Instructional Series for Aviation Mechanics

Continental® Continuous Flow

Fuel Injection System Set-up

Ready Reference Guide

Form No. X30651 Rev. 3

©2007 Teledyne Continental Motors, Inc.
Fuel Injection System Set-Up and Adjustment
Instructional Series for Aviation Mechanics

OBJECTIVE
This Ready Reference Guide is provided to assist you in performing the Set-up and adjustment
of TCM’s Continuous Flow Fuel Injection System. Service information is subject to
revision/deletion. Insure that the data used in the Maintenance / Overhaul Manuals and TCM
Service bulletins are current. The information in this booklet is derived from TCM Service
Documentation. This information is subject to change and therefore can only be used as a
reference companion to the training video. Do not use this reference guide on the job!
Do not perform any maintenance, preventive maintenance or alterations on certificated aircraft
and engines unless you meet the educational, experience and licensing requirements mandated
by the FAA or equivalent aviation authority.
INTRODUCTION
This guide describes the functional operation of the components that make up the basic fuel
injection system manufactured by Teledyne Continental Motors, Inc. The tools and
recommended equipment you will need to set up the fuel injection system are also detailed in
this reference guide. You will also find the necessary diagrams that illustrate locations for
adjusting each of the fuel injection system components.

CONTENTS
SECTION PAGE
Fuel System Component Functional Description...................................... 3
Component Identification.......................................................................... 4
Fuel Pump ..................................................................................... 5
Fuel Control Units......................................................................... 7
Fuel Manifold Valve ..................................................................... 8
Fuel Injector Nozzles .................................................................... 9
Tools & Equipment Required ................................................................... 10
Fuel Component Illustrations .................................................................... 12
Fuel System Schematics............................................................................ 17
Engine Control Lubrication Points............................................................ 22
Table 1 Compensation Table..................................................................... 28
Table 2 Torque Specifications for Hose Fittings ...................................... 29
Altitude Charts .......................................................................................... 30
Glossary..................................................................................................... 35

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 Fuel Injection System Set-Up and Adjustment

WARNING

The material set forth in this Ready Reference Guide is

intended to assist the technician regarding Teledyne
Continental Motors Fuel Injection Systems installed on
engines that have not been modified from their original
type design. Any performance parameter or component
deviation that changes engine operation from the
original type design requires adjustment and operation
in accordance with the Supplemental Type Certificate
Holder’s Instructions.
CAUTION:
Engine performance, service life and reliability will be
compromised if the engine’s fuel injection system is
neglected.
CAUTION:
It is imperative that you view the instructional video in its
entirety before performing any of the procedures. Pay
close attention to the Warning and Notice statements that
occur. Insure that you heed these warnings. They are for
your safety!

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Fuel Injection System Set-Up and Adjustment

FUEL
AIR CONTROL FUEL NOZZLE
THROTTLE ASSEMBLIES
INLET

FUEL
MANIFOLD
VALVE

BALANCED
AIR INDUCTION
MANIFOLD

FUEL
PUMP

FUEL NOZZLE
ASSEMBLIES FUEL
OUTLET

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 Fuel Injection System Set-Up and Adjustment
Fuel System Component Functional Description

Photo of the IO550B engine model Fuel Injection System Components

The Continental Continuous Flow Fuel Injection system has been designed to be a very
affective system at delivering the correct amount of fuel to each individual cylinder as power
demands change within the engine. Over the past several decades this system has gained
worldwide acclaim for being a very reliable system, a very safe and redundant system. One of
the least understood items about this fuel injection system is that it is also a very simple system
to understand and maintain. The fuel injection system will have to be adjusted when one of the
following situations occurs:
The fuel injection system will have to be adjusted when a new, rebuilt, or overhauled engine is
installed into the aircraft. This is due to the little understood fact that the fuel pump has been
designed to be pressure inlet sensitive. This means that the fuel pump outlet capacity will
change as the inlet pressure to the pump varies. If the engine is installed into a high wing
aircraft with a positive head pressure on the inlet fuel line to the pump the outlet of the fuel
pump will be greater. Likewise if installed into a low wing aircraft with a negative inlet
pressure to the fuel pump, the outlet flow and pressure from the fuel pump will be less.
The fuel injection system should have calibrated gauges connected to perform an operational
verification of the system flow and pressure parameters during 100 Hour or annual inspections.
If the engine is operated throughout the year where extreme climate changes occur, you may

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Fuel Injection System Set-Up and Adjustment
find the Idle Mixture rise will vary. Do not simply adjust the Idle Mixture rise. You must
connect calibrated gauges to the system and perform a complete operational verification.
Operational verification of the system with calibrated gauges is also required whenever a
system component is replaced. Even if standard fuel injector nozzles are replaced with tuned
fuel injection nozzles.
The Continental® Engine that is equipped with the TCM Continuous Flow Fuel Injection
System has many advantages over the standard carbureted engine. Improved metering of fuel
and even distribution to each cylinder will improve horsepower with the same fuel
consumption. Engines that are Fuel Injected are free from the fuel vaporization icing that can
occur with a carburetor.
Component Identification
VAPOR RETURN

