Service Manual Spark Plugs/Oil Filters - Champion - … Manual Spark Plugs/Oil Filters ...
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AV6-R $3.00 Revised November 2004 Aviation Service Manual Spark Plugs/Oil Filters ® Bringing Power To Flight ®
Transcript of Service Manual Spark Plugs/Oil Filters - Champion - … Manual Spark Plugs/Oil Filters ...
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R E C I P R O C A T I N G E N G I N E S
AV6-R
$3.00
Revised November 2004
AviationServiceManual
Spark
Plu
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Oil F
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Bringing Power To Flight®
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R E C I P R O C A T I N G E N G I N E S
PurposeThis service manual presents recom-mended service, handling and recondi-tioning practices to assure economic,satisfactory operation from ChampionAerospace spark plugs and oil filters.Proper service and handling can helplengthen the time between replacementperiods, while reducing unscheduled oremergency replacements.Included are ways to analyze spark plugperformance through examples ofadverse effects from certain engineoperating conditions. You will also findapplication information and spark plugtype selection criteria, as well as usefulreferences to supplemental Championpublications.
FAA/PMA ApprovedChampion Aerospace products are manu-factured in accordance with standardsestablished by the Federal AviationAdministration.
Spark Plugs ................................................................................... 2-18Product Features ............................................................................................. 3Design Features .............................................................................................. 3Spark Plug Type Designation System ............................................................... 4
Typical Types of Electrode Construction .................................................. 4Operating Period ................................................................................... 4
Selection Criteria ............................................................................................. 5Reach .................................................................................................... 5Heat Rating............................................................................................ 5Shielded Terminal Designs ...................................................................... 5
Electrode Conditions .................................................................................... 6-9Electrode Wear Patterns ...................................................................... 6-7Carbon Fouling...................................................................................... 8Oil Fouling ............................................................................................. 8Lead Fouling....................................................................................... 8-9Bridged Electrode Gaps ......................................................................... 9Cracked Core Nose ................................................................................ 9
Operating Data ............................................................................................ 10Preignition ........................................................................................... 10Detonation .......................................................................................... 10Connector Well Flashover .................................................................... 10Improper Gaskets ................................................................................. 10
Installation Procedures ............................................................................. 11-12Preinstallation ....................................................................................... 11Outside Gaskets ................................................................................... 11Anti-Seize Compound ........................................................................... 11Installation ...................................................................................... 11-12Correct Socket Tools ............................................................................. 11Spark Plug Connector Installation .................................................... 11-12Dow Corning Compound Application .................................................. 12
Removal Procedures ................................................................................. 12-13Shielded Terminal Connectors .............................................................. 12Unshielded Terminal Connectors .......................................................... 12Spark Plug Handling ............................................................................ 12
Reconditioning Service ............................................................................. 13-18Preliminary Visual Inspection ................................................................ 13Degreasing .......................................................................................... 13Cleaning the Firing End .................................................................. 13-14Model 2600A Vibrator/Cleaner ............................................................. 13Model CT-475AV Cleaner/Tester ........................................................... 14Cleaning the Barrel End ....................................................................... 14Cleaning the Terminal Wall ................................................................... 14Cleaning Connector Seats .................................................................... 15Firing End Inspection ........................................................................... 15Cleaning the Threads ........................................................................... 15
Gap-Setting Tools and Procedure ................................................................... 16Model CT-482 Erosion Gauge ............................................................... 16Model 2500A Gap-Setting Tool ............................................................. 16Model CT-415 Gap-Setting Tool ............................................................ 17Model CT-457 GAP-SETTING TOOL ....................................................... 17Model CT-408 Gap-Setting Tool ............................................................ 17
Testing Tools and Procedures ........................................................................ 18Model CT-475AV Cleaner/Tester ........................................................... 18Tester Calibration ................................................................................. 18
Preservation and Storage .............................................................................. 18
Oil Filters .................................................................................... 19-26Product Features ........................................................................................... 19Aircraft Engine Oil Filters ............................................................................... 20Benefits of Efficient Engine Oil Filtration ........................................................ 20Oil Filter and Efficient Element Design ...................................................... 20-21Champion Replacement Elements ................................................................. 20
Filter Media .......................................................................................... 21Dirt-Holding Capability ......................................................................... 21Resistance to Collapse .......................................................................... 21
Champion Full-Flow Spin-On Filters ............................................................... 21Champion Aviation Engine Oil Filters ............................................................. 22
Lycoming Replacement Filters .............................................................. 22Semi-Depth Type Filters ........................................................................ 23
Element Removal and Installation Procedures ................................................ 23Housing Removal ................................................................................. 23Cleaning and Lubrication ..................................................................... 23Assembly ........................................................................................ 23-24By-Pass Filter System ............................................................................. 24Full-Flow Filter System .......................................................................... 25
Oil Filter Sludge Inspection ............................................................................ 25Over Pressurized Lube Oil Filter ..................................................................... 26Supplemental Information ............................................................................. 27
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Product Features
Plated threads prevent seizing.
Fired glass seal provides positiveretention of center wire andprevents gas leakage.
Plated threads prevent seizing.
Advanced-engineered ChampionAerospace spark plugs are designed forthe critical difference in performance, farbeyond the ordinary. Champion sparkplugs stand up to high temperatures,pressures and lead deposits, with aperformance second to none. Whenyou’re up in the air, count on qualityChampion spark plugs.
Design Features
The # I Choice Worldwide - OEM forall U.S. Piston EnginesChampion spark plugs are a product ofChampion Aerospace’s commitment toquality and advanced technology, acommitment that has made Championspark plugs the #I choice of enginemanufacturers, maintenance techniciansand pilots around the world.
Choose lridium “S” spark plugs forhigh-performance engines.Longer-lasting than platinum spark plugs,Iridium “S” plugs resist lead attack betterand provide better scavenging thanstandard platinum plug designs, resultingin exceptional performance, even underthe most demanding conditions.
Silicon carbide resistor prevents wear fromvoltage drain for prolonged plug life.
Copper core assures efficient heat transferand maximum electrical conductivity.
Aluminum oxide insulator has excellentthermal properties to resist cracking.
Nickel alloy electrodes provideexcellent resistance to spark andheat erosion.
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S P A R K P L U G S
Spark Plug TypeDesignation System
All Champion Aerospace spark plugs areidentified by type designations asindicated on the following spark plugnumber and symbol chart. The symbol iscomposed of a rating position number,together with prefix and suffix numbers toindicate major plug design characteristics. R H B 37 ETypical Types ofElectrode Construction
Two-Prong B Tangentto Center
Single-GroundElectrode AutomotiveGap Configuration
Typical Spark Plug Number with Symbol Explanation
Resistor
None — No Resistor
R — Mil Spec.
Resistor — ErosionProtection
Barrel Style
None — Unshielded
E —Shielded 5/8" - 24 Thread
H — Shielded 3/4" - 20 Thread
(All-weather Plug)
Mounting Thread Reach Hex Size
B - 18mm 13/16" (2.06cm) 7/8" (2.22cm)
M - 18mm 1/2" (I.27cm) 7/8" (2.22cm)
J - 14mm 3/8" (.095cm) 13/16" (2.06cm)
L - 14mm 1/2" (I.27cm) 13/16" (2.06cm)
U - 18mm 1-1/8" (2.85cm) 7/8" (2.22cm)
N - 14mm 3/4” (1.90cm) 13/16” (2.06cm)
Operating PeriodThe useful operating life of a spark plugvaries greatly with operating conditions,engine models, ignition systems andspark plug types. Scheduled serviceintervals should be established by theindividual operator.
It is normally recommended that sparkplug gaps and deposit conditions bechecked at 50-hour intervals. In addition,removal time specifications are usuallyavailable from the engine manufacturerand may be supplemented by past expe-rience with a particular engine model.
Checking spark plug gaps and deposits atappropriate regular intervals is crucial topreventing engine misfires. Since plugdeterioration can vary with operatingconditions, the operating period couldincrease somewhat or be sharplyreduced, depending on manufacturergap width recommendations, increasedvoltage needed to fire the gap or deterio-ration of magneto components andignition harness.
