LABORATORY

MODULE 01:
Disassembly

POWERPLANT 1 –
RECIPROCATING ENGINE
AC 43-11 – RECIPROCATING ENGINE OVERHAUL TERMINOLOGY
AND STANDARDS
Purpose. This advisory circular (AC) discusses engine overhaul
terminology and standards used in the aviation industry. This AC will:
a. Inform owners or operators of the variety of terms used to describe
types of reciprocating engine overhaul;
b. Clarify the standards used by the industry during reciprocating
engine overhaul; and
c. Review Title 14 of the Code of Federal Regulations (14 CFR)
regarding engine records and standards.
In the maintenance of aircraft engines, terms such as top overhaul, major overhaul,
etc., are utilized all through in aviation industry. The regulatory standard to which an
engine is overhauled typically relies upon the terms utilized by the individual who is
performing the engine overhaul. These terms are familiar to the aviation community;
however, their particular implications are not completely perceived. This could result
in similar engines being overhauled to different tolerances. Regulatory body accept
that through the conversation that follows, proprietors or operators and engine
overhaul facilities will have an understanding of the terms and standards according to
those terms.
Background
a. For the maintenance of aircraft engines, the aviation industry uses
terms such as top overhaul, major overhaul, etc. The standards to
which an engine is overhauled usually depends on the terms used
by the person who is performing the engine overhaul. These terms
are familiar to the aviation community, but their specific meanings
are not fully understood. This lack of understanding may result in
similar engines overhauled to different tolerances. The following
discussion should give owners or operators, and engine overhaul
facilities a better understanding of the terms and standards relating
to engine overhaul.
b. The average aircraft owner usually selects an overhaul facility
based on the cost quoted by the engine overhauler. Engine
overhauls are accomplished to a variety of standards. Many
different facilities perform engine overhauls, ranging from engine
manufacturers, large repair stations, or individual powerplant
mechanics. The selection of an overhaul facility can and does, in
most cases, determine the standards used during overhaul. Section
43.13(a) requires the person performing the overhaul to use
methods, techniques, and practices that are acceptable to the
Administrator. In most cases, the standards outlined in the engine
 manufacturer’s overhaul manual are standards acceptable to the
Administrator.
c. Overhaul manuals clearly stipulate the work that must be
accomplished during the engine overhaul and outline limits and
tolerances used during the inspections. There is no dictionary that
provides a commonly accepted standard definition of all the terms
used in the aviation industry. The terms discussed in this AC are
offered for information purposes only and are not to be considered
as definitions set forth in 14 CFR. The only definition in 14 CFR
regarding engine overhaul is the word “rebuilt.” This is defined in §
91.421, Rebuilt engines maintenance records.

ENGINE OVERHAUL TERMINOLOGY

a. Engine Overhaul Facilities.
(1) Engine overhaul facilities include following:
• The manufacturer, or a manufacturer’s approved agency
• Large and small Federal Aviation Administration (FAA)-
certificated repair stations
• Engine shops that perform custom overhauls
• Individual certificated powerplant mechanics
(2) These facilities offer various services. Regardless of the type
or size of the facility, all are required to comply with §§ 43.13(a)
and 43.13(b). In this regard, it is the responsibility of the owner to
assure that proper entries are made in the engine records in
accordance with §§ 91.405 and 91.417. Engine overhaul facilities
are required by § 43.9 to make appropriate entries in the engine
records of maintenance that was performed on the engine. The
owner should ensure that the engine overhaul facility references
the tolerances used (new or serviceable) to accomplish the
engine overhaul.
b. Fits and Limits. Engine overhaul manuals outline the two kinds of
dimensional limits observed during engine overhaul as a “Table of
Limits” or a “Table of Dimensional Limits.” These tables list the parts
of the engine that are subject to wear, and contain minimum and
maximum figures for the dimensions of those parts and the
clearances between mating surfaces.
The lists specify two limits as follows:
(1) Manufacturer’s Minimum and Maximum. Some
manufacturers use the terms “new parts” or “new limits” when
referring to these dimensional limits. These are the dimensions
and standards that all new parts meet as required by 14 CFR
 for the issuance of a type certificate (TC). It is important to note
that new dimensions do not mean new parts are installed in an
engine when a manufacturer, or the manufacturer’s authorized
representative, presents zero-time records in accordance with
§ 91.421. It does mean that used parts in the engine were
inspected and met the manufacturer’s new specifications.
(2) Service Limits. Service limits are dimensions representing
limits that must not be exceeded and are dimension limits for
permissible wear.
(a) The comparative measurement of parts will determine
their serviceability; however, it is not always easy to
determine which part has the most wear. The
manufacturer’s new dimensions or limits are a guide for
determining the amount of wear that has occurred during
service. In an engine overhaul certain parts are replaced
regardless of condition. If an engine is overhauled to
“serviceable” limits, the parts must conform to the fits and
limits specifications as listed in the manufacturer’s
overhaul manuals and Service Bulletins (SB).
(b) If a major overhaul is performed to serviceable limits or
an engine is top overhauled, the total time on the engine
continues in the engine records.
c. Overhaul. In the general aviation industry, the term engine
overhaul has two identifications that make a distinction between the
degrees of work on an engine:
(1) Major Overhaul. A major overhaul consists of the complete
disassembly of an engine. The overhaul facility inspects the
engine, repairs it as necessary, reassembles, tests, and
approves it for return to service within the fits and limits
specified by the manufacturer’s overhaul data. This could be to
new fits and limits or serviceable limits. The engine owner
should clearly understand what fits and limits should be used
when the engine is presented for overhaul. The owner should
also be aware of any replaced parts, regardless of condition, as
a result of a manufacturer’s overhaul data, SB, or an
Airworthiness Directive (AD).
(2) Top Overhaul. Top overhaul consists of repair to parts
outside of the crankcase, and can be accomplished without
completely disassembling the entire engine. It can include the
removal of cylinders, inspection and repair to cylinders,
inspection and repair to cylinder walls, pistons, valve-operation
mechanisms, valve guides, valve seats, and the replacement of
piston and piston rings. All manufacturers do not recommend a
~

