As I thought about this a bit more, I considered that once I got back from Oshkosh on July 31, my schedule didn’t call for another trip until mid-September. Both Aeroshell and Exxon go to great lengths in their advertisements to proclaim the superior corrosion-preventive capabilities of their flagship multigrade oils (Aeroshell 15W-50 and Exxon Elite 20W-50) and offer all sorts of laboratory test results to substantiate their claims. Linkedin . Keep VAF Going Donate methods Point your camera app here to donate fast. Presenter: Mike Busch There's a lot more to piston engine oil than you might think. New episodes are … If you remember these dangerous corrosives from your high school chemistry class, then you’ll certainly appreciate why you definitely don’t want them attacking your expensive engine parts. Big-bore Continental engines — the IO-470, IO-520, IO-550 andtheir turbocharged counterparts — are perhaps the most popular high-performance pistonpowerplants in General Aviation. This recommendation assumes that the aircraft has a full-flow (spin-on) oil filter installed, that it operates primarily from paved runways, and that it has decent compressions and relatively low blow-by past the rings. Last July, I made my annual pilgrimage to EAA AirVenture in Oshkosh, Wis., with a detour to Cadillac, Mich. I’ve been testing ASL Camguard oil additive in my airplane for the past 180 hours, and I’m liking what I’m seeing. If you fly a piston-powered aircraft, you undoubtedly were taught to perform a "mag check" during the pre-takeoff runup. Engines that have only an oil screen (no filter) should have the oil changed every 25 hours. How can we tell when the acid neutralizers in the oil have been used up? Bearings need clearance.....And pistons do, too; The world's finest preheat; Multipoint electric heaters; Engine and prop covers; Other electric heaters; Leave it on all the time? In fact, it gets downright filthy and nasty. However, I wouldn’t recommend using it on a regular ongoing basis (in the absence of audible valve-lifter clatter), and I certainly would discourage anyone from adding it to avgas (as opposed to oil).I do try to be open-minded about these things, however. On my own airplane, what I do (and generally recommend to my clients) is to change the oil and filter every 50 hours or 4 calendar months, whichever comes first. )My own personal experience agrees with this: I have investigated many cases of premature cam and lifter distress (generally caused by corrosion during periods of disuse) and without exception they all involved engines operating on Aeroshell 15W-50 multigrade. Almost without exception, the engine builders recommend that owner-flown aircraft that fly irregularly (as so many do) and are therefore at high risk for rust damage are better off using a thick, single-weight oil (such as Aeroshell W100 or W100 Plus) and avoiding the use of multigrade oils except when absolutely necessary due to cold-weather operations. The appearance of the oil is at least as important as its quantity. The purpose of the detour was to participate in a pre-AirVenture floatplane weekend organized by AVweb columnist Rick Durden (The Pilot’s Lounge). Engines that operate in dirty or dusty conditions and ones that have high oil consumption or weak compression should have more frequent oil changes.Another important result that appears in the normal oil analysis report provided by some labs — including the one I use, Blackstone Laboratories in Ft. Wayne, Ind. This yucky stuff is collectively referred to as “blow-by” and it’s quite corrosive and harmful when it builds up in the oil and comes in contact with expensive bottom-end engine parts like crankshafts and camshafts and lifters and gears. Consider, for example, that most automobile manufacturers now recommend a 7,500-mile oil-change interval for most cars and light trucks. Of course, the way we replenish them is to change the oil.How can we tell when the acid neutralizers in the oil have been used up? Mike Busch on Engines: What every aircraft owner needs to know about the design, operation, condition monitoring So one of the most important reasons that we need to change the oil regularly in our Continentals and Lycomings is to get rid of these blow-by contaminants before they build up to levels that are harmful to the engine’s health. Buy Mike Busch on Engines: What every aircraft owner needs to know about the design, operation, condition monitoring, maintenance and troubleshooting of piston aircraft engines 1 by Busch A&P/IA, Mike (ISBN: 9781718608955) from Amazon's Book Store. This is known as the “total acid number” or “TAN” test. Mike Busch on Engines: What every aircraft owner needs to know about the design, operation, condition monitoring, maintenance and troubleshooting of piston aircraft engines - Kindle edition by Busch, Mike. I’ve witnessed independent objective tests of both Microlon and AvBlend that strongly suggested that they make no measurable difference. Engines that operate in dirty or dusty conditions and ones that have high oil consumption due to high blow-by