Electrode Design
None — Conventional Single
E — Two Electrode Massive
N — Four Electrode Massive
S — Single Electrode (Iridium)
B — Twin Electrodes
R — Push-wire - 90' to Center
Y — Projected Core Nose
Heat Rating Position
Low Number — Cold
High Number — Hot
Two-Prong EGround Electrodes
Fine Wire
Projected Core Nose
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Heat Rating
The heat rating of a spark plug is themeasure of its ability to transfer heat re-ceived from the combustion chamber tothe cylinder and engine cooling system.The correct heat rating for the enginedesign ensures that the plug operatescool enough to prevent preignition butwarm enough to resist accumulation ofconductive, plug-fouling deposits.Champion aviation spark plugs areavailable in a wide range of heat ratingsto meet all engine and operationalrequirements.
Selection Criteria
Champion Aerospace spark plugs are manu-factured within all military and commercialstandards established for aviation sparkplugs. All plug types are designed to meetspecific engine and aircraft requirements forthread size, reach , heat rating, shieldingand terminal connectors.The following Champion applicationcatalog and charts display in red printthe recommended spark plugs by aircraftand engine model for the mostsatisfactory service.
• Champion aviation catalog AV-12
• Champion pocket size catalog AV-14
• Champion wall chart AV-33
Reach
The reach of a spark plug is the distancefrom the shell gasket seat to the end ofthe shell threads. A proper-reach plugensures that the electrodes are appropri-ately positioned in the combustion cham-ber to ignite the fuel-air mixture, basedon requirements of the cylinder headdesign.
3/4"-20 All-weather Shielding Barrelwith Connector
A hot-type spark plug has a longer corenose and transfers heat more slowly thana cold-type plug.
Hot Type
Reach
Shell threads are furnished in 14mm- and18mm-diameter, long reach and short reach.
Thread Diameter Long Reach Short Reach
14mm 1/2" 3/8"18mm 13/16" 1/2"
Shielded Terminal Designs
Shielded terminal connections are usedon aviation spark plugs to prevent radiointerference by the engine ignition system.The current industry standard is the all-weather 3/4"-20 spark plug, althoughsome engine models are still equippedwith 5/8"-24 spark plug connectors. Westrongly recommend that these ignitionharnesses be modified and updated dur-ing engine overhaul to accept the im-proved all-weather spark plug.
The all-weather design uses an improvedterminal seal with greater terminal wellinsulation that prevents entry of moisture.
Cold Type
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ElectrodeConditions
Normal erosion of spark plug electrodescan be expected because of the constantblasting effect of the high-voltage currentjumping the gaps and corrosive gases and
Electrode Wear Patterns
Normal Electrode Condition.
• Insulator tip gray, tan or light brown.
• Few combustion deposits.
• Electrodes not burned or eroded.
• Proper type and heat range plug forengine and service.
• Spark plug should be cleaned,regapped and tested beforereinstallation.
Fine Wire Electrode Massive Electrode
Normal Worn-Out Condition.
• Electrodes eroded by high-voltagesparking and by corrosive gasesformed during combustion to less than1/2 original thickness.
• More voltage needed to fire sparkplugs - often more than ignitionsystem can produce.
• Replace with new Champion aviationspark plugs.
Severe Worn-Out Condition.
• Excessively eroded center and groundelectrodes plus extensive necking offine wire ground electrodes indicateabnormal engine power or plugs longoverdue for replacement.
• Check fuel metering and magnetotiming.
• Discard spark plugs and check heatrange before installing new ones.
• Replace with new Champion aviationspark plugs in appropriate heat range.
high temperatures in the combustionchamber. However, excessive center elec-trode erosion is not normal, and shouldyou observe such erosion, check carefully
to determine if proper heat-rated plugs arebeing used. Also check whether enginetiming and operating procedures conformto manufacturer’s recommendations.
Other conditions that cause excessive electrode erosion are constant magneto-polarity firing and capacitance after-firing.
Electrode Wear Patterns
Constant polarity occurs with even-num-bered cylinder magnetos. One plug fireswith positive polarity, causing excessiveground-electrode wear, while the nextplug fires negatively, causing excessivecenter-electrode wear. Capacitance after-firing wear is caused by the stored en-ergy in the ignition-shielded lead unload-ing after normal-timed ignition.
Spark Plug Fired PositiveAdverse Ground-Electrode Wear
Spark Plug Fired NegativeAdverse Center-Electrode Wear
To equalize this wear, keep spark plugs in engine sets, placing them in trays identified by cylin-der locations. After servicing the plugs, rotate as indicated in the following illustrations.
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Electrode Conditions
Spark plug caddy layouts for four-, NOTE: Four cylinder engines equippedand six-cylinder opposed engines. Swap with single drive dual magneto fire withthe long-lead spark plugs with the constant polarity, therefore, it is notshort-lead plugs, as shown, at each re- necessary to rotate plugs to maintaincondition overhaul to equalize wear even electrode wear. You may wish tocaused by constant polarity and high rotate top to bottom to minimizecapacitance. deposit build up.
New REM37BY
Worn REM37BY
Compare typical wear patterns tonew REM37BY.
Center-electrode bottlenecking. Erosionadjacent to the ground electrode is the resultof electrical erosion and chemical corrosion.Replace with new Champion aviation sparkplugs.
Ground-electrode erosion. Groundelectrodes eroded to knife-edge pointedcondition. Replace with new Championaviation spark plugs.
REM37BY Electrode Wear
While providing excellent protectionagainst lead fouling, the projected corenose design on the REM37BY lends itselfto an unusual wear pattern. This wearcondition shown below constitutecriteria for spark plug replacement.
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Electrode Conditions
An engine’s spark plugs can reveal a lotof information about how the engine isrunning. Many times, examining theused spark plugs can be useful in diag-nosing the cause of engine roughness orother erratic engine operating conditions.In some cases, it may be that it is simplytime to change the spark plugs, but thetype of wear the plugs experience could
Carbon Fouling
Carbon fouling can be identified bysooty, black deposits indicating that thespark plug is operating too cold. Com-mon causes of carbon fouling can beboth fuel- and ignition-related.
Typical fuel-related causes to look for areover-rich fuel mixture, excessive idle orexcessive operation at closed-throttle idle.Other causes might be improper idlemixture setting or improper (too cold)spark plug application. Ignition-relatedcauses of carbon fouling include im-proper magneto timing, a failing lead orfailed spark plug.
After replacing the faulty spark plugs, andas an additional aid in cleaning up anypartially fouled plugs, increase engine
Oil Fouling
Oil fouling deposits appear as wet, blackcarbon deposits on the firing end. Oilfouling deposits are conductive at all tem-peratures and will cause plug misfiringunder all power conditions.
It is not uncommon to find this conditionin mild form on lower plugs of somehorizontal opposed engine models or inlower cylinders of radial engines. It maybe caused by oil draining by the pistonrings and collecting in the combustionchamber during extended engine shut-down periods. Such mild conditions canusually be cleared up by cycling the en-gine with slow increases of power untilmisfiring stops.
Lead Fouling
Under normal conditions, the leadoxybromide deposits from the tetraethyl-lead (TEL) of high-octane aviation fuelsform an even, fluffy coating ranging from
also reveal the cause of adverse cylinder-piston conditions.
When removing spark plugs from anaircraft engine, it is necessary to keeptrack of each spark plug’s correspondingcylinder number, so you’ll be able torelate any diagnosed problems back tothe appropriate cylinder. Mark thecylinder number on each plug or use
power slowly to normal magneto-checkpower and hold for one minute beforemaking the magneto check. With a
Fine Wire Electrode
light tan to light brown in color. Adarkening of these colors near the coretip indicates adverse temperatureconditions. Mal-distribution of the TEL
Champion CT-446 pre-numbered sparkplug tray, placing each plug in the correctposition in the tray.
