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. 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. 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. 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. Fasteners may not be adequately lubricated. FAA finalizes Superior Air Parts crankshaft AD, FAA notes concern about Cessna 120, 140 seat belt brackets. 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. 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 talks about how to protect aircraft engines from corrosion if the plane isn’t flown and about post-maintenance test … But occasionally—despite your mechanic’s best efforts—one of those bad things will happen. 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. 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. Cylinder replacement is a procedure that needs to be executed perfectly. Submit questions to podcasts@aopa.org. 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. 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. 7 reviews “There’s a dirty little secret about aviation maintenance: it often breaks aircraft instead of fixing them." Wrench access is limited. Max talks with Mike Busch, author of four books on general aviation piston aircraft maintenance, about essential aircraft ownership tips. 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. 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. Roger Fuchs identified five obstacles to achieving proper fastener preload when performing cylinder installation on an engine mounted in the airplane: 1. 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.”. 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. The book explains in detail why engine and propeller TBOs and most other manufacturer-prescribed maintenance intervals should be disregarded. 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. Before Mike Busch, Light Plane Maintenance was an excellent resource for DIY maintenance for the plane owner. Mike owns, flies and maintains a 1979 Cessna T310R based in Santa Maria, California. Frequently, two or three “bites” of the wrench are needed before final torque is achieved, and each bite adds uncertainty to the result. Email. You need to enable JavaScript to use SoundCloud. “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. Cylinder replacement is a procedure that needs to be executed perfectly. Why aren’t these mechanics nervous? Mike Busch is arguably the best-known A&P/IA in general aviation. Having sufficient preload is the key to a strong and reliable bolted joint that will not loosen, break, or shift under load. Savvy Aviation, Inc. Dartmouth College. Mike Busch's articles on engine monitor data analysis Diagnostic Tales from the War Zone; EGT Myths Debunked; Interpreting Your Engine Monitor Reused ones have threads that are worn and damaged with most of the cad plating gone (bottom). 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. 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. 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. 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. New episodes are … 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. 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 … 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. 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. 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. But it works far less well when cylinders are being replaced in the field with the engine still mounted in the airplane. ‎Experts Mike Busch, Paul New, and Colleen Sterling answer your toughest aviation maintenance questions. Mike is a mathematician by training, having received his Bachelor of Arts degree in mathematics from Dartmouth College. While at Dartmouth, Mike did pioneering work in computer software development, and ultimately retired from a long, successful career as a software entrepreneur. 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. Please login below for an enhanced experience. Email [email protected], savvyaviation.com. 5. 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. In the aviation oil additive business, the signal-to-noise ratio is very low. In this two-volume set, Busch distills his wisdom from his more than 50 years as an aircraft owner. 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. 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. Encontre diversos livros escritos por Busch A&p/Ia, Mike com ótimos preços. A new Lycoming through bolt has threads that are cadmium-plated and in perfect shape (top). Mike has been a pilot and aircraft owner for 45 years with 7,500+ hours logged, and he is a CFIA/I/ME. To achieve proper preload, the lubricant needs to be slathered onto both the fastener threads and the nut face area. Can't wait for the finished article. Manufacturer instructions are incomplete. You should worry more about pediatrics than geriatrics.” —Mike Busch A&P/IA If it isn’t, there can be dire consequences. And “Manifesto” explains exactly how to do it. After Dartmouth, he did graduate work in mathematics at Princeton University and in business administration at Columbia University. Many mechanics ignore this and don’t bother with torqueing the nut on the opposite side of the engine. Eschew top overhauls like the plague. 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. I am proud to be supporting you in this effort on your Patreon page: https://www.patreon.com/savvyaviator. He brings his refreshingly commonsense and often outside-the-box approach to every aspect of owning and operating a general aviation aircraft. Owners are advised to perform the absolute least amount of maintenance required to make their aircraft safe, reliable and legal… and nothing more. 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. Mike Busch, Reliability Centered Maintenance and General Aviation Discussion in ' Hangar Talk ' started by Sluggo63 , Nov 22, 2020 . Mike is a mathematician by training, having received his Bachelor of Arts degree in mathematics from Dartmouth College. Try to avoid pulling more than one at a time if you possibly can. 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. If it isn’t, there can be dire consequences. “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. 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. About the Author: 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 Busch is arguably the best-known A&P/IA in general aviation. 