SERVICE BULLETIN
#2
Heater S/N's 1400 and
later
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The
problem:
When our preheater
is used by the aircraft owner, in order to
more easily plug in the unit he may break
the securing ties. This allows the plug to
swing freely as the engine runs. This
continuous oscillation may break the wires
in the cord. Another problem is when oil
is added, the filler is sometimes missed
and oil is spilled on the cord. This may
cause intermittent heater operation and
arcing of the broken wires.
The
solution:
Be sure the cord is
securely tied and the area is kept clean.
Always be sure you are plugging into an
electrical circuit that is fused. If your
installation requires the plug to be left
long, support it by installing a section
of instrument hose over the wire. The hose
section can be secured by tie
wraps.
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SERVICE BULLETIN #3
TAS75, TAS100, TAS300 Systems
WARNING
It has come to our attention that salesmen have been contacting aircraft owners attempting to market an electric cabin heater. They claim that this unit can be placed in the plane and powered from the spare power lead on the TANIS Heater System. WE FEEL THIS TO BE DANGEROUS. This unit can draw up to 1500 watts. The TANIS Heater systems are low power consumers and the power leads are constructed for low electrical loads. Even our flush mounting power receptacle is limited to 15 amps.
Usage of a heater as mentioned above will void the warranty on the TANIS Heater System and will probably damage the wiring harness.
SERVICE BULLETIN #4
TAS 75 and TAS 100 systems (all piston engines)
In this last winter, there have been two magazine articles that have addressed the use of our preheater. One suggest that leaving the preheater on will cause condensation in the engine. The other says that leaving it on will dry the engine out and prevent condensation. Both are in error -- The subject of condensation and rust in an engine is a very complex subject with many causes. Trying to relate it to preheater usage without considering the other factors tends to mislead. Preheating has very little to do with it.
In an attempt to simplify the subject I have come up with Fifteen factors related to rust in an engine with a score weighted according to the tendency to rust.
1 . Do you have less than 100 hours since OVH?
if so add 4
2. Do you have less than 300 hours since OVH ?
if so add 2
3. Was your engine running on oil other than straight mineral?
if so add 1
4. Has your engine ever been pickled?
if not add 1
5. Does your oil temp operate above the middle of ''the green'' in the winter? Installing proper cold wx baffles will help to accomplish this. l80 degrees F. is desirable.
if not add 4
6. Do you follow the manufacturers service bulletin on usage and storage (requires flying about once a week)
if not add 4
7. Do you use an oil with good corrosion resistance - if you fly regularly any of them will work, if not you need one with corrosion protection.
if not add 1
8. Are you in a part of the country where it warms up in the winter and warm moist air replaces the cold air? (basically the Mason-Dixon line and 100 miles north or the coastal areas )
if so add 1
9. Do you fly in and out of cold weather?
if so add 1
10. Is your airplane stored in a heated hangar, moved in and out without running?
if so add 1
11. When you fly your airplane do you fly for less than 45 minutes or do you ground run it without flying it?
if so add 4
l2. Do you use an electric preheater which heats only the oil sump? This allows the top of the engine to be cooler than the sump, if moisture is present, condensation. If you have kept moisture from building up in your engine as demonstrated by #5, 6 & l l then skip this one. If you had to add for any of these then add this one.
if so add 2
l3. Do you use a full electric preheating system which keeps the top of the engine near the same temperature as the bottom of the engine and leave it on all the time during cold weather? If you have kept moisture from building up in your engine as demonstrated by #5, 6 &11 then skip this one. If you had to add for any of these then add this one.
if so add 1
I4. Do you use an insulated engine cover or blanket over the engine when using the preheater so to keep the temperature of everything in the engine the same?
if not add 2
15. Do you run your oil longer than 50 hours (25 without a filter) or go longer than four months without changing it?
if so add 3
If you get a score of ten or more, you may be a candidate for rust in your engine.