top overhaul. Some manufacturers indicate that a powerplant

requiring work to this extent should receive a complete
overhaul.
d. Rebuilt.
(1) A rebuilt engine as defined in § 91.421, “is a used engine
that has been completely disassembled, inspected, repaired as
necessary, reassembled, tested, and approved in the same
manner and to the same tolerances and limits as a new engine
with either new or used parts. However, all parts used must
conform to the production drawing tolerances and limits for new
parts or be of approved oversized or undersized dimensions for
a new engine.”
(2) The definition of the term “rebuilt” in § 91.421 allows the
owner or operator to use a new maintenance record without
previous operating history for an aircraft engine rebuilt by the
manufacturer or an agency approved by the manufacturer.
e. Remanufacture.
(1) The general term remanufacture has no specific meaning in
the regulations. A new engine is a product that is manufactured
from raw materials. These raw materials are made into parts
and accessories that conform to specifications for issuance of
an engine’s TC. The term “remanufactured” infers that it would
be necessary to return the part to its basic raw material and
manufacture it again. “Remanufactured” as used by most
engine manufacturers and overhaul facilities, means that an
engine has been overhauled to meet the standards required to
grant the engine zero time in accordance with § 91.421.
(2) Not all engine overhaul facilities which advertise
“Remanufactured Engines” overhaul engines to new
dimensions. Some of these facilities do overhaul to new
dimensions, but may not be authorized to zero time the engine
records. As outlined in § 91.421, only the manufacturer or an
agency approved by the manufacturer can grant zero time to an
engine.
Before we proceed with our discussion, let’s check how well you have understood the
discussion so far. Be as honest as you can in responding since that will provide you
with the most useful information. Using the table below, try to compare and contrast
the following terminologies:
SIMILARITIES DIFFERENCES
Rebuilt VS Overhaul
Major VS Top Overhaul
Manufacturer’s Minimum
and Maximum VS Service
Limits
Remanufacture VS
Overhaul

