Mike Busch, A&P/IA, presents an informational webinar about oil. Single vs. multigrade, mineral vs. synthetic, oil additives, recommended oil level, oil consumption, air-oil separators, oil-change intervals, oil-filter inspection, oil analysis, etc. Savvy Aviation offers Professional Maintenance Services to owners of General Aviation aircraft, such as: Savvy Mx (Professional Maintenance Management), Savvy QA (Expert Consulting), Savvy Prebuy, SavvyAnalysis (Engine Data Analysis) and Savvy Breakdown Assistance. For more info see and This channel offers videos about those services, and webinars hosted by Mike Busch which were produced by the Experimental Aircraft Association (EAA) and sponsored by Aircraft Spruce and Specialty.
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exccelent explanation
Mike what do you think of Microlon Engine Treatment Kit for airplanes ? I watch all your videos and have learned a lot about my airplane by just watching your videos. I know you promote Cam guard so ever oil change now I use it. What’s your thoughts on Microlon?
Very good
Should you change the oil on warm or cold engine?
Mike, you always have a LOT of good information, BUT, when you are suggesting that people carry LESS oil in the crankcase that is required by regulation and the manufacturer, you are leaving yourself hanging out for a great liability. Crankcase OIL CAPACITY is determined by the quantity of FUEL that the tanks can hold. Look at the CAR3 regulations that most general aviation aircraft have been designed under. The MINIMUM Oil Quantity is 75% of the required Oil Capacity of the Oil System, such as the 12 quarts in the Lycoming 540 series or the Continental 520 / 550 series. I have heard the "old pilot's tale" of the engine blowing out oil, but I have never had that problem with any aircraft engine of any size. The minimum oil quantity for any take off is 75% of the Sump Capacity. MORE Oil also gives better cooling. IF an oil leak or engine problem causes excessive oil consumption, the possibility of loss of oil pressure is much greater if someone starts out with less than the minimum quantity of oil, such as 60%, than they would if they started out with 100% of the oil capacity. Your statements have put you into a bad liability situation.
I've been using aeroshell 15 50 during the winter in St. Paul Minnesota. I will try the Phillips 20 50 along with the cam guard that you recommend instead. Hopefully this will keep the gunk from forming. A clump came out of my breather tube last spring. I use w100 in the warmer months. Do you recommend adding the cam guard to the w100 as well? Thanks for doing these videos. I have a 1956 Cessna 182 with a Continental O -470-g with 375 SMO. It's my first plane.
So to summarise, everything we learned about automotive engines just do the opposite.
PS full synthetics have been standard in diesel car applications for many years.
The problem with aviation oils is the lack of metalic detergents, as opposed to car oils… Detergents fight accidification in oils. The acids leads humidity to touch the metals and that IS what makes rust. A car oil with 50 hours of operation use has less accidification than an aviation oil with only 15 hours, because of detergents on it. Aviation oils has Just dispersants and It can't fight the produced acids.
Good information about capacity. I always keep it 1 qt low. Didn't know lower is ok.