Can't wait for the finished article. In some cases, the pilot made a successful forced landing; in others, the outcome was serious injury or death. Mike Busch. 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. Unless this condition is met, the joint will shift under load and the fasteners will ultimately fail from repetitive stress fatigue. 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. Join to Connect. Cylinder replacement is a procedure that needs to be executed perfectly. If it isn’t, there can be dire consequences. Is your network connection unstable or browser outdated? 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. 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's articles on engine monitor data analysis Diagnostic Tales from the War Zone; EGT Myths Debunked; Interpreting Your Engine Monitor 1 & 2 (normally $59.90 + tax and shipping) PLUS my IOU for a free copy of both Ownership audiobooks as soon as they become available. Mike Busch, Reliability Centered Maintenance and General Aviation Discussion in ' Hangar Talk ' started by Sluggo63 , Nov 22, 2020 . Fasteners may not be adequately lubricated. Source link About the Author: Mike Busch is arguably the best-known A&P/IA in general aviation. In the aviation oil additive business, the signal-to-noise ratio is very low. “Manifesto” is the much-anticipated first book from renowned aviation columnist and speaker Mike Busch. Try to avoid pulling more than one at a time if you possibly can. 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. Receive free autographed copies of my newest books Mike Busch on Aircraft Ownership, Vol. 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. Those services include maintenance management and consulting, engine monitor data analysis, a nationwide prebuy management program, and 24/7 breakdown assistance that’s essentially “AAA for GA.”, ©2020 Aircraft Owners and Pilots Association. Print. 5. A new Lycoming through bolt has threads that are cadmium-plated and in perfect shape (top). 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. 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 … 64 Max interviews Mike Busch, 2008 National Aviation Maintenance Technician of the Year about his new book, Mike Busch on Engines. Company Website New episodes are … 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. 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. 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. He brings his refreshingly commonsense and often outside-the-box approach to every aspect of owning and operating a general aviation aircraft. Roger Fuchs identified five obstacles to achieving proper fastener preload when performing cylinder installation on an engine mounted in the airplane: 1. Savvy Aviation, Inc. Dartmouth College. If it isn’t, there can be dire consequences. Written in typical no-nonsense style, it lays out the basis of Mike's “minimalist” maintenance philosophy for owner-flown general aviation aircraft. 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. Need help? He brings his refreshingly commonsense and often outside-the-box approach to every aspect of owning and operating a general aviation aircraft. 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 is arguably the best-known A&P/IA in general aviation. “The risk of engine failure is greatest when your engine is young, NOT when it’s old. You may recall from my January 2020 column (“Savvy Maintenance: Tense Bolts”) that “preload” is the technical term for the clamping force created by tightening a fastener, typically a threaded bolt or stud, that holds assembled parts together. Food for thought next time your mechanic suggests that it might be a good idea to pull some jugs. 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. And “Manifesto” explains exactly how to do it. 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. Facebook. Already a member? 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. 3. 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. Mike Busch Founder/CEO at Savvy Aviation, Inc. Arroyo Grande, California 500+ connections. 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 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. Yet it’s a procedure that most career general aviation A&Ps perform routinely without any apparent concern. But it works far less well when cylinders are being replaced in the field with the engine still mounted in the airplane. June 7, 2007. Lubricating fasteners before torqueing can have a profound effect on the amount of fastener preload by reducing frictional losses. Mike owns, flies and maintains a 1979 Cessna T310R based in Santa Maria, California. Mike Busch is an A&P/IA. 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. 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. 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. Founded in 2008, Mike’s company Savvy Aviation, Inc. provides a broad palette of maintenance-related services to thousands of owners of piston GA airplanes. 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. You need to enable JavaScript to use SoundCloud. 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. If you have a cylinder repaired or replaced, your conscientious A&P probably employed what would generally be considered proper maintenance practices. Mike Busch is arguably the best-known A&P/IA in general aviation. Through bolts and hold-down nuts may also be reused, although they shouldn’t be. Wrench access is limited. In this podcast, A&P/IA, author, and founder and CEO of Savvy Aviation Mike Busch talks with AVweb about owning and maintaining airplanes, his new book and his plans for AirVenture 2019. 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. About the Author: Mike has been a pilot and aircraft owner for 45 years with 7,500+ hours logged, and he is a CFIA/I/ME. 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. 