AIRCRAFT INLET
FUEL PUMP

THROTTLE & CONTROL ASSEMBLY

UNMETERED
PRESSURE

FUEL MANIFOLD
VALVE ASSEMBLY

METERED
PRESSURE

NOZZLE
PRESSURE FUEL
INJECTOR
NOZZLE

Continental Continuous Flow Fuel Injection System Basic Diagram

The Continental Continuous Flow Fuel Injection System has only four basic systems. The Fuel
Injection Pump, the metering unit, the fuel manifold valve and the injector nozzle. Teledyne
Continental Motors manufacturers three different types of fuel injection systems; the naturally
aspirated fuel injection system, naturally aspirated with altitude compensation and the turbo-
charged fuel injection system.

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 Fuel Injection System Set-Up and Adjustment
• The Fuel Injection Pump is a positive displacement, vane type engine driven pump. Being
engine driven, its output volume and pressure vary with engine RPM. It is the only
continual moving part in the fuel injection system. The primary functions of the fuel
injection pump include supplying fuel under pressure to the rest of injection system and
performing certain metering functions. Since the fuel pump is engine driven, the fuel pump
outlet pressure and flow will vary with engine rpm. As engine rpm increases, the outlet fuel
flow and pressure will increase.
• The Fuel Metering unit permits the pilot to change both the amount of fuel and the fuel-to-
air ratio as the cockpit throttle and mixture settings are changed.
• The Fuel Manifold Valve equally distributes fuel flow to all of the engine cylinders by
dividing the metered fuel flow equally between the number of nozzles in the system. It also
serves as a positive idle cut-off valve whenever the engine is shut down.
• The Fuel Injector Nozzle is responsible for atomization and subsequent vaporization of the
raw metered fuel. The nozzle sprays fuel continuously into the intake chamber of the
engine cylinder head. There is no timing involved. Heat from the cylinder head quickly
accomplishes vaporization of the atomized fuel. Much more complete vaporization of the
fuel and cooler running intake valves are two more examples of the superiority of
continuous flow fuel injection.

VAPOR EJECTOR

PUMP ASSEMBLY FUEL INLET

VAPOR SEPARATOR
SWIRL CHAMBER
DRY BAY

RELIEF
VALVE
DRIVE ASSEMBLY
COUPLING

CHECK
VALVE ADJUSTABLE
ORIFICE
FUEL
OUTLET
DRY BAY
DRAIN

Typical Naturally Aspirated Fuel Pump

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Fuel Injection System Set-Up and Adjustment
Fuel Pump - Since the fuel pump must deliver more fuel than the engine can use, a return line
will be necessary to re-circulate the excess fuel. The recirculation path will reduce the fuel
pump output pressure, so an orifice in the return line develops the pressure and allows the
pump to maintain excess capacity. The faster the pump runs, the greater will be its output.
Because the orifice in the fuel return line remains fixed, any increase in pump output will also
increase pump output pressure. Since the pump is driven by the engine, the pump output will
be in direct proportion to engine RPM.
The fuel pump will actually meter fuel in direct proportion to engine RPM. The fixed orifice in
the return fuel path plays an important role in fuel metering. Should the orifice become
partially or completely restricted, excessive output pressure will result and upset the balance of
proper fuel metering and subsequent fuel flow.
The fuel injection pump must provide adequate fuel flow and pressure at low engine speed as
well as the higher ranges. Remember the output pressure of this pump will vary with engine
speed. Therefore, at idle speeds the output will be considerably less. The orifice that worked
for us at the higher speeds will not be able to maintain the outlet fuel pressure in the low-to-idle
speed range.
By adding a small relief valve in series with the adjustable orifice, we can now have sufficient
outlet pressure in the idle range without disturbing the relationship of the orifice to output
pressure in the higher engine RPM ranges. This relief valve is adjustable and its adjustment is
important. When set too high, excessive pressure and flow will occur at idle and throughout
the entire range of engine speeds.
A vapor separator tower is also added to the fuel injection pump, and inlet fuel enters near the
top of the tower. The fuel enters a cylindrical chamber inside the tower. The swirling action
created in this cylindrical chamber tends to centrifuge the liquid fuel causing the vapors to rise
to the top of the separator tower. This process helps to insure that only liquid fuel will reach
the vanes of the fuel pump. A vapor jet and return line are added to the top of the separator
tower. Fuel rushing through the small orifice in the jet actually creates a small low pressure
and, as a result, will perform a pumping action. It will transfer any vapors and excess fuel back
to the aircraft fuel tank from which the fuel was pumped.
A by-pass check valve is added. The aircraft’s fuel system incorporates an electric fuel pump
for starting, ground checking, and possible emergencies. For example, when priming before
starting, fuel under pressure from the electric pump enters the injection pump in the usual
manner. When the injection pump is at rest, the fuel by-passes the vane portion of the pump by
way of the by-pass check valve to reach the metering unit.
When fuel under pressure is being supplied by the auxiliary electric pump, all of the other
circuits of the injection pump continue to function. Fuel is passing through the adjustable
orifice, the relief valve is functioning, the vapor ejector is at work, and fuel under pressure is
leaving the injection pump for the mixture control and fuel metering unit.