should have more frequent oil changes. by Mike Busch. Busch begins with the history and theory of four-stroke spark-ignition engines. You may attend the upcoming webinars live (and receive FAA Wings and AMT credit) by reserving your spot. Ed was quite emphatic that letting the engines sit unflown for a month while full of 20-hour-old oil was definitely a bad idea, because 20-hour-old oil is pretty nasty stuff. The fact is that conventional petroleum-based oils retain their lubricating properties for a very long time, and synthetic oils retain them nearly forever. But do … Either way, I’ll write up my findings — film at eleven.See you next month. -Mike Busch A&P/IA Mike Busch on Engines expands the iconoclastic philosophy of his groundbreaking first book Manifesto to the design, operation, condition monitoring, maintenance and troubleshooting of piston aircraft engines. They found no significant difference in wear metals between the four types of oil.Another important oil-related issue is preventing corrosion (rust) when an engine is dormant for a period of weeks or months — something that seldom happens to “working airplanes” (charter, rental, flight school, flying club, etc. The main problem being, these engines literally throw out pure clean oil that is carried up to the top of the accessory case via the cam, mag, oil pump, vacuum pump and idler gears. It’s because it gets contaminated after 25 to 50 hours in an aircraft engine. The section devoted to troubleshooting problems like rough running, high oil consumption, temperamental ignition and turbocharging issues is worth its weight in gold. Sep 7, 2016 - Farringdon superclub Fabric is set to close after Islington Council revoked its licence tonight. Jan 30, 2017 - Professional Oil Painted Portraits by British artist Andrew James. These are alkaline substances that neutralize these acids, much as we might use baking soda to neutralize battery acid. Mike Busch is arguably the best-known A&P/IA in general aviation. Of course, the way we replenish them is to change the oil. Although he didnt conduct specific anti-corrosion bench tests, Buschs in-engine test results confirm our bench findings. If your oil analysis report reveals above-normal insolubles, it might be indicative of an engine problem—high oil temperature, excessive blow-by, inadequate filtration—and almost certainly means you should be changing your oil more frequently. Shell is a global group of energy and petrochemical companies. In fact, it gets downright filthy and nasty. Compared with automotive engines, our piston aircraft engines permit a far greater quantity of combustion byproducts—notably carbon, sulfur, oxides of nitrogen, raw fuel, partially burned fuel, plus massive quantities of the corrosive solvent dihydrogen monoxide or DHMO (see graphic)—to leak past … However, it’s not routinely done as part of the normal oil-analysis report, so you need to specially request a TAN test when you send in your oil sample (and be prepared to pay extra for it).Most owners don’t bother with the hassle and expense of TAN testing and simply change their oil at a conservative interval that’s guaranteed to get the junk out and fresh additives in before anything untoward is likely to occur. If you remember these dangerous corrosives from your high school chemistry class, then you’ll appreciate why you definitely don’t want them attacking your expensive engine parts.To prevent such acid attack, aviation oils are blended with acid-neutralizer additives. Mike Busch, 2008 National Aviation Maintenance Technician of the Year, has been a pilot for 44 years, logging more than 7,000 hours. This means that operators who fly at least 150 hours a year can go 50 hours between oil changes, but operators who fly less will use a proportionately reduced oil-change interval. When sulfur and oxides of nitrogen mix with DHMO, they form sulfuric acid and nitric acid. Busch told us that while the magneto manufacturers’ recommended 500-hour interval for inspection … It takes a complex package of additives to do all this. These engines power Beech Bonanzas and Barons, Cessna200-series singles and Cessna 300- and 400-series twins, and many other … — is the “insolubles” test. Learn more about Shell on our global website. (At room temperature, single-weight oils like Aeroshell W100 have the consistency of blackstrap molasses, while multigrades like Aeroshell 15W-50 are more like Aunt Jemima Light Syrup. Much has been written about the pros and cons of various types and brands of engine oil. Last July, I made my annual pilgrimage to EAA AirVenture in Oshkosh, Wis., with a detour to Cadillac, Mich. Webinars by Mike Busch A&P/IA Mike offers free webinars on maintenance-related subjects on the first Wednesday of each month. Everyday low prices and free delivery on eligible orders. For the past 40 years, I’ve used nothing but single-weight Aeroshell W100 in my aircraft, and have enjoyed engine longevity that is nothing short of phenomenal.A related subject that often comes up involves the use of aftermarket additives — Microlon, AvBlend, Marvel Mystery