RECIPROCATING ENGINE OVERHAUL PROCEDURES

OVERHAUL
Aircraft operators run the risk of component failure if scheduled maintenance is
deferred. Then again, a well-maintained engine can provide many hours of reliable
operation without failure up to the suggested TBO. After reaching TBO,
notwithstanding, the engine should be overhauled for continued air-worthiness so that
worn or damaged parts can be detected and replaced. The most ideal approach to
recognize parts that are blemished or worn beyond airworthy limits is to disassemble
the engine and perform a complete and thorough inspection
Engine manufacturers provide overhaul instructions that contain specific tolerances
and general guidelines to help in deciding the airworthiness of each part. Parts that do
not meet the manufacturer's specifications must be supplanted, while parts that do
meet tolerances are reinstalled in the engine. Nonetheless, if a section is close to its
airworthiness limits, you may want to replace it since that part could eventually fail or
exceed the acceptable limits before the next scheduled overhaul.
TOP OVERHAUL
A top overhaul is characterized as a redesign of those parts associated with the engine
cylinders. During a regular top overhaul, the cylinders, pistons, and valve operating
mechanisms are reconditioned while the piston rings are supplanted. Likewise, the
valve guides and seats are inspected and supplanted if essential. When performing a
top overhaul, you should remove as few parts as necessary to gain access to the
cylinders. However, in most cases, you must remove the intake manifold, ignition
harness, and exhaust collectors. Engine accessories, for example, magnetos, starters,
and alternators typically receive normally scheduled maintenance during a top
overhaul.
Top overhauls are not proceeded as habitually in modern aircraft engines as in prior
models since more sturdy materials are presently accessible. Moreover, a top
overhaul is not universally recommended because some engine manufacturers
believe that if you are going to remove all of an engine's cylinders, it is relatively
inexpensive to overhaul the rest of the engine. An alternative view, nonetheless, is
that since most crankcase assemblies are moderately sturdier than cylinders and
valve trains, a top overhaul is regularly the most economical way and practical
approach to bring an engine back to original performance levels in the short term. In
many cases, the final decision on whether to perform a top overhaul or major overhaul
is up to the owner or operator.
Reciprocating piston aircraft engines can be repaired by a top overhaul. This implies
an overhaul of those parts on top of the crankcase, without completely dismantling the
engine. It incorporates removal of the units (i.e., exhaust collectors, ignition harness,
intake pipes) important to remove the cylinders. The actual top overhaul comprises of
reconditioning the engine’s cylinders by replacing or reconditioning the piston and
piston rings, and reconditioning or plating the cylinder wall and valve-operating
mechanism, including valve guides if needed. A top overhaul is a bit misdirecting, on
the grounds that it is actually an engine repair procedure and not a real overhaul as
described earlier. Usually at this time, the accessories require no attention other than
that normally required during ordinary maintenance functions. This repair is generally
due to valves or piston rings wearing prematurely. Many stress that if an engine
requires this much dismantling, it should be completely disassembled and receive a
major overhaul.
MAJOR OVERHAUL AND MAJOR REPAIRS

Figure 1: Exploded View of V-Type Reciprocating Engine

“In V-type engines, the cylinders are arranged in two in-line banks
generally set 60° apart. Most of the engines have 12 cylinders, which
are either liquid cooled or air cooled. The engines are designated by a
V followed by a dash and the piston displacement in cubic inches. For
example, V- 1710. This type of engine was used mostly during the
second World War and its use is mostly limited to older aircraft.”
https://amaze-power.com/services/generator-service/major-overhaul/

A major overhaul entails a complete engine reconditioning at periodic intervals. The

exact interval is based on manufacturer recommendations or an FAA approved
number of accumulated hours since new or last major overhaul.
During a major overhaul, an engine is completely dismantled, cleaned, inspected,
assessed, repaired as needed, reassembled, and tested. Any engine part failing to
meet specified tolerances is rejected and either rejected or repaired. Parts such as
gaskets, seals, and some hardware are utilized just a single time, and are regularly
supplanted regardless of their condition. Directions provided by the manufacturer
specify the parts that must be replaced. Furthermore, all accessories are removed for
overhaul or replacement.
Engine manufacturers establish types of fits, tolerances, and limits on production
drawings when designing and building their engines. This set of measurements is the
authoritative source of allow-able tolerances for new engine parts. Additionally, the
manufacturer establishes serviceable limits which show the maximum amount of wear
a part can have and still be considered serviceable. When performing an overhaul, the
serviceable part tolerance limits are typically used for parts data are being reinstalled
while the new part tolerances are used on any new parts being installed.
It is important to note that the total time on an engine must be continued when it is
overhauled. In addition, the number of hours indicating the time since major overhaul
should be added to the engine log. Only new engines and rebuilt engines are granted
a zero-time status. FAR Part 43 describes a rebuilt engine as an engine that has been
disassembled, cleaned, inspected, repaired as necessary, reassembled, and tested
to the same tolerances and limits as a new engine. A rebuilt engine can contain either
new or used parts that conform to new part tolerances and limits or to approved
oversized or undersized dimensions. In other words, the term rebuilt means that the
repaired engine conforms to new parts specifications, which is a higher level of quality
than that provided by the serviceable limits in an overhauled engine. An engine can
only be rebuilt and carry a zero-time status if the engine manufacturer or an agency
approved by the manufacturers performs the work. Zero-time status allows the owner
or operator to start a new maintenance record with no reference to previous operating
history. Each manufacturer or agency that rebuilds an engine must make several
entries in the new engine log. Among those entries are the date the engine was rebuilt,
each change made as required by airworthiness directives, and each change made in
compliance with manufacturer's service bulletins, if that bulletin requires an entry.
Advertisements for engine overhauls or exchange programs sometimes use the term
remanufactured engine. It is important to note that this term is not defined by the FAR's
and, therefore, the vendor should be questioned about what is meant by
"remanufactured."
GENERAL OVERHAUL PROCEDURES
On account of the proceeded with changes and a wide range of kinds of engines being
used, it is not possible to treat the specific overhaul of each engine in this text.
Notwithstanding, there are different overhaul practices and instructions of a
nonspecific nature that apply to all makes and models of engines. Any engine to be
overhauled completely ought to get a runout check of its crankshaft or propeller shaft
as an initial step. Any inquiry concerning crankshaft or propeller shaft replacement is
resolved at this time, since a shaft whose runout is beyond limits must be supplanted.
Specific overhaul procedures for any given engine are listed in the maintenance and
overhaul manuals written for that engine; therefore, the overhaul practices and
procedures discussed here are general in nature. This discussion takes you through
all the steps in a major overhaul on a typical horizontally opposed engine.
Throughout the overhaul process, the engine manufacturer’s manuals, service
bulletins, and other service information must be available. Therefore, the first task you
must complete in the overhaul process is to research the airworthiness directives and
manufacturer’s service bulletins that apply. In addition, you should gather all the
necessary inspection forms and tooling needed to complete the overhaul.
When an engine is brought to you for an overhaul, you should do an inventory of all
accessories sent with the engine. If the engine is still installed on the aircraft, all of the
engine accessories such as the alternator, vacuum pump, hydraulic pump, propeller
and its governor are usually still on the engine. If this is the case, these accessories
will have to be removed and sent to specialty shops or an appropriate repair station
for overhaul. Additional items such as inter cylinder baffles, carburetor or fuel injection
systems, magnetos, ignition leads, and the induction system components are
considered to be engine parts and are kept with the engine.