WHERE DOES MOISTURE IN AN ENGINE COME FROM?
Basically it's a byproduct of combustion. When your airplane flys, it generates water that is acidic as part of the combustion process. Most of this moisture exits the engine out the exhaust stacks. Some of the moisture gets past the piston rings in the form of "blow by". Every engine has this, even new ones. This gas ("blow by") normally goes out the breather. If the engine is not up to operating temperature some of this moisture condenses out into your crankcase and is absorbed by the engine oil. When the engine operates and warms up enough (oil temp in the middle of the green or higher) this moisture is released and exits through the breather. The process that actually releases the moisture is when the oil is heated by contacting the back of the piston, bearing surfaces or the turbocharger. It is desirable to achieve 180 degrees F. oil temp to release moisture. The fact that the breather is used to remove moisture from the engine is why you can freeze a breather in cold weather if it's not properly insulated.
Another minor source of moisture is air drawn in the breather upon shutdown. As the air mass inside the engine cools, it contracts drawing ambient air into the crankcase along with whatever moisture is in it (a very minor source). No engine preheater of any kind gets hot enough to remove moisture from an engine although it may allow the moisture already there to condense if some part of the engine is cooler than the lower end.
WHAT DO WE SAY ABOUT USING THE TANIS PREHEATER SYSTEM?
Our FAA APPROVED Instructions say that you can either use the preheater for 5 or 6 hours prior to starting or leave it on all during cold weather. These instructions do not supersede the manufacturers instructions on how to use your engine. This does not mean that you can store the engine using the preheater in place of the precautions called out by the manufacturer.
lf you follow the required activity in the above service bulletins (fly once a week), have the proper oil, have the proper winter fronts as recommended by the aircraft manufacturer, and use the engine cover required in the Tanis instructions then you should have no trouble leaving the preheater on all during cold weather. We have over 25,000 preheaters in the field produced since l 973, most of them being left on continuously during cold weather. We do not recommend the use of timers which cycle the heater on and off.
The most significant ways to avoid corrosion are:
1. Use the proper winter fronts to get the oil temp up to 180 degrees F. if possible.
2. Fly the airplane regularly to dry out the engine. Once a week is preferred, with enough time in the air to warm it up, 45 minutes or more.
3. Change the oil often - oil in an engine that doesn't run should be changed every 4 months.
(Do you want to see how much water you have in your oil? When you drain it, collect some of it in a jar and let it stand - the water will collect on the bottom in a couple of days.)
SERVICE BULLETIN
#5
All Tanis Preheater
Systems
HOW TO INSPECT AND MAINTAIN TANIS
PREHEATERS
It has come to our attention
that some of our systems in the field are not being
maintained properly. The preheater system should be
given a careful inspection each time the engine is
inspected. We would recommend this be done each 100
hrs of operation of the aircraft or at each annual
inspection. The following items should be evaluated
at each inspection.
INSPECT THE WIRING
HARNESS
Determine that the wiring harness is tied
securely to the engine. The object is to
have the wiring move with the engine. If it is tied
to the mount and the engine the flexing of the
mount rubbers will pull on the harness and cause it
to deteriorate. If there is no other way to secure
it then leave a "loop" of wire that is tied
securely on each side. Be sure that it has enough
slack to move with the travel of the mount rubber.
Inspect this loop often as it is likely to fail due
to flexing of the wires.
Look closely for chafing of
the harness. If the insulation on the harness wears
through then there is the possibility of an
electrical short circuit. Pay particular attention
to where the harness passes over sharp edges such
as the edges of engine baffles, fuel injector line
clips, "pal nuts" and cylinder fins.
Examine the edges of the
circuit boards for wear. The Tanis system harness
has wire breakouts that are circuit boards that
have heavy duty heat shrink over them. If the edge
of this board is allowed to chafe against some part
of the engine the insulation may wear through and
allow the edge of the board to be exposed. Minor
chafing that is found may be repaired by use of
Scotch #27 glass cloth electrical tape. If the wire
conductor is exposed then the harness should be
replaced.
