Fixing to do my Powerplant Oral and Practical tomorrow. It's been a long time since I got to actually do this. This was a really quick and really efficient refresher. Thanks for the vid!
@@AviatorZone torque- Lycoming 420” Continental 360”lb. Not so hard. There are numerous companies such as ATS or champion that make lubricant/anti seize that work on all piston engines. I don’t think your vid was complete without discussing. That’s all I am saying.
Oh no you "dittent" You were using an adjustable on the loosening of spark plug cables. A and P should have slapped your hand and given you a proper wrench. Other than that thanks for the video. Good job see you in the next video. All the best neal sw fla
1) :41 You don't check the compression when the engine is hot because the metal is hot (Metal's expand when they get hot - all metals I know of at least) You check the compression of the engine as soon as you can after flight. If you can't fly it, the CHT minimum needs to be 300-350. If a constant speed prop, the engine temp needs to be hot enough to operate the prop. 2) If that's a IO-550 the bore of the piston is 5.25" and you're likely using the wrong orifice in your compression tester if that's a re-branded E2M. According to SB03-3, a Continental engine uses a master orifice which is calibrated to current atmospheric conditions See SB03-3. 3) I don't know who makes your tester, but it doesn't look like what it should be and you make no mention of it having an orifice for engines with a bore greater than 5". You can read AC43.13-1b Ch 8-14 b. (2) about orifice sizes for your engine. They explain it better than I could. Anyway the bigger bore, piston rings, valves etc create more room for leaking so you need more air volume to compensate. 4) The calibration date on your compressor tester is 1-3-00 which means the calibration certification was out of date by over 17 years at the time of this video. When you take this information to your friend the A&P he'll probably just say "oh come on that doesn't matter" which is typical of an A&P who didn't really study, read or learn very much in their training. You see smart people - with college degrees in things like Aerospace Engineering, Mechanical Engineering, People who are Designated Engineer Representatives, Practical Engineers, People with Masters Degrees and PhDs in engineering write all this stuff down. So your friend the A&P who passed a few tests to get their license just doesn't know. In other words - there's more to it.
Fixing to do my Powerplant Oral and Practical tomorrow. It's been a long time since I got to actually do this. This was a really quick and really efficient refresher. Thanks for the vid!
Cool stuff! I've completed A&P school, and about to do my Powerplant license test. This was a good, concise video. Thanks!
That's awesome! Good luck on your test!
Love the professional video and it is very informative. What camera type set up and software you used for this video edit?
Had to say it but using the adjustable wrench on the wire harness really bugs the hell out of me
No longer used! I do to! My tool box has drastically changed!
thanks
I think you could’ve included torque specs on the spark plugs and what type of thread lubricant you should use and how to inspect the spark plugs
Hi Dennis. These vary by manufacturers so it’s better to always look up the reference.
@@AviatorZone No. These things are fairly consistent in aviation. Maybe you don’t know. BTW it’s “vary”
@@dennisnbrown that’s wrong. Each engine manufacture is different.
@@AviatorZone torque- Lycoming 420” Continental 360”lb. Not so hard. There are numerous companies such as ATS or champion that make lubricant/anti seize that work on all piston engines. I don’t think your vid was complete without discussing. That’s all I am saying.
www.championaerospace.com/assets/AV6-R-Nov2004.pdf
Awesome
You're checking a Continental engine. Continental published SB03-3 almost 20 years ago and this video proves people don't read it.
Hello! I have actually read the SB before, I’m not an AP but definitely curious and love learning. Could you please point out was was done wrong?
Ok, some people read it, they just don't follow it.
50% of this video on how to remove the spark plug. Didn´t explain how to identify/interpret the cause if you have a significant drop in compression😮💨
Oh no you "dittent" You were using an adjustable on the loosening of spark plug cables. A and P should have slapped your hand and given you a proper wrench.
Other than that thanks for the video. Good job see you in the next video.
All the best neal sw fla
When I was doing my trade I would have been reprimanded for having an adjustable wrench outside my toolbox
@@stevel1451 sometimes you just gotta use the Kentucky Metric
1) :41 You don't check the compression when the engine is hot because the metal is hot (Metal's expand when they get hot - all metals I know of at least) You check the compression of the engine as soon as you can after flight. If you can't fly it, the CHT minimum needs to be 300-350. If a constant speed prop, the engine temp needs to be hot enough to operate the prop.
2) If that's a IO-550 the bore of the piston is 5.25" and you're likely using the wrong orifice in your compression tester if that's a re-branded E2M. According to SB03-3, a Continental engine uses a master orifice which is calibrated to current atmospheric conditions See SB03-3.
3) I don't know who makes your tester, but it doesn't look like what it should be and you make no mention of it having an orifice for engines with a bore greater than 5". You can read AC43.13-1b Ch 8-14 b. (2) about orifice sizes for your engine. They explain it better than I could. Anyway the bigger bore, piston rings, valves etc create more room for leaking so you need more air volume to compensate.
4) The calibration date on your compressor tester is 1-3-00 which means the calibration certification was out of date by over 17 years at the time of this video.
When you take this information to your friend the A&P he'll probably just say "oh come on that doesn't matter" which is typical of an A&P who didn't really study, read or learn very much in their training. You see smart people - with college degrees in things like Aerospace Engineering, Mechanical Engineering, People who are Designated Engineer Representatives, Practical Engineers, People with Masters Degrees and PhDs in engineering write all this stuff down. So your friend the A&P who passed a few tests to get their license just doesn't know.
In other words - there's more to it.
That looked more like a leak down test to me. I do race cars and the compression test is done by cranking the engine over.