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 Fuel Injection System Set-Up and Adjustment
FUEL INLET FROM
FUEL PUMP
INLET SCREEN
THROTTLE
LEVER FUEL INLET FITTING
(UNMETERED PRESSURE)

MIXTURE
LEVER
FUEL OUTLET
(METERED
PRESSURE) FUEL RETURN TO
FUEL RETURN TO FUEL MANIFOLD
(TO FUEL PUMP) FUEL PUMP
VALVE

Typical Fuel Control Unit

Fuel Control Unit - The fuel leaves the injection pump and travels through fuel lines to the
fuel control unit. The fuel enters the control unit through a fuel screen where it is filtered. The
filtered fuel advances into the mixture control valve. With the mixture control in the IDLE
CUT-OFF position, all of the fuel entering the control unit will return to the fuel pump. When
in the FULL RICH position most of the fuel is passing to the throttle control valve. A small
amount will still pass through the return system. The throttle control valve is linked directly to
the air throttle and moves in direct proportion to the air throttle. The mixture ratio will remain
constant through all movement of the throttle.
On some Continental Fuel Injection Systems, the mixture control is designed into the injection
pump. When moved away from the FULL RICH position, the mixture control reduces the
pump outlet pressure thus dropping the flow through the fuel control unit. The end result to the
cylinders in terms of mixture ratio will be the same as with the other type mixture control built
into the fuel control unit.
FUEL OUTLET TO
MANIFOLD VALVE

THROTTLE BODY
FUEL
METERING
THROTTLE CAM
LEVER

FUEL INLET FROM

FUEL PUMP MIXTURE
CONTROL

Fuel Control Unit

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Fuel Injection System Set-Up and Adjustment

VENT TO
ATMOSPHERE

TO METERED FROM FUEL

PRESSURE GAUGE CONTROL UNIT

TO FUEL INJECTOR TO FUEL INJECTOR

NOZZLE NOZZLE

Fuel Manifold Valve - The third component in our continuous flow fuel injection system is the
fuel manifold valve. This valve serves two basic functions, each of which will be explained
separately. The first function of this valve is to provide positive fuel cut-off between the fuel
control unit and the nozzles during engine shutdown and when the injection system is not in
operation. Referring to the above figure, you can see the diaphragm that is attached to the top
of the valve to create two separate chambers. The spring serves to counteract the force of fuel
pressure acting on the opposite side of the diaphragm. The upper chamber is vented to
atmosphere while the lower chamber interacts with fuel under pressure from the metering unit.
This positive fuel pressure will open the cut-off valve and permit fuel to flow. A valve rated at
4 PSI will actually begin to open at approximately 3.2 PSI. It will be fully open at 4 PSI. Fuel
entering the lower chamber under pressure pushes the diaphragm and attached valve up. This
action uncovers the entrance ports in the valve permitting fuel to flow into the interior of the
valve and out the distributor ports to the nozzles.
Placing the mixture control in the IDLE CUT-OFF position will stop the flow of fuel to the
manifold valve. Once fuel flow has stopped, the closing spring will push the plunger down into
its bore, sealing off the distributor ports at the bottom and coming to rest against the cut-off seal
at the top of the bore. This action provides a double seal and therefore positive cut-off to the
nozzles.
Notice the function of the atmospheric vent. Each time the valve opens (engine start) or closes
(engine shutdown), this upper chamber must be able to breathe. If this vent should become
obstructed, the valve will not operate properly. The vent must always be open and facing away
from the ram air entering the cowling.
The second function is simply to provide equal fuel flow to all nozzles at all speeds and power
settings. The bottom portion of the manifold valve contains the outlet ports. Fuel lines of
equal length connect these ports to the injector nozzles. This is the distributing function of the
manifold valve.

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 Fuel Injection System Set-Up and Adjustment
AIR INLET
AIR SCREEN PROTECTIVE
HOLES
SHROUD

112B

CYLINDER #1
12B NOZZLE SIZE

STANDARD 550 SERIES CROSSFLOW TURBOCHARGE

NOZZLE CROSSFLOW IO-360 SERIES NOZZLE

Fuel Injector Nozzle - The basic nozzle consists of a fuel inlet for the line from the manifold
valve. Drilled air openings are provided for the entrance of ambient air. A calibrated orifice
assures that nozzles in the engine will flow exactly the same amount of fuel to each cylinder.
A screen fitted to the nozzle filters the ambient air entering the nozzle to mix with fuel and
begin the process of atomization. A shroud is fitted over the outside of the filter screen to
protect the screen from any possible damage.
At idle speed, fuel enters the nozzle from the manifold valve and ambient air enters at much
greater pressure than existing manifold pressure. The liquid fuel is broken up and the first
stage of vaporization begins. At higher operating engine speeds, much more fuel will pass
through the nozzle. Less ambient air is entering the nozzle due to a lower differential between
ambient and manifold pressure. At higher engine speeds a much greater volume of air is
entering the cylinders, and considerably more fuel is passing through the nozzles. The greater
the flow through the nozzle, the better it will atomize. Therefore under high nozzle flow
considerably less air is needed for internal mixing in the nozzle, and vaporization of the
injected fuel will occur much quicker from the high heat of the cylinder heads.
The injector air openings serve more than to just improve atomization of the fuel. At low speed,
low fuel flow conditions, the high manifold vacuum created during the intake stroke would
suck the fuel out of the nozzles and upset proper operation of the manifold valve. The air
bleeds in the nozzles prevent this from happening. Should these air bleeds or their air filter
screens become obstructed with dirt, erratic and rough low speed engine operation will surely
result.

