TSIO-520-BE

MAINTENANCE
AND
OPERATOR’S MANUAL
PERMOLD SERIES ENGINE
Technical Portions Approved by the Federal Aviation Administration

Publication X30570 CHANGE 3

©
2023 CONTINENTAL AEROSPACE TECHNOLOGIES NOV 2023
Supersedure Notice
This manual revision replaces the company name and logo on the front cover and list of effective pages for
Publication Part No. X30570, dated February 1990 - no technical content changed. Previous editions are obsolete
upon release of this manual.

Effective Changes for this Manual

0 ..............February 1990
1 ............31 August 2011
2 .......... 15 October 2013
3 ............ 8 November 2023
List of Effective Pages
Document Title: TSIO-520-BE Permold Series Engine Maintenance and Operator’s Manual
Publication Number: X30570 Initial Publication Date: February 1990
Page Change Page Change Page Change Page Change
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Published and printed in the U.S.A. by Continental Aerospace Technologies (formerly Continental Motors, Inc.)

Available exclusively from the publisher: P.O. Box 90, Mobile, AL 36601

Copyright © 2011, 2013, 2023 Continental Aerospace Technologies, all rights reserved. This material may not be reprinted, republished,
broadcast, or otherwise altered without the publisher's written permission. This manual is provided without express, statutory, or implied war-
ranties. The publisher will not be held liable for any damages caused by or alleged to be caused by use, misuse, abuse, or misinterpretation
of the contents. Content is subject to change without notice. Other products and companies mentioned herein may be trademarks of the
respective owners.

A TSIO-520-BE Permold Series Engine Maintenance and Operator’s Manual

CHANGE 3 8 November 2023
 MAINTENANCE AND OPERATOR’S MANUAL
FOR
TSIO-520-BE AIRCRAFT ENGINE

- NOTICE-

The operator must comply with all the instructions contained in this manual in order to assure safe and reliable
engine performance. Failure to comply will be deemed misuse, thereby relieving the engine manufacturer of
responsibility under its warranty.
This manual contains no warranties, either expressed or implied. The information and procedures contained
herein provide the operator with technical information and instructions applicable to safe operation.

FORM NO. X30570-1

i
 CHAPTER INDEX

c~~~ P~e

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

2 Tools and Equipment .................................................. 2-1

3 Detailed Engine Description ............................................. 3-1

4 Engine Specifications and Operating limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

5 Unpacking, Installation, Testing & Removal .................................. 5-1

6 Normal Operating Procedures ............................................ 6-1

7 Emergency Operating Procedures ......................................... 7-1

8 Abnormal Environmental Conditions ....................................... 8-1

9 Service and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1

1O Trouble Shooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1

11 Engine Preservation and Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1

12 Airworthiness Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1

13 Engine Performance and Cruise Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1

ii
 FIGURE INDEX

Figure No. Page

3- 1 Lubrication System Schematic 3-3

3- 2 Induction and Exhaust System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5

3- 3 Turbocharger Sectional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5

3- 4 Ignition Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7

3- 5 Fuel Injection System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7

5- 1 Installation Drawing 5-4

5- 2 Installation Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5

6- 1 Priming Time Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8

13- 1 Sea Level Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4

13- 2 Constant Speed Sea Level Performance Full Rich Mixture ....................... 13-5

13- 3 Constant Speed Sea Level Performance Best Power Mixture ..................... 13-6

13- 4 Altitude Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-7

13- 5 Mixture Ratio Curve - 80% 2500 RPM and 32.8" Hg. ADMP ...................... 13-8

13- 6 Mixture Ratio Curve - 75% 2400 RPM and 32.5" Hg. ADMP ...................... 13-9

13- 7 Mixture Ratio Curve - 65% 2300 RPM and 30.0" Hg. ADMP ..................... 13-10

13- 8 Mixture Ratio Curve - 50% 2200 RPM and 25.8" Hg. ADMP 13-11

13- 9 Fuel Flow Vs. Brake Horsepower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-12

13-10 Metered Fuel Pressure Vs. Fuel Flow ..................................... 13-13

13-11 Fuel Injection Fuel Pump Pressure - PSIA Vs.

% Rated Horsepower - 100°F AVGAS .................................... 13-14

13-12 Fuel Flow Vs. Pressure Drop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-15

iii
INTENTIONALLY

LEFT

BLANK

iv
 CHAPTER 1

INTRODUCTION

Section Index

Section Page
1-1 Scope..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

1-2 Related Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

1-3 Abbreviations and Glossary of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

1-4 Manual Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6

1-1
 INTRODUCTION

1-1 SCOPE

Recommendations, cautions and warnings regarding operation of this engine are not intended to
impose undue restrictions, but are inserted to enable the pilot to obtain maximum performance from
the engine commensurate with safety and efficiency. Abuse, misuse, or neglect of any piece of
equipment can cause eventual failure. In the case of an aircraft engine it should be obvious that a
failure may have disastrous consequences. Failure to obseive the instructions contained in this
manual constitutes unauthorized operation in areas unexplored during development of the engine,
or in areas which experience has proved to be undesirable or detrimental.

Notes, Cautions and Warnings are included throughout this manual, Application is as follows:

NOTE ... Special interest information which may facilitate the operation of equipment.

CAUTION ... Information issued to emphasize certain instructions or to prevent possible damage
to engine or accessories.

WARNING . . . Information which, if disregarded, may result in severe damage to or

destruction of the engine or endangerment to personnel.

1-2
1-2 RELATED PUBLICATIONS

I. Engine Manuals:

A Overhaul Manual for TSI0-520-BE Series Aircraft Engine. Form No. X30574A.

8. Illustrated Parts Catalog for TSI0-520-BE Series Aircraft Engine. Form No. X30576A.

C. Teledyne Continental Motors Aircraft Engine Service Bulletins.

D. Fuel Injection Manual. Form X30593A.

The above publications can be ordered through your Teledyne Continental Motors Distributor
or ordered directly, if prepaid, from:

Teledyne Continental Motors

Aircraft Products
P. 0. Box 90
Mobile, AL 36601

Attn: Accounts Receivable

For price information see TCM Optional and Current Publications Service Bulletins.

II. Accessory Manuals:

A. Magnetos Service Manual

Teledyne Continental Motors
Aircraft Products
P. 0. Box 90
Mobile, AL 36601

Attn: Accounts Receivable

B. Starter Motor Teledyne Continental Motors

Aircraft Products
P. 0. Box 90
Mobile, AL 36601

Attn: Accounts Receivable

C. Alternator Alternator Service Instructions

Form X30531-3
Teledyne Continental Motors
Aircraft Products
P. 0. Box 90
Mobile, AL 36601

Attn: Accounts Receivable

1-3
1-3 DEFINITIONS AND ABBREVIATIONS

ABBREVIATIONS/SYMBOLS

TERM EXPLANATION

A,B,C After Bottom Center

ADMP Absolute Dry Manifold Pressure
Approx. Approximately
A.T.C. After Top Center
Bar. Barometric
B.B.C. Before Bottom Center
B.H.P. Brake Horsepower
BSFC Brake Specific Fuel Consumption
B.T.C. Before Top Center
F.A.A. Federal Aviation Administration
C.A.R. Civil Air Regulations
c.f.m. Cubic Feet Per Minute
C.G. Center of Gravity
C.H.T. Cylinder Head Temperature
ccw Counterclockwise Rotation
cw Clockwise Rotation
Degrees of Angle
OF. Degrees Fahrenheit
EGT Exhaust Gas Temperature
Fig. Figure (Illustration)
Front Propeller End
ft. Foot or Feet
F.T. Full Throttle
FT-LBS Foot Pounds Torque
G.P.M. Gallons Per Minute
gms Grams
H20 Water
Hg. Mercury
l.D. Inside Diameter
in.(") Inches
Hex. Hexagon
hr. Hour
IN-LBS Inch Pounds Torque
Left Side Side on which Nos. 2, 4 and 6 cylinders are located (Rear to Front)
Lbs. Pounds
Lockwire Stainless Steel Wire Used To Safety Connections, Etc.
100LL 100 Octane Low Lead Fuel
Man. Manifold Manometer
Max. Maximum
Min. Minimum
30' Thirty Minutes of Angle (60' equals one degree)
N.P.T. National Pipe Thread (tapered)
N.C. National Course (thread)
N.F. National Fine (thread)
NRP Normal Rated Power
OAT Outside Air Temperature
O.D. Outside Diameter
oz Ounce
Press. Pressure
p.s.i. Pounds Per Square Inch

1-4
 PSIA Pounds Per Square Inch Absolute
PSIG Pounds Per Square Inch Gage
PPH Pounds Per Hour
Rear Accessory End of Engine
Rec. Recommended
Right Side Side on Which Nos. 1, 3 and 5 Cylinder are Located (rear to front)
R.P.M. Revolution Per Minute
Std. Standard
TBO Time Between Overhaul
T.D.C. Top Dead Center
T.l.T. Turbine Inlet Temperature
Torque Force x Lever Arm (125 ft. - lbs. torque = 125 lbs. force applied one ft.
from bolt center or 62 1 /2 lbs. applied 2 ft. from center, etc.)

DEFINITIONS

ADMP Absolute dry manifold pressure, is used in establishing a baseline standard of engine
performance. Manifold pressure is the absolute pressure in the intake manifold;
measured in inches of mercury.

Ambient A term used to denote a condition of surrounding atmosphere at a particular time. For
example: Ambient Temperature or Ambient Pressure.

BHP Brake Horsepower. The power actually delivered to the engine propeller shaft. It is
called Brake Horsepower because it was formerly measured by applying a brake to
the power shaft of an engine. The required effort to brake the engine could be
converted to horsepower - hence: "brake horsepower".

BSFC Brake Specific Fuel Consumption. Fuel Consumption stated in pounds per hour per
brake horsepower. For example, an engine developing 300 horsepower while burning
150 pounds of fuel per hour, has a BSFC of .5.

Fuel Consumption in PPH

Brake Horsepower

Cavitation Formation of partial vacuums in a flowing liquid as a result of the separation of its parts.

Cold Soaking Prolonged exposure of an object to cold temperatures so that its temperature
throughout approaches that of ambient.

Corrosion Deterioration of a metal surface usually caused by oxidation of the metal.

Critical The maximum altitude at which a component can operate at 100% capacity. For
Attitude example, an engine with a critical altitude of 16,000 feet cannot produce 100% of its
rated manifold pressure above 16,000 feet.

Density Altitude The effective altitude, based on prevailing temperature and pressure, equivalent to
some standard pressure altitude.

Dynamic Condition A term referring to properties of a body in motion.

EGT Exhaust gas temperature. Measurement of this gas temperature is sometimes used as
an aid to fuel management.

1-5
Exhaust Back Opposition to the flow of exhaust gas, primarily caused by the Pressure size and shape
Pressure of the exhaust system. Atmospheric pressure also affects back pressure.

Four Cycle Short for "Four Stroke Cycle". It refers to the four strokes of the piston in completing
a cycle of engine operation (Intake, Compression, Power and Exhaust).
Fuel Injection A process of metering fuel into an engine by means other than a carburetor.

Gallery A passageway in the engine or subcomponent. Generally one through which oil is
directed.

Galling or Scuffing Excessive friction between two metal surfaces resulting in particles of the softer metal
being torn away and welded to the harder metal.

Humidity Moisture in the atmosphere. Relative humidity, expressed in percent, is the amount of
moisture (water vapor) in the air compared with the maximum amount of moisture the
air could contain at a given temperature.

Hydrostatic Lock Inability or restriction of piston rotation at TDC due to fluid accumulation in excess of
combustion chamber displacement.

Impulse Coupling A mechanical device used in some magnetos to retard the ignition timing and provide
higher voltage at cranking speeds for starting.

Lean Limit Mixture The leanest mixture approved for any given power condition. It is not necessarily the
leanest mixture at which the engine will continue to operate.

Major Overhaul Per FAA AC43-11 consists of the complete disassembly of an engine, inspected,
repaired as necessary, reassembled, tested, and approved for return to service within
the fits and limits specified by the manufacturer's overhaul data. This should be to new
fits or limits. The determination as to what fits and limits are used during an engine
overhaul should be clearly understood by the engine owner at the time the engine is
presented for overhaul. The owner should also be aware of any parts that are replaced,
regardless of condition, as a result of manufacturer's overhaul data, service bulletin,
or an airworthiness directive.

Manifold Pressure Pressure measured in the intake manifold down-stream of the air throttle. Usually
measured in inches of mercury.

Mixture Mixture ratio. The proportion of fuel to air used for combustion.

Naturally Aspirated A term used to describe an engine which obtains induction air by drawing it directly
(Engine) from the atmosph,ere into the cylinder. A non-supercharged engine.

Octane Number A rating which describes relative anti-knock (detonation) characteristics of fuel. Fuels
with greater detonation resistance than 100 octane are given performance ratings.

Oil Temperature A thermostatic unit used to divert oil through or around the oil cooler, as necessary,
Control Valve to maintain oil temperature within desired limits.

Overboost Valve A safety device used on some turbocharged engines to relieve excessive manifold
pressure in the event of malfunction.

Overhead Valves An engine configuration in which the valves are located in the cylinder head itself.

1-6
Performance Rating A rating system used to describe the ability of fuel to with-stand heat and pressure of
combustion as compared with 100 octane fuel. For example, an engine with high com-
pression and high temperature needs a higher Performance Rated fuel than a low
compression engine. A rating of 100/130 denotes performance characteristics of lean
(100) and rich (130) miX1ures respectively.

Permold A term used to describe a process by which a crankcase is made. An engine with a
permold crankcase has a front, right-hand mounted, gear driven alternator.

Pressure Altitude Altitude, usually expressed in feet, (using absolute static pressure as a reference)
equivalent to altitude above the standard sea level reference plane (29.92" Hg.
Standard).

Propeller Load A plot of horsepower, versus RPM, depicting the power absorption characteristics of
Curve a fixed pitch propeller.

Propeller Pitch The angle between the mean chord of the propeller and the plane of rotation.

PSIA The absolute thermodynamic pressure measured by the number of pounds - force
exerted on an area of one square inch.

RAM Increased air pressure due to forward speed.

Rated Power The maximum horsepower at which an engine is approved for operation.

Retard Breaker A device used in magnetos to delay ignition during cranking. It is used to facilitate
starting.

Rich Limit The richest fuel/air ratio permitted for a given power condition. It is not necessarily the
richest condition at which the engine will run.

Rocker Arm A mechanical device used to transfer motion from the pushrod to the valve.

Run Out Eccentricity or wobble of a rotating part.

Sandcast A term used to describe a process by which a crankcase is made. An engine with a
sandcast crankcase has a belt driven alternator mounted on the left rear accessory
case and a front, right-hand mounted oil cooler.

Scavenge Pump A pump (especially an oil pump) to prevent accumulation of liquid in some particular
area.

Sonic Venturi A restriction, especially in cabin pressurization systems, to limit the flow of air through
a duct.

Standard Day By general acceptance, a condition of the atmosphere wherein specific amounts of
temperature, pressure, humidity, etc. exist.

Static Condition A term referring to properties of a body at rest.

Sump The lowest part of a system. The main oil sump on a wet sump engine contains the
oil supply.

1-7
T.D.C. Top Dead Center. The position in which the piston has reached the top of its travel.
A line drawn between the crankshaft rotational axis, through the connecting rod end
axis and the piston pin center would be a straight line. Ignition and valve timing are
stated in terms of degrees before or after TDC.

Thermal Efficiency Regarding engines, the percent of total heat generated which is converted into useful
power.

T.l.T. Turbine Inlet Temperature. The measurement of E.G.T. at the turbocharger turbine inlet.

Torque Twisting moment, or leverage, stated in pounds - foot (or pounds - inch).

Turbocharger A device used to supply increased amounts of air to an engine induction system. In
operation, a turbine is driven by engine exhaust gas. In turn, the turbine directly drives
a compressor which pumps air into the engine intake.

Turbo Supercharged A term used to describe an engine which obtains induction air by drawing it directly
(Engine) from the atmosphere into the Turbocharger Compression Inlet, compressing the air and
routing it to the pressurized induction system.

Vapor Lock A condition in which the proper flow of a liquid through a system is disturbed by the
formation of vapor. Any liquid will turn to vapor if heated sufficiently. The amount of
heat required for vaporization will depend on the pressure exerted on the liquid.

Variable Pressure A device used to control the speed, and thus the output of
Controller the turbocharger. It does so by operating the wastegate which diverts, more or less,
exhaust gas over the turbine.

Vernatherm Valve A thermostatic valve used to divert oil through or around the oil cooler, as necessary,
to maintain oil temperature within desired limits.

Viscosity The characteristic of a liquid to resist flowing. Regarding oil, high viscosity refers to
thicker or "heavier" oil while low viscosity oil is thinner. Relative viscosity is indicated
by the specified "weight" of the oil such as 30 "weight" or 50 "weight". Some oils are
specified as multiple-viscosity such as 1OW30. In such cases, this oil is more stable and
resists the tendency to thin when heated or thicken when it becomes cold.

Volatility The tendency of a liquid to vaporize.

Volumetric The ability of an engine to fill its cylinders with air compared to their capacity for air
Efficiency under static conditions. A "naturally aspirated" engine will always have a volumetric
efficiency of slightly less than 100%, whereas superchargers permit volumetric
efficiencies in excess of 100%.

Wastegate Valve A unit, used on the turbocharged engines, to divert exhaust gas through or around the
turbine, as necessary, to maintain turbine speed. As more air is demanded by the
engine, due to throttle operation, the compressor must work harder. In order to
maintain compressor and turbine speed, more exhaust must flow through the turbine.
The wastegate valve closes and causes gas, which would go directly overboard, to
pass through the turbine. The wastegate is usually operated by an actuator which
gets necessary signals from the turbocharger controller.

1-8
1-4 MANUAL REVISIONS

This manual and Teledyne Continental Motors related manuals are current and correct to the best
of Teledyne continental Motors' knowledge at the time of publication. Any errors, recommended
changes, or questions should be submitted in writing to:

Department Manager
Technical Publications Department
Teledyne Continental Motors
P. 0. Box 90
Mobile, Alabama 36601

Manuals will be revised and updated as necessary.

Consult Teledyne Continental Motors' Service Bulletin publications for latest technical information
available.

1-9
INTENTIONALLY

LEFT

BLANK

1-10
 CHAPTER 2

TOOLS AND EQUIPMENT

Section Index

Section Page
2-1 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2

2-2 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2

2-1
2-1 GENERAL INFORMATION

The mechanic should be equipped with a complete set of common tools to include a minimum of:

1. Wrenches 1/4" thru 1"

2. Common and Philister Head Screwdrivers
3. Pliers - Common Dykes, Needle Nose. Duck Bill, Vise Grip.
4. Ratches 1/4", 3/8", 1/2" Drive
5. Sockets - 1/4" Drive 5/32" thru 1/2" - 3/8" Drive 3/8" thru 1" - 1/2" Drive 7/16" thru 1-1/4"
6. Sockets (Deepwell) - 1/2" Drive 7/16" thru 1"
7. Feeler Gages
8. Leather Mallet
9. Torque Wrenches* (Calibrated) - 0-500 In. Lbs. - 0-100 Ft. Lbs.
10. Micrometers* (Calibrated)

*Must be currently calibrated, and the calibration must be traceable to the National Bureau of Standards.

2-2 SPECIAL TOOLS

The specific tools illustrated or similar tools marketing by other manufacturers will be necessary for service
and maintenance of the TSI0-520-BE aircraft engine. The tool illustrations shown on the following pages are
used with the permission of the respective manufacturers.

Most special tools illustrated in this section are marketed by Burroughs Tool and Equipment Corporation,
2429 North Burdick Street, Kalamazoo, Michigan 49007. A complete catalog of special tools for Teledyne
Continental Motors Aircraft engines can be obtained by writing the Borroughs Tool Company.

The illustrations in this section show only the general appearance of the tools and do not necessarily
correspond to the actual size or shape. Individual illustrations may cover a number of tools with the same
overall design, but with different part numbers.

2-2
 SPECIAL TOOLS
PROCUREMENT SOURCES
GENERAL PRODUCT
COMPANY SUMMARY

A LC OR
Box 32516 Instruments for
10130 Jones Maltsberger Rd. Aircraft
San Antonio, TX 78284 Special Tools
512/349-3771

BORROUGHS TOOL AND EQUIP. CORP. Precision Instruments

2429 N. Burdick St. Measuring Instruments
Kalamazoo, Ml 49007-1897 Precision Tools
616/345-5163 or 345-2700
Special Tools

CHAMPION SPARK PLUG, CO.

Box 910, 900 Upton Ave. Spark Plugs, lgnitors
Toledo, OH 43661 Oil Filters
419/535-2461 Special Tools

EASTERN ELECTRONICS, INC. Fuel Pressure Test Equipment

180 Roberts St. Measuring Instruments
East Hartford, CT 06108 Precision Tools
203/528-9821 Piston Position Indicators
Printed and Standard Circuits

FEDERAL TOOL SUPPLY CO., INC.

10631 Capital Precision Inspection
Oak Park, Michigan 48237 Instruments
800/521-1508 TOLL FREE Special Tools
or 313/543-9300

OTC TOOLS & EQUIPMENT

Division of Owatonna Tool Company Precision Tools
Owatonna, Minnesota 55060 Special Tools
507/451-5310 Hydraulic Accessories

McMASTER-CARR SUPPLY CO.

P.O. Box 4355 Precision Tools
Chicago, Illinois 60680 Special Tools
312/833-0300

SNAP ON TOOLS
2611 Commerce Blvd. Precision Tools
Birmingham, Alabama 35210 Special Tools
205 /956-1722

Kell-Strom Tool Company, Inc. Ignition Test

214 Church St. Equipment
Wethersfield, CT 06109

2-3
 ··NOTICE --
All tools referenced under Sub-section 2-2 Special Tools, are for reference only, not for the purpose of
promoting or suggesting tools to be purchased from the indicated sources.

IDENTIFICATION CODE FOR TOOLS

(ALR) ALCOA, INC.

(BTC) BORROUGHS TOOL AND EQUIPMENT CORP.
(CSPC) CHAMPION SPARK PLUG, CO.
(EEi) = EASTERN ELECTRONICS, INC.
(FTSC) FEDERAL TOOL SUPPLY CO., INC.
(OTC) OTC TOOLS & EQUIPMENT CO.
(MCSC) McMASTER-CARR SUPPLY CO.
{SOT) SNAP ON TOOLS

(KTC) KELL-STROM TOOL COMPANY INC.

44 Numbers referenced in the left-hand bottom comer of each picture correspond to the
numbers located in the Special Tool Index.