Look closely at the power
connector cord, it should be tied securely so that
it can't move. If allowed to move then the wires
will break causing the failure of the heater of a
short circuit (S.B. #2 covers this issue).
On installations where the
wires are close to the oil filler, determine if the
harness is oil soaked. If a lineman "misses" the
oil filler and soaks the harness it should be
washed down immediately. An oil soaked harness will
be a fire hazard as the oil will burn if ignited.
The circuit board insulation will also be
deteriorated if exposed to oil soaking. An oil
soaked harness that can not be cleaned up should be
replaced.
Pay particular attention to
the harness in high temperature areas such as near
turbo chargers and exhaust stacks. Typical "hot"
areas are the cylinders of engines on Navajo and
Cessna 421 aircraft. When traversing a "hot" area
the harness may be protected by routing it through
a section of hose fire shield. One other method is
to wrap the area with Scotch #27 tape and then wrap
with aluminum duct tape to provide a reflective
surface. This works well when passing by exhaust
stacks or may be used to cover the connectors to
the cylinder elements. It may also be used to cover
a circuit board. The cylinder element connectors
may drip sealant in "hot" areas. This is not
detrimental to the heater.
 INSPECT THE CYLINDER
ELEMENTS
The heating elements that install in the
thermocouple wells on the cylinder and other types
of cylinder elements should have the leads tied
either to an intake elbow or a push rod tube
between the element and the harness connector. This
is to keep the leads from vibrating and placing a
load on the element itself. Look at the sealant
where the wires enter the element. A crack in the
sealant is alright provided that the element is
secure and is tied as is mentioned above. If the
heating element pulls out of the element body the
cylinder element should be replaced. On TAS75
series cylinder elements determine that the edges
of the aluminum block are in good contact with the
cylinder head casting. Sometimes you will find one
installed backwards, the edges being the only
contact point, and the element will burn
out.
INSPECT PAD TYPE
ELEMENTS (Revised 10/01/07)
These elements operate by transferring heat to
castings or oil sumps by conduction through the
sealant. If the element is installed with too thick
a layer of sealant then heat transfer will be poor,
the element temperature will be warmer than normal
and the element will eventually fail. An element that is
in process of failing will have grey/white areas on
the surface showing that it has over temped. A new
element should be installed in this case. If the edges of the element are coming off and the element is not showing above signs of over temping, the edges can be rebonded by applying approved sealant and clamping till cured. Beware
of elements installed with the wrong sealant.
Use the sealant supplied with the Tanis kit
(Dow Corning #732, GE IS808 or GE 810). DO NOT USE "red or blue" RTV, bathtub caulk, prop boot cement
or any other sealant.
INSPECT LYCOMING OIL
SCREEN ELEMENTS
The TAS101 screen element should be inspected
when the intake oil screen is checked. Many people
do not inspect this screen very often. Whenever you
do this look closely at the heating element. If
this screen becomes plugged with foreign matter
then the element may overtemp, have some carbon
build up on the surface, and the element will burn
out. If you find one with carbon on the surface
clean it off with a bead blaster to expose the
brass surface before reinstalling it.
EXAMPLE OF POORLY ROUTED
HARNESS
TEXTRON
LYCOMING
Service Letter
Service
Letter No. L180B
(Supersedes Service Letter No. L180A)
November 13, 2001
TO: All Owners and
Operators of Textron Lycoming Aircraft
Engines
SUBJECT: Engine
Preservation for Active and Stored
Aircraft
Engines in aircraft
that are flown only occasionally may not achieve
normal service life because of corrosion. This
occurs when moisture from the air and products of
combustion combine to attack cylinder walls and
bearing surfaces during periods when the aircraft
is not used. The procedures for combating this
condition consist of coating the vulnerable
surfaces with rust inhibitive compounds as herein
described.