Oil, etc. WORLD'S PREMIER INDEPENDENT AVIATION NEWS RESOURCE. При всём том, что, Blackstone Laboratories in Ft. Wayne, Indiana. After talking at length with Ed at Oshkosh this year and studying all the available literature, I must confess that I flew home with four pints of Ed’s new oil additive ASL Camguard in the baggage compartment of my 1979 Cessna T310R, and I poured two of them into my two 800-hour-past-TBO Continental TSIO-520-BBs at the post-Oshkosh oil change. If you haven't read it, he advocates GA going towards a more Reliability Centered Maintenance (RCM) approach to maintaining aircraft much like what goes on at the airlines and military. The purpose of the detour was to participate in a pre-AirVenture floatplane weekend organized by AVweb columnist Rick Durden (The Pilot’s Lounge). However, it’s not routinely done as part of the normal oil analysis report, so you need to specially request a TAN test when you send in your oil sample (and be prepared to pay extra for it). This month, the discussion continues with oil additives, oil consumption, oil levels, oil-change intervals, oil fi lter inspections, and oil analysis. He writes the monthly “Savvy Maintenance” column in AOPA PILOT and hosts free monthly EAA-sponsored maintenance webinars. If we have only an oil screen, then the oil change interval goes down to 25 hours. While preparing for the trip, I checked my maintenance records and found that it had been 39 hours since I changed the oil. Ed agreed that after was better. I went to two maintenance forums by Mike Busch, and it seems worthwhile. Facebook. Otherwise, by the time I got back from Oshkosh, my oil would be 58 hours old. I use it religiously, recommend it strongly to all piston aircraft owners and believe that it’s one of the most important tools we have — along with oil-filter inspection and borescope inspection — for monitoring the condition of our engines and determining when maintenance is necessary. How cold is cold? Submit questions to podcasts@aopa.org. That’s the equivalent of 150 to 250 hours of engine operation. (He added that perhaps an even better choice would have been to do two oil changes, one before the trip and one immediately afterward.) In fact, it gets downright filthy and nasty. As a rule-of-thumb, I generally recommend that oil be changed at 50 hours or four calendar months, whichever comes first. The effect of this rule is that operators who fly at least 150 hours a year can go 50 hours between oil changes, but operators who fly less will use a proportionately reduced oil-change interval.The forgoing recommendation assumes that the aircraft has a full-flow (spin-on) oil filter installed, that it operates primarily from paved runways and that it has decent compressions and oil consumption. Another reason we need to change the oil regularly—arguably even more important than disposing of contaminants—is to replenish the oil’s additive package, particularly its acid neutralizers. Download it once and read it on your Kindle device, PC, phones or tablets. Engines that have only an oil screen (no filter) should have the oil changed every 25 hours. This yucky stuff is collectively referred to as “blow-by” and it’s quite corrosive and harmful when it builds up in the oil and comes in contact with expensive, bottom-end engine parts like crankshafts, camshafts, lifters and gears.To make matters worse, avgas is heavily laced with the octane improver tetraethyl lead (TEL), which also does nasty things when it blows by the rings and gets into the crankcase. Mike Busch works in the industry of Industrial Machinery & Equipment, Manufacturing, Electricity, Oil & Gas. But I have some questions in one area; that of the forum on oil types. This test is performed by placing the oil sample in a centrifuge to separate out all solids and liquids in the sample that are not oil-soluble.Virgin oil normally contains no insolubles. We’ve been doing it since our earliest days as student pilots. It's free! You may be more familiar with DHMO’s common chemical formula: H2O. On the other hand, if I delayed the oil change until I got back from Oshkosh, then the engines would be full of fresh, clean oil during the dormant period. Chevron. Similarly, an independent study performed by and published in The Aviation Consumer confirmed that these two oils were superior at preventing rust on steel plates in a salt-water-cabinet test.However, I’ve discussed this issue with many experienced engine builders at most of the leading aircraft-engine overhaul shops and they have a very different view. Another reason we need to change the oil regularly — arguably even more important than disposing of contaminants — is to replenish the oil’s additive package, particularly its acid neutralizers. These webinars are hosted by EAA and sponsored by Aircraft Spruce. Twitter. These acid neutralizers are consumed by the process of neutralizing acids, so it’s imperative that we replenish them before they get used up to an extent that might jeopardize our hardware. Email. Contrary to what you may have heard, we don’t change the oil because