WARNING ..• Whenever using test equipment, keep equipment and personnel clear of prop
area.
 SPECIAL TOOLS

Item & Nomenclature Application Vendor

1. GA333 Strap Wrench Oil Filter Removal 3" to 3 3/8" SOT

GA340 Strap Wrench Oil Filter Removal 3 1/2" to 3 7/8" SOT
YA341 Strap Wrench Oil Filter Removal 4 1/8" to 4 7 /16" SOT
2. CT-470 Oil Filter Can Cutter Oil Filter Sludge Inspection CSPC
3. 3882 Cylinder Base Nut Wrenches Cylinder Removal BTC
4. 8079 Cylinder Base Nut Wrenches Cylinder Removai BTC
5. 8121 Piston Pin Removers Piston Removal BTC
6. CFL10 Cylinder Hone Cylinder Reconditioning SOT
7. 5221A Holding Fixture Adapters Cylinder Hold Down BTC
8. 4965A Crankshaft Blade and Crankshaft Reconditioning SOT
Damper Bushing Remover/
Replacer
3604 Crankshaft Blade and Crankshaft Reconditioning BTC
Damper Bushing Remover/
Replacer
3607 Crankshaft Blade and Crankshaft Reconditioning BTC
Damper Bushing Remover/
Replacer
3607-1 Crankshaft Blade and Crankshaft Reconditioning BTC
Damper Bushing Remover/
Replacer
8068 Crankshaft Blade and Crankshaft Reconditioning BTC
Damper Bushing Remover/
Replacer
9. 5221A Holding Fixture Adapters Cylinder Hold Down BTC
10. 52218 Holding Fixture Cylinder Hold Down BTC
11. 122 Valve Guide Cleaner Cylinder Reconditioning BTC
12. 8066 Seal Seat Cutter Cylinder Reconditioning BTC
13. 7521A Spring Checker Spring Inspection BTC
14. 3611 Valve Guide Remover Cylinder Reconditioning BTC
2874 Valve Guide Remover Cylinder Reconditioning BTC
15. 4912 Valve Guide Replacer Cylinder Reconditioning BTC
3619 Valve Guide Replacer Cylinder Reconditioning BTC
2842 Valve Guide Replacer Cylinder Reconditioning BTC
16. 8118 Rocker Arm Bushing Rocker Arm Reconditioning BTC
Remover/I nstal!er
17. 4901 Ring Compressor Engine Assembly BTC
2839 Ring Compressor Engine Assembly BTC
3618 Ring Compressor Engine Assembly BTC
18. 49018 Ring Compressor Engine Assembly BTC
4901A Ring Compressor Engine Assembly BTC
3601 Ring Compressor Engine Assembly BTC
2839A Ring Compressor Engine Assembly BTC
5201 Ring Compressor Engine Assembly BTC
19. 3170 Floating Holder Cylinder Reconditioning BTC
20. 3602 Valve Spring Compressor Cylinder Assembly /Disassembly BTC
21. 68-3 Push Rod Spring Compressor Push Rod Housing Installation/Removal BTC
22. 4915A Flaring Tool Push Rod Hsg. Push Rod Housing Reconditioning BTC
23. 4981 Valve Guide Remover Cylinder Reconditioning BTC
24. 8086 Valve Seat Insert R&R Cylinder Reconditioning BTC

2·5
 Item & Nomenclature Application Vendor

25. 4910 Installer Valve Seat Insert Cylinder Reconditioning BTC

4956 Installer Valve Seat Insert Cylinder Reconditioning BTC
26. 8116 Common Parts Kit Cylinder Reconditioning BTC
27. 8116-24 Valve Stem Hole Reamers Cylinder Reconditioning BTC
thru 29
28. 8116-1 R Reamers Cylinder Reconditioning BTC
thru 15R
29. 8116-18 Boring Bars Cylinder Reconditioning BTC
thru 158
30. 8116-1 Expanding Guide Bodies Cylinder Reconditioning BTC
thru 16
31. 4909 Valve Seat (Straight Side) Cylinder Reconditioning BTC
Insert Cutters
4954 Valve Seat (Straight Side) Cylinder Reconditioning BTC
Insert Cutters
4985 Valve Seat (Straight Side) Cylinder Reconditioning BTC
Insert Cutters
5224 Valve Seat (Straight Side) Cylinder Reconditioning BTC
Insert Cutters
5225 Valve Seat (Straight Side) Cylinder Reconditioning BTC
Insert Cutters
32. 8135 Valve Seat (Step Side) Cylinder Reconditioning BTC
Insert Cutters
8136 Valve Seat (Step Side) Cylinder Reconditioning BTC
Insert Cutters
8138 Valve Seat (Step Side) Cylinder Reconditioning BTC
Insert Cutters
33. 2769A13 RosanR Stud Remover Stud Remover MCSC
34. 8111A Connecting Rod Fixture Connecting Rod Inspection BTC
35. 8042C Adapter Kit Connecting Rod Inspection BTC
36. 874-40,41 Reamers Conrod Bushing Connecting Rod Reconditioning BTC
5008,8071 Reamers Conrod Bushing Connecting Rod Reconditioning BTC
37. 8098 Remover/Installer Set Connecting Rod Reconditioning BTC
Connecting Rod Bushing
38. 8122A Common Drive Handle Cylinder Reconditioning BTC
8139,40,41 Pilots Cylinder Reconditioning BTC
39. 23-1 Needle Bearing Installer Needle Bearing Replacement BTC
8053 Needle Bearing Installer Needle Bearing Replacement BTC
40. 8077A&B Bushing R/R Set Crankshaft Reconditioning BTC
41. 8077C Bushing R/R Counterweight Crankshaft Reconditioning BTC
42. 8104 Engine Stand Engine Assembly /Disassembly BTC
43. 7726 Tork Band Tension Adjuster Generator/Alternator Belt Tensioning BTC
44. 4973 Generator Drive Holders Generator/Alternator Disassembly BTC
45. 8156 Cylinder Heating Stand Cylinder Reconditioning BTC
46. 8093C Bearing Puller Bearing Removal Starter Clutch Shaft BTC
47. 80930 Bearing Puller Bearing Removal Starter Clutch Shaft BTC
48. 5210 Differential Pressure Gauge Setting Differential Fuel Pressure BTC
49. 7251 Differential Pressure Checking Cylinder Compression BTC
Cylinder Checker
50. BT-33-73F Belt Tension Gauge Alternator/Generator Belt Adjustment BTC
 Item & Nomenclature Application Vendor

51. BT-60C Hydraulic Valve Lifter Hydraulic Lifter Testing BTC

Tester
52. 8091 GEN/ALT Tester Checking GEN/ALT Output BTC
53. 3608A Timing Disc Setting Engine Timing BTC
54. 4974 Pulley Holder Sheave Removal BTC
55. 8082 Alignment Gage Bar Checking Comp & Driver Sheave BTC
Alignment
56. 8094A Crankcase Drill Fixture Crankcase Modification BTC
57. 8334 Vacuum Pump Vacuum Testing BTC
58. 61-5 Pulley Puller GEN/ALT Sheave Removal BTC
59. 80948 Drill Fixture Journal Bearing Modification BTC
60. 4918 Spark Plug Insert Replacer Cylinder Reconditioning BTC
61. 8064 Step Cutter Thru-Bolt Crankcase Modification BTC
8065 Step Cutter Thru-Bolt Crankcase Modification BTC
62. 504-1 Spark Plug Insert Tap Cylinder Reconditioning BTC
63. 4919 Spark Plug Insert Remover Cylinder Reconditioning BTC
64. 8054 Slide Hammer Multi Use BTC
65. 445 Spark Plug Tap Cylinder Reconditioning BTC
66. 8074 RosanR Lock Ring Installer Stud Installation BTC
67. 505 Stud Drivers Stud Installation BTC
68. 4987 Scavenge Pump Drill Fixture Crankcase Modification BTC
69. 8025 Drill Fixture Crankcase Squirt Nozzle Replacement BTC
70. L423 Crankcase Splitter Crankcase Separation BTC
71. 5209 Propeller Shaft Oil Seal Installation of seal over Propflange BTC
Installer
72. 8048 Oil Pressure Relief Spot Removal of surface Material around BTC
Facer holes
8155 Oil Pressure Relief Spot Removal of surface Material around BTC
Facer holes
73. 8117A Runout Block Set Crankshaft Inspection BTC
74. 8087A&B Polishing Tools for Crank- Crankshaft Reconditioning BTC
shaft Bearings
75. 8165 Injector Nozzle Remover Injector Removal & Replacement BTC
and Installer
76. 8114 Crankcase thru Bolt Removers Engine Disassembly BTC
77. 7912A Hex Drive Loosening Tubing "B" Nuts BTC
78. 7710 Rotabroach Cutters Hole Cutting BTC
79. 1153 Puller Removal of Press Fit Parts OTC
679 Puller Removal of Press Fit Parts OTC
80. 1035 Puller Removal of Press Fit Parts OTC
927 Puller Removal of Press Fit Parts OTC
81 1037 Puller Removal of Press Fit Parts OTC
82. 1079 Puller Removal of Press Fit Parts OTC
1063 Puller Removal of Press Fit Parts OTC
83. 115-153 Outside Micrometers Dimensional Inspection FTSC
84. 545-116 Dial Bore Gages Dimensional Inspection FTSC
85. 122-125 Blade Micrometers Dimensional Inspection FTSC
86. 126-137 Screw Thread Micrometers Dimensional Inspection FTSC
226-137 Screw Thread Micrometers Dimensional Inspection FTSC
87. 159-211 Depth Micrometers Dimensional Inspection FTSC

2-7
 Item & Nomenclature Application Vendor

88. 4903-1 Reamers Rocker Shaft Cylinder Reconditioning BTC

thru -5 Support Boss
4905 Reamers Rocker Arm & Rocker Arm Reconditioning BTC
Shaft Bushing
5129-1 Reamers (Straight Valve Cylinder Reconditioning BTC
thru -5 Cylinder)
5130 Reamer Rocker Shaft Cylinder Reconditioning BTC
Bushing
7232 Reamer Rocker Arm Rocker Arm Reconditioning BTC
Bushing
89. 4914-1 HS Reamers Valve Guide Boss Cylinder Reconditioning BTC
thru 5HS
4943-1 HS Reamers Valve Guide Boss Cylinder Reconditioning BTC
thru 5HS
90. 2847-2Cp Reamer (Carbide Tipped) Cylinder Reconditioning BTC
4913-1CP Reamer (Carbide Tipped) Cylinder Reconditioning BTC
3606-CP Reamer (Carbide Tipped) Cylinder Reconditioning BTC
2847-1Cp Reamer (Carbide Tipped) Cylinder Reconditioning BTC
2847-2HP Reamer (High Speed Steel) Cylinder Reconditioning BTC
4913-1HP Reamer (High Speed Steel) Cylinder Reconditioning BTC
3606-HP Reamer (High Speed Steel) Cylinder Reconditioning BTC
28471HP Reamer (High Speed Steel) Cylinder Reconditioning BTC
91. 2684 Reamer (Square Shank) Cylinder Reconditioning BTC
2686 Reamer (Square Shank) Cylinder Reconditioning BTC
2689 Reamer (Square Shank) Cylinder Reconditioning BTC
2693 Reamer (Square Shank) Cylinder Reconditioning BTC
4104 Reamer (Square Shank) Cylinder Reconditioning BTC
92. 2848-1 Plug Gage Valve Guide Inspection BTC
2848-2 Plug Gage Valve Guide Inspection BTC
3615 Plug Gage Valve Guide Inspection BTC
93. 7308 Dial Thickness Gage Dimensional Inspection FTSC
94. 52.030-006 Precision Vernier Calipers Dimensional Inspection FTSC
95. 600R-30 Inside Measuring Instrument Dimensional Inspection FTSC
96. 647 Alternator Analyzer Voltage Charging System Test EEi
Regulator Tester
97. E100 Alternator /Regulator/ Charging System Test EEi
Battery Tester
98. Model 29 Voltage & Circuit Te~ter Electrical System Test EEi
99. 11-9110-1 Magneto Timing Light Set Engine Timing KTC
mo. Model E25 Timing Indicator Set Engine Timing EEi
101. Model E10 Cold Cylinder Tester Cylinder Firing Improperly EEi
102. Model E5 Hi-Voltage Tester Test Ignition Cable Continuity KTC
103. 646953 Master Orifice Tool Cylinder Compression Test BTC
104. 85328 Alcor Portable Digital EGT Engine Test ALR
Unit
105. 85329 Alcor Portable Digital CHT Engine Test ALR
Unit

2-8
 )
~·

~.~·· Oil Filter Can Cutter

(CT-470)

8
' _/J;
I
0
a. Insert threaded adapter in female threads of
Strap Wrench filter, or screw rotating bushing on male
threads of filter.
For removal of oil filter, spring steel band
surrounds and tightens as the handle is pulled. b. Slightly tighten cutter blade against filter
Vinyl gripped handle swivels to clear obstruc- and rotate 360°. Repeat operation until
tions. mounting plate section separates.

GA333 for 3" to 3-3/8" Dia. Filters c. Lift mounting plate to expose complete
GA340 for 3-1 /2" to 3-7/8" Dia. Filters filter media for inspection.
YA 341 for 4-1 /8" to 4-7 /16" Dia. Filters

Oil Filter
Sludge Inspection
Inspection of engine sludge trapped in spin-on
oil filters has been a recommended practice for
many years. Licensed aircraft mechanics recog-
nize the value of visual inspection to aid in
determining if internal engine wear or malfunc-
tion has occurred, and to inspect for metal or 3) Using a clean plastic bucket containing
other contaminates within the engine oil system. approximately 1 pt. clean varsol, swish
filter element around in the varsol to
Use of the Champion CT-470 Oil Filter Can loosen entrapped metal or other
Cutter eases the opening of spin-on filters contaminant.
without introducing foreign material into the
filter. 4) Using a clean magnet, work it around in
the varsol solution. Ferrous metal particles
Following is the recommended procedure for in the solution should adhere to the magnet
inspection of full flow oil filters: for inspection.

1) Remove filter from the engine and place on 5) After all ferrous metal particles have been
a drain tray. Allow oil to drain through a retrieved by the magnet, pour remaining
clean cloth to determine if foreign material varsol through another clean shop rag, and
drains from the filter. in a bright light, any non-ferrous metals
should be detectable.
2) Using the Champion CT-470 Can Cutter,
open the filter as follows; (See photos):

2-9
Cylinder Base Nut Wrenches
3882 Series
The 3882 Series Wrenches feature 1/2" square
drive and 12-point hex sockets. The wall
thickness between the hex and wrench O.D. is
closely controlled for maximum strength.
Approx. 16" long overall.

3882 9/16" hex 3882-3 5 /8" hex

3882-1 7 /16" hex 3882-4 3/4" hex
3882-2 1/2 " hex

3882A 9/16"hex
3882-3A 5 /8" hex

(3882-style shown In
Cylinder Base Nut Wrench
'-, . I_________ _
phantom, to scale)

Special modified 3882-type wrench, this special

wrench is perfect for those occasional situations ' ', ".......
when the 3882 wrench won't fit. It's a slightly
different configuration, as shown.

8079 9 /16" hex

Cylinder Base Nut Wrench

For 4 70 and 520 Series

The special configuration of these wrenches

permits access to the cylinder base nut areas as
shown. Approx. 17" long.

5203 5204

CJ!/S"hex 5/8" hex

Piston Pin Removers
Piston 14--
Size
8121 Series
Design allows piston pin removal without
removing adjoining cylinder. Sizes to fit
Continental engines.

Body Assy. Piston Size

8121A 4-7 /16" Cl!>

81218 5"
8121K (Kit)
8121C 5-1/8"
81210 5-1 /4"

Cylinder Hone
Expandable racks adjust to cylinder size with
universal joint action. Optional set for use on
TCM cylinders.

CFL1o Standard /3" to 4-1/4"

CFL10..7 Optional/4" to 6-1 /2"

Crankshaft Blade and Dampener

Bushing Removers/Replacers

Back-up plates and forcing screws are rugged,

heat-treated alloy steel. Be sure to keep forcing
screws greased.

4965A for 5/8" 1.0. Bushing

3604 for 3/4" LO. Bushing
3607 for 15/32" LO. Bushing
3607-1 for GTSI0-520
8068 for .604 LO. Bushings

2-11
Holding Fixture
Adapters
Wrth these adapters, you may bolt the cylinder 5221-17A Cylinder
orrto the 5221 B Fixture In order to do: Holdown Oamp
Assembly (one req'd.
Cylinder Honing fits all adapters).
Valve Seat Insert Work (insert removal. Order separately.
seat cutting, insert installation).

5221-13A Adapter for Continetal 0 and 10-470

and 520 Series

Note: The original #5221 Fixtures require 4

additional tapped holes in rocker plate to
accept the above adapters- a blueprint showing
hole sizes and locations is Included with
adapters.

Universal Cylinder
Holding Fixture 5221 B
This is a heavy-duty, precision fixture manu-
factured to extremely close tolerances. Suitable
for use on vertical mills or drill presses, It
allows quick indexing of required angles for
valve work.

FEATURES:

• For all Continental Engines

• Fixture indexes in all present positions

required to machine valve guides.

* Locks in at these angles:

11° 45' 12° 40' 16°

12° 15°
(;;;\
• Adapter rings are included to cover all \:J 5221-10LA Si21-11LA
Continental engines.

5221-10LA For wide deck

5221-11LA For narrow deck

2-12
Valve Guide Cleaner 122
Expandable type fits all Continental engines.

Seal Seat Cutter 8066

Per Continental Bulletin M76-24R.1
Modifies valve guide to comply with M76-24R.1
carbide-tipped cutter blades compensate for
wear.

Spring Checker 7521 A

Per Continental Bulletin M74-16
Check valve spring quickly and easily. Hy-
draulically actuated extremely accurate readout
{0-160 pounds). Includes step gauges for all
required dimensions. 7521 Checker Is less step
gauges.

Max. spring dimensions: Ht.-2-1/2", O.D.-2".

(Heat-Shrink Type)

Valve Guide Removers

(Cold Force Removal Type)
Tough heat-treated steel.
3611 - .375" l.D. Gulde
2874- .436/.438" l.D. Gulde

2-13
Valve Guide Replacers
Alloy steel, heat-treated for maximum
toughness.

4912 - .344• 1.0. Gulde

3619 - .375• 1.0. Gulde
2842 - .436/.438 1.0. Gulde

Rocker Arm Bushing

Remover/Installer Set 8118

~~[j[j
Driver and Piiot Ram Replaces
Adapter Assy. Dia. Dia. Tool

!lfi§ff ®
8118G .731 .871 7233
8118H .706 .808 5007/2881-1
8118J .593 .699 4904
8118K .573 .714

8118 Set Includes one each 8118G, 8118H,

8118.J, 8118K and 8098-10 Base.

Driver and Adapter Assemblies also avaHable

Individually. The 8098-10 Base must be used
with 8118G, 811H, 8118.J and 8118K Driver and
Adapter Assemblies.

®
Makes rocker arm bushing removaljinstallation
fast and easy. All components of 8118 set are
also available Individually.

Piston Ring Compressors

Flexible Band Type

4901 • for 3-7/8" and 4-1 /6" bore engines

2839 - for 5 • and 5-1 / 4• bore engines
3818- for 4-7 /16" bore engines

Tapered Type

49018 - for 3-71a· bore engines

2-14@
4901A - for 4-1 /6" bore engines
3601 - for 4-7 /16" bore engines
2839A - for s· bore engines
5201 - for 5-1 /4" bore engines
3170 .. Floating holder

No. 3 Morse male, compensates for misalignment

between reamer and work. Provides
unrestricted float.

Valve Spring
Compressor 3602
Adjustable type works on all Continental
engines.

Hook Installs on rocker shaft (or on special

rocker nut furnished) and c-shaped collar
compresses spring to allow keeper removal. All
\20J
~
stressed parts are heated-treated steel. Handle
Is approx. 18" long for good leverage.

Push Rod Spring

Compressor 68·3
For compressing and holding push rod springs
on all engines with spring loaded tubes. The
68-3 compresses the spring, which can then be
removed with furnished clips.

Eliminates wiring springs together- to install,

slmply Insert spring then pull off clip! Includes
Instructions.

Flaring Tool for Push

Rod Housing 4951 A
For A & C Serles - expanding ball type tool.
Balls rotate inside housing, expanding it into 122\
aluminum boss. 'J
Valve Guide Remover 4981
Removes guides by heat-shrink method.
Cylinder ls heated to 475°F, then tool injects
water to guide bore. A light tap with the slide
hammer removes guide. A water reservoir (not
included) supplies the low water pressure
required to cool the guides for easy removal.
Replacement guide is usually same size as the
one removed. 2-15
 @@@@@@
Valve Seat Insert
Remover and Replacer 8086 www@@
A complete tool set to remove and install valve
seats by the heat-shrink method. Cylinders are
heated to soo 0 -sso°F. Same handle and head Is
fil @;. :;:)MBl
used to remove and drive down seats during '-------iO.i-C[Jl[)
Installation. Mallet may be used on the handle
as the seating force. Low water pressure on
the order of 1 to 2 p.s.i. is all that is needed
for pulling seats. This one tool set will do all
Continental engines from 65 to 520 and 10-550.

Set Includes:

* (1) Handle/kwer assembly

* (12) Puller heads (size to fit all

Continental engines

* (1 O) Installer pilots

* (1) Remover plug

* 6 feet of super flexible hose to attach to

water supply

* Instructions

* Storage case.

Tool is rigged for removaL Center is plugged to route water Tool is rigged for replacement. Guide on end of tool slips
Ovt thru small holes in rim oi removing head. into valve stem hole for perfect alignment. No more cocked
seats.

Fig 1
Fig. 2.

Installer
Valve Seat Inserts
4910-For 1-45/64" 0.0. Exhaust and 1-53/64"
0.0. Intake Inserts. (;;;\
(Includes head and handle) ~

4956-For 1-3/4• 0.0. Exhaust and 1·57/64" 2-16

0.0. Intake Inserts.
(Includes head and handle)
8116 Common Parts Kit
Does not Include Expanding Gulde Bodies or
cutting tools. See below.

Select Size Parts are not part of 8116 kit. You

buy only what you need (reamers, expanding
guide bodies, boring bars, etc.).

Valve Guide To Valve Seat

11,6 • 11 NUT

Alignment System 1116 · lA CU!Of BUSING

MIS-ALIGNED VALVE SEATS AND GUIDES

CAN BE RE-ALIGNED QUICKLY:
Here's how It's done:
Step 1. Removed old guides and seats

Step 2. Install Expanding Gulde Body Into

valve seat boss. 111' . )5
CHAMFERED SLEEVE

Step 3. Place Boring Bar Into Guide. Bore

valve guide boss concentric and
perpendicular to valve seat. Follow
up with Reamer.

Step 4. Use your drill press for bore or ream

operations as shown In this picture.
The same guide set-up works for
both.

2-17
Valve Stem Hole Reamers
(Takes the place of 2847, 3606 & 4913
Series reamers).
Hole Dia.

8116.24 .344
8116.25 .375
8116.27 .436
8116.29 .438

Boring Bars Reamers

Made of high speed M2 tool steel, precision Valve Gulde Boss. (Takes place of
ground. 4914 and 4943 Series reame1s).

. .
-- ~~ JD
@ Reamers
Tool No. Hole Dia.
@ ~
Boring Bars
Hole Dia.

8116-1R .531 8116-16 .525

8116-2R .536 8116-28 .530
8116-3R .541 8116-38 .535
8116-4R .546 8116-48 .54-0
8116-SR .551 8116-58 .545
8116-SR .561 8115-68 .555
8116-10R .625 8116-108 .620
8116-11R .630 8116-118 .625
8116-12R .635 8116-128 .630
8116-13R .640 8116-138 .635
8116-14R .645 8116-148 .640
8116-15R .655 8116-158 .650

(*Example: Use 8116-68 Boring Bar to bore hole to .555, then finish with 811&-
6R Reamer to .561 dia.)
Expanding Minimum Maximum
Body No. Retracted Dia. Expanded Dia.

8116-1 1.656 1.681

Expanding 8116-2 1.685 1.710
Guide 8116-3 1.748 1.773
Bodies 8116-4 1.785 1.810
8116-5 1.810 1.835
8116-6 1.839 1.864
8116-7 1.873 1.898
8116-8 2.068 2.093
8116-9 2.108 2.133
8116-10 2.113 2.138
8116-11 2.228 2.253
8116-12 2.388

@)
2.413
8116-13 2.474 2.499
8116-14 2.515 2.54-0
2-18
8116-15 2.594 2.619
8116-16 2.629 2.654
 Valve Seat Insert Cutters
Straight Side - Non Step

WARNING! Measure New Insert 0.0. and then

select proper cutter.

Straight Side

@
Cutters

Finish Rnish
Part No. .!.!!?! Dim. ~ Part No. Use Dim. .Q&.

4909-8 Int 1.822 .010· 4985-5 Int 2.140 .030" Step Side
1.814 .002· 4985-6 1.669 .005" Cutters
@
4909-9 Int Exh
4909-12 Exh 1.689 .002· 4985-7 Exh 1.664 ,010·
4909-13 Exh 1.697 .010" 4985-8 Exh 1.669 .015"
4954-5 Int 1.880 .005" 4985-9 Exh 1.674 .020·
4954-8 Int 1.885 .010· 4985-10 Exh 1.664 .030" Small Large Small Large
4954.9 Int 1.885 .002" 5224-5 Int 2.522 .005" ~ Diameter Diameter ~ Part No. Diameter Diameter ~
4954·10 Int 1.895 .020" 5224-10 Int 2.527 .010'
4954-11 Int 1.905 .030' 5224-15 Int 2.523 .015" 8135 1.654 1.884 STD 8136-3 1.803 2.070 .015'
4954-12 Exh 1.752 .002" 5224-20 Int 2.537 .020' 8135-1 1.659 1.884 .005' 8136-4 1.808 2.070 .020·
4954-13 Exh 1.700 .010" 5224-30 Int 2.547 .030' 8135-2 1.664 1.884 .010· 8136-5 1.818 2.070 .030'
4954-14 Exh 1.770 .020· 5225-5 Exh 1.793 .005" 8135-3 1.669 1.884 .015' 8138 2.271 2.632 STD
4954-15 Exh 1.780 .030" 5225-10 Exh 1.798 .010· 8135-4 1.674 1.884 .020' 8136-1 2.276 2.632 .oos·
4985-1 Int 2.115 .005' 5225-15 Exh 1.808 .015' 8135-5 1.884 1.884 .030' 8136-2 2.281 2.632 .010·
4985-2 Int 2.120 .010· 5225-20 Exh 1.808 .020' 8136 1.788 2.070 STD 8136-3 2.286 2.632 .015·
4985-3 Int 2.125 .015" 5225-30 Exh 1.818 .030' 8136-1 1.793 2.070 .oos· 8038-4 2.291 2.632 .020·
4985-4 Int 2.130 .020· 8136-2 1.798 2.070 .010' 8136-5 2.301 2.632 .030"

Rosan® Stud Remover

This stud remover Is for use in extracting studs
from cylinder assemblies using Rosan® type
Studs.