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Fuel Injection System Set-Up and Adjustment
Tools & Equipment Required
A proper inventory of tools and equipment for fuel system adjustment will include the
following:
1. TCM recommends a Model 20 ATM-C Porta Test Unit P/N 630045-20 ATM-C or
equivalent to insure the fuel injection system meets all pressure and flow
specifications. You may acquire a Model 20 ATM-C Porta Test Unit by contacting
the following company:
AERO TEST, Inc.
29300 Goddard Road
Romulus, Michigan 48174
(734) 946-7777

SELECTOR

METERED UNMETERED 0-52.5 P. P. H. MANIFOLD 52.5-325 P. P. H.

AND TURBO DIS. PRESS

25 30 35
GAUGE VENT BY PASS 20 40
1 50 MANIFOLD
OPEN CLOSED
15 PRESSURE 45
1 40
13
1 30 10 INCHES MERCURY
ABSOLUTE
50
12
PRESSURE P.S.I. 1 20 75 55
11
1 10 70 65
60
10
1 00
9
Your Porta-Test was calibrated on
90 JUL 24 1996
To keep your Porta-Test in optimum 8
30 80 condition, it should be calibrated on
25 35 JUL 24 1997
7
20 40 70
CAUTION 6
60
NOT FOR
15 45 INFLIGHT USE
5
50
4
10 50 40
3
30
5 55 2
20 Approved
0 60 Aircraft Accessories Inc.
29300 Goddard Road, Romulus MI 48174
1
10 (313) 946-9000 / Fax (313) 946-5547

PAT NO. 3745818

FUEL BLEED

Approved Aircraft Accessories, Inc.

Model 20 ATM-C Porta-Test Unit

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 Fuel Injection System Set-Up and Adjustment
Tools & Equipment Required (Cont’d)
2. An alternative procedure would be to use calibrated gauges. One (1) calibrated
0 - 60 PSI gauge, graduated in .2 PSI increments. This gauge will be used for
unmetered pressure measurement. (Must be accurate within 0.5% full scale).
3. One (1) calibrated 0 - 30 PSI gauge, graduated in not greater than .1 PSI increments.
This gauge will be used for metered pressure measurements and verification of
aircraft fuel flow gauge indications on normally aspirated engines only. (Must be
accurate within 0.5% full scale).
4. One (1) calibrated differential gauge, 0 - 50 PSI maximum, graduated in not greater
than .2 PSI increments. This gauge will be used for metered pressure measurements
and verification of aircraft fuel flow gauge on turbocharged engines only. (Must be
accurate within 0.5% full scale).
Pressure gauges to measure with the accuracy required by the most current revision
of service bulletin SID97-3, can be purchased from Davis Instruments. Contact
phone number 800-368-2516.
5. Two (2) P/N MS 51523-B4 swivel tees. This fitting will be used to tee into fuel
lines for un-metered and in some cases metered pressure gauge reference.
6. Test hoses of sufficient length to remain clear of the propeller arc area.
7. Common hand tools including, 7/8”, 11/16”, 9/16”, 1/2”, 3/8”, 7/16”, 5/16”, 11/32”
wrenches. A 1/4” drive ratchet, and sockets, a 5/32” Allen wrench, common screw
drivers, a calibrated torque wrench, an oil can, flashlight and mirror. Safety
equipment including hearing and eye protection.
8. Tachometer verification instrument - Various types are available. Verify aircraft
tachometer accuracy prior to fuel system adjustment.

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Fuel Injection System Set-Up and Adjustment

VAPOR RETURN

ADJUSTABLE ORIFICE FUEL

FUEL INLET FUEL
CW = INCREASE INLET
RETURN

LOW
LOW
PRESSURE
PRESSURE
RELIEF
RELIEF
VALVE
VALVE
CW =
CW =
INCREASE
INCREASE
FUEL OUTLET
(UNMETERED FUEL OUTLET
DRAIN PRESSURE) (UNMETERED
PRESSURE)

FIGURE 1 - NATURALLY ASPIRATED ENGINE FUEL PUMP

VAPOR RETURN (LOCATED ON OPPOSITE

SIDE ON MOST FUEL PUMPS)
VAPOR RETURN
ADJUSTABLE ORIFICE
CW = INCREASE
FUEL INLET
FUEL INLET

LOW
LOW
PRESSURE
PRESSURE
RELIEF VALVE
RELIEF VALVE
CW =
CW =
INCREASE
INCREASE

DRAIN

FUEL OUTLET
(UNMETERED
IDLE CUTOFF FULL RICH
PRESSURE)

