This turns out not to be a very reliable method. 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. FAA finalizes Superior Air Parts crankshaft AD, FAA notes concern about Cessna 120, 140 seat belt brackets. 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. Mike Busch is arguably the best-known A&P/IA in general aviation. Summary 147 Max talks with Mike Busch, author of four books on general aviation piston aircraft maintenance, about essential aircraft ownership tips. 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. 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 … How do we obtain the desired preload when installing a cylinder? Print. 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. 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 … Mike Busch is arguably the best-known A&P/IA in general aviation. 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. I reread these periodically. Through bolts and deck studs are never replaced, and hold-down nuts may be reused at the mechanic’s discretion. Mike Busch's articles on engine monitor data analysis Follow @SavvyAviation. 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). Facebook. 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. Already a member? New episodes are … 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 has been a pilot and aircraft owner for 45 years with 7,500+ hours logged, and he is a CFIA/I/ME. 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). Written in typical no-nonsense style, it lays out the basis of Mike's “minimalist” maintenance philosophy for owner-flown general aviation aircraft. 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. If it isn’t, there can be dire consequences. Chapter 1 "The Waddington Effect" of Mike Busch's audiobook "Manifesto: A Revolutionary Approach to General Aviation Maintenance." Want to read more from Mike Busch? Email. Mike is a mathematician by training, having received his Bachelor of Arts degree in mathematics from Dartmouth College. Source link 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. How can that be? Mike Busch is an A&P/IA. Receive free autographed copies of my newest books Mike Busch on Aircraft Ownership, Vol. Is your network connection unstable or browser outdated? 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. 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. 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. Mike is a longtime CPA Magazine columnist, co-founder of AVweb and teaches Savvy Seminars, www.savvyaviator.com, for aircraft owners and mechanics. Savvy Aviation, Inc. Dartmouth College. 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. 2. Mike Busch's articles on engine monitor data analysis Diagnostic Tales from the War Zone; EGT Myths Debunked; Interpreting Your Engine Monitor ‎Experts Mike Busch, Paul New, and Colleen Sterling answer your toughest aviation maintenance questions. 3. To achieve proper preload, the lubricant needs to be slathered onto both the fastener threads and the nut face area. Yet it’s a procedure that most career general aviation A&Ps perform routinely without any apparent concern. Frequently, two or three “bites” of the wrench are needed before final torque is achieved, and each bite adds uncertainty to the result. Submit questions to podcasts@aopa.org. 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. Mike talks about how to protect aircraft engines from corrosion if the plane isn’t flown and about post-maintenance test … Reused ones have threads that are worn and damaged with most of the cad plating gone (bottom). Mike Busch is arguably the best-known A&P/IA in general aviation. 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. 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. 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. He also hosts free monthly EAA-sponsored maintenance webinars. 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. Encontre diversos livros escritos por Busch A&p/Ia, Mike com ótimos preços. 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. 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. Sluggo63 Cleared for Takeoff Mike Busch is arguably the best-known A&P/IA in general aviation. Owners are advised to perform the absolute least amount of maintenance required to make their aircraft safe, reliable and legal… and nothing more. 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. 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. 0. He writes the monthly “Savvy Maintenance” column in AOPA PILOT and hosts free monthly EAA-sponsored maintenance webinars. Wrench access is limited. Tech Topics is a monthly column written by Mike Busch of CPA’s technical staff. 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. 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. 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. Through bolts and hold-down nuts may also be reused, although they shouldn’t be. Fasteners may not be adequately lubricated. 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. 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. Continental calls for using 50-weight engine oil, while Lycoming suggests using a 90/10 mixture of engine oil and STP additive. Cylinder replacement is a procedure that needs to be executed perfectly. 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. You should worry more about pediatrics than geriatrics.” —Mike Busch A&P/IA 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 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. The post Podcast: Mike Busch On Airplane Ownership appeared first on AVweb. Try to avoid pulling more than one at a time if you possibly can. 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. And “Manifesto” explains exactly how to do it. 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. You need to enable JavaScript to use SoundCloud. He brings his refreshingly commonsense and often outside-the-box approach to every aspect of owning and operating a general aviation aircraft. He is renowned for his free monthly maintenance webinars and his standing-room-only forums at EAA AirVenture Oshkosh. 147 Max talks with Mike Busch, author of four books on general aviation piston aircraft maintenance, about essential aircraft ownership tips. 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. 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. 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. Before Mike Busch, Light Plane Maintenance was an excellent resource for DIY maintenance for the plane owner. 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. In some cases, the pilot made a successful forced landing; in others, the outcome was serious injury or death. 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. About the Author: Mike Busch is the CEO of Savvy Aviation and a co-founder of AVweb. Can't wait for the finished article. Mike is a mathematician by training, having received his Bachelor of Arts degree in mathematics from Dartmouth College. 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. “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. 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