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. Mike Busch works in the industry of Industrial Machinery & Equipment, Manufacturing, Electricity, Oil & Gas. Last July, I made my annual pilgrimage to EAA AirVenture in Oshkosh, Wis., with a detour to Cadillac, Mich. ... See More. Engines that have only an oil screen (no filter) should have the oil changed every 25 hours. 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. 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. Pease refer to that document when performing the flight tests. That’s the equivalent of 150 to 250 hours of engine operation. While preparing for the trip, I checked my maintenance records and found that it had been 39 hours since I changed the oil. A batch of World War II letters offers a glimpse of the high personal cost of flying bombers and fighters in their intended use. Busch begins with the history and theory of four-stroke spark-ignition engines. Buy Mike Busch on Engines: What every aircraft owner needs to know about the design, operation, condition monitoring, maintenance and troubleshooting of piston aircraft engines 1 by Busch A&P/IA, Mike (ISBN: 9781718608955) from Amazon's Book Store. 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. (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. 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? 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. Shell is a global group of energy and petrochemical companies. How can we tell when the acid neutralizers in the oil have been used up? 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). 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. 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. Last July, I made my annual pilgrimage to EAA AirVenture in Oshkosh, Wis., with a detour to Cadillac, Mich. After Dartmouth, he did graduate work in mathematics at Princeton University and … 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. To prevent such acid attack, aviation oils are blended with acid neutralizer additives. Email. 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. Although he didnt conduct specific anti-corrosion bench tests, Buschs in-engine test results confirm our bench findings. © 2018 - Savvy Aircraft Maintenance Management, Inc. - All Rights Reserved. Who are Mike Busch’s colleagues? But I have some questions in one area; that of the forum on oil types. 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. 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). 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. He brings his refreshingly commonsense and often outside-the-box approach to every aspect of owning and operating a general aviation aircraft. by Mike Busch. Mike Busch’s peers at other companies are Angie Higgs, Galit Magal, Nikki Burrow, David Kharchilava, Kathleen Piotte. Oil pressure isn't enough! 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. 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. 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. 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 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. 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. This means 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. This is known as the “total acid number” or “TAN” test. Learn more about Shell on our global website. These are alkaline substances that neutralize these acids, much as we might use baking soda to neutralize battery acid. This is perfect oil that is mainly lost because of poor or rather no baffling. This is known as the “total acid number” or TAN test. 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. He than picks his favorite oil type on this basis. Everyday low prices and free delivery on eligible orders. 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. Frete GRÁTIS em milhares de produtos com o Amazon Prime. Print. Mike Busch, 2008 National Aviation Maintenance Technician of the Year, has been a pilot for 44 years, logging more than 7,000 hours. These engines power Beech Bonanzas and Barons, Cessna200-series singles and Cessna 300- and 400-series twins, and many other … Print. When sulfur and oxides of nitrogen mix with DHMO, they form sulfuric acid and nitric acid. I was reading through the "Mag Failure" thread and these two posts started me thinking about Mike Busch's books, especially Manifesto. 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). PHOTOGRAPHY BY MIKE BUSCH LAST MONTH, I WROTE about the types and properties of the vari-ous kinds of engine oil available. — is the “insolubles” test. Linkedin . I’ve been testing ASL Camguard oil additive in my airplane for the past 180 hours, and I’m liking what I’m seeing. Twitter. 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. 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. The Cadillac Lake shindig is an informal affair where a … Either way, I’ll write up my findings — film at eleven.See you next month. The purpose of the detour was to participate in a pre-AirVenture floatplane weekend organized by AVweb columnist Rick Durden (The Pilot’s Lounge). Mike Busch on Engines: What every aircraft owner needs to know about the design, operation, condition monitoring December 20, 2007. It takes a complex package of additives to do all this. My friend Ed Kollin—lubrication engineering wizard who used to head Exxon’s lubrication lab and who developed ASL CamGuard—is even more conservative. Mike Busch Owner at None Midland, Texas Oil & Energy 1 person has recommended Mike. It's free! 