Using the hammer, drive the stud driver (1)

over stud (2) as far as possible without making
contact with the cylinder head (3). Using the
ratchet or pull handle, apply a firm, constant
pressure In the clockwise (tightening) direction,
the serration (4) on the stud will strip. When
the stud gives, reverse the ratchet and back
the stud out until there are three threads still
engaged In the lock ring (5). Move the stud
with the driver still attached, up, down and
sideways. The lock ring wiU pop out of the
cylinder without damaging It The stud driver
Is Part No. 2769A13.

2-19
Connecting Rod Reaming and
Alignment Checking Fixture
With these precision tools, it's easy to check
connecting rods (without bushings) for
alignment and warpage.

The 8111A Base/Retainer Kit is required as

well as one (or more) of the Adapter Kits
described below. The 8111 A Kit Includes the
high-carbon steel base (hardened and ground for
long life); retaining collar, cap (for connecting
rod) and wing nut. Base/Retainer Kit 8111A

The 8111A Base/Retainer Kit fits the following

Adapter Kits as described below.

Adapter Kits
These kits contain the indicator gauge assembly,
which as a dial indicator reading in ten-thou-
sandths of an inch (.0001 "). The gauge body is
v~~tf
lapped into the mating bushing for accurate Complete tool combining
readings. Instructions are included. 8111 A Base with one of the 3
listed adapter kits shown
Adapter Kits checking rod for alignment.
8042C for 520-470-E Series 1.125"
8072C for 0-200, 0-300,360 1.00· & .922"

Reamers, Connecting Rod Bushing

High-speed steel reamers with 3/4" diameter
pllot. Use with 8111A Base/Retainer Kit and
proper Adapter Kit as shown above.

874-40 .920" Roughing

use together
874-41 .923" Finishing Complete tool
5008 1. 126" Finishing using same adapters
8071 1.000· Finishing shown above With piston
pin reamer. See at left
for proper reamer to use

2-20
Universal Connecting Rod Bushing
Remover and Installer Set 8098
Complete set for removing and Installing con-
necting rod bushings for Continental Support
bushing reverses for either Installing or
removing.

8098 Complete Set Includes:

8098-1 o Base
Driver and Piiot Ram Replaces
Adapter Asay. Dia. Dia. Tool

8098A .844 .966 4902

80989 .907 1.058 4949
8098C .967 1.058
80980 .984 1.082 3613
8098E 1.109 1.182 L-149
8098F 1.109 1.230 2879
..,..._ 8098-10 Base
(Included}
(Above Driver and Adapter Assemblies also
available Individually).

Common Drive Handle 8122A

This Drive Handle fits all pilots and cutters, 8122A Common
and It features positive pin drive as shown. Drive Handle
(Combination of Morse taper and pin drive
eliminates any slippage between handle and This handle fits all
cutter.) pilots and cutters (also
fits your old cutters).
By using the 8122A with the proper pilot from
below, you may choose to pHot into valve stem
hole or valve guide boss. o_--r;-----==
Pilots 8122A Handle
Pilot
Cutter
All pilots are hardened and precision ground for
accuracy. Two choices- pilot into valve stem
hole or valve guide boss. ~\
o I
Piiot Choice No. 1- Pilot Into Valve Stem Hole -~~~~~~-..)'

(On new lnatallatlona only)

Pilot Choice No. 2 - Pilot Into Valve Guide Boss
Part No. Piiot Dia. Part No. ~ Application ~ ~ Application
8123 .530 Standard 8129 624 Standard
8139 .343
@
8124 535 Oversize .005 8130 .629 Oversize .005
8410 .374 8125 .540 Oversize .010 8131 .634 Oversize .QlO
8141 .435 8126 .545 Oversize .015 8132 .639 Oversize .015
8127 .550 Oversize .020 8133 .644 Oversize .020
8128 .560 Oversize .030 8134 .654 Oversize .030
CAUTION~ DO NOT USE ON WORN GUIDES!
2-21
Needle Bearing Installers
Precisely machined to make bearing Installation
fast.

23-1 .562" pilot

8053 .750" pilot

Hydraulic Crankshaft Dampener

Bushing Remover/Replacer Sets
8077A and 8077B
Remove and replace crankshaft bushings In a
fraction of the time hydraulically! A few
strokes of the pump handle removes or Installs
bushing with very little effort. Small actuating
head fits In and around the crankshaft. Once
the bushing Is removed (or Installed), a turn of
the valve returns actuator for another cycle.

8077A Includes:

10,000 p.s.I. ·pump and cylinder; 5-ton output

cylinder; 3-ft. long flex hydraulic hose; all
adapters to fit 0-300 and 360, 470 and 520
Serles.

80778 Oess hydraulics) includes:

Items shown above in 8077A except no

hydraulics are furnished. The actuator head has
1/4" NPT female port for connecting to your
hydraulic hose.