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). In this two-volume set, Busch distills his wisdom from his more than 50 years as an aircraft owner. Get the latest news on coronavirus impacts on general aviation, including what AOPA is doing to protect GA, event cancellations, advice for pilots to protect themselves, and more. “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. 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. 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. Having sufficient preload is the key to a strong and reliable bolted joint that will not loosen, break, or shift under load. 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. Both Continental and Lycoming specify that cylinder fasteners are to be torqued wet. 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. When an engine is initially assembled at the factory (or by a first-rate overhaul shop), the through bolts, deck studs, and cylinder hold-down nuts are all brand-new with cadmium-plated threads in perfect condition. Owners are advised to perform the absolute least amount of maintenance required to make their aircraft safe, reliable and legal… and nothing more. “My concern comes out of decades of experience with Continental engines, particularly the design of crankcases, main bearings, fasteners, and assembly practices,” Fuchs said. After Dartmouth, he did graduate work in mathematics at Princeton University and in business administration at Columbia University. He writes the monthly “Savvy Maintenance” column in AOPA PILOT and hosts free monthly EAA-sponsored maintenance webinars. Reused ones have threads that are worn and damaged with most of the cad plating gone (bottom). 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. 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. Mike Busch is the CEO of Savvy Aviation and a co-founder of AVweb. Chapter 1 "The Waddington Effect" of Mike Busch's audiobook "Manifesto: A Revolutionary Approach to General Aviation Maintenance." 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. Want to read more from Mike Busch? Through bolts and deck studs are never replaced, and hold-down nuts may be reused at the mechanic’s discretion. Email [email protected], savvyaviation.com. ... “There is no engineering basis for assuming a correlation between aviation piston-engine unreliability and high time in service.”See you next month. 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. He is renowned for his free monthly maintenance webinars and his standing-room-only forums at EAA AirVenture Oshkosh. But occasionally—despite your mechanic’s best efforts—one of those bad things will happen. 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. Mike then co-founded AVweb in 1995 and served as its editor-in-chief and investigative journalist until its sale to Belvoir Publications in 2002. Summary 147 Max talks with Mike Busch, author of four books on general aviation piston aircraft maintenance, about essential aircraft ownership tips. 4. The fasteners aren’t new. Mike Busch is arguably the best-known A&P/IA in general aviation. "Manifesto" is the much-anticipated first book from renowned aviation columnist and speaker Mike Busch. Sluggo63 Cleared for Takeoff I am proud to be supporting you in this effort on your Patreon page: https://www.patreon.com/savvyaviator. That’s because the lion’s share of the applied torque is dissipated overcoming friction—both friction under the nut face and friction of the threads—leaving only a small and rather unpredictable portion of the applied torque to generate preload on the fastener. The problem with the torque-wrench method is that the amount of fastener preload generated by torqueing a nut to a specified torque value can vary quite a bit. Mike Busch's articles on engine monitor data analysis Follow @SavvyAviation. Tech Topics is a monthly column written by Mike Busch of CPA’s technical staff. Mike is a longtime CPA Magazine columnist, co-founder of AVweb and teaches Savvy Seminars, www.savvyaviator.com, for aircraft owners and mechanics. 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. Submit questions to podcasts@aopa.org. Mike is a mathematician by training, having received his Bachelor of Arts degree in mathematics from Dartmouth College. Mike Busch is arguably the best-known A&P/IA in general aviation. Many mechanics ignore this and don’t bother with torqueing the nut on the opposite side of the engine. Your current browser isn't compatible with SoundCloud. Check out the rest of his Savvy Aviator columns. 147 Max talks with Mike Busch, author of four books on general aviation piston aircraft maintenance, about essential aircraft ownership tips. Mike Busch is arguably the best-known A&P/IA in general aviation. “All my experience indicates that there is a major risk to safety and airworthiness when performing cylinder replacement on mid- to high-time Continental engines, not as a result of improperly performed maintenance actions but rather as the result of maintenance actions which experienced mechanics are attempting to perform properly according to the manufacturer’s recommendations as published.”, Fuchs contends that there’s a significant risk that an engine might come apart after cylinder replacement—especially a top overhaul—even when the work is performed exactly as prescribed by the manufacturer. How do we obtain the desired preload when installing a cylinder? He writes the monthly “Savvy Maintenance” column in AOPA PILOT and hosts free monthly EAA-sponsored maintenance webinars. Mike Busch on Engines: What every aircraft owner needs to know about the design, operation, condition monitoring, maintenance and troubleshooting of piston aircraft engines. For a bolted joint to be stable under cyclic repetitive stress, the preload on the fasteners must be greater than the maximum stress that is trying to pull the joint apart. “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 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 talks about how to protect aircraft engines from corrosion if the plane isn’t flown and about post-maintenance test … The lubricant itself is rather poor. He also hosts free monthly EAA-sponsored maintenance webinars. Why aren’t these mechanics nervous? In a perfect world we’d tighten the cylinder base nuts so that the deck studs stretched by about 0.005 inch and the through bolts stretched by about 0.035 inch. My advice: Never pull a cylinder if you can possibly avoid it. Manufacturer instructions are incomplete. I reread these periodically. Max talks with Mike Busch, author of four books on general aviation piston aircraft maintenance, about essential aircraft ownership tips. 