Some typical adverse conditions thatcause spark plug malfunctions are shownhere. For more detailed illustrations, referto the Champion check-a-plug card, FormAV-27.
satisfactory magneto check, idle theengine and check idle mixture for properadjustment.
Massive Electrode
engine condition of faulty rings, dam-aged piston or worn valve guides, maybe present, requiring corrective action.
Massive Electrode
causes severe lead fouling, whichappears as hard cinder-like globules oflead on the firing end, and in time willgradually fill the firing end cavity.
If the oil fouling condition is persistentlyrepetitious and is found on both sparkplugs of a cylinder, a possible adverse
Fine Wire Electrode
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Electrode Conditions
Fine Wire -Electrode Massive Electrode
The REM37BY Extended Core Nose spark plugdoes not prevent the accumulation of leaddeposits, but its design makes it capable offiring with severe lead deposit buildup.
Bridged Electrode GapsIn rare circumstances, free combustion corrected only by replacing the malfunc- Normally, the removed plug can bechamber deposits will lodge in, or bridge tioning spark plug with a serviceable unit. reconditioned for further use.the gap, as a fused deposit, shorting outthe spark plug. Such a malfunctioned Fine Wire Electrode Massive Electrodeplug will misfire at all powers in a mannersimilar to an oil-fouled plug.
To clear out small carbon particles lodgedin the gap, cycle the engine with slowincreases in power until the misfiringstops, as for mild oil fouling.
The bridged gap condition shownrepresents a gap bridged by a beadedlead globule. Such a condition will notclear up by engine operation and can be
Cracked Core Nose
Normal engine operation cycles thermal Fine Wire Electrode Massive Electrodeshock to the core nose, and insulatormaterials and designs are chosen toavoid core nose cracks from such thermalshock. However, occasional abnormalengine operation will exceed even thebuilt-in safety factors, resulting ininfrequent core nose cracking.
The typical cracked core nose conditionshown may be caused by impropercleaning or gapping procedures and bydetonation. These conditions arediscussed in detail elsewhere in thismanual.
Replace the malfunctioning spark plugwith a serviceable unit.
If not too severely fouled, removed sparkplugs can be reconditioned for further
use, but if severely fouled like theseshown, they should be scrapped.
Severely fouled spark plugs, like thoseshown here, will operate colder, causingmisfires, and will also misfire at higherpower because of the conductive natureof the deposits at elevated temperatures.
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Improper Gaskets
Aviation spark plug gaskets are manufac-tured to precise dimensions and materialstandards, based on the effective reach ofa spark plug as determined by its installedthickness. An ideal installation has thefiring end flush with the combustionchamber wall, with no plug threads or
Operating Data
Preignition
Preignition occurs when the combustioncharge is ignited ahead of the normal,timed ignition spark. Effectively, itproduces a condition of extremelyadvanced ignition timing. The hot spotcausing this advanced timing orpreignition, may be an overheated sparkplug, valve head or glowing combustionchamber deposits. Preignition can causeserious damage to the engine because ofthe extreme increase in cylinder combus-tion pressures and temperatures.
damaged when an engine has beensubjected to preignition. If damage hasresulted, follow the enginemanufacturer’s recommendations forinspection, damage correction andoperational protective procedures.
The cylinder-head temperature gauge willshow a rapid rise in temperature ifpreignition occurs in the thermocouple-connected cylinder. If it occurs in othercylinders, the only indication is engineroughness.
If you suspect that an engine hasoperated in preignition, remove all sparkplugs and inspect for possible damage.Often, combustion chamber parts such aspistons, rings, valves and guides are
Detonation
Detonation occurs during normal burningof the combustion charge with an abrupt,spontaneous burning or explosion of thebalance of the unburned charge aheadof the normal flame front. Detonationsubjects the combustion chamber toadverse mechanical shock pressures of
short duration, which do not cause anextensive rise in cylinder temperature.The effect of this mechanical shock willsometimes damage spark plug electrodesor crack the insulator core nose.
A mildly rough engine with audible knockindicates the presence of detonation. If
you suspect that an engine has beenexperiencing detonation, remove thespark plugs for inspection as soon aspossible and follow the enginemanufacturer’s recommendations forcause and correction.
Connector Well Flashover
The connector terminal transmits thehigh-voltage ignition system current tothe spark plug by providing a means ofdisconnecting, and reconnecting, theshielded spark plug from the ignitionharness.
As the electrode gaps increase fromnormal wear, the ignition system voltagesincrease, placing more stress on theinsulation in the connector terminal well.As the terminal well becomes dirty withmoisture or other foreign matter, theinsulation value of the connectorcontinues to decrease. Eventually,flashover of the ignition current will occurwhen the current tracks across thewidened gap, through the dirty terminalwell, to ground on the shell.
In turn, flashover can cause the sparkplug to misfire in an erratic manner that isdifficult to isolate. If caused by moisture.
the engine may be difficult to start, butthe misfiring may fully or partially cease asthe engine warms up. Spark plugs withdirty connector wells are likely candidatesfor flashover and should be replaced withserviceable units. Fully recondition andtest the removed plug before reuse.
Good, preventive maintenance is the bestway to guard against flashover. Cleanand inspect ignition harness connectorterminals and seal grommets, makingcertain that no moisture enters theconnector well through the seal grom-met. Any possibility of moisture is causefor inspection to isolate the source forpotential failure of the shielding lead.Even touching the terminals with yourfingers after cleaning could leave enoughsalt deposits from perspiration to attractmoisture and lose insulation value inservice.
To help avoid flashover problems, all-weather connector plugs with theirsuperior-sealing grommet are recom-mended. however, they will noteliminate the need for inspection andpreventive maintenance.
Some 5/8”-24 ignition systems have 1”terminal sleeves and no seal grommets.To improve flashover protection, modifysuch ignition systems with the 9/16”terminal sleeve and silicone rubberterminal sleeve grommet.
cylinder bushing exposed to combustiongases. Exposed threads can become hotspots for initiating preignition.
Use and installation of proper gaskets areessential to reliable engine operation.Two gaskets or a non-standard thingasket will expose the threads, contribut-
ing to preignition. Use of new gasketsensures a tight, gas-sealed plug. A gasleak at the installation gasket can causehigher-than-normal operating tempera-tures, also contributing to the possibilityof preignition.
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Installation Procedures
Preinstallation
Even though electrode gaps are preset tomanufacturer’s specifications, it is goodpractice to spot-check gap settings toensure that they have not changedduring shipment or handling.
Gaskets
Always install both new and recon-ditioned Champion aviation spark plugswith a new copper gasket. Championgaskets are manufactured to prevailingmilitary and commercial aircraft standardsto ensure proper seal and heat transfer.New spark plugs are packaged with anew gasket. The new gasket numbersshown are available for reconditionedspark plugs.
GasketsM-67418mm Solid CopperM-67718mm Folded SteelN-67314mm Solid Copper
CAUTION: Thermocouple gaskets, when used,should be carefully removed from the spark plugswithout damaging or breaking the thermocouplewire leads. Usually only one thermocouple gasket isused on an engine, and no regular gasket is requiredon this particular spark plug.
Anti-Seize Compound
Apply anti-seize compound sparingly tothe firing end threads but never to thefirst thread, to prevent the material from
running onto the electrodes. Anti-seizecompound can cause the spark plug tomisfire if it contacts the electrodes.
Applying anti-seize compound.
CAUTION: Never apply anti-seize compound to the
terminal threads of the shielding barrel.
Installation
Correct Socket Tools
Use the correct tools for installing aviationspark plugs to prevent spark plug dam-age during installation and to ensureproper operation. Always use a six-pointsocket such as the Champion CT-907 toavoid damage to spark plugs. As shown,12-point sockets can contact the terminalthread area and damage the threads.Enough side pressure exerted on theshielding barrel can crack the insulator,causing the plug to misfire.
Spark Plug Installation
Always visually check the spark plugsbefore installing them. Check the firingend for ceramic cracks or foreign matter,and inspect the condition of the threads.Never install a spark plug that hasbeen dropped. Throw it outimmediately.