rG~[j"l1
Counterweight Bushing
Remover/Installer
8077C
(
Positive guide of all components assures perfect

~~~~
alignment. Includes adapters for 0-300, 360,
470 and 520 Series engines.
2·22
All Position Engine Stand
Assembly·Dlsassembly
Transportation 8104
Designed to save time on the overhaul floor.
Minimum attaching hardware allows complete
engine accesslblllty.

PosltJve frame rotation (360°} locks In infinite

number of positions slmply by releasing handle.
Engine mounting plate also rotates aso0 and
locks In place with heat-treated lock pin.

Flange holder Is pre-drRled to accept all Con-

tinental engines. Threaded adapters Included to
mount non-flanged crankshafts. Shipping
weight 400 lbs.

Tork Band Tension Adjuster

7726
Adjust belt tension without damage to compo-
nents. Use on alternators, compressors, etc.
Allows grabbing difficult round components.

Generator Drive Holder

Hold drive gear for torquing or removing
retaining nut

4973 2.eoo· dla.

4973A 2.s10· dla.

2-23
Cylinder Heating Stand 8156

In just 8-10 minutes, you can heat 2 cylinders

simultaneously to 600°F. Or, you can heat one Controls
at a time (each tip is separately controlled).
Y-Connector

Included with the 8156 Cylinder Heat Stand: Regulator

(2} Tips
(2) 36" Propane Hoses w/fittings
(1) Propane Regulator
(2) Controls
Standaro
(1) Y-Connector
20 lb. Propane Tank
(1) Stand
(2) Cylinder Risers

All screws, nuts and washers needed: and (';;\

instructions. ~

Blind Needle Bearing 8093C

Puller

Use to remove 5/8" l.D. needle bearings in 470

and 520 Series engines. Use with 8054 Slide ~
Hammer. ~ 46

Starter Clutch Shaft

Bearing Pullers

80930 for removing 3/4" l.D. bearings.

Use with 8054 Slide Hammer
Differential Pressure Gauge 521 O
For turbo superchargers. A rugged, high
precision gauge needed to set differential fuel
measures. 50-0-50 psi, 4-1 /2" dia. face, 1/4"
pipe connection.

Differential Pressure 7251

Cylinder Checker
Use standard shop air pressure to check
condition of rings, cylinder walls and valves.

Belt Tension Gauge BT-33·73F

(TSI0-520-BE uses BT-33-89P)
Set belt tension quickly and accurately to
ensure maximum belt and bearing life. The
proper belt-tension eliminates slippage and
increases efficiency of belt-driven opponents.
Compact- only 3 1/4" wide to fit in crowded
areas. Easy to use- just apply gauge to belt,
release ball handle and read tension on rotating
diaf.

Calibrated for A-section V-belts (3/8" to 1/2"

top width) and K-section (4,5, and 6 rib) poly-V
belts. Range 30 to 180 lbs. and 130 to 800
newtons (dual scale).

Hydraulic Valve BT·60C

Lifter Tester
For checking bleed down rate on hydraulic
lifters. Hand input turns lifter as in actual
use. Includes one gallon of BT-59 Test Oil
(also available separately).
2-25
In-Aircraft Alternator/
Generator Tester 8091
Replace test bench. Uses aircraft's own engine
to check systems and tests without component
removal. Long leads permit tester to remain in
cookput during testing.

* Voltage output * Rotor * Brushes

* Stator * Field Input * Diodes
* Windings

Features 0-30v DC voltmeter; 10-0-10 amp DC

ammeter; circuit breaker protected. Two point
hook-up- field term, and cigarette lighter.

Engine Timing Disc 3608A

For all engines- universal application from J3 to
OC3. Fastens to prop tip and accurate to ± 1 /4
degree. Includes piston stop 3608A-15.

PuUeyHolder 4974
For holding 2-1 /2" to 3·1/2" dia. pulleys grip in
pulley groove.

Pulley Alignment Gage Bar

8082
The 8082 gage bar allows a quick and easy
alignment check between driver sheave and
compressor sheave.

Used when Installing air conditioning on models

10-520 and TSI0-520. Includes adapter sleeve
for 1 /2" v-belts.
2-26
Crankcase Drill Fixture 8094A
For Starter Clutch Adapter
Per Continental Bulletin 79-1 O

Modifies crankcase by drilling extra oil passage

from rear main to starter bushing area.

Vacuum Pump 8334

This new heavy-duty vacuum pump is designed
for one-hand operation. Heavy steel wall; 0-30
in Hg; nozzle fits several sizes of tubing.

Generator Pulley Puller 61-5

Quick removes pulleys from 2-1 /2" to 5"
diameter. Applies even pressure on outside of
pulley in pulley groove. All components are
tough, heat-treated alloy steel.

Bearing and Bushing 8094B

Drill Fixture
Per Continental Bulletin 79-1 0
Use to rework your present stock of main
journal bearings and starter shaft bushings.
Use Bearing Puller 80936 (see at right).

2-27
Spark Plug Insert Replacer 4918

Features 1/2" square drive. Use on all engines.

Thru-Bolt Bore Step Cutters

Per Continental Bulletin M77-9

Use to chamfer step in thru-bolt dowel boss

prior to inserting improved thru-bolt with 0-
ring seal.

Spark Plug Insert Tap 504-1

Use on all engines.

Spark Plug Insert Remover 4919

Use on all engines.

Slide Hammer 8054

e
Heavy duty slide hammer features 2-1/2-lb. slide
and 5/8"-18 thread. 24" long overall. Use with
8114 Series removers.

Spark Plug Tap 445

18 millimeter threads. High-speed steel. 2-28
@ ~
Rosan® Lock Ring Installer
8074
Heat-treated, tough alloy steel. Knurled tor
sure grip. Approximately 4• long.

Stud Drivers
Six (6) different thread sizes:

505-1 1/4"-28 505-5 1/4"-20

505-2 5-16"-24 505-6 5/16"-18
505-3 a1s·-24 505-4 7/16"-20

Drill Fixture
4978

For Scavenge Pump. Includes fixture and drills

with pre-set stops

To modify 470 Scavenge Pump per Continental

Bulletin M72-8.

Drill Fixture
8025
For drllllng and Installing piston oft squirt
nozzles In 0-470V engines, converting to 0-
470VO per Continental Bulletin M75-13, 10-470
to 10-47008.

Includes all drllls, drill bushings and stops

required to a fast and efficient job.

Crankcase Splitter Set L423

Makes splitting Continental crankcases easier
and faster. Prevents crankcase damage. Puller
assemblies bolt onto crankcase studs. 2-29
Propeller Shaft Oil Seal Installer
5209
For all flanged shafts. For installing one piece
stretch seals without damaging sealing surfaces.
Be sure to oU the seal before Installing.

Oil Pressure Relief Spot Facers

Positive stop to prevent excess material
removal. Cutter blades are heat-treated
highspeed steel.

8048 Spot Facer for 470 and 520.

Runout Block Set 8177A

Use this set to check runout on crankshafts,
etc. up to 4" diameter. Blocks are aluminum
alloy with Teflon bearing surfaces. Approx.
size: 4" w x s· 1 x 5• h each.

(Dial indicator
not included)

Polishing Tools for Crankshafts

Bearings
Special aluminum frame and felt polishing
surfaces.

8087A 1-7/8" to 2-1/4" dia.

80878 2-1 /4" to 2-5/8" dia.

2-30
Injector Nozzle
Remover and Installer 8165
This tool allows you to remove, Install and
tighten Injector nozzles located close to Intake
parts on Piper Aircraft. Torque Wrench exten·
slon allows use of 3/8" square drive torque
wrench to tighten nozzles to proper
specifications.

Torque wrench extension Is made of heat·

treated steel for durabllity. Torque input and
output Is marked on extension.

installer Is special, thin-walled 6-pt 1/2" hex

socket.

Crankcase Thru-Bolt Removers

Use with 8054 Slide Hammer to remove stubborn
bolts.

8114-8 Remover, 1/2" ·20 threads

8114-7 Remover, 7/16"-20 threads
8114-6 Remover, 3/8"-24 threads

Hex Drive for

Hex Tube Nut 7912A
Tubing nut wrench set for fuel systems,
hydraulic systems and brakes.

Rota broach Cutters 771 O

These cutters cut faster and cleaner than twist
drills with only a fraction of the power and r;8\
effort. ~
2-31
 Pullers
These pullers provide a more controlled method to remove
press-fit parts.

1153 679
927

® ®
1035

1079 1063

2-32
 INSPECTION INSTRUMENTS
"'Outside Micrometers
Spherical Anvil Micrometers are specially useful
In measuring the wall thicknesses of small parts
such as sleeves, collars, tubings and various
cylindrical workpieces. They are also used to
measure dimensions from inside of holes to
outside edges.

.. Dial Bore Gages

Dial Bore Gages used for large volume "go, no-
go" Inspections or for determination of actual
dimensions. Three-point contact (two guide
pins and one interchangeable rod) assure
alignment within bore. Zero point may be set
with ring gage, micrometer, height master or
gage blocks.

*NOTE: Ali prec1s1on measuring devices must

have a current calibration that is traceable to
the National Bureau of Standards.

545-116

2-33
* Blade Micrometers
Non-Rotating Spindle TYPE 122, 222

For measurements of narrow grooves, keyways

and other hard to reach dimensions. 122-125

*Screw Thread
Micrometers
FOR MEASURING PITCH DIAMETERS
TYPE 126, TYPE 226
Interchangeable V-Anvil Type

60 degree V-Anvil and Conical Spindle are made

of high-grade special steel, hardened and
precision ground.

*Depth Micrometers
The Depth Micrometer is one of the basic
measuring tools selected by machinists.

Rachet stop for consistent and repetitive

measurements.

*NOTE: All precision measuring devices must

have a current calibration that is traceable to
the National Bureau of Standards.

159-211

2-34
Reamers, Rocker Shaft Support NOTE: 5129 SERIES ARE FOR
Boss STRAIGHT VALVE ENGINES ONLY.

4903-1- .645· Roughing (.609" Pilot) 5129-1- .153• Roughing (.718" Pilot)
4903-2- .680" Roughing (.643" PHot) 5129-2- .788" Roughing (.751" Pilot)
4903-3- .703" Finishing (Use with 4903-1 5129-3- .813" Finishing (Use with
& 4903-2) (.678" Pilot) 5129-1 & 5129-2) (.786" Pilot)
4903-4- .708" Finishing (Use with 4903-1 5129-4- .818" Finishing (Use with
4903·2 & 4903-3) (.101· Pilot) 5129-1 & 5129-3) (.815" Pilot)
4903-5- .723" Finishing (Use with 4903-1, 5129-5- .833" Finishing (Use with
4903-2, 4903-3 & 4903-4) 5129-1, 5129-2, 5129-3 &
(. 706" Pilot) 5129-4) (.815" Pilot)

Reamer, Rocker Arm & Reamer, Rocker Shaft Bushing

Shaft Bushing
5130- .751" Std (.707" Pilot)
4905- .609" Std. (.594" Pilot)
Reamer, Rocker Arm Bushing
7232- .751" Std. (.732" Pilot)

® Reamers, Valve Guide Boss

Use at 275 RPM maximum

USE MORSE
ADAPTER

4914-1HS - .537" - - - - - - - .005" O.S. (.531" Pilot)------ 2689

4914-2HS - .542" - - - - - - .010" O.S. (.534" Pilot)------ 2689
4914-3HS .552" - - - - - .020" 0.S. (.539" Pilot} 2689
4914-4HS - .547" - - - - - - .015" O.S. (.539" Pilot). 2689
4914-SHS - .561" .030" O.S. {.549" Pilot) 2689
4943-1HS - .631" .005" O.S. (.624" Pilot) 2693
4943-2HS - .636" .010" O.S. {.628" Pilot) 2693
4943-3HS - .646" .020" O.S. {.633" Pilot) 2693
4943-4HS - .641" .015" O.S. (.631" Pilot) 2693
4943-SHS - .656" .030" O.S. (.645" Pilot} 2693
2-35
 §
Engine Application Chart For Valve Guide Stem Hole Reamers

REAMERS USE
MORSE
CARBIDE- HIGH-SPEED CUTTING PILOT ADAPTER
TIPPED STEEL DIA. DIA. NO.

2847-2CP 2847-2HP .438 .422 2686

4913-1CP 4913-1HP .344 .331 2684

r=;_4913-1CP 4913-1HP

3606-HP
.344

.375
.331

.363
2684

2684

2847-2CP 2847-2H.P .438 .422 2686

2847-1CP 2847-1HP .436 .422 2686

Adapt square Shank Reamers to Suggestions For Reaming

No. 2 or 3 Morse Taper Valve Guide Stem Holes
Part No. Morse O.D. Shank Flats 1. Use high quality cutting oil.
2684 2 .323" .242" 2. Reamers are made to cut right
2686 3 .367" .275" hand only-do not turn backwards
2689 3 .480" .360" even a partial tum!
2693 3 .590" .442" 3. If using power, run high-speed
4104 Reducer Sleeve, No. 2 Morse l.D. to reamers at 400 RPM maximum, and
No. 3 Morse 0.0. sleeve only- carbid~-tipped at 700 RPM max-
will not fit reamer shank. imum. High-speed steel reamers
for hand cutting.
4. The #5221 B universal cylinder
NQTE. .... DO NOT use high-speed reamers on holding fixture is recommended
nl-resist guides. for stem hole reaming, using
a drill press or vertical mill.

Plug Gauges,
Valve Guide Stem Hole
Go and No-go Gauges are used to check
for new limits (and service limits
where applicable). Gauges are heat- c:::::[=~---

@
treated alloy steel, precision ground.

2848-1- .436" l.D. Guide

2848-2- .438" l.D. Guide
3615- .375" l.D. Guide 2-36
*Dial Thickne$S Gage
For use in measuring wall thickness in hard to
reach areas.

7308

•Precision Vernier Calipers

Precision Vernier instruments offer a wide
range of precise tools for measuring accurately
in thousandths of an inch. These include
Vernier Calipers and Vernier Height gages in
both the English and Metric Measure.

52.030-006

•Inside Measuring
Instruments
Three measuring surfaces are lapped parallel to
the longitudinal axis of the Micrometer, and
stay aligned with the bore while measurements
are taken.

Large ratchet stop provides constant measuring

pressure to the wall surface, and insures repet-
itive reading to .0002" or .0001" (smaller
ranges).
600 R-30

*NOTE: All precision measuring devices must

have a current calibration that ls traceable to
the National Bureau of Standards.
*Alternator Analyzer
Voltage Regulator Tester
For field or bench use

* Designed to pinpoint developing problems

before a total system breakdown occurs.

* Oscilloscope type performance with easy to

use "ok" or "Defective" presentation.

* Detects failing diodes before normal

indications occur.

EASY TO USE

* Inductive probe clamps over wire for

alternator ripple test.

* Voltage regulator test leads clip on alter-

nator output terminal and engine ground.

*Alternator/Regulator/
Battery Tester
Model E100
Designed to test alternators, regulators,
batteries on 12 and 24 volt systems with
currents up to 32 volts DC. Has a pointer zero
adjustment screw on the face of the instrument.
Circuitry is entirely solid state and no battery
or power source is required. Power for the
unit is derived from the systems under test.

*Multiple Voltage & Circuit

Tester For 12 & 24 Volts
Model29
Designed to test continuity of circuits, shorts,
diodes, live circuits both low and high voltage
in aircraft ignition and electronic equipment.
Reads both AC and DC in all positions. Has
easy-to-see bright red signal lights, with bulbs
replaceable by unscrewing lenses of face of
tester.

*WARNING ... Keep equipment and personnel ~

clear of prop area. 2~ 3 s ~
*Aircraft Magneto Timing Light
~
P /N 11-9110-1 (;>

11·9'HQ.1

Designed for internal timing of "E Gap" and l1'4t1>,i<; lt<',1-(T

mag-to-engine timing. Precision solid state <!Y

<lY
oscillator circuit sees coil primary winding as
high impedance while checking continuity
through contact points. When points open lights
go out. Built rugged for years of reliable
service. Uses four C-cell flashlight batteries.

*Aircraft Timing Indicator

Model E25
Improves the accuracy and speeds up the
process of timing an aircraft magneto to the
engine. Easily attached to the propeller spinner
with mounting bands. Has top dead center
locator.

*Cold Cylinder Test

-- ---
Model E10
Attach one wire with an alligator clamp and use
z 6 8
another cable with a hand-held probe to test 0
a I lO

comparative temperatures from cylinder to

cylinder in a matter of seconds. Spot source of
rough running, mag drop or loss of power in a
matter of minutes. 0

*WARNING ••. Keep equipment and personnel

clear of prop area.
2-39
High Tension Lead Tester Kit
P/N 11-8950-2

Designed for quick and simple troubleshooting

of shielded ignition leads. Accurate on even the
longest leads, high voltage pulses test
insulation for leak. Built-in continuity lamp
provides handy test of electrical connections.
Uses two c-cell flashlight batteries. Includes top
grain cowhide carrying case.

Master Orifice Tool

P/N 646953
Attach to differential cylinder pressure tester
to check calibration and determine the low
leakage limit. (Ref. TCM Service bulletin M84-
15).
 CYLINDER HEAD TEMPERATURE
EXHAUST GAS TEMPERATURE
TEST UNITS

*Alcor Portable
Digital EGT Unit
For use with Type "K" Thermocouple. This
device Is lightweight 9 volt LCD unit, with a
disposable battery.

Temperature Range 10000-1soooF.

Part Numbe; 85328

*Alcor Portable
Digital CHT Unit
~
This device is used with Type "J" Thermocouple.
It is a lightweight 9 volt LCD unit, with
disposable battery.
[;]
Temperature Range 200°-6oooF.

Indication from 32°-0000F.

Part Number 85329

*WARNING .•. Keep equipment and personnel

clear of prop area.

2-41
INTENTIONALLY

LEFT

BLANK

2-42
 CHAPTER 3

DETAILED ENGINE DESCRIPTION

Section Index

Section Page

3- 1 Description of Engine Model Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2

3- 2 Basic Design Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2

3- 3 Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2

3- 4 Induction System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3·3

3- 5 Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3

3- 6 Turbocharger System ............ ............. .... .. 3-4

3- 7 Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4

3- 8 Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3·4

3- 9 Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5

3-10 Valve Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3·5

3-1
3-1 DESCRIPTION OF ENGINE MODEL CODE

DETAILED ENGINE DESCRIPTION

Example:
TSIO - 520 - BE (1)
Prefix

TS - Turbosupercharged _ _ _ __,/ - - - - - - - - - - Specification Number

I- Fuel Injection _ _ _ _ _ _ ___, Refer to Specification Manual

X30508A for Information
0 - Horizontally Opposed _ _ _ __,
Cylinder Configuration
SUFFIX
Displacement - - - - - - - T h e "BE" Letter Identifies the
520 Cubic Inch Cylinder-----~ Model of Engine
Volume Displacement

3-2 BASIC DESIGN FEATURE

The TSl0-520-BE engines are air cooled, having six horizontally opposed, overhead, inclined valve cylinders.
The cylinder displacement of 520 cubic inches is achieved with an 5.25 inch bore and a 4.00 inch stroke.
The TSI0-520-BE engine is turbosupercharged and has a 7.5 to 1 compression ratio. The TSI0-520-BE
engine is fuel injected with a pressurized, balanced induction system. The crankshaft is equipped with
pendulum type counterweight dampers that suppress torsional vibrations.

The TSl0-520-BE engine has a doweled six bolt hole configuration propeller flange. A mounting pad is
provided to utilize a hydraulic controlled governor for the constant speed propeller.

The TSI0-520-BE engine is a wet sump design with a positive displacement oil pump installed on the lower
aft portion of the crankcase. The desired oil pressure is maintained by a pressure relief valve located in the
oil pump housing. Engine oil temperature is maintained by an oil temperature control valve located in the
oil cooler. Engine cranking is accomplished by a geared right angle drive starter adapter and a direct current
starter motor.

A gear driven alternator is installed on the right front side of the crankcase forward of the number 5 cylinder.
The engine is equipped with two gear driven magnetos. The exhaust system is supplied by Teledyne
Continental Motors.

3-3 LUBRICATION SYSTEM

Oil is drawn from the sump through the suction tube to the intake side of the engine driven, gear type, oil
pump. From the outlet side of the pump, oil is directed to the full flow, replaceable oil filter. A bypass valve
is incorporated in the filter in the event that the element becomes clogged. An oil pressure relief valve is
incorporated in the oil pump housing.

From the filter discharge port, oil is directed through a crankcase passage to the oil cooler. In addition to
facilities for temperature and oil pressure connections, the oil cooler incorporates an oil temperature control
valve. Oil passing through the oil temperature control valve cavity is directed either through the oil cooler
or directly to the crankcase passage to the rear of the camshaft, depending on the oil temperature. In this
manner, engine oil temperature is maintained at 180°F.

Oil entering the engine is directed to the hollow camshaft, which serves as the engine main oil gallery.
Grooves and drilled holes in the camshaft are located so as to afford proper lubrication through a system
of orifices to the main bearings, lifters, idler gear bushing, accessory drive gear bushings and the starter
drive gear bearing.

3-2
 OIL TRANSFER COLL.AA
TO

WASTI!GATE CONTROLLER

'"11 GOVERNOR - ~·
G5 PAO
c:
:0
m
....•
(,)

r-
e:
CD
:0
f5
~
0
z
(/)
-<
(/)
..;
m
:!!:
(/)
(") TURBOCHARGER
::t
m
:!!: ·~ - - - - --OIL SUCTION
~ I -- · - ·-OIL THRU RELIEF VALVE
f5 '
··· ······OILTHAU TEMPERATURE
t' CONTl'IOL VALVE
- - O I L UNDER PRESSURE
: ,.r --------OIL FROM GOVERNOR
v' ----TURBOCHARGER RETURN
Oil leaving the camshaft interior at the front of the crankcase is directed to the left main crankcase gallery.
From there it is directed to the main thrust bearing and the governor drive gear.

From the governor drive gear, lubricating oil is directed from the left main gallery through drilled crankcase
passages and free floating oil transfer collar to the crankshaft. Oil then travels through a transfer plug
installed in the inside diameter of the crankshaft and is routed to the variable pitch propeller. Hydraulic valve
lifters transfer oil from the main oil galleries to the cylinder overhead; roto coils are used on all valves to
assure controlled positive rotation.

Oil transfer tubes and drain holes are provided to return oil to the sump.

3-4 INDUCTION SYSTEM

The induction system components include the aircraft air inlet filter /alternate air door, turbocharger
compressor, aftercoolers, throttle, manifold and cylinder intake ports. Air flows through these components
in the order they are listed.

Refer to Pilots Operating Handbook for alternate air door operations.

The turbocharger compressor is a high volume air pump connected to the opposite end of the turbocharger
turbine (see Turbocharger System). It increases the volume and pressure of air admitted to the cylinder for
combustion. At high compressor discharge pressures, considerable heating of the induction air occurs, due
to compression.

The aftercooler is a heat exchanger which lowers the temperature of the compressor discharge air to permit
more efficient engine and turbocharger operation. The induction air passes through the core of the after
cooler and transfers some of its heat to the cooling fins which are exposed to the relatively cooler ram air.

The manifold is an air distribution system mounted on top of the engine. It serves to carry induction air to
the individual cylinder intake ports.

The cylinder intake ports are cast into the cylinder head assembly. Air from the manifold is carried into the
intake ports, mixed with fuel from the injector nozzles, and enters the cylinder as a combustible mixture
when the intake valve opens.

Overboost protection is provided by a pressure relief valve located between the compressor and the throttle.
In the event of a wastegate or controller malfunction resulting in excessive discharge pressures, the relief
valve will open to prevent excessive manifold pressure.

3-5 EXHAUST SYSTEM

The exhaust system used on the TSI0-520-BE engine consists of left hand and right hand exhaust; collector
assembly which is composed of; elbow riser on cylinder's 5 & 6, tee riser on cylinder's 3 & 4, tee riser (with
turbomounting flange) on cyiinders 1 & 2, turbochargers tail pipes, exhaust bypass assembly, wastegate and
control assembly. The exhaust collector assemblies are mounted to the cylinders, the turbochargers are
mounted to the collectors and have mounting brackets from the turbocharger to the rear engine mounts,
the balance tube is slip fit mounted to the no. 1 & 2 riser tees, the tail pipes are mounted on the
turbochargers and the wastegate with actuator control assembly is mounted between the left/hand tail pipe
and exhaust bypass assembly. The complete exhaust system is provided by Teledyne Continental Motors.

3-4
 EXHAUST GAS
ENGINE DISCHARGED
CYLINDER

'
-

l EXHAUST
WASTE GATE

COMPRESSOR _
·. "-~J.
·« _ _ }
EXHAUST GAS
DISCHARGED
.. ENGINE EXHAUST
... GAS FLOW
TURBINE
0
Q COMPRESSED
AIR FLOW AMBIENT
AIR INLET

FIGURE 3-2. INDUCTION AND EXHAUST SYSTEM SCHEMATIC.

COMPRESSOR MAIN DRIVE

HOUSING HOUSING

TURBINE
WHEEL

AIR INLET

COMPRESSED AIR EXHAUST

DISCHARGE INLET

FIGURE 3-3. TURBOCHARGER SECTIONAL.

3-5
3-6 TURBOCHARGER SYSTEM

The function of the turbocharger system is to maintain a desired manifold pressure at a given throttle
setting, regardless of varying conditions of ambient air temperature and pressure.

The complete turbocharger system consists of two turbines and compressor assemblies, wastegate
assembly, a sloped pressure controller, two sonic venturi, and necessary hose, linkage and ducting required
for a functional installation.

(2) sonic venturis permit the restricted flow of compressor air for aircraft cabin pressurization. When air flow
through the unit reaches approximately 5 pounds per minute each, it becomes critical; that is, 5 pounds per
minute each is the maximum flow the sonic venturi will permit regardless of pressure at the inlet. When air
from the sonic venturis is not used for cabin pressurization, the air is bled into the nacelle.

3-7 IGNITION SYSTEM

Conventual twin ignition is provided by two magnetos. The left magneto fires the 1-3-5 lower and 2-4-6 upper
spark plugs, while the right magneto fires the 1-3-5 upper and 2-4-6 lower spark plugs.

Torque from the engine crankshaft is transmitted to the camshaft gear, driving the camshaft and propeller
governor gears on the opposite end. The idler gear assembly is also driven by torque from the crankshaft
which drives the magneto drive gears. The magneto drive gear incorporates rubber bushings that engage
the magneto impulse coupling. As the rubber bushings in the drive gear turns the coupling drive lugs,
counterweighted latch pawls, inside the coupling cover, engage a pin on the magneto case and hold back
the latch plate until it is forced inward by the coupling cover. When the latch plate is released, the coupling
spring spins the magneto shaft through its neutral position and the breaker opens to produce a high voltage
surge in the secondary coil. The spring action permits the latch plate, magneto and breaker to be delayed
through a lag angle of 30 degrees to drive gear rotation during the engine cranking period. Two stop pins
in the case and two lobes on the breaker cam produce two sparks per revolution of the drive shaft. After
the engine is started, counterweights hold the latch pawls clear of the stop pins and the magnet shaft is
driven in full advance.

3-8 FUEL SYSTEM

The fuel injection system is of the multi-nozzle, continuous-flow type which controls fuel flow to match engine
requirements. Any change in air throttle position, engine speed, deck pressure, or a combination of these
causes changes in fuel pressure in the correct relation to the engine requirements. As fuel flow is directly
proportional to metered fuel pressure, settings can be predetermined and fuel consumption can be
accurately predicted and controlled.

The continuous-flow system permits the use of a typical rotary vane pump with integral relief valve. With the
system there is no need for an intricate mechanism for timing injection to the engine.

The fuel pump is a two stage, vane-type of advanced design which has improved vapor suppression
characteristics and performs well at high altitude and at low inlet conditions. It is driven directly by the engine
and its flow rate depends on engine RPM. An aneroid unit is incorporated as an integral part of the pump
and functions to increase pump output during high manifold pressure operation. The fuel pump forces liquid
fuel into the fuel-metering control assembly.

3-6
 UPPER SPARK PLUGS
(5

RIGHT LEFT
MAG MAG
SWITCH SWITCH

RIGHT MAG LEFT MAG

0--
LOWER SPARK PLUGS

fNG1NE ftAING ORDER I 6 J 2 5 4

MAGN{TO FIRING ORDER 1 2 3 4 5 6

FIGIJRE 3-4. IGNITION WIRING DIAGRAM.

ABSOLUTE
PRESSURE
REGULATOR

BOOST PUMP

IDLE CUTOFF
MIXTURE CONTROL

FULL RICH

FILTER

DECK
PRESSURE
l /
TURBINE WHEEL FOR
/ELECTRICAL FUEL FLOW
SENSING
I 'I
FUEL TANK
ENGINE SET UP
>-------t..,.... ONLY - NOT PART
OF ENGINE

FIGURE 3-5. FUEL INJECTION SYSTEM SCHEMATIC.

3-7
The fuel metering unit/air throttle controls the amount of intake air admitted into the intake manifold and
meters the proportionate amount of fuel to the fuel manifold valve. The assembly has two control units; one
for air in the air throttle assembly, and one for the fuel control unit.

The manifold valve receives fuel from the metering unit. When fuel pressure reaches approximately 3.5 psi,
the valve in the manifold valve opens and admits fuel to the six ports in the manifold valve (one port for each
nozzle line). The manifold valve also serves to provide a clean cutoff of fuel to the cylinder when the engine
is shut down.

The injector nozzle lines connect the manifold valve to the six fuel injector nozzles.

The injector nozzles (one per cylinder} are "air bleed" type fuel nozzles which spray fuel directly into the
intake port of the cylinder. When the engine is running, flow through the nozzle is continuous and will enter
the cylinder combustion chamber when the intake valve opens.

Since the size of the fuel nozzles is fixed, the amount of fuel flowing through them is determined by the
pressure applied. For this reason, fuel flow may be accurately determined by measuring the pressure at the
manifold valve. (Refer to Chapter 13 Performance Charts).

All of the items described above are interdependent on each other to meter the correct amount of fuel
according to the power being developed by the engine.

3-9 CYLINDERS

The externally finned aluminum cylinder heads are heated and threaded on to the steel alloy barrels. The
valve guides and seats are pressed into the cylinder head. When the entire unit has cooled, a permanent
cylinder assembly results. Replaceable helical coil inserts are installed in the spark plug ports.

3-10 VALVE TRAIN

Exhaust valves are faced with a special heat and corrosion-resistant material and the valve stems are
chromed for wear resistance. OU fed to the hydraulic valve lifters, under pressure from the main galleries,
lubricate the lifter guide surfaces and fill the reservoirs inside the lifters. Oil from the lifters flows through
the pushrods to the rocker arms. Each rocker arm directs a portion of its oil through a drilled orifice toward