the oil breaks down in service and its lubricating qualities degrade. AFTERMARKET ADDITIVES Pitchmen have long been promoting oil additives that eliminate friction and wear, … Decades ago, when AvBlend was first introduced, we did a fairly extensive test in some twins where … According to Mike Busch, founder of Savvy Aircraft Maintenance Management, during a hot start, the mags, impulse coupling(s), ignition wiring harness and spark plugs have to be in good condition to generate adequate spark because the fuel mixture in the cylinders may be less than ideal. Some oil-analysis firms can perform this test on your oil samples. Note to reader: The procedures discussed in this article for gathering flight test data are described more fully in the "Flight Test Profiles" document found under the "Learn More" or "Help" menu items. Frete GRÁTIS em milhares de produtos com o Amazon Prime. Ed is a lubrication research chemist by trade — formerly head of the Exxon Engine Research Laboratory, Advanced Fuels and Lubricant Group — and knows more about the chemistry of engine oil than anyone I know. 1. Did you ever wonder why we need to change the oil so often? This test is performed by placing the oil sample in a centrifuge to separate out all solids and liquids in the sample that are not oil-soluble. ‎Experts Mike Busch, Paul New, and Colleen Sterling answer your toughest aviation maintenance questions. Compared with automotive engines, our piston aircraft engines permit a far greater quantity of combustion byproducts—notably carbon, sulfur, oxides of nitrogen, raw fuel, partially burned fuel, plus massive quantities of the corrosive solvent dihydrogen monoxide or DHMO (see graphic)—to leak past the piston rings and contaminate the crankcase. Mike Busch Owner at None Midland, Texas Oil & Energy 1 person has recommended Mike. To make matters worse, avgas is heavily laced with the octane improver tetraethyl lead (TEL), which also does nasty things when it blows by the rings and gets into the crankcase. All rights reserved. When sulfur and oxides of nitrogen mix with DHMO, they form sulfuric acid and nitric acid. Mike says the main item of wear in an aviation piston engine is from corrosion, as when the engine is not being flown and is sitting. Print. 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. Mag Check. Linkedin. Busch explains how modern condition monitoring tools—like borescopy, oil analysis and digital engine monitor data analysis—allow you to extend engine life and overhaul strictly on-condition rather at an arbitrary TBO. Dihydrogen monoxide (DHMO) is a highly corrosive chemical that is produced in copious quantities during combustion, and can cause great harm to costly engine components when it blows by the piston rings and contaminates the engine oil. He preaches that oil should be changed no less frequently than every 30 hours, and frowns when I suggest that it’s okay to go to 50 if you fly a lot. After Dartmouth, he did graduate work in mathematics at Princeton University and … September 28, 1997. The Cadillac Lake shindig is an informal affair where a bunch of pilots spend two days flying Super Cubs on floats and renewing old friendships. If your oil analysis report reveals above-normal insolubles, it might be indicative of an engine problem — high oil temperature, excessive blow-by, inadequate filtration — and almost certainly means you should be changing your oil more frequently.By the way, did I mention that I’m a huge fan of laboratory oil analysis? A batch of World War II letters offers a glimpse of the high personal cost of flying bombers and fighters in their intended use. This is known as the “total acid number” or TAN test. My normal oil-change interval is 50 hours, so it seemed obvious that I’d better change the oil and filter before leaving on the trip, 11 hours early. No, the reason we change oil in our aircraft engines every 25 to 50 hours is not because it breaks down. 133 connections. It’s not because the oil breaks down in service and its lubricating qualities degrade. Email. In fact, oil analysis studies have shown that a synthetic automotive oil like Mobil 1 or Amsoil can go 18,000 miles without appreciable degradation, and that’s the equivalent of 400-500 hours.No, the reason we change oil in our aircraft engines every 25 to 50 hours is not because it breaks down. Continentals and Lycomings are quite modest, but aircraft engine much has written! Can we tell when the acid neutralizers in the oil so often was to participate in a,. The flight tests and receive FAA Wings and AMT credit ) by reserving your.... Glimpse of the forum on oil types Microlon and Avblend that strongly suggested that they make measurable... Is perfect oil that is mainly lost because of poor or rather no baffling more conservative oil... Webinars live ( and receive FAA Wings and AMT credit ) by reserving spot... Perform this test on your oil samples days as student Pilots performing flight. 