View Mike Busch’s full profile. 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, 2008 National Aviation Maintenance Technician of the Year, has been a pilot for 44 years, logging more than 7,000 hours. 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. (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.). 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. These are alkaline substances that neutralize these acids, much as we might use baking soda to neutralize battery acid. In this two-volume set, Busch distills his wisdom from his more than 50 years as an aircraft owner. Busch told us that while the magneto manufacturers’ recommended 500-hour interval for inspection … 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. Page 2-Mike Busch's thoughts on oil separators Traditional Aircraft Engines : Home > VansAirForceForums-POSTING RULES-Advertise in here!-Today's Posts | Insert Pics. 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. 133 connections. Shell is a global group of energy and petrochemical companies. by Mike Busch . 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. 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 brings his refreshingly commonsense and often outside-the-box approach to every aspect of owning and operating a general aviation aircraft. We’ve been doing it since our earliest days as student pilots. Who are Mike Busch’s colleagues? Catch the video if you are interested in the arguments he makes. These webinars are hosted by EAA and sponsored by Aircraft Spruce. As a rule-of-thumb, I generally recommend that oil be changed at 50 hours or four calendar months, whichever comes first. Linkedin . 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 FAA’s 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. September 28, 1997. Twitter. ... See More. Busch begins with the history and theory of four-stroke spark-ignition engines. 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 purpose of the detour was to participate in a pre-AirVenture floatplane weekend organized by AVweb columnist Rick Durden (The Pilot’s Lounge). All rights reserved. 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. При всём том, что, Blackstone Laboratories in Ft. Wayne, Indiana. by Mike Busch. Keep VAF Going Donate methods Point your camera app here to donate fast. In the nearly two decades that I’ve been a tech rep and columnist for CPA—gawd, has it really been that long? 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. But I have some questions in one area; that of the forum on oil types. 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. It turns out that there’s a laboratory test that measures the level of unneutralized acid remaining in the oil. I was reading through the "Mag Failure" thread and these two posts started me thinking about Mike Busch's books, especially Manifesto. 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. It’s not because the oil breaks down in service and its lubricating qualities degrade. Mike Busch works in the industry of Industrial Machinery & Equipment, Manufacturing, Electricity, Oil & Gas. Mag Check. If you fly a piston-powered aircraft, you undoubtedly were taught to perform a "mag check" during the pre-takeoff runup. We also depend on it to clean, cool, seal, and protect against corrosion. Print. 0. This is perfect oil that is mainly lost because of poor or rather no baffling. © 2018 - Savvy Aircraft Maintenance Management, Inc. - All Rights Reserved. If we have only an oil screen, then the oil change interval goes down to 25 hours. It turns out that there’s a laboratory test that measures the level of unneutralized acid remaining in the oil. When sulfur and oxides of nitrogen mix with DHMO, they form sulfuric acid and nitric acid. 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. If I changed the oil before the trip, then the engines would be sitting dormant for six weeks with 20-hour oil in them. New episodes are … Presenter: Mike Busch There's a lot more to piston engine oil than you might think. 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. 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. 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. Who are Mike Busch’s peers at other companies? Facebook. Sunday, March 7, 2010 . 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. 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. Commission an Oil Painted Portrait | View Andrew's Portrait Gallery >> This month, the discussion continues with oil additives, oil consumption, oil levels, oil-change intervals, oil fi lter inspections, and oil analysis. 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. Virgin oil normally contains no insolubles. 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. Facebook. 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. (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. 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. 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. 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. PHOTOGRAPHY BY MIKE BUSCH LAST MONTH, I WROTE about the types and properties of the vari-ous kinds of engine oil available. 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. 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 … Print. 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. In fact, it gets downright filthy and nasty. (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. 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. Chevron. 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. By Mike Busch Reprinted from the Cessna Pilots Association -November 2008. Rust is the #1 reason that engines fail to make manufacturer’s recommended TBO, so preventing it is extremely important. Did you ever wonder why we need to change the oil so often? These are alkaline substances that neutralize these acids, much as we might use baking soda to neutralize battery acid. 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. 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. 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. 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. In this video, AVweb's Paul Bertorelli explains what's... © 2020 Aviation Publishing Group. It’s because it gets contaminated after 25 to 50 hours in an aircraft engine. Email. Although he didnt conduct specific anti-corrosion bench tests, Buschs in-engine test results confirm our bench findings. 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. It’s because it gets contaminated after 25 to 50 hours in an aircraft engine. It's a gyroplane, not a gyrocopter and it's nothing at all like a helicopter. Otherwise, by the time I got back from Oshkosh, my oil would be 58 hours old. 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 is arguably the best-known A&P/IA in general aviation. 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. I’ve been testing ASL Camguard oil additive in my airplane for the past 180 hours, and I’m liking what I’m seeing. 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. But I have some questions in one area; that of the forum on oil types. Twitter. In a nutshell, Mike Busch isn't much of a fan of Aeroshell and loves Cam Guard. Of course, the way we replenish them is to change the oil. 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). 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. This is known as the “total acid number” or TAN test. You may also view videos of more… by Mike Busch. I went to two maintenance forums by Mike Busch, and it seems worthwhile. It’s because it gets contaminated after 25 to 50 hours in an aircraft engine. By the way, did I mention that I’m a huge fan of laboratory oil analysis? (He added that perhaps an even better choice would have been to do two oil changes, one before the trip and one immediately afterward.) 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. Mike Busch Owner at None Midland, Texas Oil & Energy 1 person has recommended Mike. I’ve witnessed independent objective tests of both Microlon and AvBlend that strongly suggested that they make no measurable difference. Frete GRÁTIS em milhares de produtos com o Amazon Prime. The Cadillac Lake shindig is an informal affair where a … He writes the monthly “Savvy Maintenance” column in AOPA PILOT and hosts free monthly EAA-sponsored maintenance webinars. 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. Linkedin. *FREE* shipping on qualifying offers. 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. Engines that have only an oil screen (no filter) should have the oil changed every 25 hours. Either way, I’ll write up my findings — film at eleven.See you next month. 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? You may attend the upcoming webinars live (and receive FAA Wings and AMT credit) by reserving your spot. It takes a complex package of additives to do all this. Sep 7, 2016 - Farringdon superclub Fabric is set to close after Islington Council revoked its licence tonight. (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. 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. WORLD'S PREMIER INDEPENDENT AVIATION NEWS RESOURCE. 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. Learn more about Shell on our global website. -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. 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. Mike Busch. The appearance of the oil is at least as important as its quantity. Pease refer to that document when performing the flight tests. Mike Busch’s peers at other companies are Angie Higgs, Galit Magal, Nikki Burrow, David Kharchilava, Kathleen Piotte. 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. 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. 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. 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? 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. These engines power Beech Bonanzas and Barons, Cessna200-series singles and Cessna 300- and 400-series twins, and many other … Mike is a mathematician by training, having received his Bachelor of Arts degree in mathematics from Dartmouth College. This is where controversy abounds. After Dartmouth, he did graduate work in mathematics at Princeton University and … Email. Much has been written about the pros and cons of various types and brands of engine oil. 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