Busch begins with the history and theory of four-stroke spark-ignition engines. In this video, AVweb's Paul Bertorelli explains what's... © 2020 Aviation Publishing Group. This is perfect oil that is mainly lost because of poor or rather no baffling. Consequently, the airplane would likely be sitting idle for a month and a half. If I changed the oil before the trip, then the engines would be sitting dormant for six weeks with 20-hour oil in them. I went to two maintenance forums by Mike Busch, and it seems worthwhile. But I have some questions in one area; that of the forum on oil types. 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. You may attend the upcoming webinars live (and receive FAA Wings and AMT credit) by reserving your spot. 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. 0. 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 … Commission an Oil Painted Portrait | View Andrew's Portrait Gallery >> 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 not because the oil breaks down in service and its lubricating qualities degrade. 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. 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 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. 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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. These webinars are hosted by EAA and sponsored by Aircraft Spruce. This question is probably for Mike, but does anyone use Avblend instead of Camguard and what is the difference? It's a gyroplane, not a gyrocopter and it's nothing at all like a helicopter. 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). 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. Virgin oil normally contains no insolubles. 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. But do … I’ve been testing ASL Camguard oil additive in my airplane for the past 180 hours, and I’m liking what I’m seeing. Print. Sep 7, 2016 - Farringdon superclub Fabric is set to close after Islington Council revoked its licence tonight. Frete GRÁTIS em milhares de produtos com o Amazon Prime. 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. 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. In fact, it gets downright filthy and nasty. 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. Chevron. Mike Busch. Webinars by Mike Busch A&P/IA Mike offers free webinars on maintenance-related subjects on the first Wednesday of each month. 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. 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. Email. While preparing for the trip, I checked my maintenance records and found that it had been 39 hours since I changed the oil. 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. Oil pressure isn't enough! This is known as the “total acid number” or TAN test. By Mike Busch Reprinted from the Cessna Pilots Association -November 2008. 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 agreed that after was better. by Mike Busch . Facebook. Mike Busch. 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. 1. (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. It's free! Mike Busch’s peers at other companies are Angie Higgs, Galit Magal, Nikki Burrow, David Kharchilava, Kathleen Piotte. 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. (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. (He added that perhaps an even better choice would have been to do two oil changes, one before the trip and one immediately afterward.) 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. View Mike Busch’s full profile. 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? Mag Check. In fact, it gets downright filthy and nasty. But I have some questions in one area; that of the forum on oil types. This article originally appeared in the January 1999 issue of Cessna Pilots Association Magazine. Page 2-Mike Busch's thoughts on oil separators Traditional Aircraft Engines : Home > VansAirForceForums-POSTING RULES-Advertise in here!-Today's Posts | Insert Pics. Next month we’ll cover additives, oil consump- tion, oil level, oil-change interval, oil fi lter inspection, and laboratory oil analysis. (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. 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. These are alkaline substances that neutralize these acids, much as we might use baking soda to neutralize battery acid. 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. I went to two maintenance forums by Mike Busch, and Colleen Sterling answer your toughest aviation maintenance.. 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