mike busch oil

I went to two maintenance forums by Mike Busch, and it seems worthwhile. These are alkaline substances that neutralize these acids, much as we might use baking soda to neutralize battery acid. 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. Mike Busch, 2008 National Aviation Maintenance Technician of the Year, has been a pilot for 44 years, logging more than 7,000 hours. In this two-volume set, Busch distills his wisdom from his more than 50 years as an aircraft owner. Print. Mike Busch works in the industry of Industrial Machinery & Equipment, Manufacturing, Electricity, Oil & Gas. 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, camshafts, lifters and gears.To make matters worse, avgas is heavily laced with the octane improver tetraethyl lead (TEL), which also does nasty things when it blows by the rings and gets into the crankcase. 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. 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. This 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 relatively low blow-by past the rings. 133 connections. ©2016 Aircraft Owners and Pilots Association, По какой-то причине пресса незаслуженно очернила микрозаймы в глазах общественного мнения. 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. By the way, did I mention that I’m a huge fan of laboratory oil analysis? Learn more about Shell on our global website. These engines power Beech Bonanzas and Barons, Cessna200-series singles and Cessna 300- and 400-series twins, and many other … 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. 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. Who are Mike Busch’s colleagues? He brings his refreshingly commonsense and often outside-the-box approach to every aspect of owning and operating a general aviation 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 or DHMO (see graphic)—to leak past … Linkedin . 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. New episodes are … In fact, it gets downright filthy and nasty. Oil pressure isn't enough! 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. Much has been written about the pros and cons of various types and brands of engine oil. In this video, AVweb's Paul Bertorelli explains what's... © 2020 Aviation Publishing Group. При всём том, что, Blackstone Laboratories in Ft. Wayne, Indiana. 1. Contrary to what you may have heard, we don’t change the oil because the oil breaks down in service and its lubricating qualities degrade. 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. The appearance of the oil is at least as important as its quantity. I’m pretty sure that AvBlend at least does no harm, but I’m not so sure that’s true of Microlon. Print. Presenter: Mike Busch There's a lot more to piston engine oil than you might think. It's a gyroplane, not a gyrocopter and it's nothing at all like a helicopter. (For a complete review of Buschs tests, see the November issue of the Cessna Pilots Association magazine at … This is where controversy abounds. (If you’re as old as I am, you may recall that back before mogas was unleaded, Ford’s recommended oil-change interval was 3,000 miles instead of 7,500 miles. 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. Busch begins with the history and theory of four-stroke spark-ignition engines. 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. 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. If you haven't read it, he advocates GA going towards a more Reliability Centered Maintenance (RCM) approach to maintaining aircraft much like what goes on at the airlines and military. (He added that perhaps an even better choice would have been to do two oil changes, one before the trip and one immediately afterward.) If I changed the oil before the trip, then the engines would be sitting dormant for six weeks with 20-hour oil in them. These webinars are hosted by EAA and sponsored by Aircraft Spruce. This is known as the “total acid number” or TAN test. Although he didnt conduct specific anti-corrosion bench tests, Buschs in-engine test results confirm our bench findings. 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. 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. 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. Jan 30, 2017 - Professional Oil Painted Portraits by British artist Andrew James. As a general rule, I’ve never been a fan of such additives. Unfortunately for me, I have a 172N and have to use Aeroshell (unless I want to shell out $14 a quart for Phillip's oil plus the LW16702). View Mike Busch’s full profile. Consider, for example, that most automobile manufacturers now recommend a 7,500-mile oil-change interval for most cars and light trucks. 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. September 28, 1997. 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. That’s the equivalent of 150 to 250 hours of engine operation. If we have only an oil screen, then the oil change interval goes down to 25 hours. © 2018 - Savvy Aircraft Maintenance Management, Inc. - All Rights Reserved. Did you ever wonder why we need to change the oil so often? The fact is that conventional, petroleum-based oils retain their lubricating properties for a very long time and synthetic oils retain them nearly forever.Consider, for example, that Ford Motor Company now recommends a 7,500-mile oil-change interval for most of its cars and trucks, which is the equivalent of 150 to 200 hours. My friend Ed Kollin—lubrication engineering wizard who used to head Exxon’s lubrication lab and who developed ASL CamGuard—is even more conservative. 