NOTE
Need for
preservation must be evaluated by the owner or
operator of the aircraft based on environmental
conditions and frequency of aircraft activity.
The time periods given are recommendations based
on normal conditions.
Our experience has
shown that in regions of high humidity, active
corrosion can be found on cylinder walls of new
engines inoperative for periods as brief as two
days. In engines that have accumulated 50 hours or
more time in service in a short period, the
cylinder walls will have acquired a varnish that
tends to protect them from corrosive action; such
engines under favorable atmospheric conditions can
remain inactive for several weeks without evidence
of damage by corrosion.
Aircraft operated
close to oceans, lakes, rivers and in humid regions
have a greater need for engine preservation than
engines operated in arid regions.
ACTIVE
ENGINES:
Engine temperature
and length of operating time are very important in
controlling rust and corrosion. The desired flight
time for air cooled engines is at least one
continuous hour at oil temperatures of 165°F
to 200°F at intervals not to exceed 30 days,
depending on location and storage conditions. This
one hour does not include taxi, take-off and
landing time. If recommended oil temperatures are
not obtainable, contact aircraft manufacturer for
availability of oil cooler winterization
plates.
The aircraft
temperature gauges should be checked to make sure
that they are accurate.
The cooling air
baffles need to be in good condition and fitted
properly to assure proper cooling air
flow.
The oil cooler
system needs to be of the proper size for the
engine and airframe installation. Oil coolers that
are sized incorrectly can cause over-heating or
below minimum temperatures. Low temperatures are
just as harmful as high temperatures due to
build-up of water and acids.
Oil changes are
very important in minimizing rust and corrosion.
Reference latest revision of Textron Lycoming
Service Bulletin No. 480 for recommended oil/filter
change intervals and procedures.
Pulling engines
through by hand when the aircraft is not run or
flown for a week or so is not recommended. Pulling
the engine through by hand prior to start or to
minimize rust and corrosion does more harm than
good. The cylinder walls, piston, rings, cam and
cam follower only receive splash and vapor
lubrication. When the prop is pulled through by
hand, the rings wipe oil from cylinder walls. The
cam load created by the valve train wipes oil off
the cam and followers. After two or three times of
pulling the engine through by hand without engine
starts, the cylinders, cam and followers are left
without a proper oil film. Starting engines without
proper lubrication can cause scuffing and scoring
of parts resulting in excessive wear.
IINACTIVE
ENGINES:
If it is known that
an aircraft is to remain inactive for 30 or more
days, the following procedure should be applied to
the engine, especially if the aircraft is located
near salt water or similar humid
environment.
1. Install
a preservative by one of the following
methods:
a.
Drain the lubricating oil from the sump or
system and replace with a preservative oil
mixture. This preservation mixture consists
of one part by volume MIL-C-6529C Type I
concentrated preservative compound added to
three parts by volume of MIL-L-6082C (SAE
J1966), Grade 1100, mineral aircraft engine
oil or oil conforming to MIL-C-6529C Type II.
Follow carefully the manufacturer’s
instructions before use.
b. An
alternative method is the use of Cortec
VC1-326 preservative concentrate added to the
original oil at a ratio of 1 part VC1-326 to
10 parts of oil.
2. Operate the
engine until normal temperatures are
obtained.
Do not
stop engine until oil temperature has
attained 180°F (82°C). If weather
conditions are below freezing, oil
temperature should reach at least 165°F
(73°C) before shut down.
3. Remove
sufficient cowling to gain access to the top
spark plugs and remove them.
4. Through the
spark plug hole, spray the interior of each
cylinder with approximately two ounces of the
preservative oil mixture using an airless spray
gun (Spraying Systems Co., Gunjet Model 24A-8395
or equivalent). In the event an airless spray
gun is not available, a moisture trap may be
installed in the air line of a conventional
spray gun.