RECIPROCATING ENGINE DISASSEMBLY PROCEDURES

BASIC DISASSEMBLY PRACTICES from Aeronautics Guide
(https://www.aircraftsystemstech.com/2017/05/reciprocating-engine-
overhaul.html )
As visual inspection immediately follows disassembly, all individual
parts should be laid out in an orderly manner on a workbench as
they are removed. To guard against damage and to prevent loss,
suitable containers should be available in which to place small parts
(nuts, bolts, etc.) during the disassembly operation.
Other practices to observe during disassembly include:
1. Drain the engine oil sumps and remove the oil filter. Drain the oil
into a suitable container; strain it through a clean cloth. Check the
oil and the cloth for metal particles.
2. Dispose of all safety devices (safety wire, cotter pins, etc.) as
they are removed. Never use them a second time. Always replace
with new safety devices.
3. All loose studs, and loose or damaged fittings, should be
carefully tagged to prevent being overlooked during inspection.
4. Always use the proper tool for the job. Use sockets and box end
wrenches wherever possible. If special tools are required, use them
rather than improvising.
Prior to engine disassembly, you should mount the engine on a stand and examine its
overall condition. Any indications of oil leakage, overheating, or impact damage should
be noted for additional review during the disassembly. Next, splash wash the engine
exterior. To remove some of the more stubborn, baked on dirt and oil, use a petroleum
solvent or degreaser. However, be certain you altogether flush any lingering
dissolvable from the engine.
When the engine is clean, remove the fuel metering system, magnetos, pumps, and
other accessories, and send them to the various specialty shops for overhaul. The rest
of the parts, such as the exhaust system, inter cylinder baffles, ignition leads, spark
plugs, and induction system components should also be removed and set aside.
Whenever you are disassembling an engine or any of its components, you should
mark all parts. This is usually done by attaching a tag to each part as it is removed.
Remember to place nuts, bolts, and other small parts in suitable containers during
disassembly to prevent loss and damage. Safety wire, cotter pins, and some other
safety devices are not used more than once, so they should be discarded and replaced
with new safety devices. As with any other work you do, you should always use the
proper tools for the job to avoid damaging engine parts or hardware. If special tools
are required, you should obtain and use them rather than improvising.
“All the images, content and information under the Disassembly context is from the
blog of Kazun (kazun.aero@gmail.com) Reference no. 4”
DISASSEMBLY
Ignition System
Ignition Harness. Remove the terminals from the top and bottom spark
plug. Detach all clips, clamps and grommet plates securing the leads to
the engine. The ignition harness on the dual magneto cannot be
removed from the magneto without removing the cover from the
magneto.
NOTE
Before detaching clamps, clips, grommet plates etc., mark the location
of each. Differences in various installations make it impossible for this
manual to point out the correct attaching points.
Magneto- Loosen and remove the two 5/16-18 nuts, lock washer and
clamps which hold the magneto to engine. Remove magneto and
harness from the engine.

