Engine Maintenance Overhaul

Malaysian Institute of Aviation Technology
ENGINE
MAINTENANCE
MAINTENANCE
• Perform engine maintenance on a regularly
scheduled basis.
• To ensure engines in the good and reliable

condition by conducting maintenance set by
engine manufactures.
• Maintenance schedule at specified intervals

based on accumulated hours of operation and
calendar date.
ENGINE TROUBLESHOOTING
➢ Troubleshooting is dictated by unsatisfactory powerplant
performance.
➢ Define as step by step procedure used to determine the

cause of malfunction and select the best and quickest
solution.
➢ Get all the facts and information from the pilot to

diagnose the problem.
➢ Follow the manufactures troubleshooting flow charts or

trouble cause remedy charts to ratified the problem.
• Backfiring.
- caused by excessively lean fuel/air mixture and burn so
slowly that continues through the power and exhaust
strokes.
- ignite the fresh mixture enter the cylinder and backward

into the intake manifold and induction system.
- backfire can damage the carburetor and other parts of

the induction.
• Backfiring is the result of:-

- incorrect valve clearance.
- defective fuel nozzles.
- excessively lean mixture to the cylinder.
- backfiring cylinder can sometimes detected by a cold
cylinder.
➢To over come enrichen the mixture.

• Afterfiring.
- sometime called afterburning.
- result from fuel/air mixture too rich.
- burn slowly, due to the lack of oxygen.
- unburned fuel expel from the cylinder into the exhaust
gases.
- mix with air in the exhaust stack and continue to
ignite/burn and explode in the exhaust.
- can also caused by cylinders which is not firing because
of faulty spark plugs.
- defective fuel injection nozzles or incorrect valve
clearance.
• Cold Cylinder Check.

- cold cylinder check help to determine the
operating characteristic of each cylinder of the
engine.
- any cylinder or cylinders to be cold or slightly
warm indicates lack of combustion within the
cylinder.
- check the cylinder temperature with pyrometer
with probe that touched on the cylinder.
TYPE OF DEFECTS
• External:
– Ignition system malfunction.
– Induction defect.
– High fuel consumption.
• 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 the correct time.
➢ Must also time magneto

to engine.
➢ Spark plug faulty.

- fractured/broken electrodes, broken
harness, spark plug gap too large,
grounded wire, faulty or broken
distributor, high voltage leakage, wrong
type of plugs.
➢ Faulty Magneto.
– short circuit of ground switch,
improper magneto timing, rotating
magnet too weak or any internal
component malfunction.
➢ Faulty ignition harness.

- breakdown of wire insulation, open
circuit due to broke wires or bad
connection, high voltage leaks.
➢ Pre-Ignition.
- fuel/air mixture ignite too soon.
- may be caused by carbon particle,
overheat valve edge, silica deposits
on spark plug or red-hot spark
electrode.
INDUCTION DEFECTS
• Leak in induction system causes mixture to

excessively lean resulted
in normal combustion
cannot occur.
• Most noticeable
when engine running
in low RPM setting.
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.
– 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.
➢ 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 caused 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 consumption.
– Usually result of
wear or leaks.
– Blue oil smoke

indicates worn
piston rings.
➢ Worn master rod

bearing causing
excessive oil to
spray into cylinder
wall.
➢ Operating at high
power setting and
high temperature.
• No oil pressure:
– No oil in the tank.
– No oil in engine oil pump.
– An oil passage blockage.
– Inoperative oil pump.
– Pressure relief valve in open position.
– Broke oil line.

LOW OIL PRESSURE
– Oil pressure relief

valve improperly
adjusted.
– Broken oil relief

valve spring.
– Sticking pressure
relief valve.
LOW OIL PRESSURE
➢ Plug left out in an

oil passage.
➢ Defective gasket
inside engine.
➢ Worn oil pressure
pump.
LOW OIL PRESSURE
- Worn bearing or bushing.
- Dirty oil filter.
- Excessive oil temperature.
- Wrong grade of oil.
- Leaking oil dilution valve.

