers a glimpse of the high personal cost of flying bombers and fighters in their intended use. Either way, I’ll write up my findings — film at eleven.See you next month. © 2018 - Savvy Aircraft Maintenance Management, Inc. - All Rights Reserved. If you remember these dangerous corrosives from your high school chemistry class, then you’ll certainly appreciate why you definitely don’t want them attacking your expensive engine parts. Busch begins with the history and theory of four-stroke spark-ignition engines. He writes the monthly “Savvy Maintenance” column in AOPA PILOT and hosts free monthly EAA-sponsored maintenance webinars. Much has been written about the pros and cons of various types and brands of engine oil. Encontre diversos livros escritos por Busch A&p/Ia, Mike com ótimos preços. These acid neutralizers are consumed by the process of neutralizing acids, so it’s imperative that we replenish them before they get used up to an extent that might jeopardize our hardware. Are alkaline substances that neutralize these acids, much as we might use baking soda neutralize. Hours of engine oil needs to do all this more than 50 years as an aircraft engine em de... Всём том, что, Blackstone Laboratories in Ft. Wayne, Indiana mathematics from Dartmouth College is. I made my annual pilgrimage to EAA AirVenture in Oshkosh, my oil would be 58 hours.. Be changed at 50 hours is not because it breaks down in service its. Went to two maintenance forums by Mike Busch every aspect of owning operating! 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