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Manual de Overhaul Tsio-520 Series Sandcast PDF
Manual de Overhaul Tsio-520 Series Sandcast PDF
M,P,R,T
AE,AF,CE
OVERHAUL
MANUAL
Available exclusively from the publisher: P.O. Box 90, Mobile, AL 36601
Copyright © 2011-2012 Continental Motors, Inc. 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 warranties. 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.
The performance rules for replacement of parts and materials used in the maintenance and alteration of
U.S. certificated aircraft are specified in Federal Aviation Regulations (FAR) 43.13 and FAR 145.57. The
responsibility for the continued airworthiness of the aircraft, which includes the replacement of parts, is the
responsibility of the owner/operator as outlined in FAR 91.163, FAR 121.363, FAR 123.45, FAR 127.131
and FAR 135.143 (a).
a. By an FAA Form 8130-3 (Formerly FAA Form 186), Airworthiness Approval Tag. An Airworthiness
Approval Tag identifies a part or group of parts that have been approved by authorized FAA
representatives.
b. By an FAA Technical Standard Order (TSO) number and identification mark that indicates the part or
appliance has been manufactured under the requirements of FAR 37.
c. By an FAA/PMA symbol, together with the manufacturer's name, trademark or symbol, part number,
and the make and model of the type certificated product on which the part is eligible for installation,
stamped on the part An FAA Parts Manufacturer Approval (FAAlPMA) is issued under FAR 21.305.
The make and model information may be on a tag attached to the part.
d. By shipping ticket, invoice, or other document which provides evidence that the part was produced
by a manufacturer holding an FAA Approved Production Inspection System issued under FAR 21,
Subpart F, or by a manufacturer holding an FAA Production Certificate issued under FAR 21, Subpart
G.
e. By a certificate of airworthiness for export issued by a foreign government under the provisions of
FAR 21, Subpart N.
11. KNOW YOUR SUPPLIER. It has come to our attention that many reproduced parts and
components, particularly instruments which have been manufactured by persons other than the original
manufacturer, are available for purchase and installation on U.S. certificated aircraft. Often, an original part
is used as a sample to produce duplicates. The reproduced parts appear to be as good as the original part;
however, there are many unknown factors to be considered that may not be readily apparent to the
purchaser, i.e., heat treating, plating, inspections, tests and calibrations. All too often the faulty part is not
discovered until a malfunction or an accident occurs.
12. SUM MARY. In accordance with FAR's, certification of materials, parts, and appliances for return
to service, for use on aircraft, is the responsibility of the person or agency who signs the approval.
The owner/operator, as denoted in paragraph 3 of this advisory circular, is responsible for the continued
airworthiness of the aircraft. To assure continued safety in aircraft operation, it is essential that great care
be used when inspecting, testing, and determining the acceptability of all parts and materials. Particular
caution should be exercised when the identity of materials, parts, and appliances cannot be established
or when their origin is in doubt.
February 1989 iii
OVERHAUL MANUAL
FOR
TSIO-520 SANDCAST SERIES
AIRCRAFT ENGINE
-NOTICE-
The overhauler must comply with all 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 overhauler with technical information and instructions applicable to proper
overhaul procedures.
Prior to overhaul, the mechanic must meet requirements of Federal Aviation Regulation 65 and must
follow FAR parts 43, 91, and 145, as applicable. This manual must be used in conjunction with the FAA
Advisory circular 43.13-1A, Acceptable Methods, Techniques and Practices - Aircraft Inspection and
Repair, as well as Teledyne Continental Motors' TS10·520 Sandcast Series Parts Catalog X30579A.
CHAPTER
1 Introduction
4 Airworthiness Limitations
70 Standard Practices
72 Engine Reciprocating
74 - Ignition
75 - Air
76 • Engine Controls
77 Engine Indicating
78 - Exhaust
79 - Oil
80 Starting
81 Turbines
iv February 1989 ..
INTRODUCTION
This Teledyne Continental Motors Overhaul Manual is prepared in accordance with the GAMA (General
Aviation Manufacturers Association) format. The manual is divided into groups which enable a broad
separation of contents (Chapters) within each group.
The chapters are broken down into major systems, Engine - Reciprocating, Exhaust, Starting, etc. The
System Chapters are arranged numerically. All System Chapters are assigned a number which becomes
the first element of a standardized numbering system. The element "72" of the number series 72-00-00
refers to the System Chapter on "Engine Reciprocating.· All information pertaining to the engine will be
covered in this System Chapter.
