Miat Piston 1 Engine Maintenance

Malaysian Institute of Aviation Technology
SECTION A, PAGE 2 - 18
ENGINE
MAINTENANCE
TROUBLESHOOTING
DEFINE AS STEP-BY-STEP PROCEDURE USED TO

DETERMINED THE CAUSE OF A GIVEN FAULT AND
THEN SELECT THE BEST AND QUICKEST
SOLUTION
TYPE OF DEFECTS
• EXTERNAL
– IGNITION SYSTEM MALFUNCTION
– INDUCTION DEFECT
– HIGH FUEL COMSUMPTION
• INTERNAL
– WORN OUT PISTON RING
– CYLINDER WEAR
– VALVE FAILURE
– CRANKSHAFT FAILURES
– MISCELLANEOUS FAILURE
IGNITION MALFUNCTIONS
• INCORRECT IGNITION
TIMING – MAGNETO
MUST BE TIMED
INTERNALLY SO THE
POINT OPEN AT
CORRECT TIME
• MUST ALSO TIMED TO

ENGINE CORRECTLY &
MAGNETO
SYNCHRONISED
• FAULTY SPARK PLUG - SHORT CIRCUIT
SPARK PLUG, FRACTURED ELECTRODES,
BROKEN WIRE, TOO LARGE SPARK PLUG
GAP, GROUNDED WIRE, FAULTY OR
BROKEN DISTRIBUTOR, WRONG TYPE OF
PLUGS
• FAULTY MAGNETO – SHORT CIRCUIT OF

GROUND SWITCH, PITTED CIRCUIT
BREAKER, FAULTY PRIMARY CAPACITOR,
MAG. SHAFT & GEAR EXCESSIVE PLAY AND
BACKLASH
• FAULTY IGNITION HARNESS –
BREAKDOWN OF WIRE
INSULATION, OPEN CIRCUIT DUE
TO BROKEN WIRES OR
CONNECTION, HIGH VOLTAGE
LEAKS
• PRE-IGNITION – FUEL/AIR
MIXTURE IGNITE TOO SOON, MAY
BE CAUSED BY CARBON
PARTICLE, OVERHEATED VALVE
EDGE, SILICA DEPOSITES ON
SPARK PLUG OR A RED-HOT
SPARK ELECTRODE
INDUCTION DEFECTS
• LEAK IN INDUCTION SYSTEM CAUSES MIXTURE TO
EXCESSIVELY LEAN RESULTED IN NORMAL
COMBUSTION CAN NOT OCCUR
• ESPECIALLY IN LOW RPM SETTING

INDUCTION DEFECTS
IMPROPER VALVE TIMING
Intake valve open too early- retard the admission of

charge
Intake valve open too late - volumetric efficiency will

decreased
Intake valve closed too early - volumetric efficiency

will be reduced
Intake valve closed too late - compression action will

force some of charged return to induction stroke
INDUCTION DEFECTS
– Exhaust valve open too early - pressure is release
before it has completed its work
– Exhaust opens too late - piston on the exhaust

stroke will partially compress exhaust gasses
– Exhaust valve closed too early - exhaust gasses

will be evacuated completely portion will remain to
mix with next charge, reducing weight of latter
INDUCTION DEFECTS
Exhaust valve closed too late - incoming charge

will continue through combustion chamber and
emitted without having burned
Valve open too far or too little
Blockage due to carbon deposit

HIGH FUEL COMSUMPTION

 MAY BE CAUSE BY:
 LEAKAGE IN FUEL SUPPLY LINE
 MIXTURE TOO RICH, DUE TO;
 CARBURETOR JET TOO LARGE
 EXCESSIVE PRESSURE
 FLOAT IN CARBURETOR STUCK

OIL SYSTEM DEFECTS
• HIGH OIL COMSUMPTION

– USUALLY RESULT OF
WEAR OR LEAKS
– BLUE OIL SMOKE

INDICATES WORN
PISTON RINGS
OIL SYSTEM DEFECTS

WORN MASTER ROD
BEARING CAUSING
EXCESSIVE OIL TO
SPRAY INTO CYLINDER
WALL
OPERATING AT HIGH
POWER SETTING AND
HIGH TEMPERATURE
(BY PILOT)
OIL SYSTEM DEFECTS

