KITPLANES Firewall Forward: Spark Plug Maintenance

KITPLANES editor at large Paul Dye goes into detail on how to inspect and maintain conventional aircraft spark plugs in the latest installment of Firewall Forward, sponsored by Tempest Aero Group.
This series is sponsored by Tempest Aero Group - tempestaero.com/ Visit the KITPLANES website for more tips: www.kitplanes.com/firewall-fo...
#homebuiltaircraft #kitplanes #experimentalaircraft #eaa #tools #firewall-forward #aircraftengines #lycoming #continental #tempestaero

[@TreeGirlDesigns]

Thank you so much. As an uneducated female with an airboat I was totally overwhelmed with how to do this correctly. I feel so much more confident about doing it myself. Although I will definitely have to buy some new tools!! Thank you for being so descriptive and thorough on your explanations!! Love from Florida

[@lupo19047]

Can't thank you enough. Great episodes.

[@oltimer5544]

Thanks Paul, good info. I've been cleaning the plugs on my Franklin 165 (Stinson 108) for many years. I have one of those ATS spark plug cleaner/tester boxes, which makes me one of the most popular T-hangar rats on our airport. You can clean the plug and then check it firing under pressure and observe the spark. We Franklin engine owners cringe when an A&P unfamiliar with the Franklin 150/165 engines starts torquing on the spark plugs. They're 14 mm, and the Franklin cylinders have helicoil inserts. The specified torque from the service manual is 12 - 15 foot-pounds. I usually shoot for 180 in-pounds, with a fresh copper gasket. By the way, save the old gaskets because they can be annealed and reused.

[@lindsaylefaivre537]

Thanks , great Info

[@massimomelodia3670]

All I could go wrong....I did it...🤦‍♂🤦‍♂ But after your video everything will be different. THANKS !!!!!!

[@rtaggs8178]

Watch what the plug maker says about anti seize whether it is a plane, car, truck. Some do not want it on their plug threads due to killing conductivity. NGK is one maker who comes to mind that is against it.

[@user-rd6xn7ph1t]

Lycoming specifically says not to use graphite for anti-seize. They recommend the copper based anti-seize.

[@KitplanesMagazine]

We know. This is relatively new--and we've been using the graphite-based compound for many years. Even so, we asked why the change and haven't had an answer. This is a good reason to ask again.

[@johntipton2722]

I've never known any spark plug manufacturer that recommends 'anti seize' or any other lubricant, by the use of grease gives a gap between the two metal threads, hence possible gas leak ~

[@rv10flyer84]

That is what the copper sealing washer is for.

[@alemoncada]

luv it! Are Rotax spark plugs just the same?

[@carlosdeleon7620]

Thank you for your video. Can you link your torque wrench. It looks like a winner

[@KitplanesMagazine]

It's a Husky torque wrench (from Home Depot) that doesn't appear to be in the catalog anymore. It's similar to this one: www.homedepot.com/p/Husky-3-8-in-Drive-Electronic-Torque-Wrench-H3DETW/314020528

[@carlosdeleon7620]

@@KitplanesMagazine thank you very much.

[@ltlwalt]

Please use the applicable spark plug and/or engine Manuals to do this maintenance, not this video.
Besides, using the manual is required in the Regulations.

[@KitplanesMagazine]

Do you have specific examples of how this overview differs from recommendations in the manuals?

[@ltlwalt]

@@KitplanesMagazine He is demonstrating and working on a certified airplane. The regulations require that the mechanic have and use the current manufacturer's data. Experimental guys can do what they want. Where did he get the torque value, for instance. Lycoming? Continental? Champion? Tempest? You just tell everybody that
360 inlb is ok?

[@KitplanesMagazine]

@@ltlwalt Two things. First, he's not; that's a Glastar he's working on with an Experimental IO-340. Second, he's an A&P. And, in fact, the torque spec comes directly from Tempest for its spark plugs. (Guess that's a third thing...)

[@ltlwalt]

@@KitplanesMagazine So like I said, experimental guys can do it anyway they want.
Perhaps he should have mentioned that it was not a certified airplane right off, then near sighted guys like me wouldn't think it was a Cessna. He also should point out that there is a big difference in maintenance requirements for E-LSA and S-LSA aircraft. There was a controversy a ways back on the S-LSA manuals that went so far as to spell out who could do what work if you recall. So again, I think he should have at least referenced the use of the appropriate manuals. I am sure Mr. Dye is a competent A&P, but come on, I know many many A&P's that I would not let work on my bicycle. In fact, I know I.A.'s that don't know how to look up Type Data. I wish I was exaggerating.