FIGURE 2 - NATURALLY ASPIRATED ENGINE

(MIXTURE CONTROL EQUIPPED) FUEL PUMP

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 Fuel Injection System Set-Up and Adjustment

VAPOR
VAPOR
RETURN
RETURN

FUEL
ADJUSTABLE FUEL INLET
ORIFICE INLET
CW = INCREASE

LOW PRESSURE
RELIEF VALVE
CW = INCREASE

DRAIN ANEROID
AMBIENT ADJUSTMENT
PRESSURE FACTORY SET
REFERENCE FUEL OUTLET ADJUSTMENT NOT
(UNMETERED NORMALLY REQUIRED
PRESSURE)

FIGURE 3 - ALTITUDE COMPENSATING FUEL PUMP

VAPOR RETURN
FUEL FUEL
INLET INLET

ANEROID FUEL
ADJUSTMENT RETURN
CCW = INCREASE TURBOCHARGE
DISCHARGE
PRESSURE
REFERENCE

LOW PRESSURE
RELIEF VALVE
FUEL OUTLET CW = INCREASE
DRAIN (UNMETERED PRESSURE)

FIGURE 4 - ANEROID EQUIPPED FUEL PUMP TURBOCHARGED ENGINE

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Fuel Injection System Set-Up and Adjustment

VAPOR VAPOR
RETURN RETURN
FUEL
INLET TURBOCHARGE
DISCHARGE
PRESSURE
REFERENCE

ANEROID
ADJUSTMENT DRAIN
LOW
CCW = INCREASE
PRESSURE
FULL RELIEF VALVE FUEL OUTLET
IDLE CUTOFF
RICH CW = INCREASE (UNMETERED PRESSURE)

FIGURE 5 - ANEROID & MIXTURE CONTROL EQUIPPED

FUEL PUMP TURBOCHARGED ENGINE

IDLE MIXTURE
ADJUSTMENT IDLE SPEED
CW = LEAN STOP SCREW
CCW = ENRICH CW = INCREASE
CCW = DECREASE

FUEL OUTLET FUEL INLET

(METERED PRESSURE) (UNMETERED PRESSURE)

FIGURE 6 - THROTTLE & METERING ASSEMBLY

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 Fuel Injection System Set-Up and Adjustment

THROTTLE INLET SCREEN

LEVER FUEL INLET FITTING
(UNMETERED PRESSURE)

MIXTURE
LEVER FUEL OUTLET
(METERED
FUEL RETURN PRESSURE)
(TO FUEL PUMP)

FIGURE 7 - THROTTLE & CONTROL ASSEMBLY -

FRONT VIEW (EXCEPT GTSIO-520-D, F, H,, K, L, M, N)

IDLE SPEED STOP SCREW

CW = INCREASE

IDLE MIXTURE
ADJUSTMENT
CW = ENRICH

FIGURE 8 - THROTTLE & CONTROL ASSEMBLY -

SIDE VIEW (EXCEPT GTSIO-520-D, F, H,, K, L, M, N)

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Fuel Injection System Set-Up and Adjustment

INLET
SCREEN THROTTLE
BODY

FUEL
CONTROL

IDLE MIXTURE
IDLE SPEED STOP ADJUSTMENT
SCREW CW = ENRICH
CW = INCREASE

FIGURE 9 - THROTTLE & CONTROL ASSEMBLY

(ALL GTSIO-520 EXCEPT GTSIO-520-C)

LOCK NUT FUEL PRESSURE

ADJUSTMENT
CW - INCREASE

TURBOCHARGER
DISCHARGE
PRESSURE
REFERENCE

INLET CENTER PORT

(UNMETERED (OUTLET)
PRESSURE)

FIGURE 10 - FUEL PRESSURE REGULATOR

FOR TURBOCHARGED ENGINES

-17-
 i INLET FUEL r RETURN FUEL FROM
4 6 METERED FUEL FROM ACFT FUEL CONTROL
2 8

PRESSURE u UNMETERED n NOZZLE

FUEL 10
PRESSURE
P.S.I. 12
FUEL PRESSURE PRESSURE
m m
20 14
m METERED FUEL VAPOR
m 18 16 v
PRESSURE RETURN
VAPOR VENT
RETURN TO
FUEL TANK
m
FUEL INLET
m m m m FROM FUEL
FUEL RETURN FROM v v
TANK
FUEL CONTROL
n n n n FUEL PUMP ASSEMBLY
m
MANIFOLD FUEL CONTROL
v i

