first owner oil change

M

muleywannabe

Pre-takeoff checklist
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Dec 30, 2013
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331
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Independence, Kansas
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Cherokee235
What additional items do you check for during the oil changes?

these steps I know:
take cowling off
bottom cowling off
drain oil
cut off safety wire and remove oil filter
cut oil filter to look for metal
install new oil filter and safety wire
close drain plug and safety wire
refill oil

any help and info or details would be awesome!
 
Sounds good......

Ps. While you are in there, might as well have a look at all the other stuff too..
 
N801BH said:
Sounds good......

Ps. While you are in there, might as well have a look at all the other stuff too..
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Ya I forgot to mention that, haha. I figured I would check all hoses and belts and look for any leaks or problems. also figured I would get her all waxed up and clean
 
For me the job is not finished without an appropriate log book entry. I log oil changes in the engine log book.
In my opinion a part of any maintenance is a maintenance flight and a post flight inspection.
For me this is three takeoffs and landings staying in the vicinity to the airport.
Afterward in the case of an oil change I remove the cowl and check for oil leaks and carefully inspect everything.
 
First, good for you to do it yourself. :yes:

Get yourself a flashlight and an inspection mirror and look over everything firewall forward. While the oil is draining it is a good time to really look things over. If you see anything that you are unsure about take a picture of it and ask your A&P or post it here. Look for cracks, lose stuff, etc. Maybe pull a plug or two and see what they look like. Good time to really get to know your bird.
 
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Consider doing an oil analysis......

A good check and clean up real good with everything off.
 
Take an oil sample and send to one of the analysis shops. I've been using Blackstone because the prvious owner also used Blackstone, so there's 20+ years of history on the engine. You need at least 3 samples, meaning samples at 3 oil changes, to get a good handle on the trend. A single sample, unless there's something drastically and catastrophically wrong with the engine doesn't really tell you much. It 's the trend of the chemicals and materials in the oil that describes what's going on in the engine.

Other things to have for an oil change- box of nitrile gloves. And a bucket to put the drained oil in if your airport recycles the oil or if there's some place you can take it for recycling. I use a 5 gal paint from big box hardware store with a cover. I get 2 oil changes before I need to take it to recycling.
 
And Blackstone will send you a couple sample kits n/c. Just call them. Also make sure to take the sample mid-stream. The post office charges a couple dollRs to send it first class. And a couple weeks later, you'll get an email with the pdf and followed by a mailed copy.

Having the samples show the trend and can alert you to something wrong, such as high iron or aluminum indicating piston and/or cylinder problems.
 
jbarrass said:
Consider doing an oil analysis......

A good check and clean up real good with everything off.
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Yup...

To the OP,, you will be" Less" then happy when you see all the oil drip down the accessory case on the rear of the motor when you pull the filter...

Followed by a few curse words about the idiotic engineer who designed it..:mad2:
 
are you planning to do a run-up to check for leaks?

If the oil filer is horizontal, a suggestion: cut a plastic milk bottle (or oil qt container) so that you can slide it under the filter to catch the little bit of oil that will dribble out.
 
Looks like you have it covered,are you going to torque the filter? I like to use a plastic bag around the filter when removing it.do a run up check on the ground with cowling off.Good luck.
 
Just don't put too much oil in. In many installations the "Max" isn't worth your money and will just blow out onto the belly.
 
Bob Noel said:
are you planning to do a run-up to check for leaks?

If the oil filer is horizontal, a suggestion: cut a plastic milk bottle (or oil qt container) so that you can slide it under the filter to catch the little bit of oil that will dribble out.
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"Little bit of oil"? How about over a pint, the contents of the filter! It's a one-time learning experience. Once is enough.
 
jesse said:
Just don't put too much oil in. In many installations the "Max" isn't worth your money and will just blow out onto the belly.
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Very true. O-360 calls for max 8 qts, which means the first time I run the engine, 1 qt immediately goes out. I use 7 qts - 6 for the reservoir and one for the filter.
 
