If it isn’t, there can be dire consequences.Cylinder replacement—and especially replacement of multiple cylinders at once—is a procedure that needs to be executed perfectly. Chapter 1 "The Waddington Effect" of Mike Busch's audiobook "Manifesto: A Revolutionary Approach to General Aviation Maintenance." 64 Max interviews Mike Busch, 2008 National Aviation Maintenance Technician of the Year about his new book, Mike Busch on Engines. Savvy Maintenance coverage sponsored by Aircraft S. Cylinder replacement is a highly invasive and risky procedure with a long history of causing catastrophic in-flight engine failures. 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. While it’s usually easy enough to do this properly when the engine is out of the airplane and sitting on an engine stand with unobstructed access, it’s almost impossible to do when the engine is mounted in the airplane.The wet torque method works adequately during initial engine assembly at the factory or engine overhaul shop when the engine is mounted on an assembly stand and all the bolts, studs, and nuts are brand-new. In 2008, he was honored by the FAA as “National Aviation Maintenance Technician of the Year.” Mike has been a prolific aviation writer for more than four decades. And yet it’s entirely possible that some of the fastener preloads achieved may be below the design minimum required for safety and reliability of the engine. Mike talks about how to protect aircraft engines from corrosion if the plane isn’t flown and about post-maintenance test flights and how they should be flown. He writes the monthly “Savvy Maintenance” column in AOPA PILOT and hosts free monthly EAA-sponsored maintenance webinars. A new Lycoming through bolt has threads that are cadmium-plated and in perfect shape (top). He brings his refreshingly commonsense and often outside-the-box approach to every aspect of owning and operating a general aviation aircraft. 7 reviews “There’s a dirty little secret about aviation maintenance: it often breaks aircraft instead of fixing them." Mike Busch on Engines: What every aircraft owner needs to know about the design, operation, condition monitoring, maintenance and troubleshooting of piston aircraft engines. The post Podcast: Mike Busch On Airplane Ownership appeared first on AVweb. Mike Busch is arguably the best-known A&P/IA in general aviation. Lubricating fasteners before torqueing can have a profound effect on the amount of fastener preload by reducing frictional losses. Mike Busch is arguably the best-known A&P/IA in general aviation. Company Website He writes the monthly "Savvy Maintenance" column in AOPA PILOT, hosts free monthly EAA-sponsored maintenance webinars, has written two books about maintenance and is working on two more. Diagnostic Tales from the War Zone; EGT Myths Debunked; Interpreting Your Engine Monitor; Where Does the Energy Go; Understanding CHT and EGT; Detonation and Pre-Ignition; Controlling the … I reread these periodically. Mike Busch, Reliability Centered Maintenance and General Aviation Discussion in ' Hangar Talk ' started by Sluggo63 , Nov 22, 2020 . Cylinder replacement is a procedure that needs to be executed perfectly. Both Continental and Lycoming specify that cylinder fasteners are to be torqued wet. This turns out not to be a very reliable method. Mike Busch Founder/CEO at Savvy Aviation, Inc. Arroyo Grande, California 500+ connections. Savvy Aviation, Inc. Dartmouth College. Fasteners may not be adequately lubricated. He brings his refreshingly commonsense and often outside-the-box approach to every aspect of owning and operating a general aviation aircraft. Written in typical no-nonsense style, it lays out the basis of Mike's “minimalist” maintenance philosophy for owner-flown general aviation aircraft. Want to read more from Mike Busch? Encontre diversos livros escritos por Busch A&p/Ia, Mike com ótimos preços. Tech Topics is a monthly column written by Mike Busch of CPA’s technical staff. In the real world, unfortunately, mechanics have no practical way of measuring the stretch of the deck studs and through bolts, so they are forced to rely on using a calibrated torque wrench to tighten the nuts to manufacturer-specified torque values in an attempt to establish fastener preloads that are in the desired ballpark. Aircraft Owners & Pilots Association Find it free on the store. ‎Experts Mike Busch, Paul New, and Colleen Sterling answer your toughest aviation maintenance questions. Please support Mike’s work on Patreon. If the movement of the wrench is interrupted, the click from the wrench that signifies that the specified torque has been achieved may occur too early, because breakaway torque is significantly higher than running torque. New episodes are … The cad plating is very slippery (helping to reduce friction) but very thin (typically 8 microns thick, one-tenth the thickness of a human hair) and relatively soft, making it easy to damage. "Manifesto" is the much-anticipated first book from renowned aviation columnist and speaker Mike Busch. If there’s no alternative, ask your mechanic to read this article to help ensure he does the work with an appropriate level of trepidation. And “Manifesto” explains exactly how to do it. Is your network connection unstable or browser outdated? Mike has been a pilot and aircraft owner for 45 years with 7,500+ hours logged, and he is a CFIA/I/ME. In 2008, he was honored by the FAA as “National Aviation Maintenance Technician of the Year.” Mike has been a prolific aviation writer for more than four decades. His “Savvy Aviator” columns have appeared in numerous publications including EAA Sport Aviation, AOPA’s Opinion Leader’s Blog, AVweb, and magazines for the three largest GA type clubs (ABS, CPA, and COPA). “This is particularly true when wrench rotation must be stopped as the nut is approaching the desired ‘click’ of the wrench—but not quite there yet,” said Fuchs. Before Mike Busch, Light Plane Maintenance was an excellent resource for DIY maintenance for the plane owner. The published guidance from Continental and Lycoming leaves a lot to be desired. While at Dartmouth, Mike did pioneering work in computer software development, and ultimately retired from a long, successful career as a software entrepreneur. Mike Busch. Of course, any time multiple cylinders are replaced—especially top overhauls where all of them are replaced at one time—the probability of failure increases exponentially with the number of fasteners that are messed with. Mike is one of the best-known A&P/IAs in general aviation and he writes the monthly “Savvy Maintenance” column in AOPA Pilot magazine. How do we obtain the desired preload when installing a cylinder? Mike Busch is arguably the best-known A&P/IA in general aviation. Already a member? 4. While it’s usually easy enough to do this properly when the engine is out of the airplane and sitting on an engine stand with unobstructed access, it’s almost impossible to do when the engine is mounted in the airplane—where cooling baffles and various other components restrict wrench movement. Not a member? Owners are advised to perform the absolute least amount of maintenance required to make their aircraft safe, reliable and legal… and nothing more. Most of the time you and your A&P will get lucky; the cylinder will stay attached to the engine and the main bearing won’t spin. 5. Mike is a 8,000-hour pilot and CFI, an aircraft owner for 50 years, a prolific aviation author, co-founder of AVweb, and presently heads a team of world-class GA maintenance experts at Savvy Aviation. Add this to the likely loss of slippery cad plating from the worn fastener threads, not to mention the possibility of thread damage, and it’s anybody’s guess whether proper torque will result in proper preload. Sluggo63 Cleared for Takeoff He writes the monthly “Savvy Maintenance” column in AOPA PILOT and hosts free monthly EAA-sponsored maintenance webinars. While it’s usually easy enough to do this properly when the engine is out of the airplane and sitting on an engine stand with unobstructed access, it’s almost impossible to do when the engine is mounted in the airplane. Yet it’s a procedure that most career general aviation A&Ps perform routinely without any apparent concern. The book explains in detail why engine and propeller TBOs and most other manufacturer-prescribed maintenance intervals should be disregarded. An owner who follows the book's guidance can save a small fortune on maintenance costs and end up with a safer, more reliable aircraft. “Manifesto” is the much-anticipated first book from renowned aviation columnist and speaker Mike Busch. In this podcast, A&P/IA, author, AVweb founder and CEO of Savvy Aviation Mike Busch talks about owning and maintaining airplanes, his new book and his plans for AirVenture 2019. Mike talks about how to protect aircraft engines from corrosion if the plane isn’t flown and about post-maintenance test … That’s why both Continental and Lycoming specify that cylinder deck studs and through bolts should be torqued “wet” (by applying lubricant to the fasteners) to reduce these frictional losses and increase the preload achieved by torqueing to a specified value. 0. If the fastener is torqued dry, then 85 to 90 percent of the applied torque is dissipated overcoming friction, leaving only 10 to 15 percent to generate preload. But according to Fuchs, “mechanics are generally reluctant to use much oil on threads and nut faces during cylinder assembly” because it “conflicts with their innate desire for tidy-looking engines.” Fuchs said, “I find use of too little lubricant rather common in the maintenance industry; it’s a very serious issue when assembling used fasteners.”. Check out the rest of his Savvy Aviator columns. My advice: Never pull a cylinder if you can possibly avoid it. Mike Busch's articles on engine monitor data analysis Diagnostic Tales from the War Zone; EGT Myths Debunked; Interpreting Your Engine Monitor Please login below for an enhanced experience. Every A&P I've shown these to, wants them. Things get even worse when cylinders are replaced with the engine mounted on the airplane. The lubricant itself is rather poor. Food for thought next time your mechanic suggests that it might be a good idea to pull some jugs. Why aren’t these mechanics nervous? I am proud to be supporting you in this effort on your Patreon page: https://www.patreon.com/savvyaviator. If it isn’t, there can be dire consequences. The threads of through bolts, deck studs, and hold-down nuts may be worn or damaged, but it’s almost impossible for a mechanic in the field to evaluate this. Through bolts and deck studs are never replaced, and hold-down nuts may be reused at the mechanic’s discretion. After Dartmouth, he did graduate work in mathematics at Princeton University and in business administration at Columbia University. Unless this condition is met, the joint will shift under load and the fasteners will ultimately fail from repetitive stress fatigue. Frequently, two or three “bites” of the wrench are needed before final torque is achieved, and each bite adds uncertainty to the result. Mike is a mathematician by training, having received his Bachelor of Arts degree in mathematics from Dartmouth College. Summary 147 Max talks with Mike Busch, author of four books on general aviation piston aircraft maintenance, about essential aircraft ownership tips. Frete GRÁTIS em milhares de produtos com o Amazon Prime. Fuchs also pointed out that plain 50-weight engine oil (e.g., Aeroshell W100) is a lousy thread lubricant because it lacks synthetics and anti-wear additives that would make it much slipperier. Continental calls for using 50-weight engine oil, while Lycoming suggests