the respective valve stem. Oil is returned to the crankcase through the pushrod housings, which are sealed
to the cylinder head and crankcase by rubber seals. Drain holes in the lifter guides direct returning oil to the
sump.
 CHAPTER 4

ENGINE SPECIFICATIONS AND

OPERATING LIMITS

Section Index

Section Page

4-1 General ....................................................... 4-2

4-2 Engine Specifications ............................................. 4-2

4-3 Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3

4-4 Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4

4-1
4-3 GENERAL

The operating limits and specifications listed in this section are applicable to the TSI0-520-BE aircraft engine.
Consult Chapters 6 and 7 for additional operating procedures.

4-2 ENGINE SPECIFICATIONS

Manufacturer ............................................. Teledyne Continental Motors

Model ......................................................... TSI0-520-BE
Cylinders
Arrangement ...................... Individual cylinders in a horizontally opposed position.
Compression Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .......... 7.5:1
Firing Order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6-3-2-5-4
Cylinder Head Temperature Maximum Allowable... . . . . . . . . . . . . . . . . . . . . . . .... 460°F
Number of cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Numbering (Accessory toward propeller end):
Right Side cylinders .................................................... 1-3-5
Left Side cylinders ...................................................... 2-4-6
Bore (Inches) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.25
Stroke (Inches) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.00
Piston Displacement (cu. in.) ............................................... 520
Dimensions
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42.64 In.
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42.50 In.
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.50 In.
Engine Weight Dry (No oil in sump)
Complete Engine Includes:

Crankcase assembly, crankshaft assembly, camshaft assembly, valve drive train, cylinder assemblies,
pistons, 6 connecting rod assemblies, oil sump assembly, inter-cylinder baffling, alternator, starter, starter
adapter assembly, lubrication system (includes oil filter}, accessory drives, ignition system (includes spark
plugs), fuel injection system (includes starting primer), induction system, exhaust system, turbocharger
system, all engine to engine attaching Hardware, hoses clamps and fittings.

Total Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... 565.5 Lbs.

(Subject to production variation of + 2.5%)

Does not include:

Outer cylinder baffling, prop governor, airframe to engine control cables, attaching hardware, hose clamps
and fittings.

Brake Horsepower

Rated Maximum Continuous Operation ....................................... 310

Recommended Maximum for Cruising ........................................ 232

4-2
4-3 OPERATING LIMITS
Crankshaft Speed - RPM
Rated Maximum Continuous Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2600
Rated Maximum Take-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2600
Recommended Max. for Cruising (75% Power) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2400
Intake Manifold Pressure (In. Hg.)
Maximum Take-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38.0 in. hg.
Maximum Continuous .............................................. 38.0 in. hg.
Recommended Continuous Max. for Cruising . . . . . . . . . . . . . . . . . . . . See Performance Chart
Fuel Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Continental Continuous Flow Injection
Unmetered Fuel Pressure (P.S.l.G.)
Idle (700 RPM) ..................................................... 5.5 - 7.0
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 - 26
Fuel-Avia. Gasoline-Min. Grade ................................. 100LL (Blue) or 100 (Green)
Oil Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . (Refer to Chapter 9 for Spec. MHS-24 or MHS-25)
All Temperatures ..................................................... 15W·50
.............. 20W-50
Below 50°F Ambient Air (Sea Level) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAE 30 or 1OW-30
Above 30°F Ambient Air (Sea Level) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAE 50
Oil Pressure
Idle, Minimum, psi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Normal Operation, psi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 to 60
Oil Sump Capacity (U.S. Quarts) .................................................... 8
Usable Oil - Quarts 16° Nose Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... 5
Usable Oil - Quarts 10° Nose Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5
Oil Consumption (Lb./BHP /Hr. Max. at rated power and RPM .. 006 X % Power
100
Oil Temperature Limits
Minimum for Take-Off 75°F
Maximum Allowable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240°F
Recommended Cruising ............................................. 170°-200°F
Turbocharger
T.l.T. - °F
Continuous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1750°
Peak - 30 Second Limit ............................................ 1850°F
Exhaust Pressure at Turbine Outlet inches Hg. Gage . . . . . . . . . . . . 2.0 In. Hg. above ambient
Max. Speed - RPM (at Max. T.1.T.) - 1750° .................................. 122,000

4-3
Ignition Timing (Compression stroke, breaker opens)
Right Magneto, degrees BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24°
Left Magneto, degrees BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24°

4-4 ACCESSORIES

Magnetos (2) Slick Electro 6220 Pressurized Series.

The following spark plugs are approved for use on this engine:

AC 271, 273, 281, 2811R, 283,28311R,291, 293

Auto Life PL350, SL350
Champion RHB32E, RHB32N, RHB32P, RHB32W, RHB33E, RHB36P, RHB36W
Red Seal LJ360

ACCESSORIES DRIVE RATIOS TO CRANKSHAFT (Viewing Drive)

Direction Drive Ratio

of to
Accessory Rotation* Crankshaft

Tachometer CCW .5:1

Magneto ccw 1.5:1
Starter ccw 48:1
Alternator (Gear Dr.) CW 3:1
** Propeller Gov. CW 1:1
Fuel Pump (Injection) cw 1: 1
Accessory Drives (2) CW 1.5:1
*** Acey. Drive (Optional)
ccw 3:1

* "CW" - Clockwise and "CCW" - Counterclockwise

** This drive is a modified AND2001 o and is supplied with cover plate only.

*** Belt Tension 60 ± 1O Lbs.

4-4
 CHAPTER 5

UNPACKING, INSTALLATION, TESTING

AND REMOVAL

Section Index

Section Page

5-1 Unpacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2

5-2 Preparation for Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2

5-3 Engine Installation Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3

5-4 Pre-Flight and Run-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4

5-5 Flight Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4

5-6 Engine Removal Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5

5-7 Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6

5-8 Crating and Shipping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6

5-1
5-1 UNPACKING

Packaging Category "A" (Cardboard Container)

1. Cut steel banding straps securing the container. {Use caution as straps may spring loose when cut.)

2. Remove the staples from the base of the cardboard cover.

3. Lift cardboard cover vertically and remove.

4. Attach a hoist to the engine lifting eyes, located at the top of the crankcase backbone. Take up slack on
the hoist, then cut the steel banding strips holding the engine to the base. (Use caution as straps may spring
loose when cut.) Lift the engine vertically and install on a transportation stand or dolly.

Packaging Category "B" (Wooden Container)

1. Remove the four (4) lag screws attaching the wooden cover to the base.

2. Lift the wooden cover vertically and remove.

3. Open the moisture proof plastic bag.

4. Attach a hoist to the two engine fitting eyes located forward and aft of engine. Take up slack on the hoist,
prior to loosening the engine mount bolts; then remove the bolts from the shipping shock mounts. Lift the
engine vertically and install on a transportation stand or dolly.

5-2 PREPARATION FOR SERVICE

If the engine is not to be installed within five (5) days after unpacking, it should be represerved in
accordance with procedures listed in Chapter 11.

If the engine is to be installed within five (5) days after unpacking, remove the shipping plugs installed in the
lower spark plug holes and tum the crankshaft through at least two complete revolutions in order to remove
the cylinder preservation oil from the cylinders. Remove the shipping plugs installed in the upper spark plug
holes and inspect the cylinder bores with a flashlight or borescope for rust or contamination. Contact your
Teledyne Continental Motors Distributor if any abnormal condition is noted.

Install the upper spark plugs finger tight and torque the lower spark plugs to 300-360 in. lbs. Do not lubricate
spark plug threads prior to installation.

NOTE . . . Remove exhaust port protective plugs. Service the lubrication system with mineral (non-
detergent) oil or Corrosion Preventive oil corresponding to (MIL-C-6529 Type II). See Chapter 4 for sump
capacity.

Remove the shipping plate from the propeller governor pad forward of number 6 cylinder. Lubricate the
governor shaft splines with engine oil; install a new gasket and then install the propeller governor control.
Attach with plain washers, new lock washers, and torque the nuts to 180-220 inch pounds.

CAUTION . . . Align spline of governor drive gear and assure that the governor is fully seated to the
crankcase prior to installing the attaching hardware. This will eliminate the possibility of misalignment
forcing the drive gear off location within the crankcase.

5-2
Optional Accessories; Optional accessories such as hydraulic pumps, vacuum pumps, etc., may be installed
on the magneto and accessory drive pads located on the upper rear portion of the crankcase. Remove the
accessory drive covers and install new gaskets. Install accessories in accordance with the airframe
manufacturer's instructions.

Install all airframe manufacturer required cooling baffles, hoses, fittings, brackets and ground straps in
accordance with airframe manufacturers installation instructions.

5-3 ENGINE INSTALLATION INSTRUCTIONS (See Figures 5-1 through 5-5)

Install per airframe manufacturers instructions and the following generalized instructions. The engine should
be hoisted just above the nacelle using the lifting eyes.

Before engine installation disconnect and plug hoses from wastegate actuator and turbochargers. Install
caps on wastegate and turbocharger fittings to prevent entrance of foreign matter. Remove clamp from left-
hand turbocharger tailpipe, remove the rod from right hand side of turbo bypass assembly, remove left hand
tailpipe, wastegate, actuator, bypass as one assembly. Remove (2) nuts, (2) bolts from turbomounting
bracket, remove (4) nuts, (4) bolts from turbomounting flange, remove (2) turbochargers, engine is now
ready for installation on airframe.

NOTE ... Install according to airframe manufacturer's instructions.

NOTE ... Remove all protective covers, plugs, caps and identification tags as each item is connected or
installed.

1. After engine is installed reinstall turbochargers, left-hand tailpipe, wastegate, actuator and bypass
assembly. Reconnect hoses to controller and turbochargers, safety as required. (See Overhaul Manual
X30574A chapter, Section 72-40 for proper "V" band clamp installation.)

NOTE ... See airframe manufacturer's instructions for engine to airframe connections.

CAUTION ... The aircraft fuel tanks and lines must be purged to remove all contamination removed prior
to installation in the main fuel inlet fine to the fuel pump. Failure to comply can cause erratic fuel injection
system operation and damage to its components.

CAUTION ... Do not install the ignition harness •a• nuts on the spark plugs until the propeller installation
is completed. Fal1ure to comply could result in bodily injury when the propeller is rotated during installation.

2. Install the approved propeller in accordance with the airframe manufacturer's instructions.

5-3
10.40

22.30

I
~

7.32

~12.88

FIGURE 5-1. INSTALLATION DRAWING TSI0-520-BE

5-4
 I
42..20

---14.62 _ __....,..,____8.25---1

FIGURE 5-2. INSTALLATION DRAWING TSI0-520-BE

5-5
5--4 PREFLIGHT AND RUN-UP

The engine lubrication system must be pre-oiled prior to starting. This can be accomplished using a pressure
oiling system installed into a main oil gallery or the oil pump. An acceptable alternate method is to use the
engine starter to motor the engine with the top spark plugs removed until an oil pressure indication is noted.

NOTE ... Recheck the oil level in the sump if the pre-oiling method was used. Do not operate the engine
with more or less than the oil sump capacity. (8 quarts).

If the magneto attaching nuts were loosened or the magnetos rotated during engine installation, magneto
to engine timing must be accomplished prior to starting.

Install and torque the upper spark plugs to 300-360 in. lbs. Install the ignition harness "B" nuts to the spark
plugs in the order shown in Fig. 3-4. "B" nuts are identified for position, i.e. "1T" for number one top spark
plug etc.

Start the engine in accordance with the procedures listed in Section VI or the airframe manufacturer's
operator's manual.

Unmetered and metered fuel pressures should be adjusted prior to flight. Consult TCM Service Bulletins for
detailed fuel system adjustment procedures and airframe procedures.

The engine has been tested at the factory and requires no further high power break-in on the ground. High
power ground operation can be detrimental to cylinders, pistons, valves and rings.

5--5 FLIGHT TESTING

The engine has received a test cell run-in prior to leaving the factory, however a two hour flight test is
recommended to assure that the piston rings have seated and that no induction system, exhaust system,
oil or fuel system leaks exist prior to releasing the aircraft for normal service.

Ambient air and engine operating temperatures are of major concern during this test flight. Accomplish a
normal pre-flight run-up in accordance with the aircraft flight manual. Conduct a normal take-off with full
power and monitor the fuel flow, RPM, oil pressure, cylinder head temperatures and oil temperatures.
Reduce to climb power in accordance with the flight manual and maintain a shallow climb altitude to gain
optimum airspeed and cooling. Rich mixture should be used for all operations except lean for field elevation,
(where applicable), and lean to maintain smoothness during climb in accordance with airframe manufacturers
operating instructions.

Level flight cruise should be at 75% power with best power or richer mixture for the first hour of operation.
The second hour power settings should alternate between 65% and 75% power with the appropriate best
power mixture settings. Engine controls or aircraft altitude should be adjusted as required to maintain engine
instrumentation within specifications.

The descent should be made at low cruise power settings, with careful monitoring of engine pressures and
temperatures. Avoid long descents with cruise RPM and manifold pressure below 18" Hg.; if necessary
decrease the RPM sufficiently to maintain manifold pressure.

Any abnormal conditions detected during test flight should be corrected and any final adjustments required
should be accomplished prior to releasing the aircraft for normal service.

The engine can now be operated in normal service in accordance with the aircraft flight manual.

5-6
5-6 ENGINE REMOVAL INSTRUCTIONS

(Use airframe manufacturer's instructions in conjunction.)

Identify each item as the item is disconnected from the engine to aid in reinstallation.

NOTE ... If the engine is being removed to be placed in storage, accomplish steps listed in Chapter 11, in
the section titled "Indefinite Storage" prior to removal.

1. Turn all cockpit switches and fuel selector valves OFF.

2. Disconnect the battery ground cable.

3. Disconnect the starter cable.

4. Tag and disconnect the engine wiring bundle from the following components.

a. Magnetos

b. Alternator

c. Oil temperature bulb

d. Cylinder head temperature bulb

e. Remove all clamps attaching engine wire bundle to engine components and route clear of the
engine.

Accomplish the following items:

1. Drain the engine oil from the sump. Replace drain plug and tighten.

2. Remove the propeller in accordance with airframe manufacturer's instructions.

3. Remove engine to airframe connections in accordance with airframe manufacturer's instructions.

4. Disconnect and plug hoses from wastegate actuator and turbochargers. Install caps on wastegate and
turbocharger fittings to prevent entrance of foreign matter. Remove clamp from left-hand turbocharger tail
pipe, remove tie rod from right hand side of turbo bypass assembly, remove left hand tailpipe, wastegate,
actuator, bypass as one assembly. Remove (2) nuts, (2) bolts from turbomounting bracket, remove (4) nuts,
(4) bolts from turbomounting flange, remove (2) turbochargers.

Attach a hoist to the engine lifting eye and relieve the weight from the engine mounts.

CAUTION ... Place a suitable stand under the aircraft tail cone before removing the engine. The loss of
weight may cause the tail to drop.

Remove the engine as follows:

1. Hoist engine vertically out of the engine compartment and clear of the aircraft.

NOTE ... Hoist engine slowly and make sure that all wires, lines and hoses have been disconnected.

2. Install engine on a transportation stand, dolly, or on the engine shipping container base.

5-7
5-7 GROUND HANDLING

After engine is removed from aircraft or container (attached to hoist) proceed with care. Do not let engine
front, rear, sides or bottom come in contact with any obstructions as the extreme weight may cause damage
to the engine or components. If contact has occurred inspect for obvious or consequential damage.

5-8 CRATING AND SHIPPING

Category "A" (cardboard container). Lower engine onto container base and attach with metal banding straps.
Install and attach container cover.
Category "B" (wooden container). Lower engine onto container base. Attach engine using shock mounts and
bolts. Cover engine with plastic bag. Install and attach container cover to base.

5-8
 CHAPTER 6

NORMAL OPERATING PROCEDURES

Section Index

Section Page

6- 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2

6- 2 Prestarting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2

6- 3 Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2

6- 4 Cold Starts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3

6- 5 Flooded Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3

6- 6 Hot Starts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3

6- 7 Ground Warm-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3

6- 8 Pre-Takeoff Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4

6- 9 Power Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5

6-1 o Take-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6

6-11 Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6

6-12 Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7

6-13 Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7

6-14 Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8

6-15 Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8

6-1
6-1 GENERAL

CAUTION ... This section pertains to operation under standard environmental conditions. The pilot should
thoroughly familiarize himself with Chapter 81 Abnormal Environmental Conditions. Whenever such abnormal
conditions are encountered or anticipated, the procedures and techniques for normal operation should be
tailored accordingly. For example, if the aircraft is to be temporarily operated in extreme cold or hot weather,
consideration should be given to an early oil change and/or routine inspection servicing.

The life of your engine is determined by the care it receives. Follow the instructions contained in this manual
carefully.

The engine received a run-in operation before leaving the factory. Therefore, no break-in schedule is
required. Straight mineral oil (MIL-C-6529 Type II) should be used for the first oil change period (25 hours).

The minimum grade aviation fuel for this engine is 100LL (Blue) or 100 (Green). If the minimum grade
required is not available, use a higher rating. Never use a lower rated fuel.

WARNING •.. The use of a lower octane rated fuel can cause pre.-ignition and/or detonation
which can damage an engine the first time high power is applied, possibly causing engine
failure. This could most likely occur on takeoff. If the aircraft is inadvertently serviced with the
wrong grade of fuel, then the fuel must be completely drained and the tank properly serviced,
prior to engine operation.

6-2 PRESTARTING

Before each flight the engine and propeller should be examined for damage, oil or fuel leaks, security and
proper servicing.

1. Assure that fuel tanks contain proper type and quantity of fuel. (100LL-Blue, or 100 Green)

2. Drain a quantity of fuel from all sumps and strainers into a clean container. If water or foreign matter is
noted, continue draining until only clean fuel appears.

3. Check oil level in sump.

6-3 STARTING

1. Fuel Selector - On.

2. Mixture - Full Rich.

3. Throttie - Full Forward.

4. Prop Control - Fu!I forward.

5. Master Switch - On.

6. Ignition Switch - On.

7. Auxil;ary Fuel Pump - Off.

6-2
8. Primer - On. (See Figure 6-1 for Priming Time)
Throttle-open approximately 1 inch. Engine starter until engine starts. then release.

NOTE ... At temperatures below + 20°, continue priming while cranking until engine starts.

When engine starts and accelerates thru 500 RPM:

9. Starter - Release.

10. Throttle - Advance slowly to obtain smooth engine operation. (1-3 minutes when temperature is below
+20°.}

11. Primer - Release.

12. Auxiliary Fuel Pump - Low only as necessary to obtain smooth engine operation. (1-3 minutes when
temperature is below + 20°.)

13. Oil Pressure Check. If no oil pressure is noted within 30 seconds, shut down the engine and
investigate.

6-4 COLD STARTS

Use the same procedure as for normal start, except that more prime will normally be necessary After the
engine begins· running, it may be necessary to operate the primer intermittently for a few seconds in order
to prevent the engine from stopping.

6-5 FLOODED ENGINE

1. Mixture Control - IDLE CUT-OFF 4. Both Magnetos - On.

2. Throttle 1/2 OPEN. 5. Start Switch - Start.

3. Master Switch - On. 6. When engine starts, retard the throttle and slowly advance the
mixture control to FULL RICH position.

6-6 HOT STARTS

Use the same procedure as for normal start, except have mixture control idle cut-off, throttle full open, and
electric fuel pump on high for approximately 15 to 20 seconds. See Chapter, Section 8-4 Starting a Hot
Engine.

6-7 GROUND WARM-UP

Teledyne Continental aircraft engines are aircooled and are dependent on the forward speed of the aircraft
for cooling. To prevent overheating, it is important that the following rules be observed.

1. Head the aircraft into the wind.

2. Operate the engine on the ground with the propeller in "Full Increase" RPM position.

3. Avoid prolonged idling at low RPM. Fouled spark plugs can result from this practice.

6-3
4. Leave mixture in "Full Rich". (See "Ground Operation at High Altitude Airports", Section 8 for exceptions.)

5. Warm-up. 900-1000 RPM.

6-8 PRE-TAKEOFF CHECK

1. Maintain engine speed at approximately 900 to 1000 RPM for at least one minute in warm weather, and
as required during cold weather, to prevent cavitation in the oil pump and to assure adequate lubrication.

2. Advance throttle slowly until tachometer indicates an engine speed of approximately 1200 RPM. Allow
additional warm-up time at this speed depending on ambient temperature. This time may be used for taxiing
to takeoff position. The minimum allowable oil temperature for run-up is 75°.

CAUTION ... Do not operate the engine at run-up speed unless oil temperature is 75"F. minimum and oil
pressure is within specified limits of 30-60 PSI. Operation of the engine at high speeds before reaching
minimum oil temperature may cause loss of oil pressure and engine damage.

3. Perform all ground operations with cowling flaps, (if installed), full open, with mixture control in "FULL
RICH" position, dependent on field elevation, and propeller control set for maximum RPM (except for brief
testing of propeller governor.)

4. Restrict ground operations to the time necessary for warm-up and testing.

5. Increase engine speed to 1700 RPM only long enough to perform the following checks:

a. Check Magnetos: The difference between the two magnetos operated individually should not differ more
than 50 RPM with a maximum drop for either magneto of 150 RPM. Observe engine for excessive roughness
during this check.

WARNING ... Absence of RPM drop when checking magnetos may indicate a malfunction
in the ignition circuit. Should the propeller be moved by hand (as during preflight) the engine
may start and cause injury to personnel. This type of malfunction should be corrected prior
to continued operation of the engine.

CAUTION . .. Do not underestimate the importance of pre-takeoff magneto check. When operating on single
ignition, some RPM drop should be noted. Normal indications are 25-75 RPM drop and slight engine
roughness as each magneto is switch off. An RPM drop in excess of 150 RPM may indicate a faulty magneto
or fouled spark plugs.

Minor spark plug fouling can usually be cleared as follows:

(1) Magnetos - Both On.

(2) Throttle - 2200 RPM.

(3) Mixture - Move toward idle cutoff until RPM peaks and hold for ten seconds. Return mixture to full rich.

(4) Magnetos - Recheck.

If the engine is not operating within specified limits, it should be inspected and repaired prior to continued
operational service.

NOTE ... Avoid prolonged single magneto operation to preclude fouling of the spark plugs.

6-4
b. Check throttle and propeller operation.

Move propeller governor control toward low RPM position and observe tachometer. Engine speed should
decrease to minimum governing speed (200-300 RPM drop). Return governor control to high speed position.
Repeat this procedure two or three times to circulate warm oil into the propeller hub.

Where applicable move propeller control to "feather" position. Observe for 300 RPM drop below minimum
governing RPM, then return control to "full increase" RPM position.

CAUTION . .. Do not operate the engine at a speed in excess of 2000 RPM longer than necessary to test
operation and observe engine instruments. Proper engine cooling depends upon forward speed of the
aircraft. Discontinue testing if temperature or pressure limits are approached.

6. Instrument Indications.

a. Oil Pressure: The oil pressure relief valve will maintain pressure within the specified limits if the oil
temperature is within the specified limits and if the engine is not excessively worn or dirty. Fluctuating or low
pressure may be due to dirt in the oil pressure relief valve or congealed oil in the system. This should be
corrected prior to continued operation of the engine.

b. Oil Temperatures: The oil cooler and oil temperature control valve will maintain oil temperature withln
the specified range unless the cooler oil passages or air channels are obstructed. Oil temperature above the
prescribed limit may cause a drop in oil pressure, leading to rapid wear of moving parts in the engine.

c. Cylinder Head Temperature: Any temperature in excess of the specified limit may cause cylinder or
piston damage. Proper cooling of cylinders depends on cylinder baffles being properly positioned on the
cylinder heads and barrels, and other joints in the pressure compartment being tight so as to force air
between the cylinder fins. Proper cooling also depends on operating practices. Fuel and air mixture ratio
will affect cylinder temperature. Excessively lean mixture causes overheating even when the cooling system
is in good condition. High power and low air speed, or any slow speed flight operation, may cause
overheating by reducing the cooling air flow. The engine depends on the ram air flow developed by the
forward motion of the aircraft for proper cooling.

6-9 POWER CONTROL

When increasing power, first increase the RPM with the propeller control and then increase manifold
pressure with throttle. When decreasing power, throttle back to desired manifold pressure and then adjust
to the desired RPM. Readjust manifold pressure after final RPM setting.

6-10 TAKEOFF

1. Position mixture to "FULL RICH". Where installed, cowl flaps should be positioned as specified by aircraft
manufacturer.

2. Position propeller control in "FULL INCREASE" RPM position.

3. Position fuel boost pump switch as instructed by aircraft manufacturer.

6-5
4. Slowly advance the throttle to FULL OPEN position, carefully monitoring manifold pressure. For standard
day temperatures and normal engine oil operating temperatures, manifold pressure should not exceed the
maximum rated limit when the throttle is FULL OPEN. When taking off at full throttle and minimum engine
oil temperature of 75°, an increase in manifold pressure above the rated maximum limit may occur due to
the effect of cold oil upon the turbocharger control system. Under these conditions, a 1.0-2.0 inches Hg.
increase in manifold pressure above the rated maximum limit is allowed for 2-3 minutes duration and need
not be considered as detrimental to the engine. Do not continue to advance the throttle if it is apparent that
overboost will occur beyond the limits specified above.

An increase in manifold pressure beyond the limits specified above indicates a need to have the
