Mike Busch on Airplane Ownership is the much-awaited sequel to his previous books Manifesto and Engines. December 20, 2007. Oil pressure isn't enough! Next month we’ll cover additives, oil consump- tion, oil level, oil-change interval, oil fi lter inspection, and laboratory oil analysis. Busch begins with the history and theory of four-stroke spark-ignition engines. 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. Twitter. 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. )My own personal experience agrees with this: I have investigated many cases of premature cam and lifter distress (generally caused by corrosion during periods of disuse) and without exception they all involved engines operating on Aeroshell 15W-50 multigrade. He writes the monthly “Savvy Maintenance” column in AOPA PILOT and hosts free monthly EAA-sponsored maintenance webinars. Linkedin . (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.). You may be more familiar with DHMO’s common chemical formula: H2O. When sulfur and oxides of nitrogen mix with DHMO, they form sulfuric acid and nitric acid. I’ve witnessed independent objective tests of both Microlon and AvBlend that strongly suggested that they make no measurable difference. A batch of World War II letters offers a glimpse of the high personal cost of flying bombers and fighters in their intended use. And 20-hour oil is considerably more corrosive than clean oil, because it’s contaminated with combustion byproducts, fuel, moisture and acids.Maybe the decision wasn’t so obvious after all …In the end, I decided to postpone my oil change until after the trip, and I wound up putting 58 hours on the oil before draining it — eight hours over my usual limit. As a rule-of-thumb, I generally recommend that oil be changed at 50 hours or four calendar months, whichever comes first. It’s not because the oil breaks down in service and its lubricating qualities degrade. 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. Last July, I made my annual pilgrimage to EAA AirVenture in Oshkosh, Wis., with a detour to Cadillac, Mich. Page 2-Mike Busch's thoughts on oil separators Traditional Aircraft Engines : Home > VansAirForceForums-POSTING RULES-Advertise in here!-Today's Posts | Insert Pics. The purpose of the detour was to participate in a pre-AirVenture floatplane weekend organized by AVweb columnist Rick Durden (The Pilot’s Lounge). 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. 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. 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. 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. 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. This question is probably for Mike, but does anyone use Avblend instead of Camguard and what is the difference? I’m pretty sure that AvBlend at least does no harm, but I’m not so sure that’s true of Microlon. It’s because it gets contaminated after 25 to 50 hours in an aircraft engine. 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. Pease refer to that document when performing the flight tests. Email. 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 … 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. 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. 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. Did you ever wonder why we need to change the oil so often? To prevent such acid attack, aviation oils are blended with acid neutralizer additives. Virgin oil normally contains no insolubles. Facebook. Rust is the #1 reason that engines fail to make manufacturer’s recommended TBO, so preventing it is extremely important. Either way, I’ll write up my findings — film at eleven.See you next month. При всём том, что, Blackstone Laboratories in Ft. Wayne, Indiana. I went to two maintenance forums by Mike Busch, and it seems worthwhile. 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. Another important indication of oil condition can be found in standard oil analysis report provided by some labs—notably the one I prefer, Blackstone Laboratories in Ft. Wayne, Indiana—is the “insolubles” test. 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. But I have some questions in one area; that of the forum on oil types. But do … Print. 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. (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. You may attend the upcoming webinars live (and receive FAA Wings and AMT credit) by reserving your spot. Presenter: Mike Busch There's a lot more to piston engine oil than you might think. Both Aeroshell and Exxon go to great lengths in their advertisements to proclaim the superior corrosion-preventive capabilities of their flagship multigrade oils (Aeroshell 15W-50 and Exxon Elite 20W-50) and offer all sorts of laboratory test results to substantiate their claims. 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. This is where controversy abounds. When sulfur and oxides of nitrogen mix with DHMO, they form sulfuric acid and nitric acid. 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. 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? Who are Mike Busch’s colleagues? by Mike Busch. ©2016 Aircraft Owners and Pilots Association, По какой-то причине пресса незаслуженно очернила микрозаймы в глазах общественного мнения. ... See More. Mike Busch’s peers at other companies are Angie Higgs, Galit Magal, Nikki Burrow, David Kharchilava, Kathleen Piotte. 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. Decades ago, when AvBlend was first introduced, we did a fairly extensive test in some twins where … Mike Busch works in the industry of Industrial Machinery & Equipment, Manufacturing, Electricity, Oil & Gas. 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. My friend Ed Kollin—lubrication engineering wizard who used to head Exxon’s lubrication lab and who developed ASL CamGuard—is even more conservative. 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. 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. 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. 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. 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 Mike Busch . 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. None. Mike Busch, 2008 National Aviation Maintenance Technician of the Year, has been a pilot for 44 years, logging more than 7,000 hours. 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. November 15, 2016 / Mike Busch / 11 Comments There’s a lot more to checking the dipstick than just noting the oil level. 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. No, the reason we change oil in our aircraft engines every 25 to 50 hours is not because it breaks down. 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. He than picks his favorite oil type on this basis. © 2018 - Savvy Aircraft Maintenance Management, Inc. - All Rights Reserved. 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. I was reading through the "Mag Failure" thread and these two posts started me thinking about Mike Busch's books, especially Manifesto. I went to two maintenance forums by Mike Busch, and it seems worthwhile. In fact, it gets downright filthy and nasty. This is perfect oil that is mainly lost because of poor or rather no baffling. 