Figure 2: Exploded View of Ignition System of Reciprocating Engine

“The ignition system is generally composed of an ignition switch, two
magnetos with two sets of points installed in each, a vibrator switch or
impulse coupling to aid in starting, the starter relay/solenoid with
starter and the aircraft battery. On the R22 we utilize the left magneto
(airframe right) for starting.”
https://www.maunaloahelicopters.edu/library/Other_Documents_And_Handouts/MLH_Docu
ments/Ignition_Systems_Overview.pdf
Cylinders, Pistons and Valve Train
It is assumed that the ignition harness, intake pipes and primer lines
have been previously removed. Intercylinder Baffles. (where applicable)
Using the intercylinder baffle tool (64885), release the baffle retaining
hook so that it disengages the retainer. Remove the intercylinder baffle
and hook from between the cylinders. Oil Drain Tubes. Loosen hose
clamps at lower end of tube and slide tube out of hose. Loosen gland
nut at cylinder head fitting and remove drain tube. Cylinder. Remove the
rocker box cover and gaskets. Rotate the crankshaft to place the piston
of no. 1 cylinder at top center of the compression stroke. This will place
the valves in closed position and the piston extended away from the
crankcase to avoid damage when cylinder is removed. Remove the
5/16-24 self-locking nut from the valve rocker fulcrum. Remove the
valve rocker arms and fulcrum from cylinder. Remove the square
washers from the stud. Remove the push rods by grasping the end and
pulling through the shroud tube. Remove the 1/4-20 plain nut, lock plate
and spring. Pull shroud tubes out through the cylinder head and discard
the shroud tube seals.
Remove the cylinder base hold-down nuts; then remove the cylinder by
pulling straight away from the crankcase. As the cylinder is pulled away,
catch and hold the piston to prevent it from falling against the crankcase
and being damaged. Discard the cylinder base oil seal rings. Pistons.
Remove piston pin plugs from the piston. Using a piston pin puller
(64843), pull pin from piston and remove piston.
CAUTION-
After the removal of a cylinder and piston the connecting rod must be
supported to prevent damage to the rod and crankcase. This is done by
supporting each connecting rod with torque hold down plate ST-222,
rubber band (discarded cylinder base on seal rings) looped around the
cylinder base studs
Removal of the other cylinders and pistons may be done in any desired
order, but less turning of the crankshaft is involved if the cylinders are
removed successively in the engine's firing order 1-3-2-4. Left hand
rotation firing order 1-4-2-3. Hydraulic Lifters. Remove the hydraulic
lifter from the crankcase. Place each lifter as removed from crankcase
in its proper location in the cleaning basket. The hydraulic lifters must
be replaced in the same location in crankcase from which they were
removed.
Cylinders- Place cylinder over the cylinder holding block (64526-2),
assemble valve spring compressor (ST-419) on cylinder, and compress
valve springs far enough to remove the valve retaining keys.
NOTE-
If keys are stuck tight in spring seat, a light blow with a leather mallet on
top of compressor will release keys. Remove all valve spring seats and
springs from rocker box, keeping parts for each valve separate. Hold
valves by the stem to keep them from dropping out of the cylinder, and
remove cylinder from holding block. Now reach inside of cylinder and
remove valves. If difficulty is experienced in pulling the tops of the valve
stems through the valve guides, push the valves back in position and
clean the carbon from the stems.

Figure 3: Exploded View of Cylinder of Reciprocating Engine

“The cylinder assembly completes the structural framework of an
engine. As one of the main stationary parts of an engine, the cylinder
assembly, along with various related working parts, serves as the area
where combustion takes place.”
https://www.tpub.com/engine3/en3-25.htm
~

Figure 4: Exploded View of Piston and Connecting Rod of Reciprocating

Engine
“The connecting rod is the link that transmits forces between the piston
and the crankshaft. Connecting rods must be strong enough to remain
rigid under load and yet be light enough to reduce the inertia forces
that are produced when the rod and piston stop, change direction, and
start again at the end of each stroke.”
https://www.aircraftsystemstech.com/p/connecting-rods.html