VALVE ASSEMBLY i

r r r r i
-18-

FUEL INJECTORS LOW PRESSURE

RELIEF VALVE

Fuel Injection System Set-Up and Adjustment

u

ADJUSTABLE ORIFICE
THROTTLE BODY u u u u

u
IDLE MIXTURE
ADJUST
4
DRAIN
6
2 8
u
FUEL 10
PRESSURE
IDLE SPEED
UNMETERED
P.S.I. 12

STOP SCREW 20 14

FUEL 18 16

PRESSURE

FIGURE 11 - TYPICAL NATURALLY ASPIRATED FUEL SYSTEM SCHEMATIC

 Fuel Injection System Set-Up and Adjustment
FROM TURBOCHARGER
2
4 6
8
METERED FUEL
FUEL
PRESSURE
10 PRESSURE THROTTLE
m m
P.S.I. 12
AND CONTROL
14
ASSEMBLY
20 udp udp
18 16
m

udp
udp udp udp udp udp udp udp udp udp udp udp udp udp udp udp

udp
udp udp udp udp udp udp udp udp udp
m

udp

udp

udp
m m m m m m
FUEL

udp
udp

PRESSURE

udp
r r r
n n
REGULATOR

udp
r
FUEL MANIFOLD

udp
VALVE ASSEMBLY r

udp

udp
udp udp udp udp udp udp udp r

udp
u
r
FUEL INJECTOR
-19-

u r
NOZZLE u

udp
r v v v v v v
v
u u u u u u r i i i i i
r i

udp
v
r r r r
u
r i
i INLET FUEL v

udp
FROM ACFT u
r

u UNMETERED

udp
u
FUEL PRESSURE r

udp TURBOCHARGER DISCHARGE u

udp
r
UPPER DECK PRESSURE
u
m METERED FUEL r

udp
PRESSURE udp udp
4u 6
2 8
r u r
r RETURN FUEL FROM
FUEL CONTROL FUEL
PRESSURE u 10 FUEL PUMP
P.S.I.
r u r
12
u u u u u u u
n NOZZLE 20 14
16
PRESSURE 18
r r r r r r

v VAPOR
RETURN
FIGURE 12 - TYPICAL TURBO-CHARGED FUEL SYSTEM SCHEMATIC (WITH REGULATOR)
 2
4 6
8
METERED FUEL AIRCRAFT
FUEL 10
PRESSURE SUPPLY
PRESSURE
P.S.I. 12 UNMETERED
20
18 16
14
FUEL
METERED
FUEL
NOZZLE
PRESSURE
VAPOR
RETURN
n

FUEL MANIFOLD
IDLE CUTOFF FULL RICH VALVE ASSEMBLY
FUEL PUMP
FUEL INJECTOR
NOZZLE
-20-

Fuel Injection System Set-Up and Adjustment

UNMETERED FUEL
PRESSURE
THROTTLE &
CONTROL ASSEMBLY

4 6
2 8

FUEL 10
PRESSURE
P.S.I. 12

14
20

Figure 13 - Fuel System Schematic - Fuel Pump With Mixture Control 18 16

 Fuel Injection System Set-Up and Adjustment
4 6
FROM TURBOCHARGER
METERED FUEL
2 8 (UPPER DECK PRESSURE)
FUEL 10
PRESSURE PRESSURE
P.S.I. 12

20 14
18 16

UPPER DECK PRESSURE

Manifold
FUEL MANIFOLD Pressure
VALVE ASSEMBLY TELEDYNE
CO NT INENT AL M OTORS

FUEL INJECTOR Vapor Vent Return To Fuel Tank

-21-

NOZZLE Fuel Inlet From Fuel Tank

4 6
2 8

FUEL 10
PRESSURE
P. S.I. 12

20 14
18 16
To Aircraft Manifold
INLET FUEL Pressure Gauge
FROM ACFT UNMETERED FUEL
UNMETERED
FUEL PRESSURE
PRESSURE
TURBOCHARGER DISCHARGE
UPPER DECK PRESSURE
METERED FUEL
PRESSURE
NOZZLE
PRESSURE
Unmetered Fuel FUEL PUMP
VAPOR Pressure
RETURN

FIGURE 14 - TSIO-360 FUEL SYSTEM SCHEMATIC

 UPPER DECK PRESSURE

2
4 6 METERED FUEL
8
PRESSURE
FUEL 10
PRESSURE
P.S.I. 12

20 14
18 16

MANIFOLD
FUEL MANIFOLD PRESSURE
VALVE ASSEMBLY 4 6
2 8

FUEL 10
PRESSURE
12
-22-

P. S.I.

14
FUEL INJECTOR
20
18 16

NOZZLE

Fuel Injection System Set-Up and Adjustment

INLET FUEL
FROM ACFT
FUEL PUMP UNMETERED
FUEL PRESSURE
TURBOCHARGER DISCHARGE
UPPER DECK PRESSURE
METERED FUEL
PRESSURE
NOZZLE
PRESSURE
VAPOR
RETURN

