J U.S.Department ot Transportation FodomlAvianon Circular

Subject: POWER- Date: 6/15/98 AC No: 20-105B LOSS ACCIDENT PREVENTION Initiated by: AFS-340 Change: AND TREND MONITORING

1. PURPOSE. This advisory circular (AC) updates statistical information and brings to the attention of aircraft owners, operators, manufacturers, and maintenance personnel the circumstancessurrounding engine power-loss accidents with recommendations on how, through individual effort and consideration, those accidents can be prevented. This AC will also offer procedureson how to set up a reciprocating engine trend monitoring program to improve both engine and related system reliability over the recommended operating life of the engine.

2. CANCELLATION. AC 20-105A, Engine Power-Loss Accident Prevention, dated November 20, 1980, is canceled.

3. BACKGROUND. Four and six reciprocating engines presently installed in Civil Aviation Regulation (CAR) 3 and Title 14 of the Code of Federal Regulations (14 CFR) part 23 ’ type-certificated aircraft are the engine of choice for small single engine and multi-engine aircraft becauseof their reliability. The recommended time between overhaul (TBO) for reciprocating engines range between 1500/l 800 hours for high performance six cylinder engines to 2000 hours for low compression 4 cylinder engines. Despite improvements over the years, in engine design and performance, a review of National Transportation Safety Board (NTSB) reciprocating engine failure accident records covering a three year period from 1994 through 1996, revealed that the overall causesof reciprocating engine failures remain the same as the early 1960’s.

a. Of the 1,007 accidents analyzed, 5 18 or 5 1% of the accidents were attributed to pilot error, such as poor preflight planning, inspection, or improper use of engine controls. Three hundred and two accidents or 30% were attributed to mechanical failure such as valve or cylinder failure, and the remaining 187 accidents or 19% were attributed to improper maintenance and/or inspection of the aircraft. It is the Federal Aviation Administration’s (FAA) belief that approximately 70% of these engine power loss accidents could have been avoided if the owner/operator instituted an aggressivetraining program for pilots and mechanics and incorporated a trend monitoring program.

b. This AC is divided into two major sections. The first section will review operational causesand recommend corrective actions to be taken to prevent or reduce the chancesfor an engine failure. The second section presents and explains a sample program for engine trend monitoring system. A AC 20-105B 6/l 5198 4. DISCUSSION OF OPERATIONAL ENGINE FAILURES.

a. Lack Of Pilot Training. Mismanagementof enginecontrol system(s)by the pilot continuesto be the leadingcause of enginefailure. Most of thesetypes of failuresresult from improper preflight planningor improperfuel managementprocedures. Fuel starvation(fuel on boardthe aircraft but not suppliedto the engine(s),and fuel exhaustion(no fuel on boardthe . aircraft) accountfor over 5 1% of all enginepower-loss accidents. Pilots and operatorsshould review their aircraft’s fuel and enginesystem operating requirements to ensurethat:

(1) The pilot is completelyfamiliar with both the airframe and engineoperating manuals, especiallythe chaptersconcerning fuel management,engine power settings,use of heat and eachof the aircraft’s systemsdesign, locations, and controls.

(2) The pilot adheresto all manufacturer’soperating instructions, placards, and other limitations and avoidsovertemp, overheat, overboost, and overspeedoperations.

(3) The use of the aircraft’s checklistduring normal and emergencyoperations is stressed.

(4) Recurrenttraining is a continuingprocess. Both pilots and mechanicsshould keep abreastof technicalinformation relatedto the aircraft’s fuel, oil, replacementparts, airworthiness directives,and manufacturer’stechnical publications.

b. Inadequate Preflight Inspection. A large numberof enginepower lossaccidents could havebeen avoided if the pilot took the time to plan the flight and performed a good preflight. Eachyear the accidentrecords show a high numberof accidentsthat were causedby pilots runningout of fuel. For good flight planningthe pilot shouldinclude at least the following information in his or her pre-flight check list.