A good trick I learned from a good pilot buddy is to punch a hole on yhe bottom of the filter where the oil can drain into a funnel and not all over your clean engine.
Once the filter is drained, loosening it won't release more oil that a single paper towel can catch under the lip.
 
BigBadLou said:
A good trick I learned from a good pilot buddy is to punch a hole on yhe bottom of the filter where the oil can drain into a funnel and not all over your clean engine.
Once the filter is drained, loosening it won't release more oil that a single paper towel can catch under the lip.
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Excellent idea. I always check the muffler system carefully too as it can kill you quick! Especially in cold weather when your buttoned up. Look for any possible leaks. I think many unexplained crashes are due to being overcome by carbon monoxide. And of course.......run it afterwards to check for oil leaks.
 
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great info and actually, these are things I was thinking about after I typed it up. My engine is a 0-540 so maybe I will grab a cut box and angle it to help keep oil off the engine when I take the filter off, make like a funnel or slide.

my engine looks really clean now and I would like to keep it that way. you all have gave me some great ideas! I appreciate it a lot.
 
Vance Breese said:
[For me the job is not finished without an appropriate log book entry.
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THIS. It matters not much where you make the entry, but it needs to be done and with the requisite information under the regs.
 
flyingron said:
THIS. It matters not much where you make the entry, but it needs to be done and with the requisite information under the regs.
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Maybe??

If you have a 0-320-H2AD it better be an AD sign off in the engine log.
 
Vance Breese said:
For me this is three takeoffs and landings staying in the vicinity to the airport.
Afterward in the case of an oil change I remove the cowl and check for oil leaks and carefully inspect everything.
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Would you really go flying prior to a run up on the ground with the cowl off and your inspection ?

When you do that, why do it again after flight?
 
I'd suggest first watching a mechanic do one, then doing one with a mechanic either watching or near by, then trying it yourself. There are a lot of ways to get something wrong which could kill your engine in flight, and that would be doubleplusungood, as they'd say in George Orwell's world.

BTW, learning how to do nice neat safety wiring isn't something easily self-taught, and it's a lot easier if you have a good quality safety wire spinner pliers like a MIL-BAR.
 
Tom-D said:
Maybe??

If you have a 0-320-H2AD it better be an AD sign off in the engine log.
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Eh? We're talking about an oil change. Since when can an owner-pilot sign off AD's?
 
JoeSelch said:
I think Tom is referring to AD 80-04-03 R2, which (of course) a mere owner (non A&P) may not sign off.
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For those unfamiliar, that AD may be found here. Note the following, which requires compliance every 50 hours and at every oil change.
2. Within the next 50 hours in service after the effective date of this AD and at every subsequent oil change thereafter, not to exceed 100-hour intervals, inspect lubrication system for metal contaminants. Inspection of the lubrication system consists of visual examination for minute particles of metal suspended in the oil, examination of the engine oil suction screen for presence of metal particles and the inspection of the external full flow oil filter for metal particles by cutting it open so that the pleated element can be unfolded and examined. If ferrous metal contaminants are detected during the above inspections, the camshaft lobes and all hydraulic lifters must be inspected for wear or loss of metal. Replace the camshaft and hydraulic lifters found to have such indications.
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That inspection cannot be accomplished by an owner/pilot as "preventive maintenance", but requires at least an A&P to accomplish. So, if you are a non-A&P owner/pilot with an engine affected by this AD, you cannot legally do the oil change and return the plane to service by yourself.
 
flyingron said:
Eh? We're talking about an oil change. Since when can an owner-pilot sign off AD's?
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that one they can.. it is written in the AD who can sign it off.