turbocharger controller readjusted.

In cold weather, the waste gate valve may not open unless the oil temperature is above 75°F.

CAUTION ... Avoid rapid throttle movement in order to reduce manifold pressure overboost.

NOTE ... For operation from fields at higher altitudes, operation should be conducted with the mixture
control leaned for maximum performance as defined by charts in the aircraft manual, or by an appropriately
marked fuel gage. The leaner mixture is required to eliminate engine roughness.

CAUTION . .. Cylinder head and oil temperatures must never be allowed to exceed the limitations specified.
Near-maximum temperatures should occur only when operating under adverse conditions, such as high
power settings, low airspeed, extreme ambient temperature, etc. If excessive temperatures are noted, and
cannot reasonably be explained, or if abnormal cowl flap and/or mixture settings are required to maintain
temperatures, then an inspection should be performed to determine the cause. Possible causes of high
temperatures may include broken or missing baffles, inoperative cowl flaps, sticking oil temperature control
unit, or restricted fuel nozzles (resulting in lean-running cylinders.) Faulty instruments or thermocouples may
cause erroneously high (or low) temperature indications. Refer to Chapter 10 of this manual and/or the
aircraft overhaul manual for troubleshooting procedures.

6-11 CLIMB

1. Recommended power for normal climb is 75%.

2. Climb at 75% power and above must be done at "FULL RICH" mixture setting, with cowl flaps, if provided,
set to maintain proper cylinder head and oil temperature.

3. During climb (immediately after takeoff) observe manifold pressure and, if necessary, retard throttle to
stay below maximum manifold pressure limits (red line).

WARNING ... Continuous overboost operation may damage the engine and require engine
inspection. See Service Bulletin M67-12.

NOTE ... Generally, when the aircraft has been configured for climbout, engine power should be reduced.
If power settings of greater than 75% NRP must be used, particular attention should be given to cylinder
head, TIT, and oil temperatures, and mixture must be "FULL RICH".

WARNING ... At power settings above 80% NRP, do not use the T.l.T. gage as an aid to
mixture adjustment. If you attempt to determine the "peak" T.l.T. while the engine is operating
at high power, burned valves, detonation, and possible engine failure can occur.

NOTE ... Exhaust gas temperature, in this installation, is measured at the turbine inlet (i.e. T.1.T.)

6-6
6-12 CRUISE

1 Set manifold pressure and RPM for cruise power selected.

2. After engine temperatures have stabilized at cruise condition (usually within 5 minutes). adjust mixture
to lean cruise condition according to Chapter 13 of this manual.

NOTE , .. During high ambient temperature, a very low fluctuation in fuel flow may appear in the early flight
stages, which is caused by excess vapor. If this occurs, operate the fuel boost pump as recommended by
the aircraft manufacturer.

3. When a lean mixture setting is used, for cruise, and increased power is desired, the mixture control must
be returned to the richer setting before changing the throttle or propeller setting. When reducing power,
retard throttle, then adjust RPM and mixture.

4. If it is necessary to retard the throttles at altitudes above 10,000 ft., leaning of the fuel mixture may also
be necessary to maintain satisfactory engine operation. The mixture must be returned to the richer setting
before the throttle is returned to the high power positions.

NOTE ... Rapid throttle movements may cause undershooting or overshooting the desired manifold
pressure and a subsequent adjustment will be required after the turbochargers have stabilized. Gradual
throttle movement will permit the turbochargers to keep pace with the change in power. On pressurized
aircraft, slower manifold pressure adjustment will prevent sudden "spikes" in cabin altitude. At high altitude,
large reductions in manifold pressure may cause some reduction of cabin pressure.

6-13 DESCENT

Descent from high altitude is to be accomplished at cruise power settings and mixture control positioned
accordingly.

CAUTION ... Rapid descents at high RPM and idle manifold pressure setting are to be avoided.

During Descent. monitor cylinder and oil temperature and maintain above the minimum specified limits.

NOTE ... Avoid long descents at low manifold pressure as the engine can cool excessively and may not
accelerate satisfactorily when power is reapplied. lf power must be reduced for long periods, adjust propeller
to minimum governing RPM and set manifold pressure no lower than necessary to obtain desired
performance. If the outside air is extremely cold, it may be desirable to add drag to the aircraft in order to
maintain engine power without gaining excess airspeed. Do not permit cylinder temperature to drop below
240"F.

6-14 LANDING

1. In anticipation of a go around and need for high power settings, the mixture control should be set in
"FULL RICH" or "BEST POWER" position, depending on field elevation, before landing.

NOTE ... Advance mixture slowly toward "FULL RICH". If engine roughness occurs, as may happen at very
low throttle settings and high RPM, it may be desirable to leave the mixture control in a leaner than full rich
position until the throttles are advanced above 15 inches of manifold pressure.

2. Operate the boost pump as instructed by aircraft manufacturer.

6-7
6-15 ENGINE SHUTDOWN

If boost pump has been on for landing, turn to "OFF".

2. Place mixture control in "IDLE CUTOFF".

3. Turn magnetos "OFF" after propeller stops rotating.

Extrapolated areas
are unexplored

Time predicated on fuel boost

24
pump capability of providing
16 to 19 gallons per hour through
the engine fuel system at
wide open throttle full rich
mixture engine stopped
20
Priming to be done with wide open
If) throtUe · fu'l rich mixture
0
z At temperatures above +20°F
0
u discontinue priming before
w 16
"' cranking

At temperatures of +20°F
and betow, continue priming
while cranking
!

-20 0 +20 40 60 80
TEMPERATURE °F AMBIENT

FIGURE 6-1. PRIMING TIME REQUIREMENT.

6-8
 CHAPTER 7

EMERGENCY PROCEDURES

Section Index

Section Page

7-1 Engine Fire During Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2

7-2 General In-Flight Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2

7-3 Engine Roughness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2

7-4 Turbocharger Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3

7-5 High Cylinder Head Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

7-6 High Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

7-7 Low Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

7-8 In-Flight Restarting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

7-9 Engine Fire In-Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

7-1
7-1 ENGINE FIRE DURING START

If flames are observed in the induction or exhaust system during engine starting, proceed as follows:

1. Mixture Control - Move to the idle cut-off position.

2. Throttle Control - Move to the full open position.

3. Starter Switch - Hold in the cranking position until fire is extinguished.

7-2 GENERAL IN-FLIGHT INFORMATION

If a malfunction should occur in flight, certain remedial actions may eliminate or reduce the problem. Some
malfunctions which might conceivably occur are listed in this section. Recommended corrective action is
also included: however, it should be recognized that no single procedure will necessarily be applicable to
every situation.

A thorough knowledge of the aircraft and engine systems will be an invaluable asset to the pilot in assessing
a given situation and dealing with it accordingly.

7-3 ENGINE ROUGHNESS

Observe engine for visible damage or evidence of smoke or flame. Extreme roughness may be indicative
of propeller blade problem. If any of these characteristics are noted, follow aircraft manufacturer's
instructions.

1. Mixture - Adjust as appropriate to power setting being used. Do not arbitrarily go to Full Rich as the
roughness may be caused by an overrich mixture.

2. Magnetos - Check On.

If engine roughness does not disappear after the above, the following steps should be taken to evaluate the
ignition system.

1. Throttle - Reduce power until roughness becomes minimal.

2. Magnetos - Turn Off, then On, one at a time. If engine smooths out while running on single ignition,
adjust power as necessary and continue. Do not operate the engine in this manner any longer than
absolutely necessary. The airplane should be landed as soon as practical for engine repairs.

If no improvement in engine operation is noted while operating on either magneto alone, return all magneto
switches to On.

CAUTION ... The engine may quit completely when one magneto is switched off, if the other magneto is
faulty. If this happens, close throttle to idle and move mixture to idle cutoff before turning magnetos on. This
v./ill prevent a severe backfire. When magnetos have been turned back on, advance mixture and throttle to
previous setting.

WARNING ... If roughness is severe or if the cause cannot be determined, engine failure may
be imminent. In this case, it is recommended that the aircraft manufacturer's emergency
procedure be employed. In any event, further damage may be minimized by operating at a
reduced power setting.

7-2
7-4 TURBOCHARGER FAILURE.

Turbocharger failure will be evidenced by inability of the engine to develop manifold pressure above ambient
pressure. The engine will revert to "normally aspirated" and can be operated, but will produce less than its
rated horsepower.

Readjust mixture as necessary to obtain fuel flow appropriate to manifold pressure and RPM.

WARNING ... If turbocharger failure is a result of a loose, disconnected or burned-through

exhaust, then a serious fire hazard exists. Follow the aircraft manufacturer's emergency
instructions. If turbocharger failure occurs before takeoff, DO NOT fly the aircraft. If failure
occurs in flight, and the choice is made to continue operating the engine, proceed as follows:

NOTE ... At altitudes above 15,000 feet an overrich mixture may result if the turbocharger fails and the
engine may quit operating. If this occurs, employ the following procedure:

1. Mixture - !d!e Cutoff.

2. Throttle - Full Open.

3. Propeller Control - Normal Cruise RPM.

4. Throttle - Retard to Cruise Position.

5. Mixture - Advance slowly. When the proper mixture ratio is reached, the engine will start. Continue to
adjust the mixture control unit until the correct fuel flow for the manifold pressure and RPM is obtained.

NOTE ... An interruption in fuel flow to the engine can cause engine power loss due to turbocharger "run-
down". At high altitude, merely restoring fuel flow may not cause the engine to restart, because the mixture
will be excessively rich. If the engine does not restart, there will be insufficient mass flow through the exhaust
to turn the turbine. This condition may give indications similar to a turbocharger failure. If a power loss is
experienced followed by surging of RPM, fuel flow, and manifold pressure, the following steps are
recommended:

1. Mixture Control - Idle Cutoff.

2. Fuel Selector - Position so as to permit use of auxiliary fuel pumps (boost pumps).

3. Auxiliary Fuel Pump - On.

4. Throttle - Set to normal cruise position.

5. Propeller - Adjust normal cruise RPM.

6. Mixture - Enrich slowly from idle cutoff. Engine starting will be apparent by a surge of power. As the
turbocharger begins to operate, manifold pressure will increase and mixture can be adjusted accordingly.

7. Auxiliary Fuel Pump - Positioned according to aircraft manufacturer's instructions.

7-3
8. Mixture - Readjust if necessary.

NOTE ... If this procedure does not effect a restart, descent below 15,000 feet and repeat. If the engine still
will not start, follow the emergency procedures outlined in the airframe manufacturers operating handbook.

7-5 HIGH CYLINDER HEAD TEMPERATURE

1. Mixture - Adjust to proper fuel flow for power being used.

2. Cowl Flaps - Open.

3. Airspeed Increase.

If temperature cannot be maintained within limits, reduce power, land as soon as practical and have the
malfunction evaluated or repaired (if required) before further flight.

7-6 HIGH OIL TEMPERATURE

NOTE ... Prolonged high oil temperature indications will usually be accompanied by a drop in oil pressure.
If oil pressure remains normal, a high temperature indication may be caused by a faulty gage or
thermocouple. If the oil pressure drops as temperature increases, proceed as follows:

1 . Cowl Flaps - Open.

2. Airspeed - Increase.

3. Power - Reduce if steps 1 and 2 do not lower oil temperature.

CAUTION ... If these steps do not restore oil temperature to normal, an engine failure or severe damage
can result. In this case it is recommended that the aircraft manufacturer's emergency instructions be
followed.

7-7 LOW OIL PRESSURE

If the oil pressure drops without apparent reason from normal indication of 30 to 60 psi, monitor temperature
and pressure closely. If oil pressure drops below 30 psi. an engine failure should be anticipated and the
aircraft manufacturer's instructions should be followed.

7-8 IN-FLIGHT RESTARTING

CAUTION . . . Actual shutdown of an engine for practice or training purposes should be minimized.
Whenever engine failure is to be simulated, it should be done by reducing power.

The following procedure is recommended for in-flight restarting.

1. Mixture - Advance to 3/4 FULL RICH.

2. Fuel Selector Valve - On.

3. Fuel Boost Pump - Per airframe manufacturer's instructions.

4. Magneto Switches - ON BOTH.

7-4
5. Throttle - NORMAL START POSITION (Open 1").

6. Propeller:

Without Unfeathering Accumulator:

a. Propeller Control - MOVE FROM FEATHER TO FULL DECREASE RPM.

b. Start Switch - START.

NOTE ... The engine will run quite rough until the propeller leaves the feathering range. Expect a fairly rapid
surge of power as the engine accelerates to minimum governing RPM.

c. Oil Pressure - Within limits, will probably be quite low if oil is cold. If no oil pressure is indicated, engine
damage may occur if the restart is continued.

d. Throttle - Adjust to 15-20 inches manifold pressure until engine tempe;ature reaches operating range.
Adjust mixture as required.

With Unfeathering Accumulator:

a. Propeller Control - FORWARD OF FEATHERING DETENT UNTIL ENGINE ATTAINS 600 RPM; THEN
BACK TO DETENT.

b. Oil Pressure - STABILIZED.

NOTE ... If propeller does not unfeather or the engine does not turn, return the propeller control to the
feather position and secure the engine.

c. Mixture - 3/4 FULL RICH.

7. Throttle -AS NECESSARY TO PREVENT OVERSPEED; Warm up at 15-20" Hg. manifold pressure. Adjust
mixture as required for smoothness.

8. Oil Pressure, Oil and Cylinder Head Temperatures· NORMAL INDICATION.

9. Alternator Switch - On.

10. Power - AS REQUIRED.

7-9 ENGINE FIRE IN-FLIGHT

1. Follow air frame manufacturer's instructions

7-5
INTENTIONALLY

LEFT

BLANK

7-6
 CHAPTER 8

ABNORMAL ENVIRONMENTAL
CONDITIONS

Section Index

Section Page

8-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2

8-2 Cold Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2

8-3 Preheating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2

8-4 Hot Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4

8-5 Ground Operations At High Altitude Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5

8-1
8-1 GENERAL

Three areas of operation may require special attention. These are (a) extreme cold weather, (b) extreme hot
weather and (c) high density altitude ground operation. The following may be helpful to the operator in
obtaining satisfactory engine performance under adverse conditions.

8-2 COLD WEATHER OPERATION (Ambient Temperature Below Freezing)

NOTE ... Prior to operation and/or storage in cold weather assure engine oil viscosity is SAE 30, 10W30,
15W50 or 20W50. In the event of temporary cold weather operation, not justifying an oil change to SAE 30,
consideration should be given to hangaring the aircraft between flights.

Engine starting during extreme cold weather is generally more difficult than during normal temperature
conditions. Cold soaking causes the oil to become thicker (more viscous), making it more difficult for the
starter to crank the engine. This results in a slow cranking speed and an abnormal drain on the battery
capacity. At low temperatures, gasoline does not vaporize readily, further complicating the starting problem.

False starting (failure to continue running after starting) often results in the formation of moisture on the
spark plugs due to condensation. This moisture can freeze and must be eliminated either by applying heat
to the engine or removing and cleaning the spark plugs.

8-3 PREHEATING

The use of preheat and auxiliary power unit (APU) will facilitate starting during cold weather and is
recommended when the engine has been cold soaked at temperatures of 20°F. and below in excess of 2
hours. Successful starts without these aids can be expected at temperatures below normal, provided the
engine is in good condition and the ignition and fuel systems are properly maintained.

The following procedures are recommended for preheating, starting, warm-up, run-up and takeoff.

1. Select a high volume hot air heater. Small electric heaters which are inserted into the cowling opening
do not appreciably warm the oil and may result in superficial preheating.

WARNING ... Superficial application of preheat to a cold-soaked engine can cause damage
to the engine.

A minimum of preheat application may warm the engine enough to permit starting but will not de-congeal
oil in the sump, lines, cooler, filter, etc.

Congealed oil in such lines may require considerable preheat. The engine may start and apparently run
satisfactorily, but can be damaged from lack of lubrication due to congealed oil in various parts of the
system. The amount of damage will vary and may not become evident for many hours. On the other hand,
the engine may be severely damaged and could fail shortly following application of high power.

Proper procedures require thorough application of preheat to al! parts of the engine. Hot air should be
applied directly to the oil sump and external oil lines as well as the cylinders, air intake and oil cooler.
Excessively hot air can damage non-metallic components such as seals. hoses and drive pelts, so do not
attempt to hasten the preheat process.

Before starting is attempted, tum the engine by hand or starter until it rotates freely. After starting, observe
carefully for high or low oil pressure and continue the warm-up until the engine operates smoothly and all
controls can be moved freely. Do not close the cowl flaps to facilitate warm-up as hot spots may develop
and damage ignition wiring and other components.

8-2
2. Hot air should be applied primarily to the oil sump and filter area. Continue to apply heat for 15 to 30
minutes and turn the propeller, by hand, through 6 or 8 revolutions at 5 or 10 minute intervals.

3. Periodically feel the top of the engine and, when some warmth is noted, apply heat directly to the upper
portion of the engine for approximately five minutes. This will provide sufficient heating of the cylinders and
fuel lines to promote better vaporization for starting. If enough heater hoses are available, continue heating
the sump area. Otherwise, it will suffice to transfer the source of heat from the sump to the upper part of the
engine.

4. Start the engine immediately after completion of the preheating process. Since the engine will be warm,
use normal starting procedure.

NOTE ... Since the oil in the oil pressure gage line may be congealed, as much as 30 seconds may elapse
before oil pressure is indicated. If oil pressure is not indicated within 30 seconds shut the engine down and
determine the cause.

5. Operate the engine at 1000 RPM until some oil temperature is indicated. Monitor oil pressure closely
during this time and be alert for a sudden increase or decrease. Retard throttle, if necessary to maintain oil
pressure below 100 psi. If oil pressure drops suddenly to less than 30 psi, shut down the engine and inspect
the lubrication system. If no damage or leaks are noted, preheat the engine for an additional 10 to 15
minutes before restarting.

6. Before takeoff, run up the engine to 1700 RPM. If necessary approach this RPM in increments to prevent
oil pressure from exceeding 100 psi.

At 1700 RPM, adjust the propeller control to Full Decrease RPM until minimum governing RPM is observed,
then return the control to Full Increase RPM. Repeat this procedure three or four times to circulate warm
oil into the propeller dome.

NOTE ... Continually monitor oil pressure during run up.

7. Check magnetos in the normal manner.

8. When the oil temperature has reached 100°F. and oil pressure does not exceed 80 psi at 1700 RPM, the
engine has been warmed sufficiently to accept full rated power.

CAUTION ... Do not close the cowl flaps in an attempt to hasten engine warm-up.

NOTE ... Fuel flow will probably be on the high limit; however, this is normal and desirable since the engine
will be developing more horsepower at substandard ambient temperatures.

If preheat is not used employ the same start procedures for a normal start (Chapter 6) except:

1. At temperatures below +20°F., continue priming while cranking until engine starts.

2. When engine starts and accelerates thru 500 RPM, release Starter.

3. Advance throttle slowly to obtain smooth engine operation.

4. Release primer.

5. Auxiliary Fuel Pump on low as necessary to obtain smooth engine operation.

8-3
6. Oil Pressure - Check. If none noted within 30 seconds, shut down engine and investigate.

Observe oil pressure for indication and warm-up engine at 1000 RPM. Ground operation and run up require
no special techniques other than warming the engine sufficiently to maintain oil temperature and oil pressure
within limits when full RPM is applied.

NOTE ... Before applying power for takeoff, assure that oil pressure, oil temperature and cylinder head
temperature are well within the normal operating range. When full power is applied for takeoff, assure that
oil pressure is within limits and steady.

Any of the following engine conditions should be cause for concern, and are justification to discontinue the
takeoff.

1. Low, high or surging RPM.

2. Fuel flow excessively high or low.

3. Any oil pressure indication other than steady within limits.

4. Engine roughness.

8-4 HOT WEATHER OPERATION (Ambient Temperature in Excess of 90°F.)

CAUTION ... When operating in hot weather areas, be alert for higher than normal levels of dust, dirt or
sand in the air. Inspect air filters frequently and be prepared to clean or replace them if necessary. Weather
conditions can lift damaging levels of dust and sand high above the ground. If the aircraft is flown through
such conditions, an oil change is recommended as soon as possible. Do not intentionally operate the
engine in dust and/or sand storms. The use of dust covers on the cowling will afford additional protection
for a parked aircraft.

Flight operation during hot weather usually presents no problem since ambient temperatures at flight
altitudes are seldom high enough to overcome the cooling system used in modern aircraft design. There
are, however, three areas of hot weather operation which will require special attention on the part of the
operator. These are: (1) Starting a hot engine (2) Ground operation under high ambient temperature
conditions and (3) Takeoff and initial climbout.

1. Starting a Hot Engine. After an engine is shutdown, the temperature of its various components will begin
to stabilize; that is, the hotter parts such as cylinders and oil will cool, while other parts will begin to heat
up due to lack of air flow, heat conduction, and heat radiation from those parts of the engine which are
cooling. At some time period following engine shutdown the entire unit will stabilize near the ambient
temperature. This time period will be determined by temperature and wind conditions and may be as much
as several hours. This heat soaking is generally at the extreme from 30 minutes to one hour following
shutdown. During this time, the fuel system will heat up causing the fuel in the pump and lines to "boil" or
vaporize. During subsequent starting attempts, the fuel pump will initially be pumping some combination of
fuel and fuel vapor. At the same time, the injection nozzle lines will be filled with varying amounts of fuel and
vapor. Until the entire fuel system becomes filled with liquid fuel, difficult starting and unstable engine
operation can normally be expected.

8-4
Another variable affecting this fuel vapor condition is the state of the fuel itself. Fresh fuel contains a
concentration of volatile ingredients. The higher this concentration is, the more readily the fuel will vaporize
and the more severe will be the problems associated with vapor in the fuel system. Time, heat or exposure
to altitude will "age• aviation gasoline; that is, these volatile ingredients tend to dissipate. This reduces the
tendency of fuel to vaporize and, may induce starting problems associated with fuel vapor if the volatile
condition reaches a low enough level, starting may become difficult due to poor vaporization at the fuel
nozzles, since the fuel must vaporize in order to combine with oxygen in the combustion process.

The operator, by being cognizant of these conditions, can take certain steps to cope with problems
associated with hot weather/hot engine starting. The primary objective should be that of permitting the
system to cool. Lower power settings during the landing approach when practical will allow some cooling
prior to the next start attempt. Reducing ground operation to a minimum is desired to keep engine
temperatures down. Cowl flaps should be opened fully while taxiing. The aircraft should be parked so as to
face into the wind to take advantage of the cooling effect. Restarting attempts will be the most difficult from
30 minutes to one hour after shutdown. Following that interval the fuel vapor will be less pronounced and
normally will present less of a restart problem.

2. Ground Operation in High Ambient Temperature Conditions. Oil and cylinder temperatures should be
monitored closely during taxiing and engine run up. Operate with cowl flaps full open. Do not operate the
engine at high RPM except for necessary operational checks. If takeoff is not to be made immediately
following engine run up, the aircraft should be faced into the wind with the engine idling at 900-1000 RPM.
It may be desirable to operate the fuel boost pumps to assist in suppressing fuel vaporization and provide
more stable fuel pressure during taxiing and engine run up.

3. Takeoff and Initial Climbout. Temperatures should be closely monitored and sufficient airspeed must be
maintained to provide proper cooling of the engine.

CAUTION . . . Reduced engine power will result from higher density altitude associated with high
temperature.

8-5 GROUND OPERATION AT HIGH ALTITUDE AIRPORTS

Idle fuel mixture will be rich at high altitudes. under extreme conditions it may be necessary to manually lean
the mixture in order to sustain engine operation at low RPM. When practical, operate the engines at higher
idling speed. Lean for best power for takeoff.

If higher than desired temperatures are experienced during the climb phase the pilot may elect to establish
a lower angle of attack, or higher climb speed, consistent with safety and thereby provide increased cooling
for the engine.

8-5
INTENTIONALLY

LEFT

BLANK

8-6
 CHAPTER 9

SERVICING AND UNSCHEDULED

MAINTENANCE

Section Index

Section Page

9-1 Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2

9-2 Approved Products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3

9-3 Preflight Inspection ................................... 9.4

9-4 50 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4

9-5 100 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5

9-6 Unscheduled Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6

9-1
9-1 SERVICING

The owner or operator is primarily responsible for maintaining the engine in an airworthy condition, including
compliance with all applicable Airworthiness Directives as specified in Part 39 of the Federal Aviation
Regulations and "Airworthiness Limitation" of this manual per FAR A33.4. It is further the responsibility of the
owner or operator to ensure that the engine is inspected in conformity with the requirements of Parts 43 and
91 of the Federal Aviation Regulations. Teledyne Continental Motors has prepared this inspection guide to
assist the owner or operator in meeting the foregoing responsibilities. This inspection guide is not intended
to be all-inclusive, for no such guide can replace the good judgement of a certified airframe and power plant
mechanic in the performance of his duties. As the person primarily responsible for the airworthiness of the
airplane, the owner or operator should select only qualified personnel to maintain the airplane.

Fuel (Min. Grade) .......................................... Aviation Grade 100 or 100LL

WARNING ... The use of lower octane rated fuel can result in destruction of an engine the
first time high power is applied. This would most likely occur on takeoff. If the aircraft is
inadvertently serviced with the wrong grade of fuel, then the fuel must be completely drained
and the tank properly serviced.

Oil: (First 25 hours operation) Mineral (non-Detergent oil or Corrosion Preventive oil
Corresponding to MIL-C-6529 Type II

Normal Service

All Temperatures ..................................................... 15W-50

