i relate this the oil change because i have never heard any good A & P say this is what you should do.
You've heard it in this thread, but whether a mechanic tells you to change your oil reguarly or not shouldn't be what drives you to do it. Oil experts will tell you to do it. Engine manufacturers will tell you to do it. Oil companies recommend it.
Wealth is irrelevant. You need regular oil changes.
Pilotyip made a good point; regular engine operation is essential to long life. That said, regular oil changes are still the least expensive and easiest preventative maintenance you can do for the long run, and it's essential.
If you haven't heard an experienced mechanic tell to do regular oil changes before, then you have now. You also haven't talked to experienced mechanics before, if you've never heard this counsel.
listen, i was checked out in a cirrus 22 recently. it is obvious the plane is hugely successful because of the parachute. wealthy guys are generally good at risk management.
The airplane is successful because Cirrus makes a good product. The parachute is a popular selling point, but not the most important one. Cirrus made the airplane look and feel like a car, and it was more easily accepted; it was made to fit the comfort and familiarity of the customer, and it sells.
"Risk management" is a misnomer that has nothing to do with wealth. Your comments involve several topics which are not interdependent, nor necessarily related. The airplane does not sell largely because of the parachute. Wealth does not necessarily equate to "risk management," and being wealthy does not mean one is good at it. Nor does being wealthy have to do with the presence of a parachute, the use thereof, or a purchase made based or not based on the inclusion of the parachute assembly. Further, associating "wealthy guys are good at risk management" with the airplane having a parachute is nonsensical, and doesn't even work as a paragraph.
point being, there have 12 fatalites in the cirrus even though it has a parachute. granted , you must be at least 400 feet above the ground. he said they can run the automation, but can't fly!!!
Again, an incoherent paragraph. 12 fatalities has nothing to do with being 400 feet above the ground, nor automation, nor being able to fly, nor has any correlation been made, which means the paragraph has no point. Nor has it anything to do with the price of tea in china, or frequency of oil changes.
i disagree on you point about the oil analysis saying engine metal compounds higher than normal mean it is getting ready to seize. we don'y what compounds? if its nickel that would mean crankshaft, right? titantium? cylinders? anyway, i have always been told to monitor it. depends on the amount.
Sounds like your mind is made up, and you're your own expert. Your comments are again nonsensical, however...I can't even understand your first sentence, there.
You have titanium cylinders?
The value of an oil analysis is not found in a single report, but in a trend, and only then if done regularly.
Your efforts at oil analysis interpretation sound an awful lot like a patient trying to self-diagnose with a single walmart blood pressure reading.
i used to change my aztec every hundred hours. it flew 135 and we couldn't take it offline but once a month.
if a plane is flown 3 to 4 times a week, i doubt there is any real difference in wear. i'd take the regualrly flown engine with 100 hr intervals over the one flown five to ten hours month, but changed every 25
Clearly you're going to do whatever you want to do without much concern for doing it right, but you might want to do a little bit of research. Oil breaks down thermally. It becomes contaminated with combustion byproducts. It experiences an acid buildup. It's viscosity properties, it's lubricity properties, it's thermal properties all change, as does it's chemical composition. Running an airplane for extended hourly periods merely because it flies frequently is false economy, and is improper.
If your airplane is flying frequently, then it should be inspected frequently. The oil should be changed frequently. Oil analysis should be done frequently.
I've seen airplanes develop many different dangerous conditions in a 100 hour period, from control malfunctions to cracked wings. A lot can happen in a hundred hours. Merely because you're drawing income from that airplane doesn't excuse you from inspecting the airplane and performing simple, necessary maintenance, including oil changes. In fact, if that airplane is getting a lot of use, then all the more reason to step up the inspections, oil change intervals, analysis, etc.
If you can't see the sense in doing proper maintenance, perhaps you can see the economical sense in avoiding an interruption in service by doing it right the first time. Some people are too busy sawing that they can't seem to take time to sharpen the saw. Consequently they're always cutting with a dull saw.
Your comments paint you as the dull saw kind of guy.