(1) Pilots shouldknow the total USABLE fuel on boardthe aircraft before eachflight. The UNUSABLE fuel (fuel in the tanks but due to designof the tank, cannotbe usedby the engine(s))should not be consideredas usablefuel when planninga flight.

(2) Check eachfuel tank drain for operation.Check for water or debrisin the fuel. Also check the color of the fuel to ensurethat Jet A has not beenmixed with Aviation gasoline(Av- kw).

(3) Check the underwing fuel tank vents to ensurethat they are open. In the early spring and summermonths you might want to usea pipe cleaneras a probeto ensurethat insectshave not built a nestin the vent line. Also on unpressuredtanks, the fuel cap has a small vent built into it, Ensurethat this vent is not coveredover with dirt, wax, or polish.

(4) Ensurethat the fuel selectorworks as advertised. A numberof enginepower loss accidentswere causedby the pilot who was unableto move the seizedfuel tank selectorhandle from the empty tank to the full one, or failed to lock the fuel tank selectorinto the properdetent. Thesemechanical problems are usually caused by a worn or galledfuel selectorvalve.

Page2 Par4 6/l S/98 AC 20-105B To prevent fuel selectorfailure prior to taxi, exercisethe selectorvalve by switching tanks and ensuringthat there is fuel flow from eachselected tank to the engine(s). Rememberto allow sufficient time (3 to 4 minutes) for eachcheck as the carburetor/fuelinjector lines hold fuel from the previousselected tank. Do not forget to monitor the fuel pump pressure.At least oncea month, check thatme fuel selector’sfuel shut off positionto ensureit will stopthe fuel flow to the engine. Rememberit will take a few minutesat low RPM setting for the engineto drain the fuel from the fuel lines/carburetor/fuelinjector and causethe engineto quit. This check is very importantbecause in caseof an enginefire, the fuel shut off valve will stop fuel flow on the cabinside of the fire wall, effectively preventingan enginefire from being fed from the aircraft fuel tanks. If a worn or galled fuel selectoris suspected,have a mechaniclubricate or replacethe valve, as needed.

c. Fuel Contamination. There aretwo basickinds of fuel contamination,solid and water. Solidcontaminates, such as sand,rust, and other debriscan be found by inspectingthe low areas/sumpsof each(empty andproperly purged) fuel tank with an explosionproof flashlight, and by inspectingthe fuel systemfillers and carburetor/injectorin-line filter screenfor solid particulatecontamination. If solid particle contaminationcontinues to occur on a frequent basics,the primary fuel suppliermay be the sourceof the problem.

(1) Water contaminationcontinues to be a major causeof fuel related accidents.There arethree ways water can enter a fuel system. Thefirst is condensation,or the reductionprocess in which the moisture in warm air is reducedinto liquid water. This phenomenonis exactly what causeswindows in a warm houseto “sweat” during the winter months. In an aircraft, condensationcan happeninside a lessthan full fuel tank. When a temperaturedifference occurs betweenthe walls of the fuel tank and the air in the tank, water dropletswill form on the inside top part of the fuel tank walls and drain down into the fuel. The effects of condensationcan be reducedby keepingthe fuel tanks full while the aircraft is parked.

(2) The secondway water gainsaccess to the fuel systemis through the fuel filler caps. Rain water or snow runoff entry into the fuel systemis madeeasier if the fuel filler capshave crackedor nicked“0” rings, scored,or deformedfiller necks. Many high performancegeneral aviationaircraft have flush mountedfuel capsthat have at leasttwo “0” rings. The most visible “0” ring is the one on the circumferenceof the fuel cap that provides the sealbetween the cap andthe filler neck wall. The second“0” ring is frequently overlookedby both mechanicsand pilots and is locatedin the centerof the cap and sealsthe fuel cap lock assembly. Becauseof the design,the fuel cap lock sits in a well in the centerof the fuel cap. The well providesa catch basinfor water runoff. If the smaller “0” ring is defective,water will find a way into the tank. This potentialhazard can be avoidedby an aggressivefiller neck/capinspection and “0” ring replacementschedule.

