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, honored by the FAA in 2008 as National Aviation Maintenance Technician of the Year. 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. 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. 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. 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. He also hosts free monthly EAA-sponsored maintenance webinars. Company Website 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. 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. Cylinder replacement is a procedure that needs to be executed perfectly. 5. To achieve proper preload, the lubricant needs to be slathered onto both the fastener threads and the nut face area. Mike is the 2008 AMT of the year. 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. 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. Every A&P I've shown these to, wants them. 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. 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. 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. “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. Continental calls for using 50-weight engine oil, while Lycoming suggests using a 90/10 mixture of engine oil and STP additive. 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. 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. 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 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 arguably the best-known A&P/IA in general aviation. 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 is an A&P/IA. 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 … Chapter 1 "The Waddington Effect" of Mike Busch's audiobook "Manifesto: A Revolutionary Approach to General Aviation Maintenance." Manufacturer instructions are incomplete. 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.”. 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. Written in typical no-nonsense style, it lays out the basis of Mike's “minimalist” maintenance philosophy for owner-flown general aviation aircraft. Source link Both Continental and Lycoming specify that cylinder fasteners are to be torqued wet. Websites. 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. Max talks with Mike Busch, author of four books on general aviation piston aircraft maintenance, about essential aircraft ownership tips. ‎Experts Mike Busch, Paul New, and Colleen Sterling answer your toughest aviation maintenance questions. Wrench access is limited. 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. Cylinder replacement is a procedure that needs to be executed perfectly. 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. 64 Max interviews Mike Busch, 2008 National Aviation Maintenance Technician of the Year about his new book, Mike Busch on Engines. Things get even worse when cylinders are replaced with the engine mounted on the airplane. 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. Yet it’s a procedure that most career general aviation A&Ps perform routinely without any apparent concern. 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. Mike Busch is arguably the best-known A&P/IA in general aviation. Reused ones have threads that are worn and damaged with most of the cad plating gone (bottom). 7 reviews “There’s a dirty little secret about aviation maintenance: it often breaks aircraft instead of fixing them." Undoubtedly because they are convinced that they always perform the cylinder transplant procedure properly, and that only careless or incompetent mechanics screw it up. Through bolts and hold-down nuts may also be reused, although they shouldn’t be. Mike Busch is arguably the best-known A&P/IA in general aviation. 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. He is renowned for his free monthly maintenance webinars and his standing-room-only forums at EAA AirVenture Oshkosh. Mike has been a pilot and aircraft owner for 45 years with 7,500+ hours logged, and he is a CFIA/I/ME. Summary 147 Max talks with Mike Busch, author of four books on general aviation piston aircraft maintenance, about essential aircraft ownership tips. I am proud to be supporting you in this effort on your Patreon page: https://www.patreon.com/savvyaviator. How can that be? 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. Please support Mike’s work on Patreon. He brings his refreshingly commonsense and often outside-the-box approach to every aspect of owning and operating a general aviation aircraft. “My concern comes out of decades of experience with Continental engines, particularly the design of crankcases, main bearings, fasteners, and assembly practices,” Fuchs said. 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). Mike Busch is arguably the best-known A&P/IA in general aviation. He brings his refreshingly commonsense and often outside-the-box approach to every aspect of owning and operating a general aviation aircraft. Unless this condition is met, the joint will shift under load and the fasteners will ultimately fail from repetitive stress fatigue. 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 is a mathematician by training, having received his Bachelor of Arts degree in mathematics from Dartmouth College. You need to enable JavaScript to use SoundCloud. In the aviation oil additive business, the signal-to-noise ratio is very low. Savvy Aviation, Inc. Dartmouth College. 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