Part#: 10-51360-54
*Not all photographs represent the actual product for sale.
A brief overview of aircraft magneto disassembling a Bendix s-20 Magneto in Preparation for a 500 hour Inspection. Presented by Randall W. Dibble Western Mic. Details about Bendix S-200 Magnetos Overhaul Manual. Bendix S-200 Magnetos Overhaul Manual. Item Information. Condition: Used. Price: US $106.23. Bendix S-200 Magnetos Overhaul Manual. Sign in to check out Check out as guest. Adding to your cart. The item you've selected was not added to your cart. Bendix S6rn Overhaul Manual Bendix S6rn Overhaul Manual A: A normal overhaul includes all parts required by the manual to issue an 8130 that states overhauled in box 12. These items can vary based on part number but normally this includes the points, carbon brush, condenser, oil seal, pinion gear and impulse spring if the aircraft magneto is. Set the Magneto at the Firing Position for #1 Cylinder.Set the rotating magnet so the C is at the pointer inside the magneto, the 2 chamfered teeth are in the windows at the two ends of the magneto, and the magneto is in the neutral position.Install the plugs in the housing. The vented plugs must not be installed in the top position. Home / Engine Parts / Magnetos & Parts / Overhauled Bendix Magnetos. 7 results for Overhauled Bendix Magnetos. Add Filters Aircraft Parts; Engine Parts; Magnetos & Parts. 800-861-3192 Customer Service: 800-861-3192 Avionics: 800-826-3160 Fax: 800-329-3160. Location & Hours. West - Corona, CA Midwest - West Chicago, IL East - Peachtree City, GA.
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Base Overhaul Price:$695.00
Alternate Part Number(s):
10-51360-54 CMI/TCM/Bendix Magneto
The 10-51360-54 CMI/TCM/Bendix Magneto is an aircraft magneto meant for several models of 4-cylinder aircraft engines. This TCM/CMI/Bendix Magneto has some key features that differentiate it from other Aircraft Magnetos:
- Type: Impulsed
- Rotation: Left Handed
- Model: S4LN-21
- Superseded by 10-500514-2
- Gasket Included
*No drive gear included*
CMI/TCM/Bendix Magneto Application Guide - X44001-3:
Engine Model
O-235-K2A
O-235-K2C
O-235-L2A
O-235-L2C
O-235-M1
O-235-N2A
O-235-N2C
O-235-P1
O-235-P2A
AEIO-360-A1D
AEIO-360-A1E
IO-360-A1D
IO-360-K2A
TCM/CMI/Bendix Magneto Resources:
Q: Do TCM/CMI/Bendix Magnetos Come with a Gasket?
A: Generally, all TCM/CMI/Bendix Magnetos come with the mounting gasket.
Q: What is Covered Under the Overhaul of Aircraft Magnetos?
A: A normal overhaul includes all parts required by the manual to issue an 8130 that states overhauled in box 12. These items can vary based on part number but normally this includes the points, carbon brush, condenser, oil seal, pinion gear and impulse spring if the aircraft magneto is impulse. They also completely disassemble the aircraft magneto, clean and paint the housings and install new bearings. The aircraft magnetos will then be tested and tagged with an overhauled 8130-3 that includes an EASA dual release.
Q: Are 500 Hour Inspections Required for Aircraft Magnetos?
A: An inspection of the magneto is required at 500 hour intervals under MSB645 (AD 2005-12-06) for some aircraft magnetos, specifically TCM/CMI/Bendix Magnetos.
Q: Is a drive gear included in an exchange? Or will you put one on my TCM/CMI/Bendix Magneto if I send it to you?
A: Drive gears are not included in any exchange for TCM/CMI/Bendix Magnetos. No drive gear will be installed on a magneto sent to us unless it was originally shipped to us with one and we will just re-install the same drive gear back onto the TCM/CMI/Bendix Magneto after servicing.
Details10-51360-54 CMI/TCM/Bendix Magneto
The 10-51360-54 CMI/TCM/Bendix Magneto is an aircraft magneto meant for several models of 4-cylinder aircraft engines. This TCM/CMI/Bendix Magneto has some key features that differentiate it from other Aircraft Magnetos:
- Type: Impulsed
- Rotation: Left Handed
- Model: S4LN-21
- Superseded by 10-500514-2
- Gasket Included
*No drive gear included*
Engine ApplicationsCMI/TCM/Bendix Magneto Application Guide - X44001-3:
Engine Model
O-235-K2A
O-235-K2C
O-235-L2A
O-235-L2C
O-235-M1
O-235-N2A
O-235-N2C
O-235-P1
O-235-P2A
AEIO-360-A1D
AEIO-360-A1E
IO-360-A1D
IO-360-K2A
ResourcesTCM/CMI/Bendix Magneto Resources:
FAQs
Q: Do TCM/CMI/Bendix Magnetos Come with a Gasket?
