concetxos01
13.06.2021 17:09:21
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Lycoming has a very good Service Instruction 1191A covering cylinder compression and I’d highly recommend every maintenance technician review a copy. (NOTE: If it were my aircraft, anyone working on it would have to show me that they had all of the manufacturers’ publications supporting that component, i.e., engine, airframe, etc.). It clearly explains the procedures, and the whys and wherefores of the test. here
Causes for loss of compression are varied and addressed in Service Instruction 1191A, but if we are seeing a differential compression reading of 58/80, we should be able to determine where the loss is occurring by just listening at a few different locations around the engine. For example, if we put our ear near the exhaust pipe and hear air hissing, then the loss is probably coming past the exhaust valve and seat. If we hear the air at the intake airbox (with the air filter removed), then we would suspect the intake valve and seat. If we can’t hear any appreciable air being passed there, then remove the oil filler cap. If you hear the air being lost in this location, it indicates the air is blowing past the piston rings. Once you’ve determined the location of the loss, you can proceed with the corrective action.
A: This is one of those questions that more people would like to ask, but are hesitant to do so because they may get a few chuckles from their friends for asking such a basic question. Steve, I’m proud of you for bringing up the subject and I can guarantee that many pilots out there are also confused as to which cylinder is located where on their engines. more
Lycoming does have a few that are marked differently. These are some of the larger, more sophisticated engines, such as those found in the pressurized Piper Navajo, the Beechcraft 56 TC Baron and the Beech Duke. These were a completely different design for Lycoming because the camshaft was located on the bottom of the engine rather than on top. On these models, the number 1 cylinder is the left front cylinder and the number 2 cylinder is the right front. here
The compression check should always be conducted when the engine is at normal operating temperatures to get a more realistic reading. Doing it when the engine is cold does not provide reliable information. The test also must be conducted using the differential compression method rather than the direct reading compression method as used in the automotive industry. It’s also wise to use the same test equipment each time to eliminate any possible calibration issues. [links]
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