HIGH OIL PRESSURE
– Improper setting of relief

valve.
– Improper grade of oil.
– Low temperature of oil and

engine.
– Plugged oil passage. READJUSTMENT OF OIL PRESSURE

RELIEF VALVES
HIGH OIL TEMPERATURE
Caused by:-
• Defective oil cooler.
• Accumulation of sludge
blocking portion of cooler.
• Removed and cleaned cooler IAW manufacturer’s

instruction.
- When removed, inspect for

cracks and damage HIGH OIL
particularly at welded or TEMPERATURE
soldered area.
- This defect are normally due

to excessive oil pressure.
- Once cleaned and repaired,

pressure test carried out
IAW manufacturer’s
INSPECTING AN OIL COOLER FOR ANY SIGN OF
instructions. OIL LEAKAGE
INTERNAL DEFECTS
• Worn out piston ring.
• Cylinder wear.
• Valve failure.
• Crankshaft failures.
• Miscellaneous failure such as:
– Con-rod bushing and bearing failure.
– Counter balance.
– Vibration.
– Bearing failure.
– Worn gear and spline.
COMPRESSION TEST
• To determine if the valve,

piston ring and pistons are
adequately sealing the
combustion chamber.
• Cylinder with good

compression provide most
power than cylinder with low
compression.
➢ Causes of low compression:
- maybe traced to valves that leak because of

incorrect valve clearance or valve timing too
early or too late.
- carbon particle's at valve face and seat.

- valve burned or wrapped.
- excessive wear of piston rings and cylinder
wall.
- pistons that have worn, scuffed or damage.
TYPES OF COMPRESSION TESTING

• Differential pressure compression test.
• Direct pressure compression test.
A DIFFERENTIAL
COMPRESSION TESTER
DIFFERENTIAL PRESSURE
COMPRESSION TEST
• Removed the most accessible spark plugs from
cylinder.
• Rotate engine propeller in direction of rotation (DOR)

until piston to be at TDC in compression stroke.
• 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.
• Connect tester to the spark plug hole.
• Connect compression tester to a 100 to 150

psi air supply.
• With the shutoff valve on compression

closed, adjust the regulator to 80 PSI.
- Verify that propeller path is

clear of all objects and
personnel. TO CYLINDER
- Hold propeller to prevent it REGULATED CYLINDER

PRESSURE PRESSURE
from turning. GAUGE GAUGE
- Open the shut off valve and SHUTOFF

read the reading. VALVE
TO COMPRESSOR
- A servicing cylinder will
A DIFFERENTIAL
allow the maximum leakage COMPRESSION TESTER
of 25%.
• Determining of air leaks or blow-by:

– Pass the PISTON RINGS identified by hissing
sound in the CRANKCASE breather.
– Pass the INTAKE VALVES identified by hissing

sound in the CARBURETOR.
– Pass 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 reading

of this type give an engine’s condition as a
whole.
• Removed the most accessible spark plug

from each cylinder.
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.
• Use external power and with throttle open,

rotate engine at least three complete
revolutions by engine starter and records
reading.
• Re-check any cylinder that register a value

significantly lower than other to verify
accuracy.
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 closed early.
❖ Less fuel air mixture admit thus cuts

down on power output especially in high
power setting.
❖ Insufficient intake valve clearance has

opposite effect.
❖ Improper exhaust valve clearance

effects engine performance.
❖ 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
and closing late causes exhaust valve remain
open for a longer portion of intake stroke
resulting in lost through exhaust of fuel/air
mixture.
• 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 character of

the various metal and difference of temperature of
various parts.
• Inspect and adjust valve IAW

manufacturer’s instruction.
INSPECTION
• Federal Aviation
Administration (FAA) and
National Aviation
Authority (NAA) requires
that specific inspection
at interval to be carried
out in order for aircraft to
remain airworthy.
INSPECTION
➢ Preflight inspection – carried out before each flight
➢ 50 hrs. inspection – performed after every 50 hrs. of

flying.
➢ 100 hrs. inspection – performed after every 100 hrs.

flying.
➢ Annual inspection – performed every one calendar

date.
➢ Overhaul – at specific scheduled time.