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. 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. We’ve been doing it since our earliest days as student pilots. Mike is a mathematician by training, having received his Bachelor of Arts degree in mathematics from Dartmouth College. Sep 7, 2016 - Farringdon superclub Fabric is set to close after Islington Council revoked its licence tonight. 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These are alkaline substances that neutralize these acids, much as we might use baking soda to neutralize battery acid. 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. 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. In a nutshell, Mike Busch isn't much of a fan of Aeroshell and loves Cam Guard. Who are Mike Busch’s peers at other companies? Twitter. 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? Although he didnt conduct specific anti-corrosion bench tests, Buschs in-engine test results confirm our bench findings. Mike Busch. PHOTOGRAPHY BY MIKE BUSCH LAST MONTH, I WROTE about the types and properties of the vari-ous kinds of engine oil available. 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. If you fly a piston-powered aircraft, you undoubtedly were taught to perform a "mag check" during the pre-takeoff runup. How can we tell when the acid neutralizers in the oil have been used up? Keep VAF Going Donate methods Point your camera app here to donate fast. The Cadillac Lake shindig is an informal affair where a … 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. These webinars are hosted by EAA and sponsored by Aircraft Spruce. by Mike Busch. Everyday low prices and free delivery on eligible orders. By Mike Busch Reprinted from the Cessna Pilots Association -November 2008. Engines that have only an oil screen (no filter) should have the oil changed every 25 hours. Catch the video if you are interested in the arguments he makes. By the way, did I mention that I’m a huge fan of laboratory oil analysis? 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. 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. After Dartmouth, he did graduate work in mathematics at Princeton University and … 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. I’ve been testing ASL Camguard oil additive in my airplane for the past 180 hours, and I’m liking what I’m seeing. 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. 1. About half the fuel's energy goes out the exhaust pipe, while the remaining one-sixth is transferred to the cooling air that passes over the cylinder fins and through the oil cooler. 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. It's free! Encontre diversos livros escritos por Busch A&p/Ia, Mike com ótimos preços. Webinars by Mike Busch A&P/IA Mike offers free webinars on maintenance-related subjects on the first Wednesday of each month. If you remember these dangerous corrosives from your high school chemistry class, then you’ll appreciate why you definitely don’t want them attacking your expensive engine parts.To prevent such acid attack, aviation oils are blended with acid-neutralizer additives. The appearance of the oil is at least as important as its quantity. 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. 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. Submit questions to podcasts@aopa.org. )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. 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. Ed agreed that after was better. Otherwise, by the time I got back from Oshkosh, my oil would be 58 hours old. How cold is cold? Of course, the way we replenish them is to change the oil. 133 connections. Basically, RCM says that preventative maintenance has a tendency to do … 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 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. In fact, it gets downright filthy and nasty. Mike Busch Owner at None Midland, Texas Oil & Energy 1 person has recommended Mike. Some oil analysis firms can perform this test on your oil samples. Sunday, March 7, 2010 . But I have some questions in one area; that of the forum on oil types. 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. The fact is that conventional petroleum-based oils retain their lubricating properties for a very long time, and synthetic oils retain them nearly forever. (He added that perhaps an even better choice would have been to do two oil changes, one before the trip and one immediately afterward.) Mike Busch is arguably the best-known A&P/IA in general aviation. ), but is unfortunately common among owner-flown airplanes. 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. 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. 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. (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. — is the “insolubles” test. 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. New episodes are … 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. 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 Engines: What every aircraft owner needs to know about the design, operation, condition monitoring He brings his refreshingly commonsense and often outside-the-box approach to every aspect of owning and operating a general aviation aircraft. We also depend on it to clean, cool, seal, and protect against corrosion. It turns out that there’s a laboratory test that measures the level of unneutralized acid remaining in the oil. 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 month, the discussion continues with oil additives, oil consumption, oil levels, oil-change intervals, oil fi lter inspections, and oil analysis. No, the reason we change oil in our aircraft engines every 25 to 50 hours is not because it breaks down. Much has been written about the pros and cons of various types and brands of engine oil. It's a gyroplane, not a gyrocopter and it's nothing at all like a helicopter. Frete GRÁTIS em milhares de produtos com o Amazon Prime. 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. In this video, AVweb's Paul Bertorelli explains what's... © 2020 Aviation Publishing Group. As a general rule, I’ve never been a fan of such additives. It’s because it gets contaminated after 25 to 50 hours in an aircraft engine. In this two-volume set, Busch distills his wisdom from his more than 50 years as an aircraft owner. 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. View Mike Busch’s full profile. 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). Commission an Oil Painted Portrait | View Andrew's Portrait Gallery >> Consider, for example, that most automobile manufacturers now recommend a 7,500-mile oil-change interval for most cars and light trucks. Consequently, the airplane would likely be sitting idle for a month and a half. While preparing for the trip, I checked my maintenance records and found that it had been 39 hours since I changed the oil. 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. 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Filthy and nasty favorite oil type on this basis nearly forever Association..