The major System Chapters are then broken down into Sub-System Sections. These sections are identified
by the second element of the standardized numbering system. The number "10" of the basic number
series "72-10-00" is for the "disassembly" of the engine.
The Subsection in the third element of the standardized numbering system "72-10-12." This number is the
final breakdown of the Chapter. Number "12" is for ·Oil Pump Assembly," that is "disassembled" from the
"Engine."
EXAMPLE:
February 1989 V
TABLE OF CONTENTS
SECTION
CHAPTER 1 INTRODUCTION
1-00-00 SCOPE
1-00-01 Related Publications. . . . . 1-00-03
1-00-02 Service Bulletins. . . . . . . 1-00-04
1-00-03 Service Reports and Inquiries. 1-00-04
1-00-04 100% Replacement Parts . . . 1-00-05
1-20-00 TOOLS
1-20-01 Special Tools . 1-20-01
1-30-00 PRODUCTS
1-30-01 Product List. 1-30-01
vi February 1989
SECTION
February 1989 ix
SECTION
CHAPTER 72-60 FINAL ASSEMBLY (Continued)
CHAPTER 74 IGNITION
(TCM IGNITION SYSTEM)
X February 1989
SECTION
CHAPTER 75 AIR
CHAPTER 78 EXHAUST
CHAPTER 79 OIL
79-00-00 GENERAL . . . . . . . . . . . . 79-00-03
79-10-00 APPROVED PRODUCTS. . . . . . . . . . 79-10-01
79-20-00 OIL SYSTEM TROUBLESHOOTING. . . . . 79-20-01
CHAPTER 80 STARTING
CHAPTER 81 TURBINES
February 1989 xi
LIST OF ILLUSTRATIONS
1-10-04 Three Quarter Right Front View of the TSI0520 Sandcast Series Engine 1010-08
1-10-04 Three Quarter Left Rear View of the TSI0520 Sandcast Series Engine. 1-10-08
1-10-04 Installation Drawing TSI0520 Series Sandcast 1-10-09
1-20-01 (1) Strap Wrench. . . . . . . . . . . 1-20-08
1-20-01 (2) Oil Filter Can Cutter. . . . . . . . 1-20-08
1-20-01 (3) Cylinder Base Nut Wrench. . . . . 1-20-09
1-20-01 (4) Cylinder Base Nut Wrench Bonanza . 1-20-09
1-20-01 (5) Cylinder Base Nut Wrench. . . . . 1-20-09
1-20-01 (6) Piston Pin Removers. . . . . . . . 1-20-10
1-20-01 (7) Cylinder Hone. . . . . . . . . . . 1-20-10
1-20-01 (8) Crankshaft Blade and Dampener Bushing Removers/Replacers 1-20-10
1-20-01 (9) Holding Fixture Adapters. . . . . 1-20-11
1-20-01 (10) Universal Cylinder Holding Fixture. 1-20-11
1-20-01 (11) Valve Guide Cleaner. . 1-20-12
1-20-01 (12) Seal Seat Cutter. . . . 1-20-12
1-20-01 (13) Spring Checker. . . . 1-20-12
1-20-01 (14) Valve Guide Removers. 1-20-12
1-20-01 (15) Valve Guide Replacers. 1-20-13
1-20-01 (16) Rocker Arm Bushing Remover Installer Set. 1-20-13
1-20-01 (17)(18) Piston Ring Compressors . . . . . . 1-20-13
1-20-01 (19) Floating Holder. . . . . . . . . . . 1-20-14
1-20-01 (20) Valve Spring Compressor. . . . . . . 1-20-14
1-20-01 (21) Push Rod Housing Spring Compressor 1-20-14
1-20-01 (22) Flaring Tool Push Rod Housing . . . 1-20-14
1-20-01 (23) Valve Guide Remover . . . . . . . 1-20-14
1-20-01 (24) Valve Seat Insert Remover/Replacer. 1-20-15
1-20-01 (25) Valve Seat Installer. . . . . 1-20-15
1-20-01 (26) Common Parts Kit. . . . . 1-20-16
1-20-01 (26) Valve Guide to Seat Aligner. 1-20-16
1-20-01 (27) Valve Stem Hole Reamer. 1-20-17
1-20-01 (28) Boring Bars. . . . . . . 1-20-17
1-20-01 (29) Reamers . . . . . . . . 1-20-17
1-20-01 (30) Expanding Guide Bodies. 1-20-17
1-20-01 (31 )(32) Valve Seat Insert Cutters. 1-20-18
1-20-01 (33) RosarfIDStud Remover . . 1-20-18
1-20-01 (34) Connecting Rod Reaming and Alignment Checking Fixture. 1-20-19
1-20-01 (35) Adapter Kits. . . . . . . . . . . . . . . . . • . . . . 1-20-19
1-20-01 (36) Reamers. Connecting Rod Bushing. . . . . . . . . . . 1-20-19
1-20-01 (37) universal Connecting Rod Bushing Removers & Installer Set. 1-20-20
