Light aircraft engine not used for a year?
 

My Robin ATL with Limbach engine has been grounded for a year due EASA paperwork problems. Always kept in a big hangar, and during that time taken out for two or three extended 1/2 hour or more taxi runs (reaching normal operating temps). Also I have regularly turned the prop over for a dozen or so revolutions to get some oil into the vital bits (backwards because of the impulse starter and no vac pump).
All this might be helpful to avoid internal corrosion, or it might be totally useless. Every engineer seems to have a different opinion.
Whatever.. the paperwork finally came good and I wish to take to the air again without too many surprises. Would be grateful for your opinions.

1. Your AMM should give some guidance on what to do after long parking or storage periods.

2. Can you contact Robin/Limbach for advice?

3. Failing the availability of 1 & 2 and dependant on the time between your taxi runs and since the last run; I'd do a "really good" ground run checking as many performance indicators as possible, prior to launching again.

Last one I had ( A CONTINENTAL) I boroscoped the cylinders and as much of the internals as I could. Did runs and filter and oil change too.

Oil change is a good idea. I would run her idle up to temp, cool down, run hard then run idle again up to power and back. This is purely on mechanics instinct. Better to reveal any problems on the ground. I would do this with any engine that sat idle for a year.

As Rigga says this is really down to AMM, but if you're working off LAMS you may not have as much data as the bigger stuff normally provides. I know if you go over so many months on a turbine engine you can find yourself in expensive strip inspection territory.

In the absence of AMM/OEM advice I'd change oil and filters, do some high power runs, change again and examine chips if you have them.

Vtail,
I have had many LAMS aircraft that do not even FLY that much in a year.
What you are doing is more than many "operational"aircraft.
Your aircraft is hangared and many of these light aircraft are not!

The best is as suggested here. When you are ready to fly do an idle run, then change filter and oil, do a compression check, then do normal full power run up, then change filter
I would be surprised if you have any problems.:)

Many thanks everyone for some really useful advice. :ok:

Following advice on this thread I did a thorough check of the Limbach. No corrosion seen but the two left cylinders had a splendid 100 psi compression, while the two right cylinders had less than 10 psi. After difficult start and gradual warm up to working temp I did a couple of fast taxy runs (and hops) on the long runway. Returned to the hangar, changed the oil which was somewhat dirty, but no metal in the filter. The next compression check however made my day, as three cylinders registered 100 psi and one 85 psi. I guess there was some crud around the valves which burned off. Anyway with new oil, new plugs, and healthy compression time to take it into the air.