I should rephrase that to say, the owner can comply with the AD during a normal oil change. simply by using a oil that has the additive, or by adding the additive. and sign the return to service entry with their pilots number under 43-A (c)
 
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Ron Levy said:
For those unfamiliar, that AD may be found here. Note the following, which requires compliance every 50 hours and at every oil change.
That inspection cannot be accomplished by an owner/pilot as "preventive maintenance", but requires at least an A&P to accomplish. So, if you are a non-A&P owner/pilot with an engine affected by this AD, you cannot legally do the oil change and return the plane to service by yourself.
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A bit misleading, the person who is changing the oil can do the inspection, and return the aircraft to service when no metal is found. they can not do the repair or return to service when metal is found.
 
Not sure is anyone mentioned this but change your oil after you have flown the plane. Hot oil drains better. By the time you grt the cowl off the oil is usually cool enough not to burn yoiu, but be careful. Let it drip for a while, an hour or so.

Warm up the new to room temp a couple of days before you need to use it.
 
Tom-D said:
that one they can.. it is written in the AD who can sign it off.
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I'm not seeing it, either. Can you point out the language in that AD which says a non-A&P can perform this inspection? There's certainly nothing in Part 43 authorizing that. Note that:
Maintenance means inspection, overhaul, repair, preservation, and the replacement of parts, but excludes preventive maintenance.
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...and paragraph (c) in Appendix A to Part 43 does not list any "inspection" as "preventive maintenance" other than "[t]he inspection and maintenance tasks prescribed and specifically identified as preventive maintenance in a primary category aircraft type certificate or supplemental type certificate holder's approved special inspection and preventive maintenance program when accomplished on a primary category aircraft", which this most certainly is not.
 
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I love it when you guys start ****ing on each other over who needs to sign off an oil change. Silly, just plain silly.
 
Ron Levy said:
I'm not seeing it, either. Can you point out the language in that AD which says a non-A&P can perform this inspection?
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There are three paragraphs to that AD which are you complying with?
 
Geico266 said:
I love it when you guys start ****ing on each other over who needs to sign off an oil change. Silly, just plain silly.
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You should read it more carefully. The question is whether a non-A&P owner/pilot can sign off an AD-required inspection, not an oil change. And that most certainly is not "silly".
 
N801BH said:
That is why Geico, I and other have switched to experimentals...;););)
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And people wonder why certified GA is dying, and experimental GA is carrying the industry. The only part of piston GA that is growing is experimentals. :rolleyes:
 
Ron Levy said:
I'm not seeing it, either. Can you point out the language in that AD which says a non-A&P can perform this inspection? There's certainly nothing in Part 43 authorizing that. Note that:

...and paragraph (c) in Appendix A to Part 43 does not list any "inspection" as "preventive maintenance" other than "[t]he inspection and maintenance tasks prescribed and specifically identified as preventive maintenance in a primary category aircraft type certificate or supplemental type certificate holder's approved special inspection and preventive maintenance program when accomplished on a primary category aircraft", which this most certainly is not.
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Tell me what part of Para 2 is not owner maintenance?
 
Tom-D said:
There are three paragraphs to that AD which are you complying with?
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The paragraph which applies to this issue is paragraph b.2.

And I find it disturbing that an experienced A&P/IA has to ask which paragraph of this AD applies to inspections required by this AD.
 
Tom-D said:
Tell me what part of Para 2 is not owner maintenance?
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Since there is nothing in the regulations about "owner maintenance", you are asking a question which assumes facts not in evidence. However, if you are referring to "preventive maintenance", I've already quoted the relevant sections which say any "inspection" is "maintenance", and this is not an inspection which qualifies as "preventive maintenance" under paragraph (c) of Appendix A to Part 43.
 
Ron Levy said:
You should read it more carefully. The question is whether a non-A&P owner/pilot can sign off an AD-required inspection, not an oil change. And that most certainly is not "silly".
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define "inspection. are you inspecting when you check the air pressure in your tires? It is not considered inspecting to cut open any filter and look for metal. or to remove a screen and look for debris. this is a normal routine for any engine and standard operating procedure for changing oil.

It is the big "IF" in para 2 last sentence that requires maintenance beyond the normal oil change and is required to be accomplished by properly rated persons. Because that requires disassembly and inspection of the engine part.
 
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