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9/8/98 AC 43.13-1B plug. If desired, the use of anti-seize com- pound may be eliminated on engines equipped with stainless steel spark plug bushings or inserts. (5) Screw the plug into the cylinder head as far as possible by hand. If the plug will not turn easily to within two or three threads of the gasket, it may be necessary to clean the threads. NOTE: Cleaning inserts with a tap is not recommended as permanent dam- age to the insert may result. (6) Seat the proper socket securely on the spark plug and tighten to the torque limit specified by the engine manufacturer before proceeding to the next plug. CAUTION: A loose spark plug will not transfer heat properly, and during engine operation, may overheat to the point the nose ceramic will become a “hot spot” and cause pre-ignition. However, avoid over-tightening as damage to the plug and bushing may result. (7) Connect the ignition lead after wip- ing clean with a dry, lint-free cloth. Insert the terminal assembly into the spark plug in a straight line. (Care should be taken as im- proper techniques can damage the terminal sleeves.) Screw the connector nut into place until finger tight, then tighten an additional one quarter turn while holding the elbow in the proper position. (8) Perform an engine run-up after in- stalling a new set of spark plugs. When the engine has reached normal operating tempera- tures, check the magnetos and spark plugs in accordance with the manufacturer’s instruc- tions. 8-16. OPERATIONAL PROBLEMS. Whenever problems develop during engine operation, which appear to be caused by the ignition system, it is recommended that the spark plugs and ignition harnesses be checked first before working on the magnetos. The following are the more common spark plug malfunctions and are relatively easy to iden- tify. a. Fouling. (1) Carbon fouling (see figure 8-6) is identified by the dull black, sooty deposits on the electrode end of the plug. Although the primary causes are excessive ground idling and rich idle mixtures, a cold heat range may also be a contributing factor. (2) Lead fouling is characterized by hard, dark, cinder-like globules which gradu- ally fill up the electrode cavity and short out the plug. (See figure 8-6a.) The primary cause for this condition is poor fuel vaporization combined with a high tetraethyl-lead content fuel. A cold heat range may also contribute to this condition. (3) Oil fouling is identified by a wet, black carbon deposit over the entire firing end of the plug as shown in figure 8-6b. This con- dition is fairly common on the lower plugs in horizontally-opposed engines, and both plugs in the lower cylinders of radial engines. Oil fouling is normally caused by oil drainage past the piston rings after shutdown. However, when both spark plugs removed from the same cylinder are badly fouled with oil and carbon, some form of engine damage should be sus- pected, and the cylinder more closely in- spected. Mild forms of oil fouling can usually be cleared up by slowly increasing power, while running the engine until the deposits are burned off and the misfiring stops. Par 8-15 Page 8-11PDF Image | AFS-640
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