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. And “Manifesto” explains exactly how to do it. Mike Busch is arguably the best-known A&P/IA in general aviation. Aircraft Owners & Pilots Association Find it free on the store. This turns out not to be a very reliable method. 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.”. Mike is a mathematician by training, having received his Bachelor of Arts degree in mathematics from Dartmouth College. I have been involved with at least a half-dozen of these maintenance-induced catastrophic engine failures—as an expert witness or investigator—where the engine either threw a rod through the crankcase or sustained the complete separation of a cylinder from the engine, resulting in a total loss of power. 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. 2. Things get even worse when cylinders are replaced with the engine mounted on the airplane. Every A&P I've shown these to, wants them. Please login below for an enhanced experience. ‎Experts Mike Busch, Paul New, and Colleen Sterling answer your toughest aviation maintenance questions. Continental calls for using 50-weight engine oil, while Lycoming suggests using a 90/10 mixture of engine oil and STP additive. Mike Busch is arguably the best-known A&P/IA in general aviation. Through his work as a type club tech rep for Cessna Pilots Association, American Bonanza Society, and Cirrus Owners and Pilots Association, and as CEO of Savvy Aviation, Inc., Mike has helped thousands of aircraft owners resolve thorny maintenance problems that have stumped their local A&Ps. 7 reviews “There’s a dirty little secret about aviation maintenance: it often breaks aircraft instead of fixing them." Frete GRÁTIS em milhares de produtos com o Amazon Prime. You should worry more about pediatrics than geriatrics.” —Mike Busch A&P/IA It’s dubious that following Continental’s published guidance will accomplish anything useful regarding torqueing the opposite-side nut—which is probably why so many mechanics don’t even bother with it unless they’re also replacing the opposite-side cylinder. For example, Continental’s overhaul manuals emphasize that when a cylinder is replaced, the nuts on both ends of each through bolt must be torqued. According to Fuchs, the root cause of spun bearings, thrown rods, and separated cylinders is simply “failure to achieve sufficient preload in the assembled fasteners.”. Websites. Mike is a mathematician by training, having received his Bachelor of Arts degree in mathematics from Dartmouth College. Please support Mike’s work on Patreon. Mike the production quality is excellent! Eschew top overhauls like the plague. Websites. 0. Email. How can that be? Frequently, two or three “bites” of the wrench are needed before final torque is achieved, and each bite adds uncertainty to the result. 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. FAA finalizes Superior Air Parts crankshaft AD, FAA notes concern about Cessna 120, 140 seat belt brackets. Mike Busch is arguably the best-known A&P/IA in general aviation. Please support Mike's audiobook initiative and his writing, webinars and advocacy on behalf of aircraft owners by becoming a Patreon patron at https://www.Patreon.com/SavvyAviator. 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. In 2008, he was honored by the FAA as “National Aviation Maintenance Technician of the Year.” Mike has been a prolific aviation writer for nearly five decades. Mike is the 2008 AMT of the year. 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 … The published guidance from Continental and Lycoming leaves a lot to be desired. To achieve proper preload, the lubricant needs to be slathered onto both the fastener threads and the nut face area. Cylinder replacement is a procedure that needs to be executed perfectly. Encontre diversos livros escritos por Busch A&p/Ia, Mike com ótimos preços. Not a member? The post Podcast: Mike Busch On Airplane Ownership appeared first on AVweb. 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. Undoubtedly because they are convinced that they always perform the cylinder transplant procedure properly, and that only careless or incompetent mechanics screw it up. The torque wrench could have been calibrated recently, set to the proper torque value, and given the reassuring click indicating that the desired torque value was achieved. He writes the monthly “Savvy Maintenance” column in AOPA PILOT and hosts free monthly EAA-sponsored maintenance webinars. Before Mike Busch, Light Plane Maintenance was an excellent resource for DIY maintenance for the plane owner. Please support Mike’s work on Patreon. 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. 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. The book explains in detail why engine and propeller TBOs and most other manufacturer-prescribed maintenance intervals should be disregarded. Please download one of our supported browsers. 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. Joint that will not loosen, break, or shift under load is... 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