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. Email. 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. 0. How cold is cold? Decades ago, when AvBlend was first introduced, we did a fairly extensive test in some twins where … Some oil-analysis firms can perform this test on your oil samples. ), but is unfortunately common among owner-flown airplanes. 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. In the nearly two decades that I’ve been a tech rep and columnist for CPA—gawd, has it really been that long? I was reading through the "Mag Failure" thread and these two posts started me thinking about Mike Busch's books, especially Manifesto. 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. These engines power Beech Bonanzas and Barons, Cessna200-series singles and Cessna 300- and 400-series twins, and many other … 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. ... See More. September 28, 1997. 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). This is known as the “total acid number” or TAN test. Facebook. Presenter: Mike Busch There's a lot more to piston engine oil than you might think. I went to two maintenance forums by Mike Busch, and it seems worthwhile. 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. Some oil analysis firms can perform this test on your oil samples. Mike Busch on Engines: What every aircraft owner needs to know about the design, operation, condition monitoring Linkedin . It’s because it gets contaminated after 25 to 50 hours in an aircraft engine. 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. (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. 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. That’s the equivalent of 150 to 250 hours of engine operation. Mike Busch. Busch told us that while the magneto manufacturers’ recommended 500-hour interval for inspection … 133 connections. ©2016 Aircraft Owners and Pilots Association, По какой-то причине пресса незаслуженно очернила микрозаймы в глазах общественного мнения. — is the “insolubles” test. 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. 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. 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? Mike Busch on Airplane Ownership is the much-awaited sequel to his previous books Manifesto and Engines. If we have only an oil screen, then the oil change interval goes down to 25 hours. Frete GRÁTIS em milhares de produtos com o Amazon Prime. Print. These are alkaline substances that neutralize these acids, much as we might use baking soda to neutralize battery acid. Last July, I made my annual pilgrimage to EAA AirVenture in Oshkosh, Wis., with a detour to Cadillac, Mich. 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. Consequently, the airplane would likely be sitting idle for a month and a half. 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. To prevent such acid attack, aviation oils are blended with acid neutralizer additives. (He added that perhaps an even better choice would have been to do two oil changes, one before the trip and one immediately afterward.) It turns out that there’s a laboratory test that measures the level of unneutralized acid remaining in the oil. 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. ‎Experts Mike Busch, Paul New, and Colleen Sterling answer your toughest aviation maintenance questions. 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. 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. 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. He than picks his favorite oil type on this basis. 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. 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. Busch begins with the history and theory of four-stroke spark-ignition engines. No, the reason we change oil in our aircraft engines every 25 to 50 hours is not because it breaks down. 1. Learn more about Shell on our global website. При всём том, что, Blackstone Laboratories in Ft. Wayne, Indiana. 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. 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. 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 fact is that conventional petroleum-based oils retain their lubricating properties for a very long time, and synthetic oils retain them nearly forever. Print. November 15, 2016 / Mike Busch / 11 Comments There’s a lot more to checking the dipstick than just noting the oil level. This article originally appeared in the January 1999 issue of Cessna Pilots Association Magazine. 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. This month, the discussion continues with oil additives, oil consumption, oil levels, oil-change intervals, oil fi lter inspections, and oil analysis. By Mike Busch Reprinted from the Cessna Pilots Association -November 2008. 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. Download it once and read it on your Kindle device, PC, phones or tablets. The appearance of the oil is at least as important as its quantity. These webinars are hosted by EAA and sponsored by Aircraft Spruce. We also depend on it to clean, cool, seal, and protect against corrosion. It's a gyroplane, not a gyrocopter and it's nothing at all like a helicopter. Sunday, March 7, 2010 . Mike Busch works in the industry of Industrial Machinery & Equipment, Manufacturing, Electricity, Oil & Gas. View Mike Busch’s full profile. 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