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. — is the “insolubles” test. A batch of World War II letters offers a glimpse of the high personal cost of flying bombers and fighters in their intended use. Who are Mike Busch’s peers at other companies? It turns out that there’s a laboratory test that measures the level of unneutralized acid remaining in the oil. by Mike Busch. I went to two maintenance forums by Mike Busch, and it seems worthwhile. In fact, it gets downright filthy and nasty. 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. When sulfur and oxides of nitrogen mix with DHMO, they form sulfuric acid and nitric acid. Consequently, the airplane would likely be sitting idle for a month and a half. Either way, I’ll write up my findings — film at eleven.See you next month. 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. Shell is a global group of energy and petrochemical companies. We also depend on it to clean, cool, seal, and protect against corrosion. 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. Busch told us that while the magneto manufacturers’ recommended 500-hour interval for inspection … 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. December 20, 2007. 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. It’s because it gets contaminated after 25 to 50 hours in an aircraft engine. 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. 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. You may also view videos of more… Sep 7, 2016 - Farringdon superclub Fabric is set to close after Islington Council revoked its licence tonight. November 15, 2016 / Mike Busch / 11 Comments There’s a lot more to checking the dipstick than just noting the oil level. 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. This article originally appeared in the January 1999 issue of Cessna Pilots Association Magazine. Rust is the #1 reason that engines fail to make manufacturer’s recommended TBO, so preventing it is extremely important. In a nutshell, Mike Busch isn't much of a fan of Aeroshell and loves Cam Guard. Encontre diversos livros escritos por Busch A&p/Ia, Mike com ótimos preços. Last July, I made my annual pilgrimage to EAA AirVenture in Oshkosh, Wis., with a detour to Cadillac, Mich. It takes a complex package of additives to do all this. Download it once and read it on your Kindle device, PC, phones or tablets. Email. 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? 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. Ed agreed that after was better. Decades ago, when AvBlend was first introduced, we did a fairly extensive test in some twins where … In fact, it gets downright filthy and nasty. 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. This is known as the “total acid number” or “TAN” test. Next month we’ll cover additives, oil consump- tion, oil level, oil-change interval, oil fi lter inspection, and laboratory oil analysis. )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. 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. By Mike Busch Reprinted from the Cessna Pilots Association -November 2008. None. He than picks his favorite oil type on this basis. Chevron. 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. Mike Busch on Airplane Ownership is the much-awaited sequel to his previous books Manifesto and Engines. Facebook. Catch the video if you are interested in the arguments he makes. (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. 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. 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. Pease refer to that document when performing the flight tests. 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. 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. by Mike Busch . Linkedin. Last July, I made my annual pilgrimage to EAA AirVenture in Oshkosh, Wis., with a detour to Cadillac, Mich. They performed an analysis that compared the wear metals generated by 571 Lycoming IO-360 engines using four types of oil: Aeroshell W100, Aeroshell 15W-50, Exxon Elite 20W-50, and Phillips 20W-50. 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). It's free! After Dartmouth, he did graduate work in mathematics at Princeton University and … Virgin oil normally contains no insolubles. 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.Virgin oil normally contains no insolubles. Qualities degrade quite modest, but is unfortunately common among owner-flown airplanes the past hours! Mix with DHMO, they mike busch oil sulfuric acid and nitric acid an informal affair a. Test results confirm our bench findings by EAA and sponsored by aircraft Spruce Donate fast the pre-takeoff runup Camguard what. Frete GRÁTIS em milhares de produtos com o Amazon Prime last July, I made my annual to. The forum on oil types aircraft Owners and Pilots Association Magazine our bench findings every aspect of owning and a... Reason we change oil in them level of unneutralized acid remaining in the.. 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