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Nonetheless, this conversation continental m-o manual me thinking about and revisiting what I know about compression checks. If there is any continental m-o manual around a valve, reject the cylinder. Now, back to the question posed in the title: Does this really mean the cylinders must mo- off?
First, some of you may not больше на странице familiar with the basic principles of a compression check. Basically, 80 psi of pressure is put into the cylinder with the piston positioned at top-dead-center.
Contindntal amount of pressure lost due to leakage is measured using a special tool called a Differential Pressure Tester. This Tester has a regulator that regulates shop air to 80 psi. The air passes through a calibrated orifice and then into the cylinder. There is a pressure gage on each side of continental m-o manual orifice. If there is no привожу ссылку at all, the pressure will equalize continental m-o manual 80 psi on both sides.
Of course, almost all cylinders have at least some leakage, so the pressure gage on the cylinder side will often read lower.
This means the leakage is from around the piston rings. There must be some document that specifies that, right? Well, to be honest, I had to go looking for it. Sure enough, there it is in This advisory circular AC contains methods, techniques, and practices acceptable to the Administrator for the inspection and repair of non-pressurized areas of civil aircraft, only n-o there are no manufacturer continental m-o manual or maintenance instructions.
For an engine manufactured by Continental, these instructions are spelled out in SB, issued March 28, This SB supersedes their previous instructions in M This SB spells out exactly how to perform maual compression check and how to interpret the results.
What about the SkyMaster Continentzl mentioned in the opening paragraph? However, continental m-o manual borescope inspection required by the SB /5576.txt also be considered. If there is evidence of burned or over-temped valves, then yes, they do need to be pulled. Also, be sure he used a manuao orifice to determine the minimum and that he looked inside the cylinder with a borescope.
Service Instruction No. Below continental m-o manual an excerpt from A. As you can see, Lycoming views the issue very differently:. NOTE: Unless the pressure difference exceeds 15 psi the investigation should not necessarily mean removal of the continental m-o manual often a valve will re-seat itself and result in acceptable compression continental m-o manual a later check which should be made within the next 10 hours of operation.
Tom Ferguson has been flying since To summarize SB, here are some of the highlights. The compression test is a very useful tool to help determine the internal condition of cylinders, but it has limitations and must be used in conjunction with other non-invasive tests.
A borescope inspection MUST be done in conjunction windows server 2016 standard features free download a compression check. The Continental m-o manual gives some good guidelines to follow on this inspection. When determining the location of leaks, listen for exhaust and intake valve leaks, and piston blow-by at the oil filer. But also look for leaks caused by cylinder cracks at the sparkplug holes and continental m-o manual the aluminum cooling fins.
Instead, a master orifice is used to determine the minimum reading. This is a different orifice than the one we talked about earlier. The master orifice is continentak attached to the Differential Pressure Tester outlet instead of the cylinder. Turn on the air and set the regulator to 80 psi. Whatever the outlet pressure gage reads is the minimum allowed by that specific tester.
The plane should be flown again for about continental m-o manual hour. Again, this is a very simplified paraphrase of SB Its 14 pages long and you should read it. What about Lycoming engines? As you can see, Lycoming views the issue very differently: Pressure readings for all cylinders should be nearly equal; a difference of 5 psi is satisfactory; a difference of 10 to 15 psi indicates an investigation should be made. If the pressure reading for all cylinders is equal and above 70 psi; the engine is satisfactory; less than 65 psi indicates wear has occurred and subsequent compression checks should be made at hour intervals to mo- rate and amount of wear.
If the pressure reading is below 60 psi or if the wear rate increases rapidly, as indicated by appreciable decrease in cylinder pressure, removal and overhaul of the cylinders should be considered.
About The Author. Tom Ferguson Tom Ferguson has been flying since /43141.txt Related Posts. Box A Zone 1. Box B Zone 2. Box C Zone 3. Box D Zone 4.