PRE FLIGHT INSPECTION
– Opened the engine

cowling.
OPEN ENGINE COWLING TO PERFORM PRE-FLIGHT

INSPECTION
– Check all fluid lines for

looseness, chafing, leak or
CARB & FLUID LINES FOR
CHAFING AND LEAKAGES sign of excessive wear.
➢ Check oil to be at its

specified operating
level.
➢ Check all wire CHECK OIL LEVEL

connection to the
magneto for
looseness and
chafed wires.
CHECK WIRES FOR CHAFING

➢Check evidence of
fuel and oil leak.
➢Check engine
baffle for crack or
broken.
– 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
Drain fuel from strainer

and check for the
presence of water in
the fuel.
CHECK WATER CONTAMINATION

Check carburetor air
filter for security and
cleanliness.
AIR FILTER FOR SECURITY AND

CLEANNESS
➢ Check propeller for

scratches and nicks and
all attachment bolts and
nuts for security and
safety.
CHECK PROPELLER SECURITY
➢ If propeller constant
speed unit is installed,
check evidence of
excessive oil leakage on
the propeller governor.
CHECK EVIDENCE OF EXCESSIVE OIL
LEAKAGE ON PROPELLER GOVERNOR
• 50 hrs. inspection.
• 100 hrs. inspection.
• Annual inspection.
• Items for the above checks is lay out in the

respective aircraft maintenance manual,
servicing/components maintenance manual and
scheduled maintenance.
TYPES OF OVERHAUL
TOP OVERHAUL
– Is defined as an
overhaul of those parts
associated with the
engine cylinder.
– Are not performed as

frequently in modern
aircraft engines due to
better materials of later
model engine.
MAJOR OVERHAUL
➢ Entails a complete engine reconditioning at

periodic intervals.
• Total time after overhaul.
– Total time on an engine must continued when it

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 and overhaul manual.
❑ Typically it involves:-
❑Disassembly.
❑Cleaning.
❑Visual inspection.
❑Structure inspection – NDT
❑Dimensional inspection.
❑Final assembly.
❑Block testing.

Engine Maintenance Overhaul

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Malaysian Institute of Aviation Technology

• To ensure engines in the good and reliable

• Maintenance schedule at specified intervals

➢ Define as step by step procedure used to determine the

➢ Get all the facts and information from the pilot to

➢ Follow the manufactures troubleshooting flow charts or

- ignite the fresh mixture enter the cylinder and backward

- backfire can damage the carburetor and other parts of

• Backfiring is the result of:-

➢To over come enrichen the mixture.

• Cold Cylinder Check.

➢ Magneto must be timed

➢ Must also time magneto

➢ Spark plug faulty.

➢ Faulty ignition harness.

• Leak in induction system causes mixture to

IMPROPER VALVE TIMING

➢ Intake valve open too early- retard the admission of

➢ Intake valve open too late - volumetric efficiency

➢ Intake valve closed too early - volumetric efficiency

➢ Intake valve closed too late - compression action

– Exhaust valve open too early - pressure is release

– Exhaust opens too late - piston on the exhaust

– Exhaust valve closed too early - exhaust gasses

➢ Exhaust valve closed too late - incoming

➢ Valve open too far or too little.

➢ Blockage due to carbon deposit.

HIGH FUEL COMSUMPTION

❖ May be caused by:

❖ Leakage in fuel supply line.

❖ Mixture too rich, due to;

❖ Carburetor jet too large.

❖ Float in carburetor stuck.

OIL SYSTEM DEFECTS

• High oil consumption.

– Blue oil smoke

➢ Worn master rod

– No oil in the tank.

– No oil in engine oil pump.

– An oil passage blockage.

– Inoperative oil pump.

– Pressure relief valve in open position.

– Broke oil line.

LOW OIL PRESSURE

– Oil pressure relief

– Broken oil relief

LOW OIL PRESSURE

➢ Plug left out in an

LOW OIL PRESSURE

- Worn bearing or bushing.

- Dirty oil filter.

- Excessive oil temperature.

- Wrong grade of oil.

- Leaking oil dilution valve.

HIGH OIL PRESSURE

– Improper setting of relief

– Improper grade of oil.

– Low temperature of oil and

– Plugged oil passage. READJUSTMENT OF OIL PRESSURE

HIGH OIL TEMPERATURE

• Defective oil cooler.

• Removed and cleaned cooler IAW manufacturer’s