Install only one new gasket on the sparkplug before inserting it into the cylinderhead. When a thermocouple gasket isused, no other gasket is required.
Tightening spark plugs with torque handle.
Turn the spark plug by hand into thecylinder head to within one or twothreads of the gasket. If this is not pos-sible, the cylinder head threads needcleaning. Remove deposits from thecylinder head threads with a threadclean-out tool until hand tightening toone or two threads of the gasket is pos-sible. Using the proper-size deep-socketwrench with a torque-indicating handle,tighten the spark plugs to the torquelimits specified by the engine manufac-turer.
Avoid over-tightening to prevent damageto the spark plug and bushing. If atorque-indicating handle is not available,use a handle no more than 10 in. long.
NOTE: 14mm spark plugs should betorqued at 20-25 ft.-lb. (240-300 in.-lb.).
CAUTION: To prevent possible internal cracks to theinsulator, always support socket and wrench toensure against putting side loads on the spark plugshielding barrel.
Engine Manufacturer Ft.-lb. In.-lb.
Teledyne Continental 25-30 300-360
Textron Lycoming 35 420
Pratt & Whitney Aircraft 25-30 300-360
Wright Aeronautical 35-40 420-480
Spark PlugConnector Installation
The key to successful installation of theconnector onto the spark plug is keepingeverything clean and dry.
• Handle terminal sleeves only with clean,dry hands.
• Before installing the connector, wipe itwith a clean, lint-free cloth moistened inmethylethylketone, acetone, woodalcohol or naphtha.
• Inspect all terminal assemblies andreplace those showing evidence ofmechanical or electrical failure. (If DowCorning Compound is to be used, seenext section now.)
• Make certain that the inside of the sparkshielding barrel is clean and dry.
• Without touching the connector orspring with the fingers, insert the assem-bly in a straight line with the spark plug.
Correct IncorrectCT-907 Socket Socket Type
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Installation Procedures
• Screw the connector nut into placeuntil finger-tight.
• Tighten an additional 1/8 turn with theproper wrench, as shown. Damagedthreads or cracked shieldingbarrels may result if the connectornuts are over-tightened.
• If an open-end wrench is used, avoidexcessive side load while tightening.
• Where an unshielded ignition system isused, inspect the cable connector forcleanliness and good mechanicalcondition. Then wipe the exposedinsulator with a clean, dry cloth beforeattaching the terminal to the sparkplug.
• Check the security of the connectorwith a light pull; use safety wire ifrequired.
Connectors and spark plugs can be damagedby careless installation.
Using Leadmaster T-Handle wrench.
Using Leadmaster straight-handle wrench.
Proper application is essential tonormal spark plug life. It is unlikelythat a Champion Aviation harness willever require a lubricant for installation.
A clean dry connection is stronglyrecommended. For the technician whoinsists on using a lube, we have foundthat Dow Corning DC 3452 Compoundonly can be used with 5/8”-24 sparkplugs. Apply a thin coating with a cleanbrush or cloth to the clean connector.Remove any compound from theshielding barrel threads to ensure anadequate electrical bond between thespark plug and the shielded lead.
Do not apply DC3452Com-pound with the fingers and donot place any quantity ofcompound in the spark plugbarrel.
CAUTION: DC 3452 Compound may beused on silicone connector materials as wellas on neoprene.
Removal ProceduresShielded Terminal Connectors
To remove shielded terminal connectors,loosen the elbow nut with the appropri-ate size crow foot or open-end wrench.Pull out terminal sleeve assemblies in astraight line to avoid damaging either thewire, terminal sleeve or barrel insulator.
Unshielded Terminal Connectors
To remove unshielded terminal connec-tors, carefully pull them off the spark plugterminal. If the ignition cable connectorsare safety-wired to the plug terminal, cutthe safety wire before removal.
Spark Plug Handling
Loosen spark plugs with the proper sizedeep-socket wrench by seating the socketsecurely on the spark plug hex. Do notcock the wrench, because damage to theinsulator or connector threads couldresult. Do not use an impact wrench.
See the chart on page 11 for wrenchsizes required to remove Championaviation spark plugs. Always use a six-point socket, such as Champion CT-907aviation spark plug socket, to avoiddamage to spark plug.
Place removed spark plugs in spark plugtrays to make handling easier and tominimize danger of damaging electrodes,threads and insulators. Be sure toremove the gasket with each spark plug.It is good practice to remove spark plugsin pairs from each cylinder and to placethem in the tray by cylinder number. Thispre-numbering system will simplifytrouble-shooting should one or morespark plugs in a set be noticeablydifferent in firing end appearance.
Removing Terminal in a Straight Line
Removing Spark Plug
Champion CT-446 spark plug tray.
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Cleaning the Firing End
Model 2600A Vibrator/Cleaner
The Champion Model 2600A vibrator/cleaner for aviation spark plugs is specifi-cally designed to remove heavy leaddeposits which are difficult or impossibleto remove from the firing end of the fine wireand massive electrode plugs with stan-dard abrasive blast cleaning.
Each Model 2600A vibrator/cleanercomes equipped with accessories forcleaning fine-wire and two-electrodeplugs.
ReconditioningService
Successful reconditioning service ofaviation spark plugs results in a sparkplug possessing the following characteris-tics.
• Firing and terminal barrel ends withthe cleanliness equivalent of a newspark plug.
• Mechanically sound.
• Sufficient electrode material for an
additional service period. Discard anyplug with electrodes worn beyondhalf their original thickness.
• Satisfactory electrode contours.
• Properly gapped electrodes.
• Electrically sound, based on passingprescribed tests.
• Properly stored and handled.
Preliminary inspection of all spark plugsshould be made before servicing toeliminate those obviously unfit for furtherservice. Discard all spark plugs with anyof the following defects.
Shell hex mutilated.
Ceramic in the firing end orshielding barrel chipped orcracked.
Connector seat and/or threadsat top of shielding barrel badlynicked or corroded. Terminalbarrel sleeve cracked.
Terminals on unshielded sparkplugs badly worn., burred ordamaged.
Electrodes toobadly worn topermit satisfac-tory regapping.
Threads on shell badly nicked,damaged or corroded
Degreasing
The recommended method of degreas-ing spark plugs is the solvent method,using synthetic or petroleum solventssuch as Stoddard Solvent or Varsol. Donot use carbon tetrachloride. Do notsoak spark plugs in solvent and keepsolvent out of the shielding barrel.
CAUTION: After degreasing, dry all plugs with an airblast. Any oil or solvent present in the firing end orconnector well of the spark plug will cause packingof abrasive between the shell and the insulatorduring abrasive blasting.
Operating Instructions
• Install proper cutter head and alignfiring end of plug. Move the cutterblades past the ground electrodes intothe firing end cavity. To allow thecutter blades to pass freely betweenthe ground electrodes, one or moremay require finger-bending adjust-ment.
• With moderate pressure, hold the plugin line with the cutter blades. Firmlydepress the cleaner switch with theother hand.
• Lightly work the plug against the cutterblade with a right-left rotating motion.The vibrating action will release theloosened lead deposits through thefiring end of the plug. Do not forcethe plug against the cutter – fastestcleaning is accomplished with theblades picking at the deposit surface.
• After the deposits are removed, use anabrasive cleaner to complete the clean-ing process and ensure that all conduc-tive material has been removed fromthe ceramic insulator.
Tools
Satisfactory reconditioning of spark plugscan be accomplished only with properand adequate tools. Champion offers acomplete line of required equipment forthis work. See the Champion aviationproducts catalog for details.
Preliminary Visual Inspection
14
S P A R K P L U G S
Cleaning the Barrel EndModel CT-475AV Cleaner/Tester
Cleaning barrel end with Model CT-475AVCleaner/Tester
Cleaning the Firing End (cont’d)Model CT-475AV Cleaner/Tester
Cleaning firing end with model CT-475AVCleaner/Tester.