• NO OIL PRESSURE
– NO OIL IN TANK
– NO OIL IN ENGINE OIL PUMP, HENCE NO PRIME
– AIR POCKET IN OIL PUMP
– AN OIL PLUG LEFT OUT OF MAIN OIL PASSAGE
– INOPERATIVE OIL PUMP
– OPEN PRESSURE RELIEF VALVE
– PLUGGED OIL SUPPLY LINE
– BROKEN OIL LINE
OIL SYSTEM DEFECTS

LOW OIL PRESSURE
– OIL PRESSURE RELIEF
VALVE IMPROPERLY
ADJUSTED
– BROKEN OIL RELIEF

VALVE SPRING
– STICKING PRESSURE-
RELIEF VALVE
OIL SYSTEM DEFECTS

LOW OIL PRESSURE
PLUG LEFT OUT OF AN
OIL PASSAGE
DEFECTIVE GASKET
INSIDE ENGINE
WORN OIL PRESSURE
PUMP
OIL SYSTEM DEFECTS

LOW OIL PRESSURE
WORN BEARINGS &/OR
BUSHINGS
DIRTY OIL STRAINER
EXCESSIVE
TEMPERATURE
WRONG GRADE OF OIL
LEAKING OIL DILUTION

VALVE
OIL SYSTEM DEFECTS

HIGH OIL PRESSURE
– IMPROPER SETTING OF RELIEF
VALVE
– STICKING RELIEF VALVE
– IMPROPER GRADE OF OIL
– LOW TEMPERATURE OF OIL AND

ENGINE
– PLUGGED OIL PASSAGE READJUSTMENT OF OIL PRESSURE
RELIEF VALVES
OIL SYSTEM DEFECTS

HIGH OIL TEMPERATURE
CAUSED BY
• DEFECTIVE OIL COOLER
• ACCUMULATION OF
SLUDGE BLOCKING
PORTION OF COOLER
• REMOVED AND CLEANED COOLER IAW

MANUFACTURER’S INSTRUCTIONS
OIL SYSTEM DEFECTS

WHILE REMOVED, INSPECT FOR HIGH OIL
CRACKS AND DAMAGE
PARTICULARLY ALL WELDED
TEMPERATURE
OR SOLDERED SEAM
THIS DEFECT ARE NORMALLY

DUE TO EXCESSIVE OIL
PRESSURE
ONCE CLEANED AND REPAIR,

PRESSURE TEST IAW INSPECTING AN OIL COOLER FOR ANY SIGN
MANUFACTURER’S OF OIL LEAKAGE
INSTRUCTIONS
INTERNAL DEFECTS
• WORN OUT PISTON RINGS
• CYLINDER WEARS
• VALVE FAILURE
• CRANKSHAFT FAILURES
• MISCELLANEOUS FAILURE SUCH AS:
– CON-ROD BUSHING AND BEARING FAILURE
– COUNTER BALANCE
– VIBRATION
– BEARING FAILURE
– WORN GEAR, SPLINE
COMPRESSION TEST
• TO DETERMINED IF THE
VALVES, PISTON RING, AND
PISTONS ARE ADEQUATELY
SEALING THE COMBUSTION
CHAMBER
• CYLINDER WITH GOOD

COMPRESSION PROVIDE MOST
POWER THAN CYLINDER WITH
LOW COMPRESION
SECTION A, PAGE 2-21
COMPRESSION TEST
CAUSES OF LOW COMPRESSION:
MAY BE TRACED TO VALVES THAT LEAK BECAUSE

OF INCORRECT VALVE CLEARANCE OR VALVE
TIMING TOO EARLY OR TOO LATE
CARBON PARTICLES AT VALVE FACE & SEAT

VALVE BURNED OR WARPED
EXCESSIVE WEAR OF PISTON RINGS AND CYLINDER

WALL
PISTONS THAT HAVE WORN, SCUFFED OR DAMAGE

TYPES OF COMPRESSION TESTING

• DIFFERENTIAL PRESSURE COMPRESSION
TEST(PRACTICAL)
• DIRECT PRESSURE COMPRESSION TEST
A DIFFERENTIAL
COMPRESSION TESTER
DIFFERENTIAL PRESSURE
COMPRESSION TEST
• REMOVED THE MOST ACCESSIBLE SPARK PLUGS
FROM CYLINDER
• BY HAND, ROTATE ENGINE IN DOR UNTIL PISTON

