Replacement Cylinder Break-in Flight Procedure:
RAM Nickel Process Cylinders – One Flight Only.
When even one cylinder is replaced, the replacement cylinder must be broken-in with the same care as was given to all the original cylinders when the engine was broken-in the first time in the engine test cell.
The use of break-in oil and performing break-in procedures should be followed whether replacing one cylinder or six. For direct drive engines, Mineral Oil such as SAE 50 AeroShell Oil 100 should be used, and for geared engines, RAM prefers AeroShell Straight Weight Mineral Oil to be used. This procedure should be followed for the first twenty-five hours of operation (and can continue to as much as 100 hours depending on the cylinder bore material used). The oil should be changed as soon as oil consumption stabilizes, but no later than the first twenty-five hours of operation. At that time, oil should be changed to an Ashless Dispersant (AD) Mineral Based Oil.
ONLY ONE BREAK-IN FLIGHT IS REQUIRED.
There should be a replacement cylinder break-in flight based upon the following steps.
Information presented in this maintenance tip is as performed by RAM when breaking-in a Continental TSIO-520, GTSIO-520 or IO-520/550 replacement nickel process cylinders.
The cylinder break-in flight should be performed in day VFR conditions.
FULL POWER SHOULD ALWAYS BE USED AS REQUIRED IN THE EVENT OF AN EMERGENCY.
Avoid excess weight. Required Crew Only.
Ample runway length and environmental conditions are considered essential, and are the responsibility of the pilot in command.
Keep initial ground run to a minimum, only long enough to verify no fuel or oil leaks prior to the break-in flight.
Handle radio and flight plan work prior to engine start.
Once the engine is started, remain in motion for maximum air flow through the cowling to support engine cooling.
DO NOT GROUND CYCLE THE PROPELLER.
Perform “Before Takeoff” check list during taxi - as practical. If landing traffic requires you to hold before taking position on the runway for takeoff, face into the wind in the run-up area.
DO NOT GROUND CYCLE THE PROPELLER. Prop cycling induces excessive pressure on the new replacement cylinder.
FULL POWER SHOULD ALWAYS BE USED AS REQUIRED IN THE EVENT OF AN EMERGENCY.
The Replacement Cylinder Break-in Flight: First 15 Minutes and Initial Stages - One Flight Only.
DO NOT GROUND CYCLE THE PROPELLER.
Apply power slowly and smoothly.
Limit manifold pressure to 30” inches for TSIO/GTSIOs and full power for IO engines.
First 15 minutes of departing the airport: (Cowl flaps - open)
MP remains: 30” MP.
RPM: Takeoff redline.
Fuel Flow: Full Rich
After first 15 minutes, cycle RPM during the cruise climb every 5 minutes between full redline RPM and climb power RPM. Set Manifold Pressure as recommended for climb on IO engines. MP remains at 30” for TSIO and GTSIO engines.
FULL POWER SHOULD ALWAYS BE USED AS REQUIRED IN THE EVENT OF AN EMERGENCY.
When appropriate altitude is reached, set up 75% power @ 100°F - Rich of Peak. Cruise for approximately 45 minutes, cycling rpm every 5 minutes in increments of 100 rpm within your recommended cruise rpm range.
Replacement Cylinder Break-in Descent - One Flight Only.
Advance props to 2700 rpm on TSIO and IO, or 1900 rpm on GTSIO. Slowly reduce the throttles to 23” inches Manifold Pressure on TSIO-520, or 25” on GTSIO-520 engines and as required on IO-520/550 for descent.
Lean the mixture to maintain approximately the same EGT as demonstrated during the cruise break-in period.
Adjust airspeed during Descent as required to maintain a 300 fpm to 500 fpm rate of descent.
Always refer to and follow the procedures in your aircraft’s Pilot Operating Handbook for all other phases of flight (i.e. Before Landing, Balked Landing, Emergency Procedures, etc.).
FULL POWER SHOULD ALWAYS BE USED AS REQUIRED IN THE EVENT OF AN EMERGENCY.
Post Break-in Flight and Future Flights.
After completing the above break-in procedures, the replacement cylinder break-in flight is finished. All future flights may be flown as normal.
Inspect for leaks. Review the flight data with your aircraft mechanic. Correct accordingly.