ReconditioningService
CT-435A CT-435F
CT-435A AssemblyFine-Wire and Two-Electrode
CT-435FReplacement Cutter Blades. Fine quality, steel cutterblades are available for Model 2600A underChampion Part No. CT-435F.
CAUTION: If you are cleaning a large number ofspark plugs in a small restricted area, wear a mask toprevent inhaling abrasive dust.
The CT-475AV requires P/N 91893Abrasive Compound, 15-ounce size.
• Select the proper size rubber adapterand secure in place with the hold-down cap.
• Insert spark plug into the rubberadapter and press red button labeledAbrasive Blast. Wobble the top of theplug in a complete circle for three tofive seconds.
• Continue wobbling action and pressblack button labeled Air Blast toremove abrasive particles from thespark plug firing end.
• Remove and inspect the spark plug. Ifcleaning is incomplete, repeat thecleaning cycle.
• Insert the barrel end approximately halfthe length into the rubber adapter andpress red button labeled Abrasive Blast.Rotate the plug for three to five seconds.
• Pull the spark plug up until barrel threadsrest against the rubber adapter. Con-tinue rotating action and press the blackbutton labeled Air Blast to remove abra-sive particles from the barrel end.
• Remove and inspect the spark plug. Ifcleaning is incomplete, repeat thecleaning cycle.
• Do not attempt to removeterminal contact screws.
Cleaning Terminal Well
Solvent Method
Clean shielding barrel insulators with acotton or felt swab saturated with Stod-dard Solvent, wood alcohol or methyleth-ylketone. Do not use carbon tetrachlo-ride. Swabs should be approximately5/8” x 1” x 3/16” in size and should proj-ect slightly beyond the end of a slottedholder to safely clean the terminal contact.Do not use a metal brush for cleaning.
Other MethodsIf solvent alone does not remove stainsfrom the barrel insulator, you may useabrasives such as Kennecott Corporation’sAloxite (325 mesh sieve fineness), BonAmi or finely powdered flint.
• Dip the swab in the solvent and thenin the abrasive. Scrub the barrel insula-tor with a twisting motion longenough to remove the stains.
• Wet a second swab with solvent onlyand clean out all residue. Then blowout the shielding barrel.
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S P A R K P L U G S
ReconditioningService
Cleaning Connector Seats
Connector seats may be cleaned with fine-grained garnet or sand paper.
Clean the connector seat located at thetop of the shielding barrel to ensure asatisfactory seal and shield bond whenthe ignition lead is installed.
• If solvent alone does not remove dirtand rust from this chamfered surface,use fine-grained garnet or sand paper.Do not use emery paper.
• Hold the spark plug in a partiallyinverted position to prevent abrasiveparticles from entering the shieldingwell.
• After cleaning, thoroughly blow outthe shielding barrel with an air blast.Examine the shielding barrel for cracksand discard those plugs showingevidence of damage.
Firing End Inspection
Inspecting firing end.
Use a suitable inspection light. A lightedmagnifier is an excellent aid in makingthese examinations.
• The firing-end insulator must bethoroughly clean.
• Shielded spark plugs must also havethoroughly clean terminal wells.
• Spark plugs must be thoroughly dry toeliminate all traces of solvent.
Cleaning the Threads
Cleaning threads with a rotary brush.
Clean the threads on the shell andshielding barrel with either a wire handbrush or a power-driven brush.
• Inspect the threads for condition andsize with a suitable ring gauge. Slightlydamaged threads may be restored to asuitable condition by using a #2 three-cornered file.
With a wire hand brush.
• Plugs with badly nicked threads shouldbe discarded to avoid damaging thecylinder-head bushing.
Do not wire brush firing end.
CAUTION: If using power-driven brush, do not usewire size exceeding 0.005” diameter. NEVER BRUSHTHE INSULATOR OR THE ELECTRODES. Wirebrushing the electrodes will cause the metal to flow.Wire brushing will cause side pressure on the noseinsulator tip. This may result in hairline cracks thatcould develop into insulator tip fractures. A fracturedinsulator can cause preignition and piston burning.
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S P A R K P L U G S
Gap-Setting Toolsand Procedures
Gap Setting
All spark plugs should be cleanedthoroughly before setting the gaps.Tools and methods used to set spark pluggaps will vary with electrode configura-tion.
In all gap-setting procedures, neverbend the center electrode and neverapply pressure to the ground elec-trode with feeler wire gauge, be-
cause this will fracture the ceramicmaterial. Always use round wire feelergauges of the GO and NO-GO type formeasuring gap spacing.
Champion recommends the same spark pluggap settings as new plugs, specified in theChampion Aviation Products Catalog.
Correct
Incorrect
CT-482 Erosion Gauge
This gauge eliminates the guesswork inidentifying a spark plug that should bereplaced. It has been calibrated to allowinsertion of properly gapped worn plug(see pg. 6).
Gap the spark plug to 0.016. If electrodeenters the center hole from the cham-fered side, remove the spark plug fromservice.
Operating and MaintenanceProceduresModel 2500 A Tool
Since the Champion Model 2500A gap-setting tool adjusts two electrodes simul-taneously, it is particularly useful for high-volume gap-setting requirements. Thistool easily adjusts four-electrode N Typeand two-electrode E Type aviationspark plugs.
Operating Instructions
• With the stationary finger retracted andthe adjusting lever reversed, insert thespark plug into the upper collet bush-ing. Align the centering bushing overthe spark plug installation threads.
• Rotate the lower collet, adjusting bush-ing clockwise or counter-clockwise untilthe firing end of plug is flush withcentering bushing.
• Swing the stationary finger onto thespark plug and turn the plug until thefinger aligns with the electrode.
• Insert the proper spacing gauge verti-cally between the electrode gap open-ings. Holding the gauge in position,move the adjusting lever forward untilthe toggle arm meets the electrode.Exert moderate pressure on lever, mov-ing electrodes to the prescribed gap.
• Reverse the adjusting lever. Withdrawthe spacing gauge and remove plug.
For N Type, rotate spark plug 90 degreesand repeat above procedure.
Maintenance Procedures
The Champion Model 2500A gap-settingtool requires minimum shop mainte-nance. However, like all shop tools, itshould be kept clean and be lubricatedperiodically for most efficient operation.
• Lubricate the adjusting levers andfingers with light machine oil.
• Clean and lubricate the upper colletbushing and frame collet bearing sur-face with a light grease or Championthread lubricant, part no. 2612, asrequired. It is important that the colletfloat freely in the frame at all times.
• Cover the gap-setting tool when notin use.
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S P A R K P L U G S
Gap-Setting Toolsand Procedures
Gap Setting with ModelCT-415 Tool
The Champion CT-415 gap-setting tooladjusts two-electrode E Type and four-electrode N Type, both short- and long-reach spark plugs.
• Adjust gaps by applying pressure onthe ground electrode only.
• To avoid the possibility of fracturing theinsulator ceramic, always remove thewire feeler gauge while actuallyadjusting the gap.
Do not attempt to open gaps that are tooclose. Spark plugs with gaps accidentallyset too closely over 0.004” less than rec-ommended) require special attention andwork. Request instructions for this specialwork from Champion aviation servicedepartment.
Setting one gap at a time with Model CT-415.
NOTE: Use GT-204 Adapter (cadmium plated) for gap-ping 18mm spark plugs. Use GT-208 Adapter (gun met-al blue) to gap REM37BY spark plug.
Gap Setting with ModelCT-457 Tool
To gap fine-wire (platinum or iridium)spark plugs, use the Champion CT-457gap-setting tool. The spark plug can besupported in a vise-mounted socketwrench as shown, or hand held in place.
• Place gap-setting tool slot on theground electrode and carefully adjustthe gap, making sure not to disturb thecenter electrode.
• Check gap clearance with the Cham-pion CT-450 gauge. Setting should be0.015 GO and 0.019 NO-GO. Setting gap on fine-wire spark plug.
CAUTION: Do not bend iridium electrodes excessively.Iridium is a very brittle material and fractures easily. Itisn’t necessary to regap iridium plugs unless gap ex-ceeds .019.