(3) The third way water can enter a fuel systemis when it is refueled. Carelessfuel dispensingpractices such as refueling when it is raining, or poor maintenanceof the fuel truck/fuel farm, filters, water separators,or lack of adequateinspections or dispensingprocedures aregenerally the causalfactors. To prevent dispensingcontaminated fuel, fixed baseoperators , (FBO) shouldensure that their fuel handlingpersonnel are adequatelytrained, the fuel dispensing equipmentis functional and clean,the fuel, both in the storagetanks and trucks arechecked at

Par4 Page3 AC 20-105B 6/l S/98 least once a day for overall quality and indicationsof water or other contaminates.Each inspectionshould be documented. (SeeAC 20-125, Water in Aviation Fuels,for additional information.)

d. Misfueling Accidents. This occurswhen Jet A, a turbine enginefuel is substitutedfor aviation gasoline. When Jet A contaminatesa reciprocatingengine powered aircraft’s fuel systemthe overall impact is not readily apparent. Dependingon the amount of Jet A pumped into the aircraft fuel tank, even a close inspectionof a fuel samplemay not always indicate misfueling has occurred. Even the enginestart up and taxi may appearto be normal becausethe Av-gas, that is still in the fuel supply systemline and filters from the last flight is not contaminatedand it usuallytakes the enginea few minutes at relatively high power settingsto draw contaminatedfuel from the selectedtank. This is why a large number of misfueling accidentsoccurs at high power setting usuallyduring or shortly after takeoff.

(1) Reciprocatingengines that burn Jet A at high power settings, suffer detonations,rapid loss of power, and high cylinder headtemperatures, quickly followed by complete enginefailure. Switching to anotheruncontaminated fuel tank as soon as possibleafter the enginedetonation occursmay relieve someof the major symptoms, and the enginemay developenough power to stiely land. Unfortunately, internal damageto the enginethat occurs in the first 10 to I5 seconds is usually severeenough to require a tear-down inspectionand enginerebuild. In all cases, follow the enginemanufacturer’s instructions if the enginehas been operatedwith the wrong fuel.

(2) The potential for misfueling can be reducedif the pilot personallyoversees the refueling operation. Thepilot shouldcarefully check the fueling receipt for both the quantity and type of fuel added. Also check beforeand after refueling for clarity, color, and indication of water in the fuel. It is suggestedthat the aircraft’s owner/operatorensure that the fuel filler ports areproperly markedwith the proper type and octaneof the fuel to be used, and the capacityof the tank.

, (3) It is also suggestedthat the owners of turbo-charged,reciprocating engine aircraft removethose decalsfrom the cooling or fuselagethat referencethe words “Turbo or Turbo- Charged.” In the past, thesedecals have given the wrong impressionto inexperiencedrefueling personnelthat the turbo-chargedreciprocating engine is a turbine engineand servicedthe aircraft with Jet A (see AC 20-43, Aircraft Fuel Control, and AC 20-l 16, Marking Aircraft Fuel Filler Openingswith Color CodedDecals, for additional information.)

e. Fuel Tank (Bladders). Fuel cells or bladdertanks aremade of a heavy, rubberized material. The cell sits in a wing cavity designedto support the fuel tank. The top of the cell is held to the top of the wing by clips or snapbuttons. Over time the snapsor clips fail and the fuel tank collapseson itself. When the tank is partially collapsed,it limits the amount of fuel that the tank can hold, interfereswith fuel tank venting/supplyand fuel quantity indicating system. Mechanicsshould inspect all fuel cells for proper installation at eachannual or 100 hour inspectionor wheneverfuel cell clip/snapfailure is suspected.

Page4 Par4 6/l 5198 AC 20-105B f. Exceeding TBO Time. Another causeof enginefailure is allowing the engineto run past the manufacturer’srecommended Time Between Overhauls (TBO). TBO time is computedby the enginemanufacturer and is a reliable estimateof the number of hours the enginecould perform reliably within the establishedengine parameters and still not exceedthe service wear limits for overhaul for major componentparts such as the , cam shaft, cylinders, connectingrods, and .