Unmetered
Fuel
Pressure

FIGURE 15 - TSIO-360-MB & -SB FUEL SYSTEM SCHEMATIC

Fuel Injection System Set-Up and Adjustment

= Clean, Inspect & Lubricate

= Refer to Aircraft Manufacturer’s

Installation, Cleaning & Lubrication
Instructions

Figure 16. General Naturally Aspirated Engine

Lubrication Points

-23-
 Fuel Injection System Set-Up and Adjustment

= Clean, Inspect & Lubricate

= Refer to Aircraft Manufacturer’s

Installation, Cleaning & Lubrication
Instructions

Figure 17. General Naturally Aspirated Engine

Lubrication Points

-24-
Fuel Injection System Set-Up and Adjustment

= Clean, Inspect & Lubricate

= Refer to Aircraft Manufacturer’s

Installation, Cleaning & Lubrication
Instructions

Figure 18. General Naturally Aspirated Engine

Lubrication Points

-25-
 Fuel Injection System Set-Up and Adjustment

= Clean, Inspect & Lubricate

= Refer to Aircraft Manufacturer’s

Installation, Cleaning & Lubrication
Instructions

Figure 19. General Turbocharged Engine

Lubrication Points

-26-
Fuel Injection System Set-Up and Adjustment

= Clean, Inspect & Lubricate

= Refer to Aircraft Manufacturer’s

Installation, Cleaning & Lubrication
Instructions

Figure 20. General Turbocharged Engine

Lubrication Points

-27-
 = Clean, Inspect & Lubricate = Refer to Aircraft Manufacturer’s
Installation, Cleaning & Lubrication
Instructions
-28-

Fuel Injection System Set-Up and Adjustment

TELEDYNE
CONTINENTAL MO TORS

Figure 21. Lubrication Points For All 360 Series Engines

Fuel Injection System Set-Up and Adjustment

TABLE 1. COMPENSATION TABLE

Metered Pressure Vs. RPM @ 70°F Fuel Temperature

Corrected Metered Pressure

Static Engine RPM Correction Factor (Metered Pressure
X Correction Factor)

Rated RPM 1

-20 .991

-40 .982

-60 .973

-80 .964

-100 .955

-120 .946

-140 .937

-160 .928

-180 .919

-200 .910

NOTE: All values are approximate. Variations may be

noticed due to engine and installation specific influences.

Example: IO-520-BB, Maximum Rated RPM = 2700

Metered Fuel Pressure Limits = 14.9 - 17.2
If maximum static engine RPM = 2640, (-60 RPM) use Correction Factor .973
Metered Fuel Pressure Limits x Correction Factor = Corrected Metered
Pressure Limits
14.9 x .973 = 14.5 (Minimum Metered Pressure Limit) @ 2640 RPM
17.2 x .973 = 16.7 (Maximum Metered Pressure Limit) @ 2640 RPM

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 Fuel Injection System Set-Up and Adjustment

Table 2. Torque Specifications for Hose Fittings

HOSE SIZE FITTING MATERIAL IN/LBS

# 2 (.31-24) Hose End Fitting To Brass/Alum. Fitting 50-80

Hose End Fitting To Steel Fitting 75-120

# 3 (.38-24) Hose End Fitting To Brass/Alum. Fitting 70-105

Hose End Fitting To Steel Fitting 95-140

# 4(.4375-20) Hose End Fitting To Brass/Alum. Fitting 100-140

Hose End Fitting To Steel Fitting 135-190

# 5(.500-20) Hose End Fitting To Brass/Alum. Fitting 130-180

Hose End Fitting To Steel Fitting 170-240

# 6(.5625-18) Hose End Fitting To Brass/Alum. Fitting 150-195

Hose End Fitting To Steel Fitting 215-280

# 8(.750-16) Hose End Fitting To Brass/Alum. Fitting 270-350

Hose End Fitting To Steel Fitting 470-550

# 10(.875-14) Hose End Fitting To Brass/Alum. Fitting 360-430

Hose End Fitting To Steel Fitting 620-745

# 12(1.063-12) Hose End Fitting To Brass/Alum. Fitting 460-550

Hose End Fitting To Steel Fitting 855-1055

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 Fuel Injection System Set-Up and Adjustment
CHART 1. ALTITUDE LEANING CHART
Teledyne Continental Motors
IO-360-ES
Auto Leaning Schedule
110

105

100 Fuel- 100/100LL

Full Rich, 2800 PRM
Fuel Temp 72°F
95

90
Fuel Flow (pph)
-31-

85

80

75

70

65

60
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Altitude (kft)
 Chart 2. Altitude Leaning Chart
IO-550-A
Full Rich, 2700 RPM
160

150

140
Fuel Flow (pph)

130
-32-

120

Fuel Injection System Set-Up and Adjustment

110

100

90

0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 13000 14000

Pressure Altitude (feet)

 Fuel Injection System Set-Up and Adjustment
Chart 3. Altitude Leaning Chart
IO-550-B
Full Rich, 2700 RPM
160

POINT A 2
Turns Later
150

140

POINT A
Fuel Flow (pph)

130
-33-

120

110

100

0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 13000 14000

Pressure Altitude (feet)

 Chart 4. Altitude Leaning Chart
IO-550-C
Full Rich, 2700 RPM
170

160

150
Fuel Flow (pph)

140
-34-

130

Fuel Injection System Set-Up and Adjustment

120

110

100

0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 13000 14000

Pressure Altitude (feet)