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S P A R K P L U G S
Testing Toolsand Procedures
Testing Spark Plugswith Model CT-475AVCleaner/Tester
• Select the proper size steel adapter andinstall in test chamber. Finger tightenthe serviced plug into the compressionchamber.
NOTE: Air leakage at the adapter or spark plugthreads helps facilitate steady control of air pressure
and permits the exhaust of ionized air.
• Connect the high-voltage lead to theshielding barrel contactor. Insert inbarrel end.
• Press tester switch button and observespark jumping gaps satisfactorily. Opentester air valve until gauge indicates theproper pressure for the gap setting onthe plug being tested. Observe satisfac-tory spark.
Voltage required to spark the plug gap variesdirectly with the electrode gap opening andbomb test pressure. To ensure satisfactory plugoperation in the engine, the plug being testedshould spark steadily at the following gapsettings and their corresponding test pressures.
Electrode Gap Test Pressure (psi)
0.016 1350.019 115
Tester Calibration
• Set a new RJ12YC to 0.035”(0.9mm) gap.
• Install plug in the pressure chamber,increase the pressure until indicatorneedle reaches 125 psi.
• Adjust the voltage control on the
bottom of the electronic controlmodule just until the arc is extin-guished.
The unit is now properly calibrated forall plug testing.
NOTE: Champion recommends thiscalibration procedure at least once a year.
Preservation andStorageTo preserve reconditioned spark plugs,use a rust-proofing compound meetingthe requirements of Specification MIL-C-6529A Type III. Brush the compoundlightly on the shielding barrel and shellthreads of the serviced spark plugs.
Do not dip spark plugs in corrosion-preventive compound.
Package spark plugs carefully for lengthystorage or shipping to another location.You may use individual tubular cartonsfor packaging reconditioned spark plugs
equipped with new gaskets. If tubularcartons are not available, install newgaskets and thread protectors, wrapplug in waxed paper and place in anysuitable carton.
If you are storing large quantities ofspark plugs, place plugs in woodenboxes having suitable drilled partitions.Label all storage containers with theplug type and gap setting.
Champion recommends using venti-lated storage cabinets heated with an
ordinary light bulb for storing spark plugsover long periods of time. This storagemethod is particularly recommended fordamp, humid climates or near salt water.
“ALOXITE” is the registered trademark of Kennecott Corporation.“BON AMI” is the registered trademark of Faultless Starch/BonAmi Company.“CONTINENTAL” is the registered trademark of TeledyneIndustries, Inc.
“LYCOMING” is the registered trademark of Textron Inc.“ROLLS ROYCE” and “AVON” are the registered trademarks ofRolls-Royce PLC.“GENERAL ELECTRIC” and “GE” are the registered trademarks ofGeneral Electric Company.
“PRATT & WHITNEY” is the registered trademark of UnitedTechnologies Corporation.“VARSOL” is the registered trademark of Exxon Corporation.
ABRASIVE SHIELD94486
18 MMRUBBER ADAPTER92203
ABRASIVEBUTTON(RED)
SET92401 AIR-BLAST
BUTTON(BLACK)
18 mmADAPTER91096
SHIELDING BARRELCONTACTOR94783
SWITCH BUTTON92487
14MMRUBBER ADAPTER
9157ADAPTER
HOLD-DOWN CAP92463
COMPRESSIONGAUGE 94523
AIR CONTROLVALVE KNOB
COMPRESSIONCHAMBER
93330ADAPTER 14 mm
91299
VIEWING PORTIGNITION LEAD
19
S P A R K P L U G S
Design Features
Champion Aerospace’s full-pleat, resin-impregnated micronic filter media trapsall harmful particles, including metallicchips which result from abnormal engine
wear. Because the oil flows throughmany layers of locked-in fibers, there is nomigration of fiber material to clog engineoil passages or affect bearing surfaces.
19
Oil Filters
®
According to industry-approved tests, theChampion oil filter traps more dirt andharmful particles during its operatingtime than any other similar filter.
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Shorter Installed HeightShortened can height byapproximately 1/2", withno impact to the filtermedia’s performance.
Improved SpringReplaced old “leaf” springwith an improved coilspring design.
Thicker-Walled CanIncreased wall thickness forimproved structuralintegrity.
Stronger Center TubeRedesigned center tube foradded strength, withcollapse pressures morethan double the currentdesign.
New Inlet DesignChanged four-hole designto an eight-hole design forapproximately 30% greaterinlet flow area.
New Improved WrenchFlatsProvides: secure fit, propertorque, and easier removal.
Increased Lid ThicknessIncreased thickness ofseaming lid by approxi-mately 35%, which subse-quently provided for higherburst and impulse testing.
Improved BaseplateThreadReplaced cut thread with animproved rolled thread,without affecting tolerances
on the thread dimensions.
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O I L F I L T E R S
Aircraft EngineOil Filters
Champion oil filter elements and spin-onfilters are manufactured to meet orexceed the specifications in ARP 1400 B.These specifications define uniformparameters for the design, manufactureand testing of filters for general aviationlubricating oil systems for aircraft-typereciprocating engines. In addition,
Champion has been chosen as originalequipment supplier to both TeledyneContinental Motors and Textron Lycom-ing for all their reciprocating oil filterrequirements.
Specific operational, maintenance andinspection procedures for oil filters arecontained in aircraft and engine manuals.
We highly recommend their use to obtainspecific details that apply to the require-ments of any given model engine or air-craft. However, this service manualincludes some cautionary notes andguidelines which should be taken intoaccount when servicing reciprocatingengines.
Champion Full Flow Spin-On Oil Filters
LycomingCH48103-1 CH48104-1
ContinentalCH48108-1 CH48109-1
TCM No. 649922 TCM No. 649923
Lycoming and ContinentalCH48110-1 CH48111-1
Benefits of Efficient Engine OilFiltration
For all general aviation piston engines, thebasic purpose of an engine lube oil filter isto help supply a continuous flow of filter-clean oil to vital engine parts. Clean lubeoil of a type approved by the enginemanufacturer provides the best possibleprotection for engine parts during theservice life of the engine.
For maximum engine protection, the bestworking companion to engine lube oil isan efficient oil filter, free of harmfulcontaminants and performing its multipur-pose job of lubricating, sealing, coolingand cleaning. Engine lube oil performs all
of these functions best with full-flow, filter-cleaned oil.
• Lubricating. By maintaining a protec-tive film of lubrication between all fric-tional surfaces of vital engine partsunder all operating conditions.
• Sealing. By providing a film of heat-resistant lubricant between piston rings,pistons and cylinder walls necessary tomaintain proper compression andcombustion pressures, as well as protec-tion against harmful blow-by into crank-case sections.
• Cooling. Internal engine parts (pistons,rings, bearing surfaces) operating athigh temperatures are an essentialfunction of engine lube oil. Rapidtransfer of heat away from these inter-nal parts is increased by the aid of anexternally mounted oil cooler.
• Cleaning. A major function of lube oil isto keep engine parts such as oil lines,galleys, squirt jets, piston ring lands andoil holes clean and open. Some ap-proved engine lube oils even containspecial ashless dispersants to aid ininternal engine cleaning.
Oil Filter and ReplacementElement Design
Champion offers two types of oil filtercartridges to cover all existing aircraftpiston engine lube oil system applica-tions. Replacement elements serviceengine-mounted or line-installed filtersystems incorporating a permanenthousing assembly. And a modern spin-on oil filter contains the element incorpo-rating the valve mechanisms of anti-drainback valves and the pressure relief valve,sealed in a disposable housing.
Champion replacement elements aremanufactured to exact specificationsrequired by the housing assembly system.Important design features of Championaviation oil filters are described here.
