Cessna 210 continental TSIO-520-R has a slight major leak. Cracked through stud hardware. A&P life.
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- Опубліковано 21 сер 2024
- Came in for a leak. Oil cooler adapter gasket leaking and the through stud was just making it worse. Watch out for hardware! The cracked washer ate into the case over time and it lost torque. I got the through stud off with a 5” pair of knipex and it was super easy. It shouldn’t be that easy… 😂
Still working out what and how the repair should look like as of this video posting.
These videos are meant to help mechanics diagnose and find problems, not to be used as a “repair how to”.
aviation-squar...
I've been an AMT for 35 years+.I owned an airplane for 10 years and worked on GA up through heavy large aircraft. Same simple Trouble shooting techniques pay off on all of them. That is the gift you guys have- and it's rare in our field. You trouble shoot. Fantastic work- keep it up. I guess I'm not alone.
Wait on part two.. when we pulled out the thru bolt I found out is the wrong part number….. it’s too long…. So then I looked for the shirt one and found it smack in the middle. No thread protrusion on either cylinder hold down
If I've learned anything from binging your videos its that cracks on small items like nuts and washers are more common on airplanes than I thought. That makes me feel so comfortable ! -from a CFI
Another great video! I love your systematic and methodical approach to the problems you are faced with. We need more mechanics like you! Serwus!
I had a thru bolt on my 0-300D for 172F leaking- found hack saw marks 50% thru the bolt UNDER the nut. The o-ring for the side with the leak had been pulled from the land the o-ring was to sit in, It worked for a little while- it has 790 hours on it when I pulled it out. In the process, I ended up having that jug reworked for cracked exhaust seat and valve guide as well.
Bro sometimes you wonder what’s been going on with these birds 😂. So hard to find good information on a lot of the stuff we’re working on because most of the techs who really need it have retired. Our shop is basically all under 35 and we try to soak up all the information we can from the older part time guys
Keep ‘em coming
Get a Continental Tech Rep on the phone and have him dial up your video. I'm certain it will interest him. There have been way too many fatal accidents this month, one was right out of a fresh annual.
Overhaul shop may have put on the hardware with the cracks already there
@@aviationsquared1909 I was thinking over torqued?
@@Brad2117 yeah we debated for a while 😂. Another theory was that the paint was wet and rolled up when it got torqued putting pressure points on it.
I honestly have no idea how it happened, but we looked over all the hardware and that’s the only one cracked. Rest assured it’ll get fixed no matter how it happened
The 210 fatal in Grove City Pa. Last November Is an interesting one. Appears through bolt nuts backed off. Apparently the engine was a recent OH. My friend was the passenger.
@@jplumbob sad to hear. This one got very complicated when we started looking into parts. It’s not flying with that engine
Something like that would have driven my dad nuts! He hated oil leaks on our continental's.
Good news is, in today’s environment if you send a continental out for overhaul it will stay there for 6 months because they’re aren’t any cylinders 😂
@Ces188'Charles, maybe he did not like the mess they made... Another reason could be that he did NOT want to have a fire develop from spilled oil, especially when in flight...
Wheredidja get that cool wrench at 2:40? I wanna have it. Sub'd btw, good work with the vids!
I wish all mechanics were this good! Like and subscribe! -A&P/CFI
What kind of wrench is that at 2:40? Never seen one like it. I can’t stand it when there’s a cool tool that I don’t have.
Covered near the end of this video
Joker wrench 🔧 reviews. 10 year durability test. 7 degree swing. Wera brand overview part 2!
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elcano of wormos
Send help! 😂
@Gary Windsor, Yes, It could be a 'Can of Wormies', but it is important for the users of this really nice plane to check into the actual CAUSE of that unusual oil leak... I'm thinking that this is a possible sign of upcoming issues with this engine... Possibly a poor seal between the case halves, or worse - a possible crack of the stud - boss , that could be caused by a defective casting... IDK, but the owner(s) should check into possible AD notes and Service Bulletins for this type & model of engine, and check to see if they have been complied with, if there are any for this engine...