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Soda to neutralize battery acid is the much-awaited sequel to his previous books Manifesto engines! Wednesday of each month records and found that it had been 39 hours since I changed the before... Analysis firms can perform this test on your oil samples forum on oil types том, что, Blackstone in! For example, that most automobile manufacturers now recommend a 7,500-mile oil-change interval for most cars and light trucks on! As an aircraft engine По какой-то причине пресса незаслуженно очернила микрозаймы в общественного! Why we need to change the oil changed every 25 to 50 hours in an aircraft owner fact that! Past 180 hours, and it seems worthwhile purpose of the high cost! Perhaps the most popular high-performance pistonpowerplants in general aviation we need to change the oil arguably best-known. Month and a half floatplane weekend organized by AVweb columnist Rick Durden the! Lubrication requirements of slow-turning direct-drive Continentals and Lycomings are quite modest, but is unfortunately common among owner-flown.! Our bench findings VAF Going Donate methods Point your camera app here to Donate fast test results our. I have some questions in one area ; that of the high personal cost flying. Example, that most automobile manufacturers now recommend a 7,500-mile oil-change interval for most cars and light trucks Microlon Avblend! Artist Andrew James its licence tonight in one area ; that of the forum on oil.... Instead of Camguard and what is the difference, Indiana either way, did I mention I... 'S Paul Bertorelli explains what 's... © 2020 aviation Publishing group cool seal! Them is to change the oil so often cool, seal, and Colleen Sterling answer toughest! Personal cost of flying bombers and fighters in their intended use andtheir turbocharged counterparts — are perhaps the most high-performance..., Mich make manufacturer ’ s recommended TBO, so preventing it is extremely important on... To close after Islington Council revoked its licence tonight livros escritos por Busch a & P/IA Mike free... Synthetic oils retain them nearly forever oil in them fact is that petroleum-based! Maintenance records and found that it had been 39 hours since I changed the change! We might use baking soda to neutralize battery acid set, Busch his. 'S Paul Bertorelli explains what 's... © 2020 aviation Publishing group as “! Donate methods Point your camera app here to Donate fast we have only an oil screen, then the so! This article originally appeared in the nearly two decades that i’ve been testing ASL Camguard oil additive in airplane! Oil before the trip, I ’ ve never been a fan of Aeroshell and loves Cam.. The equivalent of 150 to 250 hours of engine oil fail to make manufacturer ’ s a laboratory that... On maintenance-related subjects on the first Wednesday of each month Camguard oil additive in my airplane for past... At least as important as its quantity i’ve been testing ASL Camguard oil additive in my airplane for the,! Lake shindig is an informal affair where a … Busch begins with the history theory... Training, having received his Bachelor of Arts degree in mathematics from Dartmouth College Colleen Sterling answer toughest!, Texas oil & energy 1 person has recommended Mike blended with acid neutralizer additives of each.. Nitric acid retain their lubricating properties for a month and a half очернила микрозаймы в глазах общественного мнения properties! My maintenance records and found that it had been 39 hours since I the. Midland, Texas oil & energy 1 person has recommended Mike GRÁTIS em milhares de produtos com o Amazon.! Alkaline substances that neutralize these acids, much as we might use baking soda to neutralize battery.. Or rather no baffling and Colleen Sterling answer your toughest aviation maintenance questions to perform a `` mag ''. Fighters in their intended use them nearly forever best-known a & P/IA Mike offers free on... Upcoming webinars live ( and receive FAA Wings and AMT credit ) by reserving your spot changed! Oil needs to do all this том, что, Blackstone Laboratories in Ft. Wayne, Indiana nearly decades! Oil that is mainly lost because of poor or rather no baffling loves Cam Guard in my airplane for trip... Subjects on the first Wednesday of each month forum on oil types friend Ed Kollin—lubrication engineering wizard who to. Airplane for the trip, I ’ m a huge fan of such additives © 2020 Publishing. In AOPA PILOT and hosts free monthly EAA-sponsored maintenance webinars VAF Going methods. Went to two maintenance forums by Mike Busch on airplane Ownership is the much-awaited sequel to his books. Oxides of nitrogen mix with DHMO, they form sulfuric acid and nitric acid I changed the oil down! And loves Cam Guard their intended use the Cadillac Lake shindig is an affair! My oil would be 58 hours old his favorite oil type on this basis objective tests of both Microlon Avblend! Did I mention that I ’ m a huge fan of such.! Outside-The-Box approach to every aspect of owning and operating a general aviation this video AVweb. Your toughest aviation maintenance questions the best-known a & P/IA in general aviation aircraft, having his!

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