CH48104-1
CH48109-1
CH48108-1CH48110-1
CH48111-1
CH48103-1
CH48103-1
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O I L F I L T E R S
Filter Media
The filter media is a Champion exclusivehigh performance resin-impregnatedcellulosic/glass fiber composite papermanufactured to rigid specifications toassure uniform density and porosity.Preforming, convoluting and high-temperature curing transform the basicstructure into a durable filter medium thatresists heat, shock and oil chemicals. Thefilter medium provides both surface andscientific depth filtration, because the oilflows through many layers of locked-infibers. No migration of filter material ispossible, so engine oil passages remainclear, and bearing surfaces are notaffected.
Dirt-Holding Capability
Advancements in design and materialsin aviation oil filter manufacturing haveproduced a superior filter element atChampion Aerospace. Our own labora-tory-controlled comparative tests,conducted in accordance with estab-lished filter industry test procedures,have shown that the Champion oil filtertraps and holds more contaminantsduring its normal operating life thanother similar filters.
Resistance to Collapse
The Champion Aerospace design, with acorrugated, steel center tube supportingeach convoluted pleat of the filter media,results in a collapse-pressure ratingapproximately twice that of other similarfilters. Substantially higher, this ratingoffers a significant extra margin ofprotection from failure under cold-startconditions.
Champion Spin-On Oil Filters
Champion spin-on oil filters contain thesame high-quality high-performanceelement, without perforated wrapper, asour other oil filters – plus these design andperformance features.• Wrench pad with 1’ hex, spot-welded
to case, handles torque pressures farbeyond normal removal or installatonrequirements.
• Tough steel case provides exceptionalstrength to resist the high oil pressureswhich occur during cold engine starts.Meets or exceeds engine manufacturerspecifications.
• High performance resin-impregnatedcellulosic paper is manufactured torigid specifications, assuring uniformdensity and porosity. The high qualitymedia is preformed, convoluted andcured at a controlled temperature toform a durable, heat shock- andchemical-resistant filter medium. Itprovides both surface and scientificdepth filtration because the oil flowsthrough many layers of locked-in fibers.Filter material cannot migrate to clogengine oil passages or affect bearingsurfaces.
• Heavy, corrugated steel center tubesupports each convoluted pleat of thefilter element and produces a substan-tially higher collapse-pressure rating,twice that of other similar filters.
• Maximum full-flow design, withoutinterference from center-bolt oil filterassemblies, provides increased oilfiltration each engine operating hour.
• Heavy-duty steel mounting plate iscemented, spot-welded and crimpedto case. Even under abnormal oiltemperatures and pressures, thisprimary, standard part of the filterassembly ensures freedom fromtroublesome oil leakage when the filteris installed according to the instructionsprinted on the case.
Shorter Installed HeightShortened can height by approxi-mately 1/2", with no impact tothe filter media’s performance.
Improved SpringReplaced old “leaf” spring withan improved coil spring design.
Thicker-Walled CanIncreased wall thickness forimproved structural integrity.
Stronger Center TubeRedesigned center tube foradded strength, with collapsepressures more than doublethe current design.
New Inlet DesignChanged four-hole designto an eight-hole design forapproximately 30% greaterinlet flow area.
New Improved Wrench FlatsProvides: secure fit, proper torque, and
easier removal.
Increased Lid ThicknessIncreased thickness ofseaming lid by approximately35%, which subsequentlyprovided for higher burst andimpulse testing.
Improved BaseplateThreadReplaced cut thread with animproved rolled thread,without affecting toleranceson the thread dimensions.
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22
O I L F I L T E R S
CH48103-1
Aviation Engine OilFilters
Lycoming Replacement FiltersChampion spin-on oil filters, CH48103-1and CH48104-1, are designed to replaceoil filter element housing assemblies in
Lycoming engine models TIO-541, TIGO-541 and direct-drive engines that havethe die-cast accessory case with single-
drive dual magneto. One exception isthe 0-320-H2AD engine which usesLycoming Filter Kit #LW-14969.
Models TIO-541 and TIGO-541. Models with Single-Drive, Dual Magnetos.
NOTE: Do not use flat gasket which accompanies element kit.
CH48922 (54E23093) Spin-OnOil Filter Converter Kit.
NOTE: Replace gasket anytime converter plateis removed. Textron Lycoming now supplies the
converter kit, formerly sold under Championpart no. CH48922. This kit is now available from
your Lycoming distributor under part no.54E23093.
CH48211Converter Gasket
CH48212Converter Stud
CH48210Converter Plate
CH48104-1
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O I L F I L T E R S
Aviation Engine OilFilters
Semi-Depth Type Filters
All Champion Aerospace oil filters areclassified as semi-depth types. Theyincorporate exclusive construction designfeatures to provide the advantages of afull-flow engine oil filtration system underall engine operating conditions.
A semi-depth type oil filter combines thefiltration functions of surface- and depth-type filters. The most popular semi-depthtype oil filter incorporates convoluted orpleated paper filter media. This filtermedia is manufactured within closelycontrolled specifications to ensureefficient performance and uniformproduct quality.
The filter media is usually resin-coated toimpart special characteristics such asstrength and resistance to water andtemperature. Strength is especiallyimportant during cold engine starts. Thefilter element experiences literallythousands of pressure differential cyclesduring its life. During pressure pulsationsof the lubrication system resin impregnat-ion provides desirable pore structurerigidity to retain media pore size andmaintain filtering efficiency through flow-fatigue resistance.
Oil Filters Element Removaland Installation InstructionsHousing Removal
• To remove filter housing from adapter,cut and remove safety wires, loosenthe hex head screw (1) and turn theentire housing counterclockwise.
• Remove nylon nut (8) which securescoverplate (6).
• Remove coverplate (6) from case (3).
• Remove hex head screw (1) fromcase (3). Push on threaded end ofscrew and pull out on screwhead side.
CAUTION: Do not mar or damagethreaded end of screw.
• Remove and discard used filterelement (4).
NOTE: Old filter element may be in-spected at this time by removing theouter body wrapper and observing thetype of contaminant in the paper pleatslike wear particles or metal chips. Suchinspection may help define potentialoperating problems.
• Discard used rubber gaskets (5,7) andcopper gasket (2).
NOTE: Do not reuse old gaskets.Replacement kit contains new gaskets.
Cleaning and Lubrication
• Wipe clean all remaining filter housingparts and the aircraft adapter.
• Lightly oil rubber grommets in the newfilter element (4), new copper gasket (2)and new rubber gaskets (5,7) withclean oil.
Assembly
• Place new rubber gaskets (5,7) in thecover (6) and seat properly.
• Insert screw (1) through new coppergasket (2) into filter case (3) and standupon screw head.
• Carefully push element (4) overscrew (1) into case (3) until bottomed.
• Place cover (6) over case (3) andthread on the nylon nut (8) by hand.
NOTE: When the nylon nut is properlythreaded onto the screw, it will notprotrude above the metal surfaces of thecover. Do not use pliers or wrench.
CT-921 Torque Wrench
Oil Filter Installation and Removal
The one-inch ratchet can be used forinstallation of Spin On Champion OilFilters. The CT-921 is also a torque wrenchcalibrated to the recommended installa-tion torque of 17 foot-pounds. The torquewrench can be easily recalibrated.
24
O I L F I L T E R S
Aviation Oil Filters
Assembly (con’t)
• Install housing on engine adapter byturning the entire housing clockwiseuntil the gasket (7) seats against theadapter.
• Torque the screw (1) according toapplicable values provided at right.Always use a torque wrench andtighten the screw to the specifiedtorque.
• Check the gasket (7) for circulardistribution around the edge of theadapter. If not properly distributed, thegasket may have become unseatedduring assembly and must be replaced.
NOTE: Do not use a gasket which hasbeen unseated, since it is damaged andcannot be reused. A close check of theadaptor for warpage due to overtighten-ing is a must.
• Check for leakage by starting andwarming up the engine. Observe theareas around the gasket seal to theadapter and the screw seal to thehousing. Turn off the engine andrecheck the screw torque for required
value as shown previously. The filterhousing holds about one quart of oil.Check oil level.
• Complete assembly by safety-wiring thescrew (1) to the case (3) and thecase (3) to the adapter or engine.