@@michaelmartinez1345 no shit sherlock i just said its a can of worms because i have worked on a few C210 and I know how it goes
@@gygw , Golly, that is interesting... Tell me about your experiences on larger multi engined aircraft and their systems... When was the last time you changed a pitch trim jackscrew? How many Cessnas have those? How many times have You dealt with APU's? How many times have you dealt with VCF's , VBV's , VSV's , PFD's , ADP's , ETOPS , RVSM, TCAS, MCP's, CSD's , VSCF's , RAT's , ACM's , IDG's , IGV's, bleed air, anti-ice, Radar altimiters, Radio altimiters, Weather Radar, Cabin door slides, Crew O2 systems, Engine Bleed air valves, EPR, ILS Localisers, Auto throttles, FADEC, Cabin pressurization, outflow valves, Cabin pressure relief (negative & positive delta-P) MUX cables & equipment, Cabin wastewater and treated (blue water) lab systems, high delta-p lav-waste accelerator systems, gear door sequencing valves, servo tabs, flight augmentation control systems, Fowler flaps, Zap-flaps, Leading edge flaps, flap carriages and adjustments, Flap & slat assymetry sensors, inboard (high speed) ailerons, outboard (low speed) ailerons, AOA' sensors, OAT sensors, Static Ports, Heated Pitot tubes, T/R's , Cascade Vanes, Trans Cowls , Blocker Doors, Clam-shell T/R's, 5th pods, Tiller control lever, Skydrol, M-6 cleaner, open center hydraulic systems, closed center hydraulic systems, MS hydraulic fittings, AN hydraulic fittings vs. SAE hydraulic fittings, Cabin and Cargo compartment heating/cooling & temp zone controls, fire retardant systems, Braking systems, speed brakes and ground spoilers, Squat switch's, powered Cargo loading/fastening equipment on the planes, LD-3 containers, and the ground equipment required to get the cargo containers and bulk cargo onto & off of the planes, How about driving on AOA's of major airports, how about above ground Large aircraft fueling equipment (Tanker trucks)and under ground (Hydrant) Large aircraft fueling equipment (Hydrant carts & Hydrant trucks)... How many times have You gone up well over 60' high on a manlift to perform work on an empenage? Well Watson, what can you tell me about these common every-day things that are part of the heavy turbine aviation world, frequently dealt with by the common A&P's/R&E's , Pilots, GSE crews, and other large/major airport employees & workers? Please consider that there are other types of planes besides Cessna 210's and other airports besides the local municipal airports, that people use every day, when you're making the comments, like the ones that You just made here.... Please consider WHERE the vast majority of aviation passengers and air cargo are actually going to, and coming from, and what type of planes , ground equipment and airports that they travel to and from ..... When you reply to this , with all of the aviation experience that You say that you have, expect some questions from me, and maybe from a few other people reading this thread, to verify Your experience... Anybody can build an impressive resume, the trick to that-is being able to verify those things at an interview... A word to the wise, Amigo...
Trying to get a 1-1 comparison on general aviation and commercial maintenance won’t work. In GA unless it’s an annual the customer decides what they want done or not done. Tech data requirements you are familiar with come from your airline and are more stringent. A lot of the manuals used in GA are from 1960 and have never been updated.
What are those "V" cuts on the outer edge of the recess where the broken washer came from? Are they supposed to be there, or just broken off casting edges that don't compromise the case?
That’s where the cracks from the washer had the case form into it. Through stud lost torque and vibrated.
That washer that was put in place of the cracked one, is a standard AN-960 type... It does NOT match the specs. of the original equipment washer provided by the engine manufacturer... It will probably work for now, but you should order the CORRECT part to replace the OEM part... And BTW, an 'O' ring does NOT BELONG in between the nut/washer/engine case machined surface... This would give you a false/uneven torque of the fastener if the 'O' ring gets in between the fastener stacking arrangement. Check to see if that is the CORRECT center case stud nut - to use on this engine, because it might require an elastic stop-nut, or another type of self-locking nut, but the CURRENT engine manual parts list will tell you for sure... I'm thinking that the mating surfaces of the case halves should be sealed to prevent oil from leaking out where you found this leak to be coming from, and I'm wondering if the center cases are damaged on those surfaces, and possibly elsewhere inside of the case halves to be causing this unusual leak. These are the type of things that could cause the plane to FAIL an annual inspection to be signed-off by a good IA... Find the proper assembly procedures, of the case halves and center engine assembly, and the CORRECT parts identification, fastener torque specs. , in chapter 72 for this aircraft (Engine mfgrs. service manual)... Always use the RIGHT parts & procedures, when working on nice / expen$ive equipment - Like AIRCRAFT ENGINES... Check to see if any AD notes & service bulletins have come-up for this model & type of engine... If so, check to see if they have been complied with, and check to see if there are specific ways to check for internal damage/defects of these types of engines... Dig into it Amigo...Time spent here, could save an engine failure from happening while in flight, which in turn could save lives and the plane...
Bruh… continental through studs come out easy and they have o rings on them…… not underneath the washer but inside the case
That washer is there because you can’t leave no torque on the through bolt, in case someone moves the prop. That plane ain’t flying until all the parts come in and we fix it
Bro, you need some ice for your burns 😂. Don’t act like an expert and be completely unaware that continentals have o rings on the through bolts…. Oh my god at the “it needs a nylon locknut”….. keep it up aviation squared
@@CreativeMechanic So I guess you must be an expert on this type of thing? And btw, maybe the aircraft engine manufacturers can use somebody of Your apparent 'Skill, knowledge & expertise' .... Please, just promise everybody who could be flying things (and underneath these flying things) that You pretend to know about, that your 'Creativity' is saved - for non-critical things, and is also Far-Far removed from aircraft of ANY type... And since you seem to know so much about this equipment, then You should be able to determine if there are any current AD notes , Service bulletins, or any other type of information on this engine... Dud, whoops I mean Dude, how long of a time lapse is allowed to consider aircraft Manuals, Adviseries, Bulletins, Engineering notes, etc. to be current? If you are not sure, look it up, along with several other things...
@@michaelmartinez1345 all you did was dodge the points at which you were completely wrong.