 Fuel Injection System Set-Up and Adjustment
Chart 5. Altitude Leaning Chart
IO-550-D, -E, -F, -L
Full Rich, 2700 RPM
160

150

140
Fuel Flow (pph)

130
-35-

120

110

100

0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 13000 14000

Pressure Altitude (feet)

 Fuel Injection System Set-Up and Adjustment

GLOSSARY
ALTERNATE AIR Should the inlet to the Air Induction system become blocked,
SYSTEM the alternate air system is designed to open providing air
flow into the engine cylinders to prevent air starvation.
ANEROID This rod is positioned by the aneroid and regulates fuel pump
METERING ROD output pressure based on ambient pressure or turbocharger
discharge pressure.
FUEL CONTROL A mechanically controlled valve that meters the amount of
UNIT fuel based on throttle position.
FUEL MANIFOLD A device that distributes metered fuel flow to the individual
VALVE cylinder fuel injector nozzles. It also serves as a positive idle
cut-off valve whenever the engine is shut down.
FUEL METERING Controls the amount of fuel flow to the Manifold valve
UNIT assembly based on throttle position.
FUEL PRESSURE A device that regulates full power fuel pressure without
REGULATOR restricting maximum fuel pressure at lower power settings.
FUEL PUMP A positive displacement, vane type engine driven pump that
produces outlet fuel pressures that are proportional to engine
speed. It is the only continual moving part in the fuel
injection system.
FUEL PUMP This adjustment allows the mechanic to set the fuel pump
ADJUSTABLE pressure at FULL POWER.
ORIFICE
FUEL PUMP - This fuel pump contains an aneroid that is vented to
ALTITUDE atmospheric pressure. It controls a metering rod to provide
COMPENSATING AUTOMATIC leaning by reducing or decreasing fuel pump
pressure as altitude increases.

FUEL PUMP - A fuel pump containing an aneroid that is vented to turbo-

ANEROID charger discharge pressure (upper deck pressure). The
EQUIPPED aneroid controls a metering rod that varies outlet fuel
pressure as turbocharger discharge pressure. changes.
FUEL PUMP BY-PASS Located in the engine driven fuel pump. Permits fuel from
CHECK VALVE the aircraft boost pump to flow to the fuel control unit for
engine starting.
FUEL PUMP Provides a path for fuel from the aircraft to the inlet of the
INLET HOSE engine driven fuel pump.

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Fuel Injection System Set-Up and Adjustment
GLOSSARY

FUEL PUMP LOW Adjustment located on the rear of the engine driven fuel
PRESSURE RELIEF pump that regulates fuel pump pressure at idle speed.
VALVE
FUEL PUMP VAPOR Located at the top of the inlet chamber. Fuel being returned
EJECTOR to the aircraft flows through the vapor ejector.
FUEL STRAINER Normally, a fine wire mesh screen required to filter
contaminants from the aircraft fuel supply prior to entering
the engine driven fuel pump.
FULL RICH Position of the mixture control that is required for Take off
and full power settings. This setting provides the maximum
ratio of parts fuel to parts air. (See Mixture Control)
IDLE CUTOFF Position of the mixture control that will virtually shut off the
flow of fuel to the engine. (See Mixture Control)
IDLE MIXTURE Adjustment setting that alters the metering plate position and
ADJUSTMENT thereby leans or enriches the mixture setting at idle.

IDLE SPEED STOP An adjustment for setting the minimum idle speed.
SCREW
MANIFOLD The pressure in the induction system pressure normally
PRESSURE measured in inches of mercury (Hg). Standard day
atmospheric pressure at sea level is 29.92 inches Hg.
METERED Pressure of the fuel in pounds per square inch at the manifold
PRESSURE valve.
MIXTURE Control that allows the pilot to change the fuel/air ratio by
CONTROL changing the fuel without changing the air throttle setting.
NATURALLY A non boosted engine. Utilizes atmospheric pressure for
ASPIRATED combustion.
THROTTLE The air throttle controls the flow of air to the engine,
depending on the position of the throttle control lever in the
aircraft cockpit. Fuel control units are attached to the throttle
control to permit the flow of fuel to be controlled as the
throttle controls the airflow.
TURBO-CHARGER An exhaust gas driven turbine which drives a compressor to
increase air pressure to the engine inlet for the combustion
process providing greater power over larger altitude setting.

-37-
 Fuel Injection System Set-Up and Adjustment
GLOSSARY

UNMETERED Pressure of the fuel in pounds per square inch (PSI) at the
PRESSURE outlet of the engine driven fuel pump or inlet of the fuel
control unit.
UPPER DECK Upper Deck Pressure is also referred to as turbocharger
PRESSURE compressor discharge pressure. This is the pressure in inches
of mercury in the induction system after the turbocharger
compressor and before the throttle plate.

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Fuel Injection System Set-Up and Adjustment

PO Box 90 Mobile Alabama 36601-0090 ● 251-438-3411

888-TCM-LINK ● 888-826-5465
www.tcmlink.com

Form No. X30651 Rev. 3

©2007 Teledyne Continental Motors, Inc.