(1) Running the enginepast TBO time usually acceleratesthe overall wear of the engine due to bigger bearingtolerances, loss of protective materials such as plating or nitrating on the cylinder walls, and vibration causedby enginereciprocating parts that have worn unevenly and are now out of balance.

(2) The TBO times are make and model specific and the recommendedoverhaul times are usually identified in the enginemanufacturer’s Service Bulletin or Letter. For 14 CFR part 91 operationscompliance to the TBO time is not a mandatory maintenancerequirement. However, for enginesin 14 CFR part 121 or part 135 service TBO complianceis mandatory. It is recommendedthat TBO be observedby part 91 owners for two reasons: first, an overhaul at TBO will ensuresafety and reliability, and the second:an engineoverhaul at TBO is usually less expensivethan an enginethat has beenrun an additional 200 or 300 hours.

g. Poor Operating Technique. Reciprocating enginereliability dependson the engine I operatingwithin a narrow performancerange. This operatingrange has specific limits such as RPM, fuel flow and mixture settings, manifold pressure, temperature,oil pressure and temperaturethat should not be exceeded.Furthermore, all reciprocatingengines are temperaturesensitive. Engine cylinders and valves can be damagedby thermal shock if the engineis not properly warmed up, prior to full power applications,or the cylinder headscan crack by allowing the enginetemperature to cool off too rapidly in long gliding descentsat reducedpower.

h. Maintenance. Maintenanceperformed on reciprocatingengines should be of the highest quality and performed in accordancewith the current manufacturer’sinstructions. Areas that have the biggest impact on reliability and needconstant maintenance are oil/filter changes, timely replacementof air/fuel filters, inspectionof enginebaffling and sealsfor condition and operation, enginemagneto timing, and condition of the spark plugs and ignition harness. Engine maintenanceshould not be performed by inexperiencedpersons (e.g., apprentices)unless supervisedby a certificated mechanic. Additional areasthat require maintenanceare:

(1) Engine Primer. The primer is a simple system in which raw fuel is drawn from the enginesupply line and injected into two or more of the engine’scylinders by meansof a small hand operatedpump. If the primer pump handleis not locked in the closedpositi,on, raw fuel will continue to be drawn into the cylinders by the suction createdin the affected cylinders during the intake cycle. The enginewill run rough at low RPM, mimicking magnetoproblems, but will smooth out above 1700RPM. The exhaustat low RPM will be black and smoky, and the fuel/air mixture will be extremely rich in the affected cylinders. Leaning the enginemanually may restore smoother operationbut excessiveleaning will raise the cylinder head temperaturein the cylinders not equippedwith engineprimer lines. A similar operatingcondition may exist if

Par4 Page5 AC 20-105B 6/l 5198 the “0” rings in the primer pump arenicked or crackedwhich allows fuel to passthe “0” rings and into the cylinder even if the pump handleis stowed and locked. If this condition is suspected have a certificated mechaniccheck the primer system.

(2) Engine Controls. , mixture, carburetorheat, and RPM controls are simple in designand construction. Eachcontrol is basica!lya flexible metal wire inside a stainlesssteel housing. Due to the inherent flexibility of the design,if the cablehousing is not securedat least every 12 inches,the cablewill bend in the middle, severelylimiting the amount of control movement availableat the carburetoror propeller governor. Mechanicsshould ensure that the controls are lubricated,smooth and positive in operation,and that the length of cable movementensures full travel and hits the stops. It is suggestedthat mechanicsensure that controls with rod endshave large areawashers on both endsof the attachingbolt to serveas a safety in caseof failure of the rod end ball.

(3) PropellerGround Strikes. Any kind of a propeller ground strike is a very serious situationthat requiresimmediate attention. Enginesthat have suffered a propeller strike should be inspectedin accordancewith the manufacturer’sinstructions. Ground strikeshave been known to causecrankshaft cracks, bend propeller flanges,and causerod end bolts to fail.