......... 20W-50
Below 50°F. Ambient Air (Sea Level) ............................... SAE30 or 10W-30
Above 40°F. Ambient Air (Sea Level) ...................................... SAE 50

Oil Sump Capacity: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 U.S. Quarts

Oil Change Interval:

With integral screen or small filter ....................................... 50 Hours

With large filter .................................................... 100 Hours

Oil Filter Interval:

With Large or Small Filter . . . . . . . . . . . . . . ............................... 50 Hours

CAUTION ... Use only oils conforming to Teledyne Continental Motors Specification MHS24 or MHS25 after
break-in period.

9-2
9-2 APPROVED PRODUCTS

Use only lubricating oils conforming to TCM specification MHS-240 & MHS-25, lubricating oil, ashless
dispersant. The marketers of the aviation lubricating oils listed below have supplied data to TCM indicating
their products conform to all the requirements of TCM Specification MHS-24D or MHS-25.

In listing the products names, TCM makes no claim of verification of marketer's statements or claims. Listing
is made in the order in which the data was received by TCM and is provided only for the convenience of
the users.

NOTE ... Since the airframe manufacturer furnishes certain parts which depend on engine oil for lubrication,
they may restrict the use of some lubricating oils.

Supplier

MHS-25
Mobil Oil Company Mobil AV 1
MHS-24D
BP Oil Corporation BP Aero Oil
Castro! Limited (Australia) Castrolaero AD Oil
Chevron U.S.A. Inc. Chevron Aero Oil
Continental Oil Conco Aero S
Delta Petroleum Company Delta Avoil Oil
Exxon Company, U.S.A. Exxon Aviation Oil EE
Gulf Oil Company Gulfpride Aviation AD
Mobil Oil Company Mobil Aero Oil
Pennzoil Company Pennzoil Aircraft Engine Oil
Phillips Petroleum Company Phillips 66 Aviation Oil, Type A
Phillips Petroleum Company *X/C Aviation Multiviscosity Oil
SAE 20W-50, SAE 20W-flJ
Quaker State Oil & Refining Co. Quaker State AD Aviation Engine Oil
Red Ram Limited (Canada) Red Ram X/C Aviation Oil 20W-050
Shell Canada
Limited Aeroshell Oil W, Aeroshell Oil W 15W-50
Shell Oil Company Aeroshell Oil W. Aeroshell Oil W 15W-50
Anti Wear Formulation Aeroshell Oil W 15W-50
Sinclair Oil Company Sinclair Avoil
Texaco Inc. Texaco Aircraft Engine Oil - Premium AD
Union Oil Company of California Union Aircraft Engine Oil HD

*NOTE ... This does not include X/C II Aviation Oil.

NOTE ... For further information see TCM Service Bulletin M87-12R 1 or current revision as applicable.

NOTE ... The following procedures and schedules are recommended for engines which are subjected to
normal operation. If the aircraft is exposed to severe conditions, such as training, extreme weather, or
infrequent operation, inspections should be more comprehensive and the hourly intervals should be
decreased.

9-3
9-3 PREFLIGHT INSPECTION

Before each flight the engine and propeller should be examined for damage, oil leaks, proper servicing and
security. Refer to the aircraft manual "Preflight Check List".

9-4 50 HOUR INSPECTION

Detailed information regarding adjustments, repair and replacement of components may be found in the
appropriate Overhaul Manual. The following items should be checked during normal inspections:

1. Engine Conditions: a. Magneto RPM drop: Check

(Refer to Chapter 6) b. Full Power RPM: Check
c. Full Power Manifold Pressure: Check
d. Full Power Fuel Flow: Check
e. Idle RPM: Check

Record any values not conforming to engine specifications so that necessary repair or adjustment can be
accomplished.

2. Oil Filter: Replace filter, inspect cartridge.

3. Oil: Change oil, if integral screen or small filter is used.

4. Air Filter: Inspect and clean or replace as necessary.

5. High Tension Leads: Inspect for chafing and deterioration.

6. Magnetos: Check and adjust only if non-conformities were noted in Step 1.

7. Magneto Filter: Inspect for color, if white O.K., if red or contaminated replace.

8. Visual: Check hoses, lines, wiring, fittings, baffles, etc. for general condition.

9. Exhaust System: Inspect for condition and leaks.

10. Adjustments & Repairs: Perform service as required on any items that are not within
specifications.

11. Engine Condition: Run up and check as necessary for any items serviced in Step 10.
Check engine for oil and fuel leaks before returning to service.

9-4
9-5 100 HOUR INSPECTION

Detailed information regarding adjustments, repair and replacement of components may be found in the
appropriate Overhaul Manual. The following items should be checked during normal inspections:

1. Engine Conditions: a. Magneto RPM drop: Check

(Refer to Chapter 6 & 4) b. Full Power RPM: Check
c. Full Power Manifold Pressure: Check
d. Full Power Fuel Flow: Check
e. Idle RPM: Check

Record any values not conforming to engine specifications so that necessary repair or adjustment can be
accomplished.

2. Oil Filter: Replace, inspect cartridge.

3. Oil: Drain while engine is warm. Refill sump.

4. Valves/Cylinders: Check compression (See Section 9-7 Cylinder Compression Check)

5. Cylinders, Fins, Baffles: Inspect.

6. Spark Plugs: Inspect, clean, regap (if necessary) reinstall. Rotate plugs from upper
to lower positions and vice versa to lengthen plug life. (Refer to
Overhaul Manual for reversal procedure.)

7. High Tension Leads: Inspect for chafing and deterioration.

8. Magnetos: Check Adjust points and timing if necessary.

NOTE ... Minor changes in magneto timing can be expected during normal engine service. The time and
effort required to check and adjust the magnetos to specifications is slight and the operator will be rewarded
with longer contact point and spark plug life, smoother engine operation and less corrective maintenance
between routine inspections.

NOTE ... At each 500 hours, the magnetos are required to be disassembled and inspected according to
Magneto Service Manual.

9. Magneto Filter: Inspect for color, if white O.K., if red or contaminated replace.

10. Air Filter: Inspect and clean or replace as necessary.

11. Alternator Air Door: Check operation.

12. Throttle Shaft and Linkage: Inspect for wear and lubricate.

13. Fuel Nozzles: Inspect nozzles and vent manifold for leaks or damage.

14. Fuel & Oil Hoses & Lines: Inspect for deterioration, leaks, chafing.

15. Fuel System: Check. Adjust as necessary if pre-inspection run-up indicates problem.
(See TCM Service Bulletin M-84-6R1 or current Revision as applicable
and airframe manufacturers instructions for procedure). Inspect and
lubricate.

16. Control Connections: Inspect and lubricate.

9-5
17. Exhaust: Check all joints for conditions and leaks.

18. Turbochargers: Check freedom of rotation.

19. Wastegate: Check operation and condition.

20. Adjustment & Repairs: Perform service as required on any items that are not within
specifications.

21. Engine Condition: Perform complete run up. Check engine for fuel or oil leaks before
returning to service.

NOTE ... Refer to TSI0-520-BE Overhaul Manual X30574A or applicable Service Bulletins for proper
procedures and limits.

9-6 UNSCHEDULED MAINTENANCE

Detailed information required for component part replacement, system adjustments, accessory
replacement/repair, top overhaul etc., can be found in the "Related Publications" listed in Chapter 1.

No unscheduled maintenance of the categories listed above should be attempted without consulting the
applicable related publications.

The Time Between Overhaul (TSO) for the TSI0-520-BE is 2000 hours. Those accessories supplied with this
engine by TCM are considered to have the same TBO as the engine with the criteria for service and
longevity as outlined in TCM TBO Service Bulletin 86-6R1 or current revisions as applicable.

9-7 CYLINDER COMPRESSION (Leakage) CHECK

The differential pressure test is an accepted method of determining cylinder condition by measuring air
pressure loss past the pistons, rings and valves. The operation of the equipment is based on the principle
that, for any given airflow through a fixed orifice, a constant pressure drop across the orifice will result. The
differential pressure test is a regular part of the 100 hour or annual inspection on Teledyne Continental
engines.

Reports of incorrect cylinder leakage check results caused by improver use of test equipment and/or by the
use of faulty test equipment have been received.

To accurately accomplish a leakage check, use the following information on leakage and use of the Master
Orifice Tool (Ref. Figure 9-1) to calibrate the leakage checking equipment used on Teledyne Continental
engines.

LEAKAGE CHECKS

Cylinder leakage is broken down into two areas, the "Static Seal" and the "Dynamic Seal".

Static Seal

The static seal consists of the valve to valve seat seal, spark plug to spark plug port seals and cylinder head
to barrel seal (Ref. Figure 9-2). No leakage of the static seal is permissible.

9-6
 SPARK PLUG
THREADS (18MM)

NOTE THREAD HAND TIGHT TO

SPARK PLUG ADAPTER

FIGURE 9-1. f..l!ASTER ORIFICE ASS EM BlY TOOL BORROUGHS P/N 646953.

Borroughs Tool & Equipment Corp.

2429 N. Burdick St.
Kalamazoo, Ml 49007
Tel. 616/345-2700

fXHAlJST
VALVE
SEAL

CYLINDER
HEAD &
BARREL
SEAL CYLINDER
WALL
DIMENSION
ANO CHOKE

STATIC SEAL DYNAMIC SEAL

FIGURE 9-2

9-7
Dynamic Seal

The dynamic seal consist of the piston rings to the cylinder wall seal (Ref. Figure 9-2). This seal leakage can
vary from engine to engine by the cylinder displacement, cylinder choke, ring end gap and piston design.

EQUIPMENT

Testing equipment must be kept clean and checked periodically for accuracy as follows:

Using a line pressure of 100 to 120 p.s.i., close the cylinder pressure valve, then set the regulator pressure
valve to 80 p.s.i. The pressure in both gages should stabilize with no leakage.

The restrictor orifice dimension in the differential pressure tester (Figure 9-3) for Teledyne Continental aircraft
engines must be 0.040 inch orifice diameter, 0.250 inch long with 60° approach angle, and must flow 120±
5 cubic feet per hour at 30 p.s.i. differential pressure.

Master Orifice Tool

For conformity in tester equipment, a Master Orifice Tool has been developed to calibrate equipment and
determine the low indicated leakage limit prior to the engine leakage check. Connect compressed air at 100-
120 p.s.i. to the tester with cylinder pressure valve closed. Turn the regulator pressure valve on, adjusting
pressure to indicate 80 p.s.i.. Remove the dust caps from both ends of the Master Orifice Tool and install
in cylinder spark plug adapter. Turn the cylinder pressure valve on and readjust regulator pressure gage to
read 80 p.s.i.. At this time the cylinder pressure gage indication will be the low allowable limit for cylinder
leak checks. The low allowable limit is referred to as the master orifice calibrated pressure reading. After the
master orifice calibrated pressure reading has been recorded, close regulator pressure valve and remove
Master orifice Tool from the cylinder adapter.

A schematic diagram of a typical differential pressure tester is shown in Figure 9-3.

Performing The Check

The following procedures are listed to outline the principles involved, and are intended to supplement the
manufacturer's instructions for the particular tester being utilized.

CAUTION ... Magnetos and fuel must be shut off prior to test to ensure the engine cannot be accidentally
fired.

1. Perform the test as soon as possible after the engine is shut down to ensure that the piston rings,
cylinder walls, and other engine parts are well lubricated and at running tolerance.

2. Remove the most accessible spark plug from each cylinder.

3. Turn the crankshaft by hand in the direction of rotation until the piston (in the cylinder being checked)
is coming up on its compression stroke.

4. Install an adapter in the spark plug hole and connect the differential pressure tester to the adapter
(NOTE ... Cylinder pressure valve is the Closed position). Slowly open the cylinder pressure valve and
pressurize the cylinder not to exceed 20 p.s.i.. Continue rotating the engine against the pressure until the
piston reaches top dead center (TDC). Reaching TDC is indicated by a flat spot or sudden decrease in force
required to turn the crankshaft. If the crankshaft is rotated too far, backed up at least one-half revolution and
start over again to eliminate the effect of backlash in the valve operating mechanism and to keep the piston
rings seated on the lower ring lands. This is critical because the slightest movement breaks this piston ring
sealing and allows the pressure to drop.

9-8
CAUTION . .. Care must be exercised in opening the cylinder pressure valve, since sufficient air pressure
will be built up in the cylinder to cause it to rotate the crankshaft if the piston is not at TDC. It is
recommended that someone hold the propeller during check to prevent possible rotation.

5. Open the cylinder pressure valve completely. Check the regulator pressure gage and adjust, if necessary
to 80 p.s.i.

6. Observe the pressure indicatior on the cylinder pressure gage. The difference between this pressure
shown by the regulator pressure gage is the amount of leakage through the cylinder. If the cylinder pressure
gage reading is higher than the previously determined master orifice calibrated pressure reading, proceed
to the next cylinder leak check. If the cylinder gage reading is lower, proceed with the following.

CY UNDER
ADAPTER

f ;;;.~:

~
REGULATOR REGULATOR
PRESSURE PRESSURE
GUAGE GUAGE

AIR SOURCE
'
COMPRESSED '-

':t'"""'
(HANO TIGHT)

FIGURE 9-3. DIFFERENTIAL PRESSURE TESTER

COMPRESSED
AIR SOURCE

Static Seal Check (See Figure 9-5)

7. The source of air leakage should first be checked for the static seal. Positive identification of static seal
leakage is possible by listening for air flow sound at the exhaust or induction system cylinder port. When
checking the cylinder head to barrel leakage, use a soapy solution between the fins and watch for bubbles.
use a soapy solution also around both spark plugs seals for leakage. NO LEAKAGE IS ALLOWED IN STATIC
SEALS.

8. If leakage is occurring in the intake or exhaust valve areas, in may be possible to correct a low reading
by staking the valves. This is accomplished by placing a fiber drift on the rocker arm directly over the valve
stem and tapping the drift several times with a hammer to dislodge any foreign material that may be between
the valve face and seat.

CAUTION ... When correcting a low reading in this manner, rotate the propeller so the piston will not be
at TDC. This is necessary to prevent he valve from striking the top of the piston in some engines. Rotate the
propeller again before rechecking leakage to reset the valves in the normal manner.

NOTE ... When the rocker cover is removed, inspect valve spririgs, valve retainers and valve stem for wear.
This may have contributed to the valve leakage.

9-9
9. If leakage is noted between the cylinder head and barrel, REPLACE THE CYLINDER. If leakage cannot
be corrected at the valves by "staking", the cylinder must be removed and repaired before a Dynamic Seal
Check.

NOTE ... When the cylinder is removed, with the spark plugs installed, inspection can be accomplished by
filling the inverted cylinder bore with nonflammal:ile solvent and then inspected for leaks at the static seal
areas.

10. If the cylinder was removed for static leakage, replacement or repair, inspect piston ring gap and
cylinder wall for tolerance (Ref. Dynamic Seal, Figure 9-2). Once the piston and the cylinder have been
cleaned, inspected, and ring gap tolerance have been met, reassemble to the engine.

Dynamic Seal Check

11. To check the dynamic seal of a cylinder, proceed with the leakage test and observe the pressure and
indication of the cylinder pressure gage. The difference between this pressure and the pressure shown by
the reguiator gage is the amount of leakage at the dynamic seal.

r
l
TOP COMPRESSION
RING GAP
T.D.C.

f(\
0
DIRECTION
OF
MOVEMENT

iI TOP COMPRESSION
RING GAP

T.D.C.

D!~ECTJON
OF
"110VEMENT

FIGURE 9-4.
 12. If the leakage is below the previously determined low cylinder gage reading, loss past the dynamic seal
may be due to piston ring end gap alignment or by the piston and piston rings' angular direction in the
cylinder bore (Figure 9-4). First assure that the piston and piston rings are centered. This may be
accomplished by reducing regulator pressure to 20 p.s.i. and working piston through TDC several times,
bringing the piston to TDC in the normal direction of engine rotation. Adjust regulated pressure to 80 p.s.i.
and determine amount of loss. If the gage reading is higher than the previously determined master orifice
calibrated reading, proceed to next cylinder to be test.

NOTE ... Piston ring rotation within the ring land is a normal design characteristic. As illustrated in Figure
9-4, the compression ring location may have a direct bearing on the dynamic seal pressure check. Therefore,
it's suggested the test be completed in the opposite direction if readings are below prescribed limits.

13. If recheck of cylinder pressure gage reading indication remains below allowable loss, engine may be
run-up to operating temperature and rechecked prior to cylinder being removed and repaired. Rework of
cylinder should be accomplished as outlined in the engine overhaul manual and service bulletins.

--
2. CORRECTIVE 2. CORRECTIVE ii
FIRST CHECK I CHECK FOR METHOD 1. DISCREPANCY
ACTION ACTION i!
Carbon Stake Valve I'
Intake Valve to Seat Listen for air Flow in (Cracked Cylinder) Replace Cylinder 11
Seal Intake Port
Seat Worn or Burned Grind or Replace
Reinspect
·I
i
Valve Worn or Burned Grind or Replace
Carbon Stake Valve

STATIC SEAL Exhaust Valve to Seat Listen for air Flow in (Cracked Cylinder) Replace Cylinder 11
(NO LEAKAGE Seal Exhaust Port
PERMISSIBLE) Seat Worn or Burned Grind or Replace
Reinspect
Valve Worn or Burned Grind or Replace II
Spark Plug (2) to Port Apply Soapy Solution Loose Heli-coil Replace Heli-coil Reinspect
I
Seal Around Spark Plug
Cracked Cylinder Replace Cylinder r!
1'
Cylinder Head to Barrel
Apply Soapy Solution II
Between Head and Bubbles Replace Cylinder
Seal
Barrel 11
II
Apply Soapy Solutions
Cylinder Head Cracks Bubbles Replace Cylinder
Around Fins 11
I
2. CORRECTIVE 2. CORRECTIVE
SECOND CHECK CHECK FOR METHOD 1. DISCREPANCY
ACTION ACTION I[
~-· I

Piston cracked or out of I

Replace Piston
limits

II
Test Gauge below
T olerance Worn Rings Replace Rings
DYNAMIC SEAL Leakage by Piston Rings
Cylinder wall dimentions
Replace Cylinder 11
out of limits

Test Gauge above None

Tolerance
None I
----
I
-·-· ·- -

FIGURE 9-5.

9-11
INTENTIONALLY

LEFT

BLANK

9-12
 CHAPTER 10

TROUBLESHOOTING

Section Index

Section Page
10-1 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2

10-2 Engine Troubleshooting Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2

10-3 Ignition Troubleshooting Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9

10-4 Oil System Troubleshooting Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1 o

10-5 Fuel Injection System Troubleshooting Chart ............................... 10-11

10-6 Exhaust System Troubleshooting Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13

1()..1
10-1 GENERAL INFORMATION

The troubleshooting chart which follows, discusses symptoms which can be diagnosed and interprets the
results in terms of probable causes and the appropriate corrective action to be taken.

For additional information on more specific troubleshooting procedures, refer to Overhaul Manual and TCM
Service Bulletins.

All engine maintenance should be performed by a qualified mechanic. Any attempt by unqualified personnel
to adjust, repair or replace any parts, may result in damage to the engine.

WARNING ... Operation of a malfunctioning engine without a preliminary examination can

cause further damage to a disabled component and possible injury to personnel. By careful
inspection and troubleshooting, such damage and injury can be avoided.

10-2 ENGINE TROUBLESHOOTING CHART

This troubleshooting chart is provided as a guide. Review all probable causes given, check other listings of
troubles with similar symptoms. items are presented in sequence of the approximate ease of checking, not
necessarily in order of probability.

TROUBLE PROBABLE CAUSE CORRECTION

Engine Will Not Start Fuel tank empty. Fill with correct grade of fuel.

Improper starting procedure. Refer to Pilot's Checklist for

starting procedures and check
for performance of each item.

Cylinder overprimed. Engine Place mixture levers in IDLE

flooded. ClJT-OFF position. Open throttle
wide. Tum engine over several
revolutions to clear cylinder.

Induction system leak. Tighten or replace loose or

damaged hose connection.

Excessive Starter slippage. Replace starter adapter.

Fuel system malfunction. Isolate cause and correct. (See

Troubleshooting the Fuel Injection
System.)

Ignition system malfunction. Isolate cause and correct. (See

Troubleshooting the Ignition
System.)

Manifold valve vent obstruction. Repair or replace manifold valve.

10-2
10-2 ENGINE TROUBLESHOOTING (continued)

TROUBLE PROBABLE CAUSE CORRECTION

Engine Will Not Run At Propeller levers set in high pitch Use low pitch (INCREASE RPM)
Idling Speed (DECREASE RPM). position for all ground operations.

Fuel injection system improperly See Troubleshooting the Fuel

adjusted. Injection System.

Air leak in intake manifold. Tighten loose connection or

replace damaged part.

Rough Idling Fuel injection system improperly See Troubleshooting the Fuel
adjusted. Injection System.

Mixture levers set for improper Use FULL RICH position for all
mixture. ground operation, except high
altitude airports.

Fouled spark plugs. Remove and clean, Adjust gaps.

Hydraulic lifters fouled. Remove and clean lifters. Inspect

and clean oil filter at more
frequent intervals.

Burned or warped exhaust valves, Repair cylinder.

worn seat, scored valve guides.

Engine Runs Too Lean Improper manual leaning pro- Refer to Section 13 for proper
At Cruising Power cedure. fuel flow settings.

Fuel flow reading too low. Check fuel strainer for clogging.
Clean screen.

Fuel injection malfunction. See Troubleshooting the Fuel

Injection System.

Engine Runs Too Rich Restrictions in air intake passages. Check passages and remove
At Cruising Power restrictions.

Engine Runs Too Lean Fuel injection malfunction. See Troubleshooting the Fuel
Or Too Rich At Throttle Injection System.
Setting Other Than
Cruise.

Continuous Fouling Of Piston rings excessively worn or Replace rings. Replace cylinder
Spark Plugs. broken. if damaged.

Piston rings are not seated. Hone cylirder walls, rep.ace rings.

10-3
10-2 ENGINE TROUBLESHOOTING (continued)

TROUBLE PROBABLE CAUSE CORRECTION

Engine Runs Rough Loose mounting bolts or Tighten mounting bolts. Replace
At High Speed damaged mount pads. mount pads.

Plugged fuel nozzle. Clean.

Propeller out of balance. Remove and repair.

Ignition system malfunction. See Troubleshooting the Ignition

System.

Continuous Missing At Broken valve spring. Replace.

High Speed
Plugged fuel nozzle. Clean.

Burned or warped valve. Repair cylinder.

Hydraulic lifter dirty or worn. Remove and clean or replace.

Sluggish Operation And Throttle not opening wide. Check and adjust linkage. (See
Low Power Rigging of Mixture and Throttle
Controls.)

Restrictions in air intake passages. Check.

Ignition system malfunction. See Troubleshooting the Ignition

System.

Fuel injection malfunction. See Troubleshooting the Fuel

Injection System.

Valve seats worn and leaking. Borescope cylinders and check

Piston rings worn or stuck in compression.
grooves.

Improperly adjusted waste gate See Troubleshooting the Exhaust

valve. System.

Malfunctioning turbocharger. See Troubleshooting the Exhaust

System.

Exhaust system gas leakage. See Troubleshooting the Exhaust

System.

High Cylinder Head Low Octane fuel. Drain tanks and replace with
Temperature correct grade of fuel.

Lean fuel/air mixture due to See "CORRECTION" under

improper manual leaning pro- "Engine runs too lean at
cedure. cruising power."

Cylinder baffles loose or bent. Check and correct.

10-4
10-2 ENGINE TROUBLESHOOTING (continued)

TROUBLE PROBABLE CAUSE CORRECTION

High Cylinder Head Dirt between cylinder fins. Clean thoroughly.

Temperature
Excessive carbon deposits in Check ignition and fuel injection
cylinder head and on pistons. system.

Magnetos out of time. No Retime, internally and externally.

appreciable drop detected during
pre-flight check.

Magneto distributor block Disassemble and repair as

contamination required or replace magneto.

High Cylinder Head Exhaust system gas leakage. Locate and correct.
Temperature.
Exhaust valve leaking. Repair cylinder.

Oil Leaks At front of engine; damaged Replace.

crankshaft oil seal.

Around propeller mounting Replace.

flange: damaged hub o-ring seal.

Around plugs, fittings and Tighten or replace.

gaskets due to looseness or
damage.

Low Compression Piston rings excessively worn. Repair cylinder.

Valve faces and seats worn. Repair cylinder.

Excessively worn cylinder walls. Replace cylinder & piston rings.

Slow Engine Accelera- Mixture too rich. Momentarily pull mixture control
tion On A Hot Day back until engine acceleration
picks up, then set proper mixture.

Rough Idle At Airfields Mixture too rich. Pull mixture control back to
With Ground Elevation where the engine operates the
Of 3500 Feet Or Higher smoothest at IDLE RPM.

Slow Engine Accelera- Mixture too rich. Adjust mixture per Chapter 13.
tion At Airfields With A
Ground Elevation Of
3500 Feet Or Higher.

Engine Will Not Stop Fuel manifold valve not Repair or replace manifold valve.
At Idle Cut-Off seating tightly.

High Engine Idle Pres- Fuel manifold valve sticking Repair or replace manifold valve.
sure Impossible To closed.
Obtain.

10-5
10-2 ENGINE TROUBLESHOOTING (continued)

TROUBLE PROBABLE CAUSE CORRECTION

High Engine Idle Pres- Fuel manifold valve vent Repair or replace manifold valve.
sure Impossible To obstruction.
Obtain

Erratic Engine Opera- Fuel manifold valve sticking, Repair or replace manifold valve.
tion or not free.

Climbing to Altitudes Fuel vaporization. Operate fuel boost pump accord-

Above 12,000 Feet, to aircraft manufacturer's instruc-
Engine Quilts When tions. See fuel flow per Chapter
13.
Power Reduced.

Low Fuel Pressure Restricted flow to fuel metering Check mixture control for full
valve. travel. Check for restrictions in
fuel filters and lines, adjust control
and dean filter. Replace damaged
parts.

Fuel control lever interference. Check operation of throttle control

and for possible contact with
cooling shroud. Adjust as required
to obtain correct operation.

Incorrect fuel injector pump Check and adjust using appropri-

adjustment and operation. ate equipment. Replace defective
pumps.

Malfunctioing fuel injector Replace pump.

pump relief valve.

High Fuel Pressure Restricted flow beyond fuel Check for restricted fuel nozzles
control assembly. or fuel manifold valve. Clean or
replace nozzles. Replace mal-
functioning fuel manifold valve.

Malfunctioning relief valve Replace fuel injector pump.

operation in fuel injector.

Restricted re-circulation passage Replace pump.

in fuel injector pump.

Fluctuating Fuel Vapor in fuel system, excessive Normally, operatingtheauxiliary

Pressure fuel temperature. pump will clear system. Operate
auxiliary pump and purge system.

Fuel gage line leak or air in gage Drain gage line and tighten
line. connections.

10-6
10..2 ENGINE TROUBLESHOOTING (continued)

TROUBLE PROBABLE CAUSE CORRECTION

Fluctuating Fuel Restrictions in vapor separator Check for restriction in ejector

Pressure vent jet cl vapor separator caver. Oean
jet with solvent (only). Do Not Use
Wire as Probe. Replace mal-
functioning parts.

Low Oil Pressure On Insufficient oil in oil sump oil Add oil, or change oil to proper
Engine Gage dilution or using improper grade viscosity.
oil for prevailing ambient
temperature.

High oil temperature. Malfunctioning oil temperature

control valve in oil cooler; oil
cooler restriction. Replace valve
or clean oil cooler.

Leaking, damaged or loose oil Check for restricted lines and

line connections - Restricted loose connections, and for
screen or filter. partially plugged oil filter or
screens. Clean parts, tighten
connections, and replace mal-
functioning parts.

Engine Runs Rough At Improper fuel-air mixture. Check manifold connections for
Speeds Above Idle leaks. Tighten loose connections.
Check fuel control and linkage
for setting and adjustment. Check
fuel filters and screens for dirt.
Check for proper pump pressure,
and replace pump if
malfunctioning.

Restricted fuel nozzle. Remove and clean all nozzles.

Ignition system and spark plugs Clean and regap spark plugs.
malfunctioning. Check ignition cables for defects.
Replace malfunctioning
components.

Engine Lacks Power, Incorrectly adjusted throttle Check movement of linkage by

Reduction in Maximum control, "sticky" linkage or dirty moving control from idle to full
Manifold Pressure air cleaner. throttle. Make proper adjust-
ments and replace worn compo-
nents. Service air cleaner.

Malfunctioning ignition system. Inspect spark plugs for fouled

electrodes, heavy carbon
deposits, erosion of electrodes,
improperiy adjusted electrode
gaps, and cracked porcelains.
Test plugs for regular firing under
pressure. Replace damaged or
misfiring plugs. Spark plug gap
to be O.o15 to 0.019 inch.

1()..7
10-2 ENGINE TROUBLESHOOTING (continued)

TROUBLE PROBABLE CAUSE CORRECTION

(continued)
Engine Lacks Power, Loose or damaged intake mani- Inspect entire manifold system
Reduction In Maximum fold. for possible leakage at connection
Manifold Pressure. Replacedamaged components,
tighten all connections and
clamps.