5. Reinstall
spark plugs and do not turn crankshaft after
cylinders have been sprayed.
NOTE
Oils of
the type mentioned are to be used in Lycoming
aircraft engines for preservation only and not
for lubrication. See the latest revision of
Textron Lycoming Service Instruction No. 1014
for recommended lubricating oil.
6. If the
aircraft is stored in a region of high humidity,
or near a sea coast, it is better to use
dehydrator plugs instead of merely replacing the
spark plugs as directed in the preceding step.
Cylinder dehydrator plugs, MS-27215-2 or
equivalent may be used.
7. Preferably
before the engine has cooled, install small bags
of desiccant in exhaust and intake ports and
seal with moisture impervious material and
pressure sensitive tape. Any other opening from
the engine to the atmosphere, such as the
breather, and any pad from which an accessory is
removed, should likewise be sealed.
Desiccant may be
obtained through a Textron Lycoming distributor
using the following part numbers:
Part
No. 40249 = 1/2 lb. Desiccant
Part No. 40249-1 = 1 lb. Desiccant
Part No. 40249-2 = 1/8 lb. Desiccant
Part No. 40249-3 = 1/4 lb. Desiccant
8. Firmly attach
red cloth streamers to any desiccant bags
installed in the intake and exhaust passages to
insure material is removed when the engine is
made ready for flight. Streamers should be
visible from outside the aircraft. Propeller
should be tagged, “Engine preserved –
do not turn propeller”.
9. At 15-day
maximum intervals, a periodic check should be
made of the cylinder dehydrator plugs and
desiccant. When the color of the desiccant has
turned from blue to pink the preservation
procedure must be repeated.
10. To return
the aircraft to service, remove seals, tape, and
desiccant bags. Use a solvent to remove tape
residue. Remove spark plugs or dehydrator plugs.
With the magnetos off rotate the propeller by
hand through sufficient rotation to remove
excess preservative oil from the cylinders.
Drain the remaining preservative from the engine
through the sump.
WARNING
TO PREVENT
SERIOUS BODILY INJURY OR DEATH, BEFORE MOVING
THE PROPELLER TAKE ALL PRECAUTIONS TO PREVENT
THE FIRING OF THE ENGINE. DISCONNECT SPARK PLUG
LEADS; INSURE MAGNETOS ARE SWITCHED OFF AND
P-LEADS ARE GROUNDED; INSURE THAT THE THROTTLE
IS CLOSED AND THE MIXTURE IS IN “IDLE
CUT-OFF”. DO NOT STAND WITHIN THE ARC OF
THE BLADE. EVEN WITHOUT SPARK, COMPRESSION CAN
CAUSE THE PROPELLER TO MOVE WITH SUFFICIENT
FORCE TO CAUSE SERIOUS INJURY.
Install spark
plugs and reconnect all parts in accordance with
manufacturer’s instructions. Service the
engine with approved lubricating oil.
NOTE
Although
the above procedures should prevent corrosion
under favorable conditions, it is recommended
that the engine be periodically inspected for
evidence of corrosion.
The foregoing are
general recommendations for proper engine care.
Since local conditions may differ and Textron
Lycoming has no control over the application of
these recommendations, no warranty against
corrosion is intended.
NOTE
1.
Cortec Corp. - manufactures preservative
oils
4119 White Bear Parkway
St. Paul, MN 55510
Phone: 612-429-1100
800-4-CPORTEC
Fax: 612-429-1122
2. Protect
Air Mfgs. - MS27215-2 plugs
Fernandina Beach, FL 32034
Phone:
or 904-261-0601
Fax:
© 2001 by
Textron Lycoming “All Rights
Reserved”
TELEDYNE
CONTINENTAL
Service Letter
SIL99-1
Technical
Portions FAA Approved
Supercedes
M91-5
CONTAINS USEFUL
INFORMATION PERTAINING TO THE CONTINENTAL AIRCRAFT
ENGINE
SUBJECT: ENGINE
PRESERVATION FOR ACTIVE AND STORED
AIRCRAFT
PURPOSE: Provide
current engine preservation information
COMPLIANCE: During
periods as specified by this document
MODELS AFFECTED:
All Continental Engine Models
GENERAL
There is no
practical procedure that will insure corrosion
prevention on installed aircraft engines.
