This is known as the “total acid number” or TAN test. If we have only an oil screen, then the oil change interval goes down to 25 hours. He writes the monthly âSavvy Maintenanceâ column in AOPA PILOT and hosts free monthly EAA-sponsored maintenance webinars. Mike Busch is arguably the best-known A&P/IA in general aviation. In fact, it gets downright filthy and nasty. This is perfect oil that is mainly lost because of poor or rather no baffling. In fact, it gets downright filthy and nasty. If I changed the oil before the trip, then the engines would be sitting dormant for six weeks with 20-hour oil in them. Engines that have only an oil screen (no filter) should have the oil changed every 25 hours. All rights reserved. (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. 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. 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. Engines that have only an oil screen (no filter) should have the oil changed every 25 hours. This is known as the “total acid number” or “TAN” test. Facebook. Busch told us that while the magneto manufacturersâ recommended 500-hour interval for inspection ⦠Virgin oil normally contains no insolubles. 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. 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. As a rule-of-thumb, I generally recommend that oil be changed at 50 hours or four calendar months, whichever comes first. A batch of World War II letters offers a glimpse of the high personal cost of flying bombers and fighters in their intended use. Sunday, March 7, 2010 . Did you ever wonder why we need to change the oil so often? Commission an Oil Painted Portrait | View Andrew's Portrait Gallery >> We also depend on it to clean, cool, seal, and protect against corrosion. The purpose of the detour was to participate in a pre-AirVenture floatplane weekend organized by AVweb columnist Rick Durden (The Pilot’s Lounge). 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. 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. 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. — is the “insolubles” test. You may be more familiar with DHMO’s common chemical formula: H2O. âExperts Mike Busch, Paul New, and Colleen Sterling answer your toughest aviation maintenance questions. 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. Download it once and read it on your Kindle device, PC, phones or tablets. 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. by Mike Busch . Busch begins with the history and theory of four-stroke spark-ignition engines. In the nearly two decades that Iâve been a tech rep and columnist for CPAâgawd, has it really been that long? These are alkaline substances that neutralize these acids, much as we might use baking soda to neutralize battery acid. 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. 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. 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. You may attend the upcoming webinars live (and receive FAA Wings and AMT credit) by reserving your spot. Mike Buschâs peers at other companies are Angie Higgs, Galit Magal, Nikki Burrow, David Kharchilava, Kathleen Piotte. ... See More. 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. 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. 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 ⦠December 20, 2007. Mag Check. It's free! Mike Busch works in the industry of Industrial Machinery & Equipment, Manufacturing, Electricity, Oil & Gas. 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. 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. Who are Mike Buschâs peers at other companies? 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. 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 engines power Beech Bonanzas and Barons, Cessna200-series singles and Cessna 300- and 400-series twins, and many other ⦠I’m pretty sure that AvBlend at least does no harm, but I’m not so sure that’s true of Microlon. (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 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. Weâve been doing it since our earliest days as student pilots. This month, the discussion continues with oil additives, oil consumption, oil levels, oil-change intervals, oil ï¬ lter inspections, and oil analysis. Although he didnt conduct specific anti-corrosion bench tests, Buschs in-engine test results confirm our bench findings. Page 2-Mike Busch's thoughts on oil separators Traditional Aircraft Engines : Home > VansAirForceForums-POSTING RULES-Advertise in here!-Today's Posts | Insert Pics. by Mike Busch. © 2018 - Savvy Aircraft Maintenance Management, Inc. - All Rights Reserved. This article originally appeared in the January 1999 issue of Cessna Pilots Association Magazine. 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? Compared with automotive engines, our piston aircraft engines permit a far greater quantity of combustion byproductsânotably carbon, sulfur, oxides of nitrogen, raw fuel, partially burned fuel, plus massive quantities of the corrosive solvent dihydrogen monoxide or DHMO (see graphic)âto leak past ⦠Consider, for example, that most automobile manufacturers now recommend a 7,500-mile oil-change interval for most cars and light trucks. 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. The fact is that conventional petroleum-based oils retain their lubricating properties for a very long time, and synthetic oils retain them nearly forever. Mike Busch on Airplane Ownership is the much-awaited sequel to his previous books Manifesto and Engines. 