TO BE TESTED AT TDC IN THE CYLINDER
• IF PASS TDC BACK PROPELLER AT LEAST 180°

THEN IN DOR AGAIN
• THIS IS TO ELIMINATE BACKLASH IN VALVE

OPERATING MECHANISM AND KEEP PISTON
RINGS SEATED ON THE LOWER RING LANDS
COMPRESSION TEST
• CONNECT COMPRESSION TESTER TO A 100 TO 150
PSI OF AIR SUPPLY
• WITH THE SHUT OFF VALVE ON COMPRESSION

CLOSED, ADJUST THE REGULATOR TO 80 PSI
• CONNECT TESTER TO THE SPARK PLUG HOLE

COMPRESSION TEST
VERIFY THAT PROPELLER
TO CYLINDER
PATH IS CLEAR OF ALL
OBJECTS AND PERSONNEL REGULATED CYLINDER
PRESSURE PRESSURE
GAUGE GAUGE
OPEN THE SHUT OFF VALVE
AND READ THE READING
SHUTOFF
VALVE
A SERVICEABLE CYLINDER TO COMPRESSOR
WILL ALLOW THE MAXIMUM A DIFFERENTIAL
LEAKAGE OF 25% COMPRESSION TESTER
COMPRESSION TEST
• DETERMINING OF AIR LEAKS OR BLOW-BY:
– PAST THE PISTON RINGS IDENTIFIED BY
HISSING SOUND IN THE CRANKCASE
BREATHER
– PAST THE INTAKE VALVES IDENTIFIED BY

HISSING SOUND IN THE CARBURETOR
– PAST THE EXHAUST VALVES IDENTIFIED BY

HISSING OR WHISTLING SOUND AT THE
EXHAUST STACK
DIRECT PRESSURE
COMPRESSION TEST
• INDICATES ACTUAL PRESSURE WITHIN THE
CYLINDER
• LESS EFFECTIVE BUT THE CONSISTENCY OF

READINNGS OF THIS TYPE GIVE AN ENGINE’S
CONDITION AS A WHOLE
• REMOVED THE MOST ACCESSIBLE SPARK PLUG

FROM EACH CYLINDER
DIRECT PRESSURE
COMPRESSION TEST
CLEAR AREA AROUND
PROPELLER ARC AND
ROTATE ENGINE WITH
STARTER TO CLEAR
EXCESSIVE OIL
ACCUMULATION AND LOOSE
CARBON PARTICLES FROM
CYLINDERS
INSTALL A TESTER IN EACH

CYLINDER
DIRECT PRESSURE
COMPRESSION TEST
• USE EXTERNAL POWER & WITH THROTTLE OPEN,
ROTATE ENGINE AT LEAST THREE COMPLETE
REVOLUTIONS BY ENGAGING STARTER AND
RECORDS READING
• RE-CHECK ANY CYLINDER THAT REGISTER A

VALUE SIGNIFICANTLY LOWER THAN OTHER TO
VERIFY ACCURACY
DIRECT PRESSURE
COMPRESSION TEST
READING OF 15 PSI LOWER THAN OTHER
INDICATES A CYLINDER LEAK THAT MUST BE
REPAIRED
REPEAT TEST ON THE LOW READING CYLINDER TO

RULE OUT FAULTY TESTER
VALVE ADJUSTMENT
• INCORRECT VALVE ADJUSTMENT LEADS TO:
 ENGINE UNABLE TO PRODUCE ITS MAXIMUM

RATED POWER
 EFFECT ON VOLUMETRIC EFFICIENCY
 EXCESSIVE INTAKE VALVE CLEARANCE

RESULT IN VALVE OPENING LATE AND CLOSE
EARLY
VALVE ADJUSTMENT
 LESS FUEL AIR MIXTURE ADMIT THUS
CUTS DOWN ON POWER OUTPUT
ESPECIALLY ON HIGH POWER SETTING
 INSUFFICIENT INTAKE VALVE CLEARANCE

HAS OPPOSITE EFFECT
 IMPROPER EXHAUST VALVE CLEARANCE

AFFECTS ENGINE PERFORMANCE
VALVE ADJUSTMENT
 EXCESSIVE EXHAUST VALVE CLEARANCE SHORTEN
THE EXHAUST EVENT AND CAUSES POOR
SCAVENGING AND CAUSE CYLINDER OVERHEATING
DUE TO HOT EXHAUST GASES HELD BEYOND TIME
SPECIFIED
 INSUFFICIENT VALVE CLEARANCE WITH EARLY