Oil sump and Fuel Induction

Intake Pipes.
Loosen and remove the cap screws that attach the intake pipe flange
to the cylinder head intake port. Loosen the hose clamps and slide the
pipe off the sump connector. Mark the intake pipes as they are
removed from the engine so that they may be reassembled in the
same location.
Carburetor.
Remove the carburetor from the mounting pad of the sump.
Oil Suction Screen.
Unscrew the hex head plug and remove gasket and suction screen.
Oil Sump.
Remove the fastenings from the periphery of the sump and remove
the sump.
Crankcase, Crankshaft & Reciprocating Parts
Remove the oil pump and vacuum pump body assembly by
removing the four plain nuts, lock washers and plain washers.
Discard the "o" rings seal and oil seal in pump body. Remove the
driven impeller from the crankcase and the driving impeller from the
pump shaft.
The oil pump shaft cannot be removed until the crankcase is parted.
Remove the oil pressure screen housing and the oil cooler adapter or
the oil filter adapter assembly (where applicable) from crankcase.
Remove the oil cooler adapter from the oil filter adapter. Remove the
oil filter and adapter plate. Also remove thermostatic oil by-pass valve.
Discard all gaskets.
Remove the oil relief valve plug, gasket, spring and ball from the
crankcase.
Remove the oil filler tube.
Remove the nuts and bolts from the parting surface of the crankcase,
which hold the crankcase halves together.
Remove the crankcase from the overhauls stand and place on the
work bench.
Remove the starter ring gear support assembly from the crankshaft
propeller flange by tapping lightly on the rear of the assembly. The
alternator drive belt will be removed with this unit.
Remove the external retaining ring, seal retainer and "o" ring seal from
the tachometer drive adapter. The tachometer drive adapter cannot be
removed until the crankcase is separated.
On engines equipped with a governor drive, remove the governor drive
cover, "o" ring, and governor drive thrust washer, from the nose of the
crankcase.
 Figure 5: Exploded View of Oil Pump of Reciprocating Engine
“The principal units in a typical reciprocating engine dry sump oil
system include an oil supply tank, an engine-driven pressure oil pump,
a scavenge pump, an oil cooler with an oil cooler control valve, oil tank
vent, necessary tubing, and pressure and temperature indicators.”
https://www.flight-mechanic.com/reciprocating-engine-lubrication-systems-dry-sump-oil-
systems

The crankcase may be separated by first resting on the bottom of

crankcase and gently tapping with a soft hammer the thru-studs on the
loose ends until the crankcase begins to separate. Place the
crankcase on the left side and continue to remove the right half of
crankcase. Reach down through the cylinder pads and push the
crankshaft bearing insert down on the crankshaft, so they will not fall
when crankcase half is removed. Separate the crankcase by hand and
remove the bearing inserts and crankshaft assembly.
Remove the camshaft, tachometer drive adapter and the crankcase
breather baffle. Engines equipped with a propeller governor it is
necessary to remove the governor drive gear at the time the camshaft
is removed. Also remove the governor drive shaft gear from the right
half of the crankcase.
Camshaft.
Remove the camshaft gear and the tachometer shaft.
Remove the oil and vacuum pump drive shaft by removing the nut and
lock plate. Use service tool ST-416 to turn pump shaft while holding
nut with open end wrench. Remove oil pump drive gear. Remove drive
shaft from crankcase.
Crankshaft.
With the crankshaft properly supported at front and rear main bearings,
remove the nuts securing the rod caps to the connecting rod.
Remove the rods by tapping on the rod bolts with a soft hammer.
Discard the bearing inserts, bolts and nuts. Reassemble each cap with
its corresponding rod. Rods and caps are not interchangeable.
Remove the crankshaft oil seal and the expansion plug from the
crankshaft. Do not remove the propeller flange bushings from the
flange of the crankshaft unless they are damaged and/or loose.

Figure 6: Exploded View of Crankcase of Reciprocating Engine

Figure 7: Exploded View of Camshaft, Gov. Drive, and Crankshaft of
Reciprocating Engine

Counterweights.
Counterweights are disassembled from the crankshaft merely by
removing the retaining rings, after which the washers, rollers and
counterweights may be removed from the crankshaft ear.
To remove the crankshaft gear, flatten out the lock plate and remove
the hex head screw or screws
Tap the crankshaft gear gently with a fibred drift to remove gear from
crankshaft. Do not remove the dowel from rear of crankshaft ““less it
has been obviously damaged.
CLEANING PROCESS DURING AIRCRAFT RECIPROCATING
ENGINE OVERHAUL
-Aeronautics Guide, Ref. [5]
After visually inspecting engine recesses for deposits of metal
particles, it is important to clean all engine parts thoroughly to facilitate
further inspection. Two processes for cleaning engine parts are:
1. Degreasing to remove dirt and sludge (soft carbon).
2. The removal of hard carbon deposits by decarbonizing,
brushing or scraping, and grit-blasting.

Degreasing
Degreasing can be done by immersing or spraying the part in a
suitable commercial solvent. Extreme care must be used if any water-
mixed degreasing solutions containing caustic compounds or soap are
used. Such compounds, in addition to being potentially corrosive to
aluminum and magnesium, may become impregnated in the pores of
the metal and cause oil foaming when the engine is returned to
service. Therefore, when using water-mixed solutions, it is imperative
that the parts be rinsed thoroughly and completely in clear boiling
water after degreasing. Regardless of the method and type of solution
used, coat or spray all parts with lubricating oil immediately after
cleaning to prevent corrosion.