Susceptibility to corrosion is influenced by
geographical location, season and usage. The
owner/operator is responsible to recognize the
conditions that are conducive to corrosion and take
appropriate precautions.
ENGINE
PRESERVATION
Corrosive attack
can occur in engines that are flown only
occasionally regardless of geographical location.
In coastal areas and areas of high humidity,
corrosive attack can occur in as little as two
days. The best method of reducing the likelihood of
corrosive attack is to fly the aircraft at least
once every week for a minimum of one
hour.
NOTE...
Corrosive attack
may reduce engine service life. Of primary concern
are cylinders, piston rings, valves, valve guides,
camshaft and lifters.
TEMPORARY
STORAGE (Aircraft that are not flown for 30 to
90 days)
Preparation
for storage.
1. Remove
oil sump drain plug and drain oil. Replace drain
plug, torque and safety. Remove oil filter.
Install new oil filter, torque and safety.
Service engine to proper sump capacity with oil
conforming to MIL-C-6529 Type II.
2. Perform a
ground run-up. Perform a pre-flight inspection
and correct any discrepancies. Fly the aircraft
for one hour at normal operation
temperatures.
WARNING
To
prevent possibility of serious bodily injury or
death, before moving the propeller accomplish
the following:
a.
Disconnect all spark plug leads.
b. Verify
magneto switches are connected to magnetos,
that they are in the "OFF" Position and "P"
leads are grounded.
c. Throttle
position "CLOSED."
d. Mixture
control "IDLE-CUT-OFF."
e. Set brakes
and block aircraft wheels. Insure that
aircraft tie-downs are installed and verify
that the cabin door latch is open.
f. Do not
stand within the arc of the propeller blades
while turning the propeller.
3. After flight
remove all spark plug leads and remove the top
spark plugs. Protect the ignition lead ends with
AN-4060 Protectors. Using a common garden
sprayer or equivalent, spray atomized
preservative oil that meets MIL-P -46002, Grade
1, at room temperature through upper spark plug
hole of each cylinder with the piston at bottom
dead center position. Rotate crankshaft as
opposite cylinders are sprayed. Stop crankshaft
with none of the pistons at top dead
center.
4. Re-spray each
cylinder. To thoroughly cover all surfaces of
the cylinder interior move the nozzle or spray
gun from the top to the bottom of the
cylinder.
5. Install top
spark plugs but do not install spark plug
leads.
6. Seal all
engine openings exposed to the atmosphere using
suitable plugs and covers. Attach a red "REMOVE
BEFORE FLIGHT" streamer at each
location.
7. Tag each
propeller in a conspicuous place with the
following notation on the tag: DO NOT TURN
PROPELLER - ENGINE PRESERVED - PRESERVATION DATE
.
NOTE...
If the engine is
not returned to flyable status on or before the
90-day expiration, it must be preserved in
accordance with "Indefinite Storage" procedures in
this document.
INDEFINITE
STORAGE (Aircraft that are not flown for 90
days)
Preparation
for storage:
1. Remove
oil sump drain plug and drain oil. Replace drain
plug, torque and safety. Remove oil filter
Install new oil filter torque and safety.
Service engine to proper sump capacity with oil
conforming to MIL-C-6529 Type II.
2. Perform a
ground run-up. Perform a pre-flight inspection
and correct any discrepancies. Fly the aircraft
for one hour at normal operation
temperatures.
WARNING
To prevent
possibility of serious bodily injury or death,
before moving the propeller accomplish the
following:
a.