OPENING CAUSES POWER LOSS BY SHORTENING
POWER STROKE & LATE CLOSING CAUSES
EXHAUST VALVE REMAIN OPEN FOR A LARGER
PORTION OF INTAKE STROKE RESULTING IN LOST
THROUGH EXHAUST OF FUEL/AIR MIXTURE
VALVE ADJUSTMENT
• VALVE CLEARANCE IS SMALL WHEN ENGINE IS
COLD BUT INCREASES WHEN THE ENGINE IS AT
ITS NORMAL OPERATING TEMPERATURE
• THIS IS DUE TO DIFFERENCE IN THE EXPANSION

CHARACTERISTIC OF THE VARIOUS METAL AND
DIFFERENCE OF TEMPERATURE OF THE VARIOUS
PARTS
• INSPECT AND ADJUST VALVE IAW

MANUFACTURER’S INSTRUCTION
INSPECTION
• FAA AND NAA REQUIRES

THAT SPECIFIC
INSPECTION AT INTERVAL
TO BE CARRIED OUT, IN
ORDER FOR AN AIRCRAFT
TO REMAIN AIRWORTHY
INSPECTION
PREFLIGHT INSPECTION – CARRIED OUT BEFORE
EACH FLIGHT
50HR INSPECTION – PERFORMED AFTER EVERY 50

HRS OF FLYING
100HR INSPECTION – PERFORMED AFTER EVERY 100

HRS OF FLYING
ANNUAL INSPECTION – PERFORMED EVERY ONE

CALENDER YEAR
OVERHAUL – AT SPECIFIC SCHEDULED TIME

INSPECTION
PRE FLIGHT INSPECTION
– OPENED THE
ENGINE COWLING
OPEN ENGINE COWLING TO PERFORM PRE-

FLIGHT INSPECTION
– CHECK ALL FLUID

LINES FOR
LOOSENESS,
CHAFING OR SIGN OF
CARB & FLUID LINES FOR
CHAFING AND LEAKAGES EXCESSIVE WEAR
INSPECTION
CHECK OIL LEVEL TO BE
SURE THAT IT IS AT THE
SPECIFIED OPERATING
LEVEL
CHECK OIL LEVEL
CHECK ALL WIRE

CONNECTION TO THE
MAGNETO FOR
LOOSENESS AND
CHAFED WIRES
CHECK WIRES FOR CHAFING
INSPECTION
CHECK EVIDENCE OF
FUEL AND OIL LEAK
CHECK ENGINE BAFFLE

FOR CRACK OR BROKEN
INSPECTION
– CHECK EXHAUST
RISER JOIN FOR
BLOWN GASKET AND
ALL NUTS ARE IN
PLACE
INTAKE & EXHAUST MANIFOLD
SECURITY & LEAKAGE
– ALSO CHECK FOR
INDICATION OF
EXHAUST LEAKS
EXHAUST MANIFOLE FOR CRACK

AND EVIDENCE OF LEAK
INSPECTION
DRAIN FUEL FROM
STRAINER AND CHECK FOR
THE PRESENCE OF WATER
IN THE FUEL
CHECK WATER CONTAMINATION
CHECK CARBURETOR AIR

FILTER FOR SECURITY AND
CLEANESS
AIR FILTER FOR SECURITY AND

CLEANNESS
INSPECTION
CHECK PROPELLER FOR
SCRATCHES AND NICKD,
AND ALL ATTACHMENT
BOLTS AND NUTS
SECURITY AND SAFETY
CHECK PROPELLER SECURITY
IF CSU INSTALLED, CHECK

EVIDENCE OF EXCESSIVE
OIL LEAKAGE ON
PROPELLER GOVERNOR
CHECK EVIDENCE OF EXCESSIVE OIL

LEAKAGE ON PROPELLER GOVERNOR
INSPECTION
• 50HR INSPECTION
• 100HR INSPECTION
• ANNUAL INSPECTION
• ITEMS FOR THE ABOVE CHECKS IS LAY OUT IN

THE RESPECTIVE AIRCRAFT MAINTENANCE
MANUAL, COMPONENTS MAINTENANCE MANUAL
AND SCHEDULED MAINTENANCE
TYPES OF OVERHAUL
– IS DEFINED AS AN TOP OVERHAUL
OVERHAUL OF THOSE
PARTS ASSOCIATED
WITH THE ENGINE
CYLINDERS
– ARE NOT PERFORMED
AS FREQUENTLY IN
MODERN AIRCRAFT
ENGINES DUE TO
BETTER MATERIALS OF
LATER MODEL ENGINE
TYPES OF OVERHAUL
MAJOR OVERHAUL
ENTAILS A COMPLETE ENGINE RECONDITIONING
AT PERIODIC INTERVALS
TYPES OF OVERHAUL
• TOTAL TIME AFTER OVERHAUL
– TOTAL TIME ON AN ENGINE MUST CONTINUED