Fuel nozzles malfunctioning. Check for restricted nozzles and

lines and clean or replace as
necessary.

Engine Has Poor Idle mixture too lean. Readjust idle mixture.
Acceleration.
Incorrect fuel-air mixture, worn Tighten loose connections, re-

control linkage, or restricted air place worn elements of linkage,

cleaner service air cleaner.

Malfunctioning ignition system. Check accessible cables and

connections. Replace
malfunctioning spark plugs.

10-3 IGNITION TROUBLESHOOTING

This troubleshooting chart is provided as a guide. Review all probable causes given, check other listings of
troubles with similar symptoms. Items are presented in sequence of the approximate ease of checking, not
necessarily in order of probability.

TROUBLE PROBABLE CAUSE CORRECTION

Engine Fails To Start Ignition switch OFF or grounded Turn switch On. Check for
Due to Ignition Trouble switch wires. grounded wires.

Spark plugs fouled, improperly Remove and clean. Adjust to

gaped, or loose. proper gap. Tighten to specified
torque.

Magnetos improperly timed to Refer to Installation of Magnetos

engine. and Ignition Timing for timing
procedures.

Shorted condenser. Replace condenser.

Magneto internal timing incorrect Install correctly timed magneto.

or timed for opposite rotation.

10-8
10-3 IGNITION TROUBLESHOOTING (continued)

TROUBLE PROBABLE CAUSE CORRECTION

Rough Idling Spark plugs fouled or improperly Clean spark plugs. Adjust spark
gaped. plug gap.

Weak condenser. Replace condenser.

Loose or improperly gaped Tighten to specified torque.

spark plugs. Adjust to proper gap.

High tension leak in ignition Check for faulty inspection.

harness.

Weak or burned out condenser as Replace points and condenser.

evidenced by burned or pitted
breaker points.

Sluggish Operation Fouled or dead spark plugs. Oean spark plugs. Replace dead
And/Or Excessive spark plugs.
RPM Drop.
Improperly gaped spark plugs. Adjust to proper gap.

Magnetos out of time with plugs. Refer to Installation of Magnetos

and Ignition Timing for proper
timing procedure.

Damaged magneto breaker Replace points and condenser.

points or condenser.

High Oil Temperature Low oil supply. Replenish.

Indication
Cooler air passages clogged. Clean thoroughly.

Cooler core plugged. Remove cooler and flush

thoroughly.

10-4 OIL SYSTEM TROUBLESHOOTING CHART

This troubleshooting chart is provided as a guide. Review all probable causes given, check other listings of
troubles with similar symptoms. Items are presented in sequence of the approximated ease of checking, not
necessarily in order of probability.

TROUBLE PROBABLE CAUSE CORRECTION

High Oil Temperature Thermostat damaged or held Remove, clean valve and seat.
Indication open by solid matter. If still inoperative, replace.

Oil viscosity too high. Drain and refill with correct

seasonal weight. (See Sect. 4-
3)

10-9
10-4 OIL SYSTEM TROUBLESHOOTING CHART (continued)

TROUBLE PROBABLE CAUSE CORRECTION

High Oil Temperature Prolonged ground operation. Limit ground operation to a

Indication minimum.

Malfunctioning gage or bulb Check wiring. Check bulb unit.

unit. Check gage. Replace
malfunctioning parts.

Low Oil Pressure Low oil supply. Replenish.

Indication. Oil viscosity too low. Drain and refill with correct
seasonal weight. (See Sec. 4-
3)

Foam in oil due to presence of Drain and refill with fresh oil.
alkaline solids in system. (It may be necessary to flush
cooler core if presence of alkaline
solids is due to a previous clean-
ing with alkaline materials).

Malfunctioning pressure pump. Replace pump.

Malfunctioning pressure gage. Check gage. Clean plumbing.

Replace if required.

Weak or broken oil pressure Replace spring. Adjust pressure

relief valve spring. to 30-60 psi by adjusting screw.

10-5 FUEL INJECTION SYSTEM TROUBLESHOOTING CHART

This troubleshooting chart is provided as a guide. Review all probable causes given, check other listings of
troubles with similar symptoms. Items are presented in sequence of the approximate ease of checking, not
necessarily in order to probability.

TROUBLE PROBABLE CAUSE CORRECTION

Engine Will Not Start No fuel to engine. Check tank fuel level.
And No Fuel Flow
Gage Indication Mixture control improperly Check mixture control for
rigged. proper rigging.

Engine not primed. Auxiliary pump switch in PRIME

position.

Selector valve in wrong position. Position selector valve to MAIN

TANK position.

Engine Will Not Start Engine flooded. Reset throttle, clear engine of
With Fuel Flow Gage excess fuel, try another start.
Indication

10-10
10-5 FUEL INJECTION SYSTEM TROUBLESHOOTING CHART (continued)

TROUBLE PROBABLE CAUSE CORRECTION

Engine Will Not Start No fuel to engine. Loosen one line at nozzle. If no
With Fuel Flow Gage fuel shows, with fue1 ftow on gage,
Indication replace fuel manifold valve.

Rough Idle Nozzle restricted. Remove nozzles and clean.

Improper idle mixture. Adjust fuel-air control unit in

accordance with adjustment
procedures.

Poor Acceleration Idle mixture incorrect. Adjust fuel-air control unit in

accordance with adjustment
procedures.

Unmetered fuel pressure too Lower unmetered fuel pressure

high.

Worn linkage. Replace worn elements of

Engine Runs Rough Restricted nozzle. Remove and clean all nozzles.

Improper mixture. Improper pump pressure, replace

pump.

Low Fuel Flow Gage Restricted flow to metering Check mixture control for full
indication valve. travel. Check for clogged fuel
filters.

Inadequate flow from fuel pump. Adjust engine-driven fuel pump.

High Fuel Flow Gage Restricted flow beyond Check for restricted nozzles or
Indication metering valve. fuel manifold valve. Clean or
replace as required.

Restricted recirculation passage Replace engine-driven fuel

in fuel pump. pump.

Fluctuating or Erro- Vapor in system, excess fuel If not cleared with auxiliary
neous Fuel Flow temperature. pump, check for clogged ejector
Indications jet in vapor separator cover. aean
only with solvent, no wires.

Air in fuel flow gage line. Leak Repair leak and purge line.
at gage connection.

Poor Idle Cut-Off Engine getting fuel. Check mixture control is in lull
idle cut-off. Check auxiliary pump
is OFF. If neither, manifold
valve.

10-11
10-5 FUEL INJECTION SYSTEM TROUBLESHOOTING CHART (continued)

TROUBLE PROBABLE CAUSE CORRECTION

Unmeteted Fuel Internal orifices plugged. Clean internal orifices injector

Pressure pump.

Unmetered Fuel Pres- Relief valve stuck open Repair or replace injector pump.
sure Drop

Very High Idle And Full Relief valve stuck closed. Repair or replace injector pump.
Throttle Fuel Pressure
Present

No Fuei Pressure Check valve stuck open. Repair or replace injector pump.

10-6 EXHAUST SYSTEM TROUBLESHOOTING

This troubleshooting chart is provided as a guide. Review all probable causes given, check other listings of
troubles with similar symptoms. Items are presented ln sequence of the approximate ease of checking, not
necessarily in order of probability.

TROUBLE PROBABLE CAUSE CORRECTION

Engine Lacks Power, Improperly Adjusted Wastegate To check the adjustment of the
Reduction in Maximum valve. fixed wastegate valve, refer to
Manifold Pressure Or the airframe seivice manual.
Critical Altitude
Loose or damaged exhaust Inspect entire exhaust system to
system. turbocharger for cracks and
leaking connections. Tighten
connections and repace damaged
parts.

Malfunctioning turbocharger. Check for unusual noise in

turbocharger. If malfunction is
suspected remove exhaust and/or
air inlet connections and check
rotor assembly for possible
rubbing in housing, damaged rotor
or bearings. Replace turbocharger
if damage is noted.

Exhaust system gas leakage. Inspect exhaust system for gas

leakage. gaskets at cylinder
exhaust ports, flexible bellows,
gaskets at turbine inlet flanges,
etc., and correct.

White Smoke Exhaust Turbo coking, oil forced through Clean or change turbocharger.
seal turbine housing.

10-12
 CHAPTER 11

ENGINE PRESERVATION AND

STORAGE

Section Index

Section Page

11-1 Engine Preservation After Overhaul . . . . . . . . . . . . . . . ........ .. . . . . . 11-1

11-2 Flyable Storage (7 to 30 days) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 -2
11-3 Temporary Storage (up to 90 days) . . . . . . . . . . . . . . . . . . . . . . . . . . . ........... 11-2
11-4 Indefinite Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 -3
11-5 Returning Engine to Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 -4
11-6 Indefinite Storage Inspection Procedures ................................... 11-4
11-1 ENGINE PRESERVATION AFTER OVERHAUL

Engines in aircraft that are flown only occasionally tend to exhibit cylinder wall corrosion more than engines
in aircraft that are flown frequently.

Of particular concern are new engines or engines with new or freshly honed cylinders after a top or major
overhaul. In areas of high humidity, there have been instances where corrosion has been found in such
cylinders after an inactive period of only a few days. When cylinders have been operated for approximately
50 hours, the varnish deposited on the cylinder walls offers some protection against corrosion. Hence, a two
step program for flyable storage category is recommended.

Obviously, even proper steps must be taken on engines used infrequently to lessen the possibility of
corrosion. This is especially true if the aircraft is based near the sea coast or in areas of high humidity and
flown less than once a week.

In all geographical areas the best method of preventing corrosion of the cylinders and other internal parts
of the engine, is to fly the aircraft at least once a week, long enough to reach normal operating
temperatures, which will vaporize moisture and other by-products of combustion. In consideration of the
circumstances mentioned, TCM has listed three reasonable minimum preservation procedures, that if
implemented, will minimize the detriments of rust and corrosion. It is the owner's responsibility to choose
a program that is viable to the particular aircraft's mission.

Aircraft engine storage recommendations are broken down into the following categories:

A. Flyable Storage (7 to 30 days)

B. Temporary Storage (up to 90 days)
C. Indefinite Storage

11-2 FLYABLE STORAGE (7 to 30 days)

1. Service aircraft per normal airframe manufacturer's instructions.

2. During flyable storage, the propeller should be rotated by hand every 7 days. Rotate the engine six
revolutions, stop the propeller at 45° to 90° from the original position.

CAUTION ... For maximum safety, accomplish engine rotation as follows:

a. Verity magneto switches are "OFF".

b. Throttle position "CLOSED".
c. Mixture control "IDLE-CUT-OFF".
d. Set brakes and block aircraft wheels.
e. Assure that aircraft tie-downs are installed and verify that the cabin door latch is open.
f. Do not stand within the arc of the propeller blades while turning the propeller.

3. If at the end of thirty (30) days the aircraft is not removed from storage, it should be flown for a minimum
of thirty (30) minutes. If the aircraft cannot be flown, it should be represerved in accordance with Temporary
Storage or Indefinite Storage.

11-2
11-3 TEMPORARY STORAGE (up to 90 days)

1. Preparation for storage.

a. Remove the top spark plug and spray atomized preservative oil, (Lubrication Oil-Contact and Volatile
Corrosion-Inhibited, MIL-L-46002, Grade 1) at room temperature, through upper spark plug hole of each
cylinder with the piston in approximately the bottom dead center position. Rotate crankshaft as opposite
cylinders are sprayed. Stop crankshaft with none of the pistons at top dead center.

NOTE ... Shown below are preservative oils recommended for use in Teledyne Continental engines for
temporary and indefinite storage:

MIL-L-46002, Grade 1 Oil

NOX RUST VCH 05 - May be purchased through:

Rock Island Lubricant & Chemical Company
P.O. Box 5015
1320 1st Street
Rock Island, Illinois 61204
1-800-522-1150

b. Re-spray each cylinder. To thoroughly cover all surfaces of the cylinder interior; move the nozzle or
spray gun from the top to the bottom of the cylinder.

c. Install spark plugs.

d. Spray preservative oil (approximately two ounces) through the oil filler tube.

e. Seal all engine openings exposed to the atmosphere using suitable plugs, or moisture resistant tape.

f. Engines installed in aircraft that are preserved for storage in accordance with this section should have
a tag affixed to the propeller in a conspicuous place with the following notation on the tag: "DO NOT TURN
PROPELLER - ENGINE PRESERVED".

2. Preparation for Service

a. Remove seals, tape, paper and streamers from all op,enings.

b. With bottom spark plugs removed, rotate the propeller several revolutions to remove preservative oil;
re-install spark plugs.

c. Conduct a normal engine start.

d. Give the aircraft a thorough visual inspection prior to flight testing.

11-4 INDEFINITE STORAGE

1. Preparation for storage.

a. Drain the oil and refill with MIL-C-6529 Type II. Start engine and run until normal oil and cylinder head
temperatures are reached. Fly the aircraft for thirty (30) minutes. Allow engine to cool to ambient
temperature. Accomplish steps "1 .a." and "1.b." of temporary storage.

b. Apply preservative to engine interior by spraying (approximately two ounces) through the oil filler tube.

11-3
2. Install dehydrator plugs MS27215-2, in each of the top spark plug holes, making sure that the contents
of each plug is blue in color when installed. Protect and support the spark plug leads with AN-4060
protectors.

3. The TCM fuel injection system does not require any special preservation.

4. Place a bag of desiccant in the exhaust pipes and seal the openings with moisture resistant tape.

5. Seal the induction system with moisture resistant tape.

6. Seal the engine breather.

7. Attach a red streamer at each location where bags of desiccant are placed. Attach red streamers outside
of the sealed areas.

8. Installed preserved engines should be conspicuously tagged: "DO NOT TURN PROPELLER-ENGINE
PRESERVED". Preservation Date ~~~~~~~~

11-5 RETURNING ENGINE TO SERVICE

1. Remove the cylinder dehydrator plugs, tape, desiccant bags and streamers.

2. Drain the preservative oil and re-service with recommended lubricating oil.

3. Remove bottom plugs; rotate propeller to clear preservative oil from the cylinders.

WARNING ... When returning the aircraft to service do not use the corrosion preventive oil
reference on Section 11-3 paragraph 1.a for more than 25 hours.

4. Re-install the spark plugs and rotate the propeller by hand several revolutions to check for possible liquid
lock. Start the engine.

5. Give the aircraft a thorough visual inspection and test flight per airframe manufacturer's instructions.

11-6 INDEFINITE STORAGE INSPECTION PROCEDURES

Aircraft prepared for indefinite storage should have the cylinder dehydrator plugs visually inspected every
30 days. The plugs should be changed as soon as their color changes. If the dehydrator plugs have
changed color in one-half or more of the cylinders, all desiccant material on the engine should be replaced.

The cylinder bores of all engines prepared for indefinite storage should be re-sprayed with corrosion
preventive oil every six (6) months, or less. Replace all desiccant and dehydrator plugs. Before spraying, the
engine should be inspected for corrosion as follows: Inspect all cylinders through the spark plug hole. If
cylinder exhibits rust stains, spray cylinder corrosion preventive oil and turn prop over six times, then re-
spray all cylinders.

The above procedures are a general recommendation for our customers. Since local conditions differ and
Teledyne Continental Motors has no control over the application, more stringent procedures may be
required. Rust and corrosion prevention are the owner's responsibility.

11-4
 CHAPTER 12

AIRWORTHINESS LIMITATIONS

12-1
 AIRWORTHINESS LIMITATIONS

The Airworthiness Limitations Section is FAA-Approved and specifies maintenance required

under §§43.16 and 91.163 of the Federal Aviation Regulations unless an alternative program has
been FAA approved. This section is part of the type design of the TSI0-520-BE engine pursuant
to §21.31 of the Federal Aviation Regulations.

1. Mandatory Replacement Times.

Subject to additional information contained in FAA Approved Mandatory Service Bulletins

issued after the date of certification, the TSI0-520-BE engine does not contain any
components having mandatory replacement times required for type certification.

2. Mandatory Inspection Intervals.

Subject to additional information contained in FAA Approved Mandatory Service Bulletins

issued after the date of certification 50 hour and 100 hour, inspections as described in the
TSI0-520-BE series overhaul manual and inspections mandated by the FAA under Part 43
and 91 of the Federal Aviation Regulations are required for type certification.

3. Other Related Procedures.

Subject to additional information contained in FAA Approved Mandatory Service Bulletins

issued after the date of certification, the TSI0-520-BE erigine does not have any inspection-
related or replacement time-related procedures required for type certification.

4. Distribution of Changes to Airworthiness Limitations.

Changes to Airworthiness Limitations section constitute changes to the type design of the
TSI0-520-BE engine and require FAA approval pursuant to Federal Aviation Regulations
§§21.95, §21.97 or §21.99. Such changes will be published in FAA Approved Mandatory
Service Bulletins, which are furnished to subscribers to TCM Service Bulletins and can be
obtained by writing Teledyne Continental Motors, P. 0. Box 90, Mobile, Alabama 36601,
Attn: Publications Department.

12-2
 CHAPTER 13

ENGINE PERFORMANCE AND

CRUISE CONTROL

Section Index

Section Page
13-1 Cruise Control By Performance Curve ..................................... 13-2
13-2 Cruise Control By T.l.T. ................................................ 13-3
13-3 Performance Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4

13-1
The curves in this chapter represent uninstalled performance and are provided as a reference in establishing
power conditions for takeoff, climb and cruise operation. Refer to aircraft manufacturer's flight manual for
tabular climb and cruise data.

13-1 CRUISE CONTROL BY PERFORMANCE CURVE

1. Set manifold pressure and RPM at cruise power selected.

2. Correct horsepower for inlet air temperature as follows:

(TS = Standard Altitude Temperature)

(1) Add 1% for each 6°F below TS.
(2) Subtract 1% for each 6°F above TS

3. This engine is equipped with altitude compensating fuel pump which automatically provides the proper
full rich mixture at any given altitude. Adjust mixture to lean out fuel flow for cruise settings according to
applicable fuel flow vs. brake horsepower curve.

CAUTION ... When increasing power, enrich mixture, advance RPM and adjust throttle in that order. When
reducing power, retard throttle, then adjust RPM and mixture.

NOTE ... It may be necessary to make minor readjustments to fuel flow (mixture) after changing RPM.

13-2 CRUISE CONTROL BY T.l.T.

If turbine inlet temperature indicator is used as an aid to leaning proceed as follows:

1. Adjust RPM for desired cruise setting.

2. Slowly move mixture control toward "lean" while observing T.l.T. gage. Note position on the instrument
where the needle "peaks" or starts to drop as mixture is leaned further.

3. The maximum recommended cruise setting is 235 HP at 2400 RPM and 31.0" Hg. MAP with the mixture
set at 25°F to 50°F lean of peak T.l.T. At cruise settings below 65% engine may be operated at peak T.l.T.
or below if obtainable.

CAUTION ... Do not operate with E.G. T. settings of 25°F on the lean side of peak E.G. T. at any power
setting.

CAUTION ... Do not attempt to adjust mixture by use of T.I. T. at settings above 75% of maximum power
without consulting airframe manufacturers Pilots Operating Handbook. Also, remember that engine power
will change with ambient conditions. Changes in altitude or outside air temperature will require adjustments
in manifold pressure and fuel flow. (Refer to Charts Fuel Flow Vs. BHP.)

Gage fuel flow should fall between the maximum and minimum values on the curve. If not, the fuel injection
system or instrumentation (including tachometer, manifold pressure, fuel flow gage or T.l.T. system) should
be checked for maladjustments or calibration error.

13-2
 Table of Performance Charts
Figure Title Page

13-1 Sea Level Performance 13-4

13-2 Constant Speed Sea Level Performance Full Rich Mixture 13-5
13-3 Constant Speed Sea Level Performance Best Power Mixture 13-6
13-4 Altitude Performance 13-7
13-5 Mixture Ratio Curve - 80% 2500 RPM and 32.8" Hg. ADMP 13-8
13-6 Mixture Ratio Curve - 75% 2400 RPM and 32.5" Hg. ADMP 13-9
13-7 Mixture Ratio Curve - 65% 2300 RPM and 30.0" Hg. ADMP 13-10
13-8 Mixture Ratio Curve - 50% 2200 RPM and 25.8" Hg. ADMP 13-11
13-9 Fuel Flow Vs. Brake Horsepower 13-12
13-10 Metered Fuel Pressure Vs. Fuel Flow 13-13
13-11 Fuel Injection Fuel Pump Pressure - PSIA Vs. % Rated
Horsepower - 100°F AVGAS 13-14
13-12 Fuel Flow Vs. Pressure Drop 13-15

13-3
 2sot--

___.__,,___,.---1-----+- 260 i-ffi

I 2
---+----t---·--+- 240-t- ~
a:
0
4"-~·--<-~-+---+-----+-220 I
UJ
::£
<t:
+----+---+----+--+-200 - ffi
8
I

--~
;---~--+---t---+--------1--r--1----1---1---r----+---1-1so tw
a:

160t8
:?---i-.75--+---+----f--+---+----+---+---t----1,---t-140-r,--r---+~
I
:::i* •I
...JI
w • Full Throttle@ BSFC
~~ . I

09--;-.70--+--+---+--+---+---=::::i-......,=::J----j----i'----t-120-+---t---+~
u: .fJ<I)
-
l
0--.!
w - - - ' - 65-+---+----+---;-----,.--
a.. c .
{f) 2
UJ Q. I
~ §----+-.60--+--+---+--+----+-==-..i-====---+---.----l---t-----11----t---t::I
iii ~ [ Pro~ Load BSFC
{.)155

'! i.

FIGURE 13-1. SEA LEVEL PERFORMANCE.

13-4
 I
I
I

I
--1 -
RPM 320
NOTE.
1) Sea level stnndard
ill compressor inlet and 2600
300
exit with zero/RAM
2500
2) Induction air temperature at
throttle body 115°F '280
3) 420° avg. CHT 180°-200°F oil 2400
260
2300 I a:
I 240 I ~
2200+----+1
I
0
CL
! UJ
-+---l-----'---.L-+---.L-_._~--i-"'.:__--l-__..1--..J_ 21 00 ~ 220 j 12 --
' 0 ~
I -
2000 200

180

18 20 22 24 26 28 30 32 34 36 38

FIGURE 13-2. CONSTANT SPEED SEA LEVEL PERFORMANCE FULL RICH MIXTURE.

13-5
 RPM
340

2600
1) Sea level standard atmosphere at 320
compressor inlet and turbine exit
with zero RAM. 2500
2) Induction air temperature at 300
throttle body 115°F 2400
3) 420°F Avg. CHT 180°-200° oil. 280
2300

2200 260

2100 240

2000 220

200

180

160

140
i
' '
RECOMMENDED 120
q__--J.----+~~~~~~--cRu ISE RANGE

I I I
22 24 26 28 32 34 36 38

FIGURE 13-3. CONSTANT SPEED SEA LEVEL PERFORMANCE BEST POWER MIXTURE.

13-6
 ESTIMATED UNINSTALLED ALTITUDE PERFORMANCE

'"'TELED'l'NE CONTINENTAL MOTORS

Aircraft Products DMsior1
~INEMOOEl' TSI0-520BE OATE: 9-83
MIN. FUEL GRADE' 100/1 OOLL COMP. RATIO: 7.5:1
INLE~ STD. ATMOSPHERE WITHOUT RAM

~
MAX. CONT. 2600 RPM 38 IN. HG. ADMP ~
~
320
- r-- 1--
I'... l
! ~

.,, \ "'
~
300
I i ~
36.0 IN. HG.
5

' '~
280 ~ I
=
...... I
c ~
:rl
i
...
m a: 260 !'-.. v
~ RFCO~MENDED CRUISE 2400 RPM 31 IN. HG. ADMP v
~ \ I
~ ~ 240
l_ .......... r'-.~)~~ '\
=
I !
0
)> :c !
-....... ~'\
... ~ ~ 220
~~ I~
,,
.,a: =
~
~
c =
K" I'- ~
""'~" '\"
200
.,,m
0
m
=

"'
180
.,,:rl =
= I

0 160 = =
::D =
s::
)> 140
=
z I
I
'
0 I

!"1 120 I ~

100
= I I

•...
w PRESSURE Al TITUOE IN FEET
 455

450

425

400

375

350
~I
UJ
f-
>- i f-

~H~L~1
Z
o1 i-:1 a:I
- I
(.) ~ w
w <t'.t--ol
z
f-
(/) .o..
UJ
-1
~I I
1

>=
(.)

260

240

Standard Day Test Cell _+---+--1-1

Data @ Sea Level

90 100 110 120 130 140

FIGURE 13-5. MIXTURE RATIO CURVE • 80% 2500 RPM AND 32.8" Hg. ADMP.

13-8
 LL' 1800
'.'.,..,
w
a:
::> 1700
I-
<( I ,
a:: Avg. T~rbine Inlet Temp.
w 1600
a.
:::E
w
I-
I J- 1500
w
..J
z
w
z
en
a:
'.:)
I-

Standard Day Test

Cell Data @ Sea Level - i - - - + - - - - 1 - 1
i

80 90 100 110 120 130 140 150

I
11

FIGURE 13-6. MIXTURE RATIO CURVE - 75% 2400 RPM AND 32.5" Hg. ADMP.

13-9
 1700

1600

1500
i-:1
a:
1400 UJ

~I
:i
1300 >-
oI a:
w
~I 220
$'.
~I BHP 0
0...
w
U)
a: a:
:r:- .60 200
...J
UJ l:
a.: 0
I:
:J CD I w
u. ';-.55 180 ::..:::
I
=
<(

-
() (/)
-m a:
-1
I
I lil
(.)
w z-.50
O...Q
(/)
WI-
-
~ ~-.45
<( :J
a: (/)
co z I
o-Ao +----+--+---===;-1-+-+--+----+--+-- NOTE: Standard day test
(.) cell data@ sea level

75 85 90 95 100 105
I I I I
FUEL FLOW (LBS./HR.)
I

FIGURE 13-7. MIXTURE RATIO CURVE - 65% 2300 RPM AND 3o.o· Hg. ADMP.

13-10
 111111111111111 11111111 111111111111111111 11111111 11111111 111111111 11111111 llllllllll lllllllil 111111111 11111!11 11111111 1!111

-E
I I I I

_§
~
:=
=
~t::r--t----t----+---+---t----+---+---+---+---+---+----+----l-CL--+---+~
-~
=
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0

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~ ~
~-:t---+----+----+----+----+---+---+---+---+---+---+----i---+~--+---+~

~ £ =
-~
c~_::1---t----+---+---+-----1r---·+---+----+---+-----l---+---'-460- ~--+---+-l
1
_J__ I , -~
E~=t--+---+----ll---+---+-..---+1 -l---.............__::~-AVERAGE CYLINDER HEAD-'-440- ~ =
~L LL J ..........._ TEMPERATURE' iii II -~
- ~ .......... r-...._ ' zo §"
=L----W
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. . . . . ._ 420- ~ro--+----R
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=
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o
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=
- :::? ........... -

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:::.__ w -'-1600+---+-----t----'""'<l.-+----+----+----+----1----1----1----1
1
~ --+--+-l
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=... ""--~ AVERA9E TUf':lBINE !NLET -~
=
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l>--~-'-1500 ~ ~I~ --:_EMPERATURE--+--+---+--+:i

-- z - a:l:::i .___ -~
=-m ->-1400+---+-- 1-. _wt1-
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=
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I-
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t-+--+---+-1300-L---'--·-CL -G+-~--t-----t---+---+---+--4---+---+--~
~... a: ~I ~
ffi -~
._.._--i._II - - .60...__ __._ __,__a. + +---f----+---+---+---1----J-170- ~ - - 1 - - + -=
=
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1 BHP
I
1

fu -~
= :::i ro --;- ---- (/) §.
=-U.. . . . . - - .55
= 0(/)
=- - ro •
I /
160- 00::--+---!:::i
-~
-
I
= ~2. UJ
~,__ftl
=
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CL z
~ Q
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II

E~::.::: !i:-'---.45-t----+----+----.+-.......,~---+---+---+---+------i---+---4--+=1
vv ./
BSFC
150 - ~ --+---+-l
a:
ro
I_§
I=: <C:::?
a:·
I ./
1,../
E ID~ _,___ .40+---1--...i,..!:_...J'-I-
I-

/. ~
B---+-z NOTE: ST AN OARD DAY TEST CELL -1----1---+--+:i

~ -~
AT SEA LEVEL
8
DATA
I I I I
60 65 70
I ~
FUEL FLOW (LBS/HR)
I I I I I 1 1 1
§
I
11111 11111111 11111111111111111111111111111 I 11111111111111111111111111111111111111111111111 111111111 11111111 111111111 111111111 1111

FIGURE 13-8. MIXTURE RATIO CURVE - 50% 2200 RPM AND 25.8" Hg. ADMP.

13-11
'Tl NOTE:
C5 SPECIFIC WEIGHT OF
c
::u 1=+--+--FU EL= 5.87 LB/GAL.----1----l---'----'--
....
m

~.,,
c '..7"""-t----t-----;;f..£_-r----1----+---l--+-160
m ~
r m
r

~ ·=--~--~-----l----+--+...---l----+--1-140 ~
0
~
~ R----l----+---l---h:oi_.::::::t==---+--+.::..,.,-:!::'.f'.=--f----lf----l----l----1--.J----.----+--+----i-120 r
m BEST POWER - APPROXIMATE ~

~:c I I I I
--i---PEAK T LT.- APPROXIMATEt----+---+----+- 100
I I I I
'
5j
BEST ECONOMY - APPROX!
0 R--+---+--:::::;;o-J....:::::;=--+--+-=--+~=-=,._.-::::::.=t---+----jf-- 25-SO"F LEAN OF PEAK EGT--.i----i-----i--80
::u
en I
m
"Cl

~
?'

140 150 190 200 230 240 250 260 270 280 290 300 310
 1111 'lllllilll 111111111 1111111111 11111111111111111111111111111 111111111 1111111111111111111 illlilllll !11111111 lllilllil llilllll 111111111 111111111 11::11; ,, 111111 11:1 1111 ii· I
I I I I I I

-~
~
-§ ....
NOTE: THIS DATA IS APPROXIMATE WITH FUEL
PRESSURE GAGE AT SAME ELEVATION AS
MANIFOLD VALVE AND WITHOUT INFLUENCE =
.,, OF DIFFERENTIAL FUEL HEAD IN GAGE LINE
=
i5
c: = 20 NOMINAL TOLERANCE:!: .30 PSI =
:XI
m
.... ~ AVGAS 78°F . / -~
....
~
~ / -==
? = -16 / ~
== =
=-~- v
/
m m
-I
m = -I

=
~-~
l/v
-
:XI m
m
.,, =
= .,,
...... -~
0 0
:::_c;_ - 12
= =
~
c:
m
r- = rm
= / =
=
=
"U
w ./ ~
"ti
--m
:D
:XI
m = /
CJ)
CJ)
c:
=-en
=
::: c:n
=:-m-
U>

8
/
v ~
-§
:XI
m - I

--
~
~
-0
<
.,,
!'> =-~
~- l---"
....-- §
c: L,.---
m = 4 i:::
r- =
:::
"Tl =- §
r-
0 =
E
-
?E := r-
_E
= ~
::::
~- 0 40 80 120 160 200 240 280 --=c
~ I I =
I I
--~-~

~- FUEL FLOW - LBS./HR. ~

l I I I I I

11111 111111111 111111111 1111111111 111111111 111111111 1111111111 111111111111111111111111111111111111111 111111111 111111111 111111111 111111111 111111111 111111111 111111111 111111111 !11111
 ...,: ~
IJ.. IJ..
0
-0---!--+---1-1
q
0
(\j

$1 0
0 a;
...J
LL
...J
w
:::>
IJ..
Cl ~
w
I- :i
<(
a: tri
Cl
x w
Cl.. I-
:r: <(
a:
m
;§?. 0
v $
"
a:
J:
'
m
...J'
s:I 0
0 (\I
...J
IJ..

w
...J
0

0 0 0 0 0
U') v C') C\I

FIGURE 13-11. FUEL INJECTION FUEL PUMP PRESSURE PSIA VS.

% RATED HORSEPOWER - 100 F AVGAS

13-14
 11111 !111111111 11111111 ,111111111 111111111 111111111 111111111 111111111 111111111 111111111 111111111 11111111 111111111 111111111 11111
I I I I I I I I

~ -~

~
>-=
-~
I= I=
t:: -~
§ §
E
~~ ~
E
~~ -§
v
I= 300

~ -~
/ I=

v
v I

~ ~
i
250
I
~ /
/ ~

-~
/
~ 200
/ -~
a: ~~ /~ §
:r:
=
'CJ)
E

/
§
co
...J ~~ MAXIMUM PRESSUR DROP ALLOWABLE
ACROSS A SUITABLE FLOW TRANSDUCER
~
s:
/
150
0
~~ ~
...J
u..
...J
w

I
:::>
u..
~~ E
100

~ I §
E
~~ I -~

I
50

~~ ~
§
~~ _§
= §
0 E
-~~
.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0
-~
=
~~ -~
~- I I
11111 111111111 111111111 111111111 111111111 111111111 111111111 111111111 11111111
I I I
111111111 111111111 111111111 111111111 111111111 11111
I --§
PRESSURE PSIG

FIGURE 13-12. FUEL FLOW VS. PRESSURE DROP

13-15
INTENTIONALLY
LEFT
BLANK
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