Encontre diversos livros escritos por Busch A&p/Ia, Mike com ótimos preços. Submit questions to email@example.com. Facebook. 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. Who are Mike Buschâs peers at other companies? 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 â¦ 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. New episodes are â¦ He brings his refreshingly commonsense and often outside-the-box approach to every aspect of owning and operating a general aviation aircraft. This is where controversy abounds. Some oil-analysis firms can perform this test on your oil samples. 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. As a general rule, I’ve never been a fan of such additives. 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. 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. 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. PHOTOGRAPHY BY MIKE BUSCH LAST MONTH, I WROTE about the types and properties of the vari-ous kinds of engine oil available. I’ve witnessed independent objective tests of both Microlon and AvBlend that strongly suggested that they make no measurable difference. 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 400-600 hours. Busch explains how modern condition monitoring toolsâlike borescopy, oil analysis and digital engine monitor data analysisâallow you to extend engine life and overhaul strictly on-condition rather at an arbitrary TBO. 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. The purpose of the detour was to participate in a pre-AirVenture floatplane weekend organized by AVweb columnist Rick Durden (The Pilot’s Lounge). In this two-volume set, Busch distills his wisdom from his more than 50 years as an aircraft owner. 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. Frete GRÁTIS em milhares de produtos com o Amazon Prime. Sunday, March 7, 2010 . Did you ever wonder why we need to change the oil so often? ©2016 Aircraft Owners and Pilots Association, По какой-то причине пресса незаслуженно очернила микрозаймы в глазах общественного мнения. 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. If we have only an oil screen, then the oil change interval goes down to 25 hours. 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. 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. Everyday low prices and free delivery on eligible orders. 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. Next month weâll cover additives, oil consump- tion, oil level, oil-change interval, oil ï¬ lter inspection, and laboratory oil analysis. After Dartmouth, he did graduate work in mathematics at Princeton University and â¦ Facebook. 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. A batch of World War II letters offers a glimpse of the high personal cost of flying bombers and fighters in their intended use. The appearance of the oil is at least as important as its quantity. The Cadillac Lake shindig is an informal affair where a â¦ While preparing for the trip, I checked my maintenance records and found that it had been 39 hours since I changed the oil. It’s not because the oil breaks down in service and its lubricating qualities degrade. You may also view videos of moreâ¦ âExperts Mike Busch, Paul New, and Colleen Sterling answer your toughest aviation maintenance questions. 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. That’s the equivalent of 150 to 250 hours of engine operation. 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). by Mike Busch . 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. Weâve been doing it since our earliest days as student pilots. 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. Mike Busch. When sulfur and oxides of nitrogen mix with DHMO, they form sulfuric acid and nitric acid. Itâs because it gets contaminated after 25 to 50 hours in an aircraft engine. 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. 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. Webinars by Mike Busch A&P/IA Mike offers free webinars on maintenance-related subjects on the first Wednesday of each month. He than picks his favorite oil type on this basis. But do â¦ Busch begins with the history and theory of four-stroke spark-ignition engines. Decades ago, when AvBlend was first introduced, we did a fairly extensive test in some twins where â¦ 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. Mike Busch, 2008 National Aviation Maintenance Technician of the Year, has been a pilot for 44 years, logging more than 7,000 hours. No, the reason we change oil in our aircraft engines every 25 to 50 hours is not because it breaks down. In fact, it gets downright filthy and nasty. Rust is the #1 reason that engines fail to make manufacturer’s recommended TBO, so preventing it is extremely important. This question is probably for Mike, but does anyone use Avblend instead of Camguard and what is the difference? 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. In fact, it gets downright filthy and nasty. To prevent such acid attack, aviation oils are blended with acid neutralizer additives. 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. (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 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. November 15, 2016 / Mike Busch / 11 Comments Thereâs a lot more to checking the dipstick than just noting the oil level. 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? 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. 1. 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. Busch begins with the history and theory of four-stroke spark-ignition engines. 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. 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. Sep 7, 2016 - Farringdon superclub Fabric is set to close after Islington Council revoked its licence tonight. 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. Since I changed the oil breaks down would be sitting idle for a very long time, Iâm... Moreâ¦ Mike Busch on airplane Ownership is the # 1 reason that engines fail to make manufacturer ’ a. 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