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. (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.). It turns out that there’s a laboratory test that measures the level of unneutralized acid remaining in the oil. WORLD'S PREMIER INDEPENDENT AVIATION NEWS RESOURCE. Much has been written about the pros and cons of various types and brands of engine oil. But I have some questions in one area; that of the forum on oil types. Sep 7, 2016 - Farringdon superclub Fabric is set to close after Islington Council revoked its licence tonight. He than picks his favorite oil type on this basis. )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. 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. Oil pressure isn't enough! He describes the construction of both the âtop endâ (cylinders) and âbottom endâ (inside the case), and functioning of key systems (lubrication, ignition, carburetion, fuel injection, turbocharging). 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. 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. View Mike Buschâs full profile. As a general rule, I’ve never been a fan of such additives. In this video, AVweb's Paul Bertorelli explains what's... © 2020 Aviation Publishing Group. 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. 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. 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. 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). No, the reason we change oil in our aircraft engines every 25 to 50 hours is not because it breaks down. 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. Mike Busch Owner at None Midland, Texas Oil & Energy 1 person has recommended Mike. Chevron. Rust is the #1 reason that engines fail to make manufacturer’s recommended TBO, so preventing it is extremely important. This is where controversy abounds. It turns out that there’s a laboratory test that measures the level of unneutralized acid remaining in the oil. Who are Mike Buschâs colleagues? Linkedin . by Mike Busch. 0. 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. Decades ago, when AvBlend was first introduced, we did a fairly extensive test in some twins where ⦠Next month weâll cover additives, oil consump- tion, oil level, oil-change interval, oil ï¬ lter inspection, and laboratory oil analysis. Email. September 28, 1997. Presenter: Mike Busch There's a lot more to piston engine oil than you might think. AFTERMARKET ADDITIVES Pitchmen have long been promoting oil additives that eliminate friction and wear, ⦠I was reading through the "Mag Failure" thread and these two posts started me thinking about Mike Busch's books, especially Manifesto. Print. My friend Ed Kollin—lubrication engineering wizard who used to head Exxon’s lubrication lab and who developed ASL CamGuard—is even more conservative. Everyday low prices and free delivery on eligible orders. In this two-volume set, Busch distills his wisdom from his more than 50 years as an aircraft owner. Basically, RCM says that preventative maintenance has a tendency to do ⦠How cold is cold? But do ⦠Of course, the way we replenish them is to change the oil.How can we tell when the acid neutralizers in the oil have been used up? It takes a complex package of additives to do all this. 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. Twitter. I went to two maintenance forums by Mike Busch, and it seems worthwhile. New episodes are ⦠-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. If you fly a piston-powered aircraft, you undoubtedly were taught to perform a "mag check" during the pre-takeoff runup. 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 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. 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. 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. 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 FAAâs 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. Email. When sulfur and oxides of nitrogen mix with DHMO, they form sulfuric acid and nitric acid. Busch begins with the history and theory of four-stroke spark-ignition engines. He brings his refreshingly commonsense and often outside-the-box approach to every aspect of owning and operating a general aviation aircraft. Ed agreed that after was better. Twitter. 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Seal, and Iâm liking what Iâm seeing Pilots Association Magazine, that automobile... Cadillac, Mich the time I got back from Oshkosh, Wis., with a detour to,. Avblend that strongly suggested that they make no measurable difference attend the upcoming live... Aspect of owning and operating a general aviation a half direct-drive Continentals Lycomings. If I changed the oil so often the appearance of the forum on oil types also on. Of engine operation that iâve been testing ASL Camguard oil additive in my for... Time, and Colleen Sterling answer your toughest aviation maintenance questions and theory of four-stroke engines! Oil changed every 25 to 50 hours is not because it breaks down in area... Free monthly EAA-sponsored maintenance webinars 's... © 2020 aviation Publishing group from Dartmouth College of. Some oil analysis has been written about the pros and cons of various types and brands of engine.! 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That they make no measurable difference Busch a & P/IA Mike offers free webinars on maintenance-related subjects on first.
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