using a 90/10 mixture of engine oil and STP additive. To achieve proper preload, the lubricant needs to be slathered onto both the fastener threads and the nut face area. Mike Busch is arguably the best-known A&P/IA in general aviation, honored by the FAA in 2008 as National Aviation Maintenance Technician of the Year. Mike talks about how to protect aircraft engines from corrosion if the plane isn’t flown and about post-maintenance test flights and how they should be flown. Mike Busch is arguably the best-known A&P/IA in general aviation. Submit questions to podcasts@aopa.org. Roger D. Fuchs—veteran A&P/IA, aircraft engine overhauler, accident investigator, expert witness, FAA-designated engineering representative, and really smart guy—has done more research on engine assembly practices and fastener torque than anyone I know. “My concern comes out of decades of experience with Continental engines, particularly the design of crankcases, main bearings, fasteners, and assembly practices,” Fuchs said. Eschew top overhauls like the plague. Please support Mike’s work on Patreon. He writes the monthly "Savvy Maintenance" column in AOPA PILOT, hosts free monthly EAA-sponsored maintenance webinars, has written two books about maintenance and is working on two more. Mike Busch's articles on engine monitor data analysis Follow @SavvyAviation. An important reason for doing it this way is that consistent results can be obtained only if the final tightening sequence is performed using a single continuous motion of the torque wrench. Users who like Chapter 1: The Waddington Effect, Users who reposted Chapter 1: The Waddington Effect, Playlists containing Chapter 1: The Waddington Effect, More tracks like Chapter 1: The Waddington Effect. Email. How can that be? He writes the monthly “Savvy Maintenance” column in AOPA PILOT and hosts free monthly EAA-sponsored maintenance webinars. Email [email protected], savvyaviation.com. Your current browser isn't compatible with SoundCloud. Both Continental and Lycoming call for a two-phase tightening procedure where all the cylinder hold-down nuts are first torqued to 50 percent of their final torque in a specified tightening sequence, and then they are torqued to 100 percent of their final torque following the same sequence. Mike Busch is arguably the best-known A&P/IA in general aviation. Undoubtedly because they are convinced that they always perform the cylinder transplant procedure properly, and that only careless or incompetent mechanics screw it up. “Time after time when the wrench is removed before it clicked, the wrench will click immediately upon attempting to tighten the nut further with no additional rotation of the nut.” This deceives the mechanic into believing that proper preload has been achieved when it almost certainly hasn’t. Mike is a longtime CPA Magazine columnist, co-founder of AVweb and teaches Savvy Seminars, www.savvyaviator.com, for aircraft owners and mechanics. Many field-overhauled engines are assembled with repaired crankcases in which the deck studs are not replaced and may have been torqued numerous times, with most or all cad plating removed by wear or cleaning. He also hosts free monthly EAA-sponsored maintenance webinars. “The risk of engine failure is greatest when your engine is young, NOT when it’s old. Mike owns, flies and maintains a 1979 Cessna T310R based in Santa Maria, California. But even if they do, there’s nothing in Continental’s guidance suggesting that the opposite-side nut should be removed and the nut and threads be lubricated, nor that the opposite-side threads should be cleaned and the opposite-side nut be replaced with a new one. Mike Busch on Airplane Ownership is the much-awaited sequel to his previous books Manifesto and Engines.In this two-volume set, Busch distills his wisdom from his more than 50 years as an aircraft owner. If you have a cylinder repaired or replaced, your conscientious A&P probably employed what would generally be considered proper maintenance practices. The fasteners aren’t new. He’s founder and CEO of Savvy Aviation, Inc., the world’s largest firm providing maintenance-management, consulting, analytical, prebuy, and breakdown assistance services for owner-flown aircraft. But it works far less well when cylinders are being replaced in the field with the engine still mounted in the airplane. Mike Busch is arguably the best-known A&P/IA in general aviation. Max talks with Mike Busch, author of four books on general aviation piston aircraft maintenance, about essential aircraft ownership tips. Facebook. Need help? If it isn’t, there can be dire consequences. Mike Busch Following up on his previous EAA webinar about aircraft magnetos, Mike Busch A&P/IA discusses the various ways that magnetos can fail, how pilots can safely deal with these failures (and why they usually don't), and how proper maintenance can prevent these failures from … 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. Mike is a 8,000-hour pilot and CFI, an aircraft owner for 50 years, a prolific aviation author, co-founder of AVweb, and presently heads a team of world-class GA maintenance experts at Savvy Aviation. Reused ones have threads that are worn and damaged with most of the cad plating gone (bottom). ... “There is no engineering basis for assuming a correlation between aviation piston-engine unreliability and high time in service.”See you next month. In this two-volume set, Busch distills his wisdom from his more than 50 years as an aircraft owner. Under the leadership of renowned maintenance wizard Mike Busch — arguably the best-known A&P/IA in general aviation who literally wrote the book on how GA maintenance should be done — Savvy has assembled the most experienced and talented team of general aviation maintenance experts in the industry. 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