Figure 8: Typical Solvent Degreasing Tank

While the degreasing solution removes dirt, grease, and soft carbon,
deposits of hard carbon almost invariably remain on many interior
surfaces. To remove these deposits, they must first be loosened by
immersion in a tank containing a decarbonizing solution (usually
heated). A great variety of commercial decarbonizing agents are
available. Decarbonizes, like the degreasing solutions previously
mentioned, fall generally into two categories, water-soluble and
hydrocarbons. The same caution concerning the use of water-soluble
degreasers is applicable to water-soluble decarbonizes.
CAUTION: When using a decarbonizing solution on magnesium
castings, avoid immersing steel and magnesium parts in the same
decarbonizing tank, as this practice often results in damage to the
magnesium parts from corrosion.
Decarbonizing will usually loosen most of the hard carbon deposits
remaining after degreasing. However, the complete removal of all hard
carbon generally requires brushing, scraping, or grit-blasting. In all of
these operations, be careful to avoid damaging the machined
surfaces. In particular, wire brushes and metal scrapers must never be
used on any bearing or contact surface.
Follow the manufacturer's recommendations when grit blasting parts
for the abrasive material being used. Sand, rice, baked wheat, plastic
pellets, glass beads, or crushed walnut shells are examples of
abrasive substances that are used for grit-blasting parts. A grit-blasting
machine is shown in figure below.

Figure 9: Grit-Blasting Machine

All machined surfaces must be masked properly and adequately, and
all openings tightly plugged before blasting. The one exception to this
is the valve seats, which may be left unprotected when blasting the
cylinder head combustion chamber. It is often advantageous to grit-
blast the seats, since this will cut the glaze which tends to form
(particularly on the exhaust valve seat), thus facilitating subsequent
valve seat reconditioning. Piston ring grooves may be grit-blasted if
necessary; however, extreme caution must be used to avoid the
removal of metal from the bottom and sides of the grooves. When grit-
blasting housings, plug all drilled oil passages with rubber plugs or
other suitable material to prevent the entrance of foreign matter.
The decarbonizing solution will generally remove most of the enamel
on exterior surfaces. All remaining enamel should be removed by grit-
blasting, particularly in the crevices between cylinder cooling fins.
At the conclusion of cleaning operations, rinse the part in petroleum
solvent, dry and remove any loose particles of carbon or other foreign
matter by air-blasting, and apply a liberal coating of preservative oil to
all surfaces.
Magnesium parts should be cleaned thoroughly with a dichromate
treatment prior to painting. This treatment consists of cleaning all
traces of grease and oil from the part by using a neutral, noncorrosive
degreasing medium followed by a rinse, after which the part is
immersed for at least 45 minutes in a hot dichromate solution (three-
fourths of a pound of sodium dichromate to 1 gallon of water at 180 °F
to 200 °F). Then the part should be washed thoroughly in cold running
water, dipped in hot water, and dried in an air blast. Immediately
thereafter, the part should be painted with a prime coat and engine
enamel in the same manner as that suggested for aluminum parts.
Some older engines used sludge chambers in the crankshafts, which
were manufactured with hollow crankpins that serve as sludge
removers. The sludge chambers require inspection and cleaning at
overhaul. Sludge chambers are formed by means of spool-shaped
tubes pressed into the hollow crankpins, or by plugs pressed into each
end of the crankpin. If an engine has a sludge chamber or tubes, they
must be removed for cleaning at overhaul. If these are not removed,
accumulated sludge loosened during cleaning may clog the crankshaft
oil passages and cause subsequent bearing failures. If the sludge
chambers are formed by means of tubes pressed into the hollow
crankpins, make certain they are re-installed correctly to avoid
covering the ends of the oil passages. Due to improved oils, sludge
chambers are no longer used with modern engines.
 Identify the numbered structure
in the diagram. Write your
answer in the appropriate box.

CYLINDER ASSEMBLY
1 2 3
4 5 6
7 8 9
10 11 12
13 14 15
16 17 18
19 20 21
22 23 24
25 26 27
 OIL PUMP ASSEMBLY
A B C
D E F
G H I
J K L
M N O
P Q R
Appendix A
TEO-540-C1A ENGINE MAINTENANCE MANUAL –

72-05 - ENGINE DISASSEMBLY. (Ref. [6])

Engine disassembly begins after the oil has been drained from the engine and the
engine is removed from the airframe (per instructions in this manual and the applicable
Airframe Maintenance Manual).

1. Engine Disassembly Procedure

Complete the procedures for engine disassembly for the TEO-540-C1A
engines in the sequence identified in Table 1 – Sequence of Engine
Disassembly Procedure.

TABLE 1: SEQUENCE OF ENGINE DISASSEMBLY PROCEDURES\

STEP REFERENCES
Step 1 “Sensor Replacement Procedures” in Chapter 72-70 and “Exhaust
Disconnect System Removal” procedure in Chapter 78-00 and “Turbocharger
the wiring Removal” in Chapter 72-40.
harness
from the
EGT and
TIT sensor
leads and
secure the
sensor
leads,
remove the
exhaust
system and
turbocharg
er.

