AMT 646 MIDTERM 2

SYSTEM MAINTENANCE
• The maintenance practices discussed in this section are typical
of those used on a horizontally opposed aircraft engine.
However, the maintenance proce­dures discussed here are by no
means all inclusive. Therefore, before conducting any
maintenance on an aircraft's lubrication system you should
consult the appropriate manufacturer's maintenance manu­als
and service bulletins
THIS FIGURE ILLUSTRATES THE LOCATION OF TYPICAL SERVICE ITEMS
ON A DRY-SUMP SYSTEM INSTALLED ON A HORIZONTALLY OPPOSED
ENGINE.
OIL CHANGE AND SERVICING

• In routine service, oil is constantly exposed to many substances that reduce

its ability to protect moving parts. The primary source of oil contamina­tion in
a reciprocating engine is combustion by­products that escape past the piston
rings and oil carbonizing that occurs when oil becomes trapped in the pores
of the cylinder walls and is burned. Additional contaminants that can become
trapped in lubricating oils include gasoline, moisture, acids, dirt, carbon, and
metal particles. If allowed to accumulate over a period of time, these contam­
inants can cause excessive wear on internal engine components. Certain
clues that indicate internal engine wear include excessive oil consumption
without evidence of any oil leaks. In this case, excessive oil consumption is
typically caused by oil leaking past worn piston rings and being con­sumed in
the combustion chambers. To prevent this type of engine damage, the entire
lubrication sys­tem is drained at regular intervals and refilled with clean,
fresh, oil. The recommended time interval between oil changes is typically
based on the man­ufacturer's recommendations.
• Whenever possible, you should drain the engine oil into a clean container and place a
large metal drip pan under the engine to catch any spills. Horizontally opposed ■wet-
sump engines typically have oil drains located at the lowest point of the engine case. In
many cases, the only way to gain access to an oil drain is to remove the lower cowl ­ing.
However, with the large variety of aircraft-engine combinations, it is always best to
consult the applicable aircraft maintenance manual for details.
MOST OF THE ENGINE OIL IN A TYPICAL HORIZONTALLY OPPOSED
ENGINE IS DRAINED BY REMOVING ONE OR MORE OIL DRAIN PLUGS
OR OPENING A DRAIN VALVE
OIL FILTER REPLACEMENT

• Oil filter replacement and inspection is normally accomplished whenever the

oil is changed. As dis­cussed earlier, the two most common types of filter
elements used in aircraft engines are disposable paper elements and a wire-
mesh oil screen. When replacing a disposable filter, it is common practice to
cut open the filter and inspect the element for the presence of any metal
particles which might indi­cate an impending engine failure. Sealed, spin-on
type filters are opened with a special roller-type can cutter. The cutter
removes the top of the container without introducing metal particles that
could pro­vide false indications of impending engine prob­lems.
WHEN REPLACING A DISPOSABLE OIL FILTER, IT IS A GOOD PRACTICE
TO CUT THE FILTER OPEN AND INSPECT THE FILTER ELEMENT FOR
METAL PARTICLES. TO DO THIS, A SPECIAL FILTER CUTTER IS USED.
• Once an oil screen has been removed, inspect it for contamination and the presence of
metal particles. Metal particles large enough to be trapped by the screen could indicate
impending internal engine fail­ure. After you have completed your inspection, the screen
must be cleaned with an approved solvent prior to reinstallation in the engine.

• Some reciprocating engines employ reusable metal screens to trap sludge and large
contaminants. If this is the case, there is usually a screen installed in the pressure system
and the scavenge system.
OIL RESERVOIR

• In some instances, the oil reservoir installed in a dry-sump system must be removed
for cleaning or repair. To do this, begin by draining all the oil and disconnecting the oil
inlet and vent lines. Once this is done, remove the scupper drain hose and bonding
wire. Next, remove the safety wire and loosen the clamps of the securing straps
which are fitted around the tank. While supporting the tank, remove the securing
straps and lift the tank out of the air­craft. The tank is reinstalled by reversing the step
sequence used in the tank removal.
OIL COOLER

• Oil coolers are normally removed and cleaned during an engine overhaul.
However, if an oil cooler loses a portion of its cooling effectiveness, there
maybe accu­mulations of sludge blocking portions of the cooler. If this is the
case, the cooler must be removed and cleaned. Once the cooler is removed
from the engine and cleaned, visually inspect it for cracks and other damage.
Pay particular attention to all welded or sol­dered seams since they are
subject to damage from excessive oil pressures. Once cleaning and repairs
are complete, the cooler should be pressure tested as per the
manufacturer's instructions.
• When inspecting an oil cooler, any sign of oil leakage may indicate a crack in
the cooler's core. If this is the case, or if an oil cooler loses its effectiveness,
the cooler should be removed, inspected, and pressure tested..
RELIEF VALVE ADJUSTMENT

• During routine maintenance, you may be required to adjust the

oil pressure relief valve. Oil pressure specifications typically vary
from 35 to 90 psi depending on the engine model. The oil
pressure must be high enough to ensure adequate lubrication of
the engine and accessories at high speeds and powers. On the
other hand, the pressure must not be excessive, since leakage
and damage to the oil sys­tem may result.
• Oil pressure relief valves occasionally require readjustment. On
a typical relief valve, turning the adjust­ing screw clockwise
increases the maximum system pres­sure while turning the
adjusting screw counterclockwise decreases system pressure.