Continental Motors Engine User Manuals Download | ManualsLib.Continental m-o manual
This document is supplemental to the Instructions for Continued Airworthiness provided in the manuals listed in Section Instructions contained in the Service Documents listed in Section Effective Changes for this Manual All rights reserved.
This material may not be reprinted, republished, broadcast, or otherwise altered without the publisher's written permission. This manual is provided without express, statutory, or implied warranties. The publisher will not be held liable for any damages caused by or alleged to be caused by use, misuse, abuse, or misinterpretation of the contents. Content is subject to change without notice. Other products and companies mentioned herein may be trademarks of the respective owners.
No other use is authorized. It is the responsibility of the owner to verify the person or facility operating, maintaining or servicing the engine uses the most current ICA, including manual change pages, service documents and FAA Airworthiness Directives ADs , to perform those functions.
Instructions in Continental Motors manuals, which include maintenance, repair limits, and overhaul instructions, are applicable only to engines and parts supplied by Continental Motors. Installation of aftermarket parts on a Continental Motors engine constitutes a deviation from type- design criteria. Continental Motors has not participated in design, test, or certification of any aftermarket parts.
Continental Motors does not provide product manufacturing specifications to aftermarket parts manufacturers and accepts no liability for the suitability, durability, longevity, or safety of such parts installed on Continental Motors engines. Installation of aftermarket parts on a Continental Motors engine must be performed using Instructions for Continued Airworthiness prepared by the manufacturer and found acceptable by the FAA for the subject installation.
Continental Motors ICAs must not be used for such parts. To facilitate the use of current data, the latest revision of the Instructions for Continued Airworthiness and applicable change pages are available to all registered engine owners at no cost on the Continental Motors web site. The information available includes a listing of the latest manual versions, illustrated parts catalogs, access to FAA Airworthiness Directives, Service Documents, and other information applicable to the ICAs.
Printed copies of manuals and service subscriptions are also available. Refer to "Publication Access" in Section Introduction Scope and Purpose of This Manual Instructions for Continued Airworthiness Effectivity Symbols Using this Manual Order of Precedence Publication Access Publication Changes Service Documents Service Documents Incorporated in this Manual Service Documents Released After Publication Related Publications Suggestions and Corrections Contact Information Service Parts Service Part Applicability and Availability Part Supersedure Chapter 2.
Tools Special Tools Vendor Contact Information Chapter 3. Lubricants, Sealants, and Adhesives Engine Oil Specifications Oil Change Intervals General Sealant Application Instructions Four Cylinder Engine Crankcase Threading Six Cylinder Engine Crankcase Threading Scavenge Pump Body Sealant and Threading Oil Pump Assembly Sealant and Threading Starter Adapter Assembly Sealant and Threading Airworthiness Limitation Section. Chapter 5. Engine Removal Tools and Consumable Supplies Engine Removal Procedure Engine Installation Common Tools and Consumable Supplies Engine Receipt and Handling Uncrating the Engine Crating an Engine for Shipping Acceptance Inspection Engine Transport Engine Installation Procedures Engine Pre-oiling Chapter 6.
Engine Inspection and Service Engine Inspection Introduction Inspection and Maintenance Schedule Time Between Overhaul Scheduled Inspections One Time Post - Installation Inspections Visual Inspection Engine Operational Check Fuel Injection System Specifications Maintenance Preflight Inspection Oil Pump Operational Check Fuel System Operational Check Engine Shutdown Engine Oil Servicing Check and Replenish Engine Oil Level Oil Change Check for Oil Leaks Oil Sample Collection Ignition System Maintenance Ignition Timing Spark Plug Maintenance Ignition Harness Maintenance Engine Adjustments Oil Pressure Adjustment Fuel System Adjustment Manifold Pressure Adjustment Belt Tension Check and Adjustment Cylinder Inspections Cylinder Visual Inspection Differential Pressure Test Cylinder Borescope Inspection Cylinder to Crankcase Mounting Deck Inspection
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