Disconnect all spark plug leads.
b. Verify
magneto switches are connected to magnetos,
that they are in the "OFF" Position and "P"
leads are grounded.
c. Throttle
position "CLOSED."
d. Mixture
control "IDLE-CUT-OFF."
e. Set brakes
and block aircraft wheels. Insure that
aircraft tie-downs are installed and verify
that the cabin door latch is open.
f. Do not
stand within the arc of the propeller blades
while turning the propeller.
3. After flight
remove all spark plug leads and remove the spark
plugs. Protect the ignition lead ends with
AN-4060 Protectors. Install protective plugs P/N
22671 in bottom spark plug holes. Using a common
garden sprayer or equivalent, spray atomized
preservative oil that meets MIL-P-46002, Grade
1, at room temperature through upper spark plug
hole of each cylinder with the piston at bottom
dead center position. Rotate crankshaft as
opposite cylinders are sprayed. Stop crankshaft
with none of the pistons at top dead
center.
4. Re-spray each
cylinder. To thoroughly cover all surfaces of
the cylinder interior move the nozzle or spray
gun from the top to the bottom of the
cylinder.
5. Install
dehydrator plugs MS27215-1 or -2 in each of the
upper spark plug holes. Make sure each plug is
blue in color when installed.
6. Attach a red
"REMOVE BEFORE FLIGHT" streamer to each bag of
desiccant. Place a bag of desiccant in the
exhaust pipes and seal the openings.
7. Seal all
engine openings exposed to the atmosphere using
suitable plugs and covers.
8. Tag propeller
in a conspicuous place with the following
notation on the tag: DO NOT TURN PROPELLER -
ENGINE PRESERVED -PRESERVATION DATE .
INDEFINITE
STORAGE INSPECTION PROCEDURES
1.
Aircraft prepared for indefinite storage must
have the cylinder dehydrator plugs visually
inspected every 15 days. The plugs must be
changed as soon as they indicate other than a
dark blue color. If the dehydrator plugs have
changed color in one-half or more of the
cylinders, all desiccant material on the engine
must be replaced.
2. The cylinder
bores of all engines prepared for indefinite
storage must be re-sprayed with corrosion
preventive mixture every 90 days.
RETURNING
AN ENGINE TO SERVICE AFTER
STORAGE
1. Remove
seals and all desiccant bags.
2. Remove
cylinder dehydrators and plugs or spark plugs
from upper and lower spark plug
holes.
3. Remove oil
sump drain plug and drain the corrosion
preventive mixture. Replace drain plug, torque
and safety. Remove oil filter. Install new oil
filter torque and safety. Service the engine
with oil in accordance with the manufacturer's
instructions.
WARNING
To prevent
possibility of serious bodily injury or death,
before moving the propeller accomplish the
following:
a.
Disconnect all spark plug leads.
b. Verify
magneto switches are connected to magnetos,
that they are in the "OFF" Position and "P"
leads are grounded.
c. Throttle
position "CLOSED."
d. Mixture
control "IDLE-CUT-OFF."
e. Set brakes
and block aircraft wheels. Insure that
aircraft tie-downs are installed and verify
that the cabin door latch is open.
f. Do not
stand within the arc of the propeller blades
while turning the propeller.
4. Rotate
propeller by hand several revolutions to remove
preservative oil.
5. Service and
install spark plugs and ignition leads in
accordance with the manufacturer's
instructions.
6. Service
engine and aircraft in accordance with the
manufacturer's instructions.
7. Thoroughly
clean the aircraft and engine. Perform visual
inspection.
8. Correct any
discrepancies.
9. Conduct a
normal engine start.
10. Perform
operational test in accordance with "Operational
Inspection," of the applicable Maintenance
Manual.
11. Correct any
discrepancies.
12. Perform a
test flight in accordance with airframe
manufacturer's instructions.
13. Correct any
discrepancies prior to returning aircraft to
service.
14. Change oil
and filter after 25 houres of
operation.
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