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AE 315 - Prelim - Laboratory Module No. 01
AE 315 - Prelim - Laboratory Module No. 01
LABORATORY
MODULE 01:
Disassembly
POWERPLANT 1 –
RECIPROCATING ENGINE
Prepared by:
ENGR. RAYNALDO MONGAYA
ENGR. SONNY CAC JR.
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
TABLE OF CONTENTS
Ref.
Title Page
no
Reciprocating Engine Overhaul Terminology and Standards 1 5
Reciprocating Engine Overhaul Procedures 2&3 9
Reciprocating Engine Disassembly Procedures 2&4 13
Cleaning of Disassembled Parts and Components 5 25
Laboratory Activity 27
Laboratory Research 27
TEO-540-C1A Engine Maintenance Manual- Engine
6 28
Disassembly
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
TABLE OF REFERENCES
References No.
AC 43-11 Reciprocating Engine Overhaul Terminology and Standards 1
A&P Technician Powerplant Textbook - Jeppesen 2
Aeronautics Guide, (2017). Citation: Aircraft Reciprocating Engine
Overhaul, Retrieved from
3
https://www.aircraftsystemstech.com/2017/05/reciprocating-engine-
overhaul.html
KaZun & Thisara, (June, 2010). Citation: Reciprocating Engine Over Haul
Procedures. Retrieved from https://reciprocating- 4
engine.blogspot.com/2010/06/
Aeronautics Guide, (2017). Citation: Cleaning Process During Aircraft
Reciprocating Engine overhaul, Retrieved from
5
https://www.aircraftsystemstech.com/2017/05/cleaning-process-during-
reciprocating.html
Engine Maintenance Manual (Principal Manual) – TEO-540-C1A Engine,
6
(April 2019), Part No. MM-TEO-540-C1A Rev 1
Honesty Pledge
“I affirm that I will not give or receive any unauthorized help
on this module activities, and that all work will be my own
understanding in each topic content and discussion”
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
This module discusses the general procedures on how to overhaul and perform
disassembly of an aircraft reciprocating engine and elaborates the standards used by
the industry during reciprocating engine overhaul. ATA 72R (Reciprocating Engine) is
partially described as reference in manufacturer manual.
LEARNING OUTCOMES
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INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating 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.
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INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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.
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INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating 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
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INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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.
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INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
MAJOR OVERHAUL AND MAJOR REPAIRS
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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
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INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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.
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INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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.
MASTERY CHECK:
Create a FLOWCHART of the Reciprocating
Engine Disassembly Procedures
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
“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.
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INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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.
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INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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.
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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.
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INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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.
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AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly 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.
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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.
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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.
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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.
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
QUIZ
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
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INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
OIL PUMP ASSEMBLY
A B C
D E F
G H I
J K L
M N O
P Q R
Laboratory Activity
Enumerate the disassembly procedures and name each components and parts
of your chosen aircraft reciprocating engine.
Laboratory Research
Research the overhauling process (includes the engine removal and return to
service procedures) of your chosen aircraft reciprocating engine. Be guided by
the Assessment Rubric for writing research paper.
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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).
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.
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
Wiring Harness
Step 3 Procedures in Chapter 74-20 and 74-30
Remove
the ignition
leads, coil
box, and
spark
plugs.
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
Step 5 “Alternator Belt Removal” and “Alternator and Bracket Removal”
Remove procedures in Chapter 72-70
the
alternator
belt,
alternator,
and
alternator
bracket
Starter
Step 7 “Starter Ring Gear Support Removal” procedures in Chapter 72-70
Remove
the starter
ring gear
support.
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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.
Intake Pipes
Step 10 “Oil Sump Removal” procedure in Chapter 72-50
Remove
the oil
sump
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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.
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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
Engine Cylinders
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
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
Crankshaft Disassembly
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Laboratory Module 01: Disassembly of Reciprocating Engine
NOTE: All stated procedures per step of disassembly can be found in the chapters of
TEO-540-C1A ENGINE MAINTENANCE MANUAL.
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