Nine steps

Nine steps.  That’s what the book says it takes to remove an engine.   What the authors neglected to mention are the 67 other steps required to complete the original nine. I’ve never been a huge fan of Continental aircraft engines or the way they are mounted in myriad aircraft.  They’re just complicated and difficult to work around.  The other major players, Lycoming,  have, in general, a much cleaner installation.  

My first foray into civilian aviation came in the early 90’s in Las Vegas (motto: If you live here, you’re not allowed to win).   I moonlighted at the only aircraft repair shop in Nevada.  The job lasted only a few months and started when some yahoo from Chevron, I believe, topped off an aviation gasoline storage tank with jet fuel.  Then they went and filled a whole heapin’ assload of private, piston-engined airplanes with this contaminated fuel.  Piston powered airplanes have engines like the one in your car.  It doesn’t run well on diesel fuel if it’s designed to run on unleaded.  Jet fuel is basically diesel fuel with a few extra things added to keep it from freezing at high altitudes.  The shop I worked in ended up with a lot of these engines and we got to tear them down and rebuild them.  Almost all were Continentals.   

The nightmare that is the right engine on our Cessna 340 is a Continental.  I mentioned a few days ago that I found an excessive amount of metal in the oil filter after cutting the filter open.  The decision was made to yank this engine off the airplane and send it back to the shop which overhauled it the last time.  Today was pull the engine day.  Except it took three of us 6 hours just to get the blasted thing disconnected from all the wires, hoses, cables, lines, and other extraneous bits and pieces.  It’s now at the point where we can lift it out of the mounts and crate it up. 

I do believe the air is still crackling and a bit blue around the right wing of that airplane…..


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