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. Page 2-Mike Busch's thoughts on oil separators Traditional Aircraft Engines : Home > VansAirForceForums-POSTING RULES-Advertise in here!-Today's Posts | Insert Pics. How cold is cold? In a nutshell, Mike Busch isn't much of a fan of Aeroshell and loves Cam Guard. Mike is a mathematician by training, having received his Bachelor of Arts degree in mathematics from Dartmouth College. ©2016 Aircraft Owners and Pilots Association, По какой-то причине пресса незаслуженно очернила микрозаймы в глазах общественного мнения. Busch begins with the history and theory of four-stroke spark-ignition engines. It’s relaxing and enjoyable and exactly what I need before the pressure-cooker week of AirVenture.My 3,500-nm trip from home base (Santa Maria, Calif.) to Cadillac, Oshkosh, and return involves 19 hours of flying time in my Cessna T310R. 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. 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. 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. He writes the monthly “Savvy Maintenance” column in AOPA PILOT and hosts free monthly EAA-sponsored maintenance webinars. Submit questions to podcasts@aopa.org. Encontre diversos livros escritos por Busch A&p/Ia, Mike com ótimos preços. Busch told us that while the magneto manufacturers’ recommended 500-hour interval for inspection … It’s because it gets contaminated after 25 to 50 hours in an aircraft engine. Mag Check. Some oil analysis firms can perform this test on your oil samples. The main problem being, these engines literally throw out pure clean oil that is carried up to the top of the accessory case via the cam, mag, oil pump, vacuum pump and idler gears. View Mike Busch’s full profile. 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. Of course, the way we replenish them is to change the oil. 1. This is where controversy abounds. 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. As a general rule, I’ve never been a fan of such additives. In the nearly two decades that I’ve been a tech rep and columnist for CPA—gawd, has it really been that long? Did you ever wonder why we need to change the oil so often? (At room temperature, single-weight oils like Aeroshell W100 have the consistency of blackstrap molasses, while multigrades like Aeroshell 15W-50 are more like Aunt Jemima Light Syrup. The appearance of the oil is at least as important as its quantity. You may attend the upcoming webinars live (and receive FAA Wings and AMT credit) by reserving your spot. But do … 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. Mike Busch is arguably the best-known A&P/IA in general aviation. 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. Ed agreed that after was better. 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. 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. 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 … (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.). Mike Busch. (For a complete review of Buschs tests, see the November issue of the Cessna Pilots Association magazine at … This question is probably for Mike, but does anyone use Avblend instead of Camguard and what is the difference? WORLD'S PREMIER INDEPENDENT AVIATION NEWS RESOURCE. 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. Mike Busch. The section devoted to troubleshooting problems like rough running, high oil consumption, temperamental ignition and turbocharging issues is worth its weight in gold. 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. If I changed the oil before the trip, then the engines would be sitting dormant for six weeks with 20-hour oil in them. Consider, for example, that most automobile manufacturers now recommend a 7,500-mile oil-change interval for most cars and light trucks. Some oil-analysis firms can perform this test on your oil samples. 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. Are hosted by EAA and sponsored by aircraft Spruce are interested in the oil have used... For six weeks with 20-hour oil in them various types and brands of operation... The appearance of the detour was to participate in a pre-AirVenture floatplane weekend by... By training, having received his Bachelor of Arts degree in mathematics Dartmouth. Oil needs to do all this Kindle device, PC, phones or tablets approach every. 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Engine operation trip, then the oil have been used up and Colleen answer... Busch begins with the history and theory of four-stroke spark-ignition engines mag check '' the. And its lubricating qualities degrade changed at 50 hours or four calendar months, comes! Kollin—Lubrication engineering wizard who used to head Exxon ’ s common chemical formula: H2O Higgs, Galit Magal Nikki!

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