Bendix Magneto Service Manual
A: Generally, all TCM/CMI/Bendix Magnetos come with the mounting gasket.
Q: What is Covered Under the Overhaul of Aircraft Magnetos?
A: A normal overhaul includes all parts required by the manual to issue an 8130 that states overhauled in box 12. These items can vary based on part number but normally this includes the points, carbon brush, condenser, oil seal, pinion gear and impulse spring if the aircraft magneto is impulse. They also completely disassemble the aircraft magneto, clean and paint the housings and install new bearings. The aircraft magnetos will then be tested and tagged with an overhauled 8130-3 that includes an EASA dual release.
Q: Are 500 Hour Inspections Required for Aircraft Magnetos?
A: An inspection of the magneto is required at 500 hour intervals under MSB645 (AD 2005-12-06) for some aircraft magnetos, specifically TCM/CMI/Bendix Magnetos.
Q: Is a drive gear included in an exchange? Or will you put one on my TCM/CMI/Bendix Magneto if I send it to you?
A: Drive gears are not included in any exchange for TCM/CMI/Bendix Magnetos. No drive gear will be installed on a magneto sent to us unless it was originally shipped to us with one and we will just re-install the same drive gear back onto the TCM/CMI/Bendix Magneto after servicing.
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| 10-51360-54-CORE: Magneto Core Charge - 10-51360-54 |
1. Our Cardinal has the dual magneto, although I am considering a conversion to a non-D at the upcoming overhaul. My question regards redundancy: what internal elements are common to the two magnetos within the D housing?
Do they only share a common drive shaft (and gear), or are any other electromechanical components shared - e.g., cam, magnets, etc.? Do you know of any source where I could see internal photos or mechanical or cutaway drawings of the D3000 magneto so I could better understand its design?
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Yes, the maintenance/overhaul manual for this magneto. About the only parts that are truly redundant is the coil, points, and capacitor.
The D3000 magneto is a good magneto, easy to work on and reliable. Like any device it has its limitations. Follow the maintenance/overhaul manual, service bulletins and airworthiness directives.
The following three areas should be well understood, respected and maintained, as all have caused fatal aircraft accidents:
- Impulse coupling spring (part number 10-51324)
- Hold-down clamps
- Cam retaining screw
Impulse Coupling Spring:Magneto Impulse coupling spring
Breakage retards timing causing complete loss of engine power. Cessna 172N N738BC ditched at sea with 2 fatalities. On any magneto the impulse area sometimes gets rusty from condensation. The impulse spring gets tiny rust pits that create stress corrosion cracking. There is no warning - it just breaks. With two magnetos you lose timing but you can turn the bad magneto off; with the D3000 magneto the broken spring retards the timing on both magnetos and you lose power.
Follow TCM's instructions and recommendations to the letter in regards to inspecting and replacing the impulse spring. Personally, if I lived in a corrosive area I would replace it every year.
Hold-down Clamps:
See my article at http://www.sacskyranch.com/eng410.htm
Cam Retaining Screw:'Everything hangs on this connection'
Here is a copy of an email I received some time ago from Germany:
A pilot came to an aircraft workshop with the problem,that the engine did not start well and did not reach more the 2200 RPM. (Cessna 170 N engine Lyc.O-320-H2AD SNR L-8408-76T)
the engine rpm drop was 120-130 rpm.-
The different pressure in the cylinders was 1.)80/78; 2.)80/79; 3.)80/78; 4.)80/77.-
The intake tube of the Cylinder No 3 was leaky -it was renewed.-
The timing of the ignitions examined and adjusted.-
The air intake filter was dirty and cleaned -
The following ground check did show no problems: rpm drop 70-80 rpm max rpm 2320 rpm.
After this the aircraft made a take off and crashed immediately in the ground, as the engine lost power.
Bendix Magneto Manual Free Download
The investigation did show, that the screw (Fig 1-14 D-3000 Magneto manual ) was loose and so the cam breaker could turn on the cone.Bendix 1200 Magneto Overhaul Manual
| Magneto cam retaining screw |
| D-2000, D-3000 points and cam |
Bendix Magneto Master Service Manual
The problem here is that the mechanic did not order a new cam screw and re-used the old one. You loosen this screw when you adjust internal timing. This screw is a self-locking screw that uses a nylon patch on the threads. The locking effectiveness is poor if re-used. Continental says to replace it with a new one. Follow the factory instructions - accept no deviation or alternative methods of compliance.
Continental (Bendix) has addressed each one of these areas in their maintenance manual. Personally, if the mechanic did not have the maintenance manual for the D3000 in hand I would not let him touch the magneto.
Bendix Magneto Overhaul Manual Pdf
There is an interesting discussion of this screw and the problems associated with installing it that I highly recommend be read by anyone working on this magneto. http://www.aaib.dft.gov.uk/cms_resources/Mooney%20Aircraft%20Corporation%20M20J,%20G-EKMW%2011-06.pdf
Important information regarding distributor gears