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. Check out the rest of his Savvy Aviator columns. Mike Busch is arguably the best-known A&P/IA in general aviation. 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. 2. Frete GRÁTIS em milhares de produtos com o Amazon Prime. 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. 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. Mike Busch Founder/CEO at Savvy Aviation, Inc. Arroyo Grande, California 500+ connections. Want to read more from Mike Busch? In some cases, the pilot made a successful forced landing; in others, the outcome was serious injury or death. The fasteners aren’t new. Mike Busch on Airplane Ownership is the much-awaited sequel to his previous books Manifesto and Engines. 4. 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. Please support Mike’s work on Patreon. Chapter 1 "The Waddington Effect" of Mike Busch's audiobook "Manifesto: A Revolutionary Approach to General Aviation Maintenance." And “Manifesto” explains exactly how to do it. Mike Busch is arguably the best-known A&P/IA in general aviation. How do we obtain the desired preload when installing a cylinder? 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. Not a member? Lubricating fasteners before torqueing can have a profound effect on the amount of fastener preload by reducing frictional losses. ... “There is no engineering basis for assuming a correlation between aviation piston-engine unreliability and high time in service.”See you next month. 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. 64 Max interviews Mike Busch, 2008 National Aviation Maintenance Technician of the Year about his new book, Mike Busch on Engines. “My concern comes out of decades of experience with Continental engines, particularly the design of crankcases, main bearings, fasteners, and assembly practices,” Fuchs said. Mike Busch is arguably the best-known A&P/IA in general aviation. Already a member? 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. He brings his refreshingly commonsense and often outside-the-box approach to every aspect of owning and operating a general aviation aircraft. Receive free autographed copies of my newest books Mike Busch on Aircraft Ownership, Vol. 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. Through bolts and deck studs are never replaced, and hold-down nuts may be reused at the mechanic’s discretion. June 7, 2007. Mike is a longtime CPA Magazine columnist, co-founder of AVweb and teaches Savvy Seminars, www.savvyaviator.com, for aircraft owners and mechanics. "Manifesto" is the much-anticipated first book from renowned aviation columnist and speaker Mike Busch. “The risk of engine failure is greatest when your engine is young, NOT when it’s old. Mike Busch on Engines: What every aircraft owner needs to know about the design, operation, condition monitoring, maintenance and troubleshooting of piston aircraft engines. “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. 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. Company Website 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. 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 … Undoubtedly because they are convinced that they always perform the cylinder transplant procedure properly, and that only careless or incompetent mechanics screw it up. 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. My advice: Never pull a cylinder if you can possibly avoid it. 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. Aircraft Owners & Pilots Association Find it free on the store. 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. This turns out not to be a very reliable method. If you have a cylinder repaired or replaced, your conscientious A&P probably employed what would generally be considered proper maintenance practices. 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). 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. Please download one of our supported browsers. The lubricant itself is rather poor. He writes the monthly “Savvy Maintenance” column in AOPA PILOT and hosts free monthly EAA-sponsored maintenance webinars. Mike Busch's articles on engine monitor data analysis Follow @SavvyAviation. He writes the monthly “Savvy Maintenance” column in AOPA PILOT and hosts free monthly EAA-sponsored maintenance webinars. Join to Connect. How can that be? 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. Yet it’s a procedure that most career general aviation A&Ps perform routinely without any apparent concern. 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. About the Author: Mike Busch is arguably the best-known A&P/IA in general aviation. Mike is the 2008 AMT of the year. Summary 147 Max talks with Mike Busch, author of four books on general aviation piston aircraft maintenance, about essential aircraft ownership tips. Mike Busch is an A&P/IA. Need help? 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. 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. Every A&P I've shown these to, wants them. Sluggo63 Cleared for Takeoff Mike Busch. Mike Busch is arguably the best-known A&P/IA in general aviation. The published guidance from Continental and Lycoming leaves a lot to be desired. 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. 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 Busch is arguably the best-known A&P/IA in general aviation. Continental calls for using 50-weight engine oil, while Lycoming suggests using a 90/10 mixture of engine oil and STP additive. 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. Websites. Websites. He writes the monthly “Savvy Maintenance” column in AOPA PILOT and hosts free monthly EAA-sponsored maintenance webinars. 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. Facebook. Mike the production quality is excellent! 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. Please support Mike’s work on Patreon. I reread these periodically. Is your network connection unstable or browser outdated? He also hosts free monthly EAA-sponsored maintenance webinars. Written in typical no-nonsense style, it lays out the basis of Mike's “minimalist” maintenance philosophy for owner-flown general aviation aircraft. Your current browser isn't compatible with SoundCloud. Food for thought next time your mechanic suggests that it might be a good idea to pull some jugs. 3. Through bolts and hold-down nuts may also be reused, although they shouldn’t be. 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