(4) Internal Failuresof Mufflers. Enginescan experiencesubstantial power reductions and even failure when the internal bafIling of the muffler breaksloose and partially coversover the muffler’s exhaustpipe. Indicationsof this kind of problem are a large reduction in RPM, rich mixture indication, rough running, vibration, and after firing. It is recommendedthat each annualor 100 hour, the mufIler be inspectedinternally for cracks and condition,

(5) PropellerMaintenance. Propellersseem to get the least attention of type-certificated products,yet they handlehigh thrust and torsional loadson every flight, and serveas a tow bar for parking the aircraft. Have a qualified maintenanceperson dress out propeller bladenicks, dents, scratches,etc., as necessary,to prevent fatigue cracksthat could causepropeller blade failure resulting in power-loss. The dressingof propeller bladesshould be done following the propeller manufacturer’srecommended procedures. Excessive dressing could alter the airfoil shapeof the propeller bladesto the point where propeller efficiency is lost, causinginsufficient propeller thrust. In the caseof a twin engineaircraft that loss of thrust could preventthe aircraft from maintainingflight with one engineinoperative. Avoid pushingor pulling on the propeller in order to park the aircraft becausethe force usedon the propeller to move the aircraft is not spreadout over the length of the propeller but focusedin a single areawhich may inducea stress riser (crack) on one of the blades. (6) Sticking Valves. Enginesthat are hard to start, or run rough for 3 to 5 minutes after starting and then smooth out, may have one or more sticking valves. Sticking valves are caused by lead and carbondeposits in the valve guide. Over time, build up can reducethe valve stem to the guide clearance.This reductionbecomes an interferencefit and the valve seizesin the guide causingthe push rod to bend, splitting the push rod housingand leaking oil, and lossof power for the affected cylinder. To repair a sticking valve, the cylinder must be removed and the valve guidesreamed to removethe carbonand varnish deposits.

Page6 Par4 6/l S/98 AC 20-I 05B (7) SparkPlug Fouling. Sparkplugs that consistentlyfoul can be an indication of worn rings, excessiverich mixture, improper sparkplug heat range,shortignition harness,cracked cigarettes,wrong fuel, sparkplug barrelsthat are dirty or wet with moisture, off, low speedopen&n and idle, improper leaningprocedures and rapid cool down of the enginein long gliding descents.Frequent inspection, cleaning, gapping, and rotation of the sparkplugs may prove helpful in reducingfouling. Refer to the Pilot’s OperatingHandbook for approved engineoperating procedures.

(8) Low Cylinder Compression. A compressiontest is a procedurein which 80 pounds per squareinch (psi) air is introducedinto a cylinder with its at top centerto determine how tight the cylinder holds the fuel/air mixture when it is compressed.The pressurizedair is controlled with a differential pressuregauge that has two gauges. One gaugereads supply air, and the other gaugereads the air pressurein the cylinder. The ideal compressionreading on the differentiation gaugeshould be 80/80 psi at top deadcenter. However, the maximum loss of compressedair shouldbe no more than 25%, or a readingof 60/80 psi. If the cylinderreading is lower than 60/80 psi reading,then perform the following test. When the 80 psi compressedair is still being introducedinto the cylinder, and an experiencedperson holding the propeller so it will not rotate, listen at the exhaustpipe outlet for an air leak. If an air leak is present,the exhaust valve or guide or both is worn and leaking. Perform the sametest by listening for an air leak at the air cleaner,if you hear an air leak then the intake and/or intake valve guide is worn and leaking. To check,if the compressionrings are worn, removethe oil dip stick, and listen at the oil dip stick tube. If you hear an air leak the piston rings or cylinder walls are worn. A good visual inspectionof the cylinder can be accomplishedby meansof a borescopeto check for scoring of the cylinder walls and condition of the valvesand seats.

(9) Air Filters/CarburetorHeat Control, AlternateAir. Unfiltered air, whether it comes from a dirty air cleaner, control or alternateair door left on/openduring taxi, allows dirt, sand,and other debristo be ingestedby the engineand will scorethe cylinder walls and increasepiston ring damage,causing lower compressionreadings and increasingoil consumptionand blow-by. As a rule of thumb, air filters shouldbe changedat leastonce a year, and carburetor/alternateair controls shouldbe usedsparingly on the ground.

