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. 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). 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. 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). 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. It’s because it gets contaminated after 25 to 50 hours in an aircraft engine. Mike is a mathematician by training, having received his Bachelor of Arts degree in mathematics from Dartmouth College. It takes a complex package of additives to do all this. 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. 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? Webinars by Mike Busch A&P/IA Mike offers free webinars on maintenance-related subjects on the first Wednesday of each month. But I have some questions in one area; that of the forum on oil types. I went to two maintenance forums by Mike Busch, and it seems worthwhile. After Dartmouth, he did graduate work in mathematics at Princeton University and … 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. These engines power Beech Bonanzas and Barons, Cessna200-series singles and Cessna 300- and 400-series twins, and many other … 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. A batch of World War II letters offers a glimpse of the high personal cost of flying bombers and fighters in their intended use. This article originally appeared in the January 1999 issue of Cessna Pilots Association Magazine. Catch the video if you are interested in the arguments he makes. Who are Mike Busch’s peers at other companies? The Cadillac Lake shindig is an informal affair where a … New episodes are … My friend Ed Kollin—lubrication engineering wizard who used to head Exxon’s lubrication lab and who developed ASL CamGuard—is even more conservative. Presenter: Mike Busch There's a lot more to piston engine oil than you might think. If I changed the oil before the trip, then the engines would be sitting dormant for six weeks with 20-hour oil in them. Everyday low prices and free delivery on eligible orders. Page 2-Mike Busch's thoughts on oil separators Traditional Aircraft Engines : Home > VansAirForceForums-POSTING RULES-Advertise in here!-Today's Posts | Insert Pics. 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. 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. I’ve been testing ASL Camguard oil additive in my airplane for the past 180 hours, and I’m liking what I’m seeing. Mike Busch’s peers at other companies are Angie Higgs, Galit Magal, Nikki Burrow, David Kharchilava, Kathleen Piotte. 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. It’s not because the oil breaks down in service and its lubricating qualities degrade. You may be more familiar with DHMO’s common chemical formula: H2O. 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. It’s because it gets contaminated after 25 to 50 hours in an aircraft engine. 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. 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. Decades ago, when AvBlend was first introduced, we did a fairly extensive test in some twins where … 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. 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. When sulfur and oxides of nitrogen mix with DHMO, they form sulfuric acid and nitric acid. Print. December 20, 2007. 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. The section devoted to troubleshooting problems like rough running, high oil consumption, temperamental ignition and turbocharging issues is worth its weight in gold. 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. We’ve been doing it since our earliest days as student pilots. 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. WORLD'S PREMIER INDEPENDENT AVIATION NEWS RESOURCE. September 28, 1997. 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 or DHMO (see graphic)—to leak past the piston rings and contaminate the crankcase. 0. Encontre diversos livros escritos por Busch A&p/Ia, Mike com ótimos preços. 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. How cold is cold? Oil pressure isn't enough! All rights reserved. Mike Busch. Engines that have only an oil screen (no filter) should have the oil changed every 25 hours. ‎Experts Mike Busch, Paul New, and Colleen Sterling answer your toughest aviation maintenance questions. 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. 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. 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. This month, the discussion continues with oil additives, oil consumption, oil levels, oil-change intervals, oil fi lter inspections, and oil analysis. Learn more about Shell on our global website. Chevron. 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. Rust is the #1 reason that engines fail to make manufacturer’s recommended TBO, so preventing it is extremely important. ), but is unfortunately common among owner-flown airplanes. 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. 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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. (He added that perhaps an even better choice would have been to do two oil changes, one before the trip and one immediately afterward.) 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. 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 lubrication requirements of slow-turning direct-drive Continentals and Lycomings are quite modest, but aircraft engine oil needs to do lots more than lubricate. 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. 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. )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. (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. I went to two maintenance forums by Mike Busch, and it seems worthwhile. 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. Mike Busch Owner at None Midland, Texas Oil & Energy 1 person has recommended Mike. 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. 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). 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