Exhaust System
Step 2 “Wiring Harness Removal” procedure in Chapter 72-70
Disconnect
the sensors
and
remove the
wiring
harness.
 Wiring Harness
Step 3 Procedures in Chapter 74-20 and 74-30
Remove
the ignition
leads, coil
box, and
spark
plugs.

Ignition Leads, Coil Box, and Spark Plugs

Step 4 “Oil Level Gage Assembly Removal” procedure in Chapter 72-50
Remove
the oil level
gage
assembly
and oil filler
extension.

Oil Level Gage

Step 5 “Alternator Belt Removal” and “Alternator and Bracket Removal”
Remove procedures in Chapter 72-70
the
alternator
belt,
alternator,
and
alternator
bracket

Alternator Bracket, Alternator, and Alternator Belt

Step 6 “Starter Removal” procedure in Chapter 72-70
Remove
the starter

Starter
Step 7 “Starter Ring Gear Support Removal” procedures in Chapter 72-70
Remove
the starter
ring gear
support.

Starter Ring Gear Support

Step 8 Procedures in Chapters 73-10 and 73-20
Remove • Fuel Hose Removal
the fuel • Throttle Body Removal
hoses, • Fuel Injector Rail Assembly Removal
throttle • Fuel Pump Removal
body, fuel
injector rail
assemblies
, and fuel
pump.

Fuel System Components

Step 9 “Intake Pipe Removal” procedure in Chapter 72-80
Remove
the intake
pipes

Intake Pipes
Step 10 “Oil Sump Removal” procedure in Chapter 72-50
Remove
the oil
sump
 Oil Sump
Step 11 Procedures in Chapters 12-10 and 72-50
Remove
the Oil
Filter, oil
cooler
bypass
valve, and
hoses
connecting
to the oil
cooler from
the
accessory
housing.

Oil Cooler Bypass Valve and Oil Filter

Step 12 Procedures in Chapter 72-20, 72-25, and airframe manufacturer’s
Remove instructions
the
accessorie
s, propeller
governor (if
installed),
and
accessory
housing,

Accessory Housing and Propeller Governor

Step 13 “Oil Pump Removal” procedure in Chapter 72-25
Remove
the oil
pump

Oil Pump
Step 14 “Crankcase Disassembly” procedure in Chapter 72-20
Remove
the high-
speed idler
gear, fuel
pump shaft
drive,
crankshaft
idler gears,
and
crankshaft
trigger gear
assembly

Crankshaft Idler Gears

Step 15 “Oil Drain Tube Removal” procedure in Chapter 72-30
Remove
the oil drain
tubes from
the engine
cylinder
heads and
crankcase

Oil Drain Tubes

Step 16 “Intercylinder Baffle Removal” procedure in Chapter 72-30
Remove
the inter-
cylinder
baffles

Intercylinder Baffles
Step 17 “Cylinder Removal” Procedure in Chapter 72-30
Remove
the rocker
covers,
valve
rockers,
rocker
shafts,
push rods,
and shroud
tubes

Rockers, Shroud Tubes, and Push Rods

Step 18 “Cylinder Removal” Procedure in Chapter 72-30
Remove
the engine
cylinders

Engine Cylinders
Step 19 “Piston Removal” procedure in Chapter 72-30
Remove
the pistons

Piston
Step 20 “Connecting Rod Removal” procedure in Chapter 72-20
Remove
the
connecting
rods

Connecting Rods
Step 21 “Oil Pressure Relief Valve Removal” procedure in Chapter 72-50
Remove
the oil
pressure
relief valve

Oil Pressure Relief Valve

Step 22 “Crankcase Disassembly” procedure in Chapter 72-20
Separate
the
crankcase
halves

Crankcase Halves
Step 23 “Tappet, Main Bearing and O-ring Removal” in Chapter 72-20
Remove
the
tappers,
main
bearings,
and O-rings

Tappets, Main Bearings and O-Rings

Step 24 “Propeller Governor Drive Removal/Disassembly” in Chapter 72-20
Remove
the
propeller
governor
drive

Propeller Governor Drive

Step 25 “Oil Plug Removal” procedure in Chapter 72-20
Remove
the oil plugs

Oil Plugs
Step 26 “Piston Cooling Nozzle Removal” in Chapter 72-20
Remove
the piston
cooling
nozzle

Piston Cooling Nozzles

Step 27 “Crankshaft Disassembly” in Chapter 72-20
Disassembl
e the
crankshaft

Crankshaft Disassembly
NOTE: All stated procedures per step of disassembly can be found in the chapters of
TEO-540-C1A ENGINE MAINTENANCE MANUAL.