WHEN IT IS OVERHAULED
– NEW ENGINES AND REBUILT ENGINES ARE

GRANTED A ZERO TIME
– TBO – TIME BETWEEN OVERHAUL
– TSN – TIME SINCE NEW

OVERHAUL PROCEDURES
 SPECIFIC OVERHAULS PROCEDURES FOR ANY GIVEN
ENGINES ARE LISTED IN MAINTENANCE & OVERHAULS
MANUALS
 TYPICALLY IT INVOLVES:
 DISASSEMBLED
 CLEANING
 VISUAL INSPECTION
 STRUCTURAL INSPECTION – NDT
 DIMENSIONAL INSPECTION
 FINAL ASSEMBLY
 BLOCK TESTING

Miat Piston 1 Engine Maintenance

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Miat Piston 1 Engine Maintenance

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Malaysian Institute of Aviation Technology

Malaysian Institute of Aviation Technology

DEFINE AS STEP-BY-STEP PROCEDURE USED TO

• MUST ALSO TIMED TO

• FAULTY MAGNETO – SHORT CIRCUIT OF

• ESPECIALLY IN LOW RPM SETTING

Intake valve open too early- retard the admission of

Intake valve open too late - volumetric efficiency will

Intake valve closed too early - volumetric efficiency

Intake valve closed too late - compression action will

– Exhaust opens too late - piston on the exhaust

– Exhaust valve closed too early - exhaust gasses

Exhaust valve closed too late - incoming charge

Valve open too far or too little

Blockage due to carbon deposit

HIGH FUEL COMSUMPTION

 LEAKAGE IN FUEL SUPPLY LINE

 MIXTURE TOO RICH, DUE TO;

 CARBURETOR JET TOO LARGE

 FLOAT IN CARBURETOR STUCK

OIL SYSTEM DEFECTS

• HIGH OIL COMSUMPTION

– BLUE OIL SMOKE

OIL SYSTEM DEFECTS

OIL SYSTEM DEFECTS

OIL SYSTEM DEFECTS

– BROKEN OIL RELIEF

OIL SYSTEM DEFECTS

OIL SYSTEM DEFECTS

DIRTY OIL STRAINER

WRONG GRADE OF OIL

LEAKING OIL DILUTION

OIL SYSTEM DEFECTS

– STICKING RELIEF VALVE

– IMPROPER GRADE OF OIL

– LOW TEMPERATURE OF OIL AND

OIL SYSTEM DEFECTS

• REMOVED AND CLEANED COOLER IAW

OIL SYSTEM DEFECTS

THIS DEFECT ARE NORMALLY

ONCE CLEANED AND REPAIR,

• CYLINDER WITH GOOD

MAY BE TRACED TO VALVES THAT LEAK BECAUSE

CARBON PARTICLES AT VALVE FACE & SEAT

EXCESSIVE WEAR OF PISTON RINGS AND CYLINDER

PISTONS THAT HAVE WORN, SCUFFED OR DAMAGE

TYPES OF COMPRESSION TESTING

• BY HAND, ROTATE ENGINE IN DOR UNTIL PISTON

• IF PASS TDC BACK PROPELLER AT LEAST 180°

• THIS IS TO ELIMINATE BACKLASH IN VALVE

• WITH THE SHUT OFF VALVE ON COMPRESSION

• CONNECT TESTER TO THE SPARK PLUG HOLE

– PAST THE INTAKE VALVES IDENTIFIED BY

– PAST THE EXHAUST VALVES IDENTIFIED BY

• LESS EFFECTIVE BUT THE CONSISTENCY OF

• REMOVED THE MOST ACCESSIBLE SPARK PLUG

INSTALL A TESTER IN EACH

• RE-CHECK ANY CYLINDER THAT REGISTER A

REPEAT TEST ON THE LOW READING CYLINDER TO

 ENGINE UNABLE TO PRODUCE ITS MAXIMUM

 EFFECT ON VOLUMETRIC EFFICIENCY

 EXCESSIVE INTAKE VALVE CLEARANCE