5. TREND MONITORING PROGRAM.

a. Trend monitoring is a data collection systemin which periodicallya selectnumber of enginereadings/indications are recorded,analyzed, and from suchdata analysisan airworthiness decisionis made. The purposeof a trend monitoring program is to predict a failure modebefore it happens.A trend monitoring program for reciprocatingengines should address at leastthree engineareas for monitoring. They are:

(1) Area #l . Enginecase components such as crankshaft,, cam followers, lifters, bearings,connecting rods, and accessorygears are housed inside a split enginecase. Becauseof their location,visual inspectionfor condition and measurementof wear of these componentscannot be adequatelyaccomplished without first disassemblingthe engine. The only proven effective proceduresfor determiningthe condition of this areaare an oil analysis program,oil filter, and oil screeninspection.

Par4 Page7 AC 20-105B 6/l 5198 (2) Area #2. Cylinder assemblyincludes the cylinder, piston and pin, intake and exhaust valvesand seats. Thesecomponents can be removedfor an in-depth inspectionbut normally an inspectionof the sparkplugs and a compressiontest will give a good overview of the cylinder’s condition. Sparkplugs arechecked for wear and fouling. Fouledspark plugs can indicatetoo rich a mixture, or compressionring wear. (3) Area #3. Accessoriesincluding the magnetos,harness, spark plugs, exhaust, generator,or alternatordrive belts, generatoror ,carburetor/ unit and vacuumor pressurepump, areeasily removable for inspectionand testing and usuallygive the pilot an indicationof their operatingcondition by instrumentationand gaugesin the cockpit. b. A generictrend monitoring program is found in Appendix 1 and 2. Appendix 1 is a sampledata form that the mechanicand pilot will fill out. Appendix2 is a sampletracking sheet in which all trackeditems collectedon the data form are listed togetherin sequencefor easier comparisonand analysis. The actualanalysis of the airworthinessitems shouldbe accomplished by comparingthe readingsobtained and noting the trend as measuredagainst the manufacturer’s recommendedreading. For example,if the enginemanufacturer recommended a cruiseoil pressureof 55 to 60 psi and the indicatedreading in cruisewas 48 psi the mechanicshould check oil viscosity, oil quantity, oil relief valve setting,oil filter, bearingwear, indicationsof blow by/leaks,and the accuracyof the oil pressuregauge. The mechaniccan also crosscheck with the resultsof the oil analysis,cylinder head temperatures, oil temperatures, condition,and cylinder compressionreadings. NOTE: A trend monitoring program is only as good as the information that it collectsand analyzes. Before incorporating an enginetrend monitoring program, the owner/operator should ensure that the following aircraft’s instruments and gaugeshave been tested for accuracy; RPM gauge, oil pressure, oil temperature, cylinder head temperature, Exhaust Gas Temperature (EGT), fuel gauges,and manifold gauge, if applicable. c. An enginetrend monitoring program is requiredunder certain provisions of part 135 of Title 14 of the CFR. Thoseprovisions are covered under OMB control no. 2 120-0619. 6. SUMMARY. Throughthe individual and collectiveefforts of the aviationcommunity, we hopeto eliminate factors that havecaused engine power-loss accidents. This AC is one of many efforts to try to reducethe “power loss” type of accidents.The simple act of “keepingthe engine running” could appreciablyreduce the numberof accidents.

ThomasE. Stuckey’ ’ Acting Director, Flight StandardsServices

Page8 Par5 AC 20-105B 6/l 5198 Appendix 1 APPENDIX 1. ENGINE TREND MONITORING DATA FORM

INSTRUCTIONS: Form is to be filled out by both the pilot and mechanic prior to or durjng inspection interval. Asterisk (*) items are pilot functions.