NOTE: If spare copper gaskets or rubbergaskets are required, they may beobtained by ordering Gasket Replace-ment Kit PN CFO-205, which includes:
Filter TorqueHousing Manufacturer Ft./Lb. In./L.b
OF-71-A AC 20 to 25 240 to 300
OF-7-A AC 15 to 18 180 to 216
1250406-1 Cessna 15 to 18 180 to 216
OF-81-A AC 20 to 25 240 to 300
OF-8-A AC 15 to 18 180 to 216
OF-9-A AC 15 to 18 180 to 216
C-294505 Cessna 20 to 25 240 to 300
NOTE: # of Turns Approximately = # of Ft./Lb. of Screw
1-5/8 to 1-3/4 15 to 18
1-3/4 to 1-7/8 20 to 25
Description Part No.
Copper Gasket (2) CFO-240
Flat Rubber Gasket (5) CFO-203
Square Rubber CFO-202Gasket (70
Bypass Filter System
Most new aircraft engines are equippedwith, or have provisions to accept, a full-flow type oil filter system. However,some older model engines do not havethese provisions. Instead, they have a
bypass system sometimes known as apartial-flow system.
The partial-flow bypass system filters onlyabout 10% of the oil through the filtering
element, returning the filtered oil directlyto the sump. Therefore, as shown here,the oil passing through the enginebearing is not filtered oil.
25
O I L F I L T E R S
Aviation EngineOil Filters
Full-Flow Filter System
Champion oil filters are designed for afull-flow oil system. This system positionsthe filter between the oil pump and theengine bearings, thereby filtering thecontaminants from the circulated oilbefore it passes through the bearingsurfaces.
All full-flow systems incorporate apressure-relief valve, which opens at apredetermined differential oil pressureTherefore, should the filter becomeclogged, the relief valve will open,allowing the oil to bypass and preventengine oil starvation.
Oil Filter Sludge Inspection
Inspection of engine sludge trapped inspin-on oil filters has been recommendedpractice for many years. Service engi-neers of engine manufacturers, oil com-panies and licensed aircraft mechanicsrecognize the valve of visual inspection tohelp determine if internal engine wear ormalfunction has occurred through in-spection for metal or other contaminantswithin the engine oil system.
CT-923 Oil Filter Can Cutter
The Champion CT-923 Oil Filter Can Cut-ter is a useful tool for opening spin-onfilters without introducing foreign mate-rial into the filter. Use the following rec-ommended procedures to inspect full-flow oil filters.
• Remove the filter from the engine andplace it on a drain tray. Allow oil todrain through a clean cloth to deter-mine if foreign material drains from thefilter.
• Using the Champion CT-923 Can Cut-ter, open the filter as shown here.
• Using a clean plastic bucket containingapproximately one pint of clean Varsol,swish the filter element around in theVarsol to loosen entrapped metal orother contaminants.
• Using a clean magnet, work the mag-net around in the Varsol. Ferrousmetal particles in the solution shouldadhere to the magnet for inspection.
• After all ferrous metal particles have beenretrieved with the magnet, pour theremaining Varsol through another cleanshop rag, and any nonferrous metalsshould be detectable in bright light.
Slightly tighten cutter bladeagainst filter and rotate 360°.Repeat operation untilmounting plate sectionseparates.
Lift mounting plate to exposecomplete filter media forinspection.
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O I L F I L T E R S
Have you ever had a filter that appears to be “BLOWN UP”? Looks like a balloon or the gasket is protruding from thebase of the filter? Often the deformed filter is the only sign that a problem existed in the lube oil system.
The first thing you want to blame is the filter. However, if the pressure was sufficient to blow out the gasket or unrollthe lockseam, the pilot may have experienced immediate and costly problems. This should be considered a non-airworthy condition.
A look at how a lube oil system functions will show that the oil pump creates oil pressure. A pressure-regulating valvecontrols the upper limit of this pressure, which is usually an integral part of the pump.
Figure 1 is a simplified diagram of the lube oil system showing the pump, regulating valve, filter and bearings.
Over Pressurized Lube Oil Filters
The oil pump supplies sufficient flow to lubricate the bear-ings and other moving parts of the engine. This oil must beunder pressure if it is to properly separate the highly loadedparts of an engine and prevent excessive wear. The purposeof the regulating valve is to provide a constant pressure forthe system.
The regulating valve consists of a ball or plunger, whichregulates pressure with the aid of a spring. The spring iscalibrated so that the plunger will lift off its seat when theoil pressure reaches the desired setting. Once the valve isopen, the pressure remains fairly constant with only smallchanges occurring as the engine rpm varies.
The filter and all other components in the oil system aresubjected to the pressure established by the regulating valve.If this pressure is excessive, filter damage may occur. This is
the point that many mechanics that are not familiar with lubesystems fail to realize. Just remember any blockage in thesystem can also send the pressure beyond what the filter canstand which is rated at 400 psi. Burst.
Figure 2 shows the system operating with the regulating valvestuck in the shut position. Under this condition the pressurewill build up in seconds and unless something happens torelieve the pressure the filter will become the victim and notthe cause. With a high spike of pressure the gasket will blowout or the lockseam will unwind as the pressure increases.
In conclusion, if a filter distorts due to overpressure in the system, the fault might be theregulating valve Not the filter
Courtesy of Filter Manufacturers Council
NORMAL PRESSUREFIG. 1
Bearings
Spin-On Filter
Pressure RegulatingValve
in Open Position
Pump
Excess Oil
Bearings
Spin-On Filter
Pressure RegulatingValve Stuck
in Closed Position
Pump EXCESSIVE PRESSUREFIG. 2
27
S P A R K P L U G S
Supplemental InformationWhenever possible, Champion Aerospaceissues technical bulletins, providing moreinformation on changing conditionswithin the aviation industry as they relateto reciprocating engines. Copies of thesebulletins are available upon request from;
Champion AerospaceProducts Support Department
P.O. Box 686Liberty, SC 29657
864-843-5400www.championaerospace.com
You are also encouraged to contact thisdepartment for assistance on anytechnical problem that may arise.
FAA-Repair Station(IZMR441L)
Current/Discontinued Aviation Spark Plugs
CURRENT PLUG TYPES DISCONTINUED PLUG TYPES
18mm 1/2” Reach: M40J* AY4M40E M42E, M41N, D41N, C27, C26REM40E EM41E, EM42E, ED41N, C27S, C26S,
REM39N, RED39N, RC26SREM38E REM37N, RED37N, R25SREM38S REM38P, REM38W
RMH40E HM41ERHM40E RHM39N, RHD39NRHM38E RHM37N, RHD37NRHM38S RHM38P, RHM38W
18mm 13/16” Reach: REB37E REB37N, REA37N, R37S-1, RC35S, C35SREB36S REB87N, REA87N, REB36W, R819, H014SREB32E REB32N, REA32N, R56S, RC34S, C34S- REB29N, REA29N, R33SRHB37E RHB38E, RHB37N, RHA37E, RHA37N,
RHB87N, RHA87N, R119, R115RHB32E RHB32N, RHB33E, RHA32E, RHA32N, R111RHB29E RHB29N, RHA29E, RHA29N, R103RHB36S R214D, RHB36P, RHB36WRHB32S RHB32P, RHB32W- RHB27P- RHB27W
18MM 1 1/8” Reach: RHU32E RHU37ERHU27E RHU30P, RHU30W
14MM 3/8” Reach: REJ38 C10S4, 78SNON-SHIELDEDUNAVAILABLE J43, AJ66
14MM 1/2” Reach: RHL27SA* HL26P/HL601P*RHL28SA* HL31P/HL602P*REL37B REL37W, REL38BNON-SHIELDEDUNAVAILABLE L34R, AJ10EL602YC EL601Y *Racing Spark Plug Only
14MM 3/4” Reach: REN30S
28
R E C I P R O C A T I N G E N G I N E S
®
Distributed by:
Printed in U.S.A. AV6R110420
AV6-R
Spark PlugsOil Filters
AviationServiceManual