DATE OPERATOR “N” NUMBER SIN MODEL NUMBER MFG. TOTAL TIME TYPE OF OIL USED TOTAL TIME SINCE OVERHAUL HOBBWTACH

AREA #l ENGINE CASE COMPONENTS:

OIL ANALYSIS: DATE TAKEN LABORATORY SILICON ALUMINUM IRON

CHROMIUM COPPER

*OIL PRESSURE@ CRUISE RPM *OIL TEMPERATURE @ CRUISE RPM *STATIC RPM (FIXED PITCH) TAKE OFF RPM(CONT. PITCH) *MANIFOLD PRESSURE@ TAKEOFF OIL FILTER CONDITION: OK MAGNETIC PARTICLES QUANTITY NONMAGNETIC PARTICLES

OIL SCREEN CONDITION: OK MAGNETIC PARTICLES QUANTITY NONMAGNETIC PARTICLES QUANTITY

OIL CONSUMPTION QTS PER HOUR(S)

AREA #2 CYLINDER/PISTON ASSEMBLIES:

*CYLINDER HEAD TEMF @ CRUISE ALT +EGT @ CRUISE ALT

Page1 AC 20-105B Appendix 1 6/l 5/98 APPENDIX 1. - continued

ENGINE COMPRESSION RESULTS: #l #2 #3 #4 #5 #6 #7 #8

SPARK PLUG CONDITION: 1 = good 2 = worn 3 = oil fouled 4 = carbonfouled

#l CYLINDER TOP BOTTOM

#2 CYLINDER TOP BOTTOM

#3 CYLINDER TOP BOTTOM

#4 CYLINDER TOP BOTTOM

#5 CYLINDER TOP BOTTOM

#6 CYLINDER TOP BOTTOM

#7 CYLINDER TOP BOTTOM

#8 CYLINDER TOP BOTTOM

*FUEL CONSUMPTION GALLONS PER HOUR @ CRUISE

*OUTSIDE AIR TEMPERATURE

Page2 AC 20-l 05B 6/l 5198 Appendix 1 APPENDIX 1. - continued

AREA #3 ACCESSORIES:

*MAGNETO DROP @ 1500/1700RPM LT *VACUUM GAUGE @2lOORst!l *ELECTRICAL GAUGE AMPS/VOLTS @ 2 100RPM AIR FILTER CONDITION (1 = OK 2 = DIRTY)

Page3 OPERATOR TYPE OF OIL USED “IT’ NUMBER SiN MODEL NUMBER MFG.

DATE: TOTAL TIME: TOH: INSPECTION INTERVAL (50/l OO/ANNUAL):

AREA #l

OIL ANALYSIS: INSP. 1 INSP. 2 INSP. 3 INSP. 4 INSP. 5 INSP. 6 INSP. 7 INSP. 8 ALUMINUM IRON COPPER SILICON

CHROMIUM OIL PRESSURE OIL TEMPERATURE OIL FILTER OIL SCREEN OIL CONSUMPTION AREA #2

JNSP. 1 lNSP. 2 INSP. 3 INSP. 4 INSP. 5 INSP. 6 INSP. 7 INSP. 8 CHT EGT#2

COMPRESSION

\ I #6 #7 #8

DATE SPARK PLUG REPLACED @ ENGINE HOURS SPARK PLUG CONDITION: 1 = good 2 = worn 3 = oil fouled 4 = carbon fouled lNSP. 1 MSP. 2 INSP. 3 MSP. 4 INSP. 5 MSP. 6 INSP. 7 INSP. 8 FUEL BURN GPH

AREA #3 ACCESSORIES

INSP. 1 INSP. 2 lNSP. 3 INSP. 4 l-tap. 5 MSP. 6 MSP. 7 INSP. 8 RT LT RT LT RT LT RT LT RT LT RT IT RT LT RT LT MAGNETO DROP @ 1500/1700 RPM

n MSP. 1 INSP. 2 INSP. 3 INSP. 4 INSP. 5 INSP. 6. INSP. 7 INSP. 8 VACUUM GAUGE @ 1500/1700 RPM ELECTRICAL VOLT/AMP @J 2100 RPM h

INSP.l 1 INSP.2 1 l-NSP.3 1 INSP.4 1 lNSP.5 ) INSP.6 1 INSP.7 1 lNSP.8 AIR FILTER CONDITION I I I I I I I

DATE AIR FILTER REPLACED