1-20-01 (38) Common Drive Handle & Pilots. . . . . . . . . . . . . . 1-20-20
1-20-01 (39) Needle Bearing Installers. . . . . . . . . . . . . . . . . 1-20-21
1-20-01 (40) Hydraulic Crankshaft Dampener Bushing Remover/Replacer Sets 1-20-21
1-20-01 (41) Counterweight Bushing Remover/Installer. 1-20-21
1-20-01 (42) All Position Engine Stand. . . . 1-20-22
1-20-01 (43) Torque Band Tension Adjuster. 1-20-22
1-20-01 (44) Generator Drive Holders. . . . 1-20-22
1-20-01 (45) Cylinder Heating Stand. . . . . 1-20-23
1-20-01 (46) Blind Needle Bearing Puller. . . 1-20-23
1-20-01 (47) Starter Clutch Shaft Bearing Pullers . 1-20-23
1-20-01 (48) Differential Pressure Gage . . . . . 1-20-24
1-20-01 (49) Differential Pressure Cylinder Checker. 1-20-24
1-20-01 (50) Belt Tension Gage. . . . . . . . . . 1-20-24
February 1989 XV
LIST OF CHARTS
LEFT
BLANK
1-00-00 SCOPE
1-00-01 Advisories
1-00-02 Related Publications
1-00-03 Service Documents
1-00-04 Service Reports and Inquiries
1-00-05 100% Replacement Parts
1-20-00 TOOLS
1-20-01 Special Tools
1-30-00 PRODUCTS
1-30-01 Product List
• LTSIO-520-AE • TSIO-520-G
• TSIO-520-A • TSIO-520-H
• TSIO-520-AE • TSIO-520-M
• TSIO-520-AF • TSIO-520-P
• TSIO-520-C • TSIO-520-R
• TSIO-520-CE • TSIO-520-T
Instructions in this manual are specific to the TSIO-520 Sandcast Series engines. For
information specific to other Continental Motors engine series, accessories, or the airplane,
refer to the appropriate manual.
1-00-01 ADVISORIES
This manual uses three type of advisories, as follows:
WARNING
A warning emphasizes information which, if disregarded, could
result in severe injury to personnel or equipment failure.
CAUTION... Emphasizes certain information or instructions, which if
disregarded, may result in damage to the engine or accessories.
NOTE... Provides special interest information, which may facilitate
performance of a procedure or operation of equipment.
Warnings and cautions precede the steps to which they apply; notes are placed in the manner
which provides the greatest clarity. Warnings, cautions, and notes do not impose undue
restrictions. Failure to heed advisories will likely result in the undesirable or unsafe conditions
the advisory was intended to prevent. Advisories are inserted to ensure maximum safety,
efficiency, and performance. Abuse, misuse, or neglect of equipment can cause eventual
engine malfunction or failure.
1-10-01 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
FAA Federal Aviation Administration
CAR. Civil Air Regulations
C.G. Center of Gravity
c.f.m. Cubic Feet Per Minute
C.H.T. Cylinder Head Temperature
CCW Counterclockwise Rotation
CW Clockwise Rotation
o Degrees of Angle
of Degrees Fahrenheit
EGT Exhaust Gas Temperature
Fig. Figure (Illustration)
Front Propeller End of Engine
ft. Foot or Feet
F.T. Full Throttle
FT-LBS Foot Pounds Torque
G.P.M. Gallons Per Minute
gms Grams
Hex Hexagon
H20 Water
Hg. Mercury
hr. Hour
1.0. Inside Diameter
IN-L8S Inch Pounds Torque
in. (") Inches
Left Side Side on which No's 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 (50' equal 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
1-10-02 DEFINITIONS
ADMP Absolute dry manifold pressure, is used in establishing a baseline standard of engine per-
formance. 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.
Critical Altitude The maximum altitude at which a component can operate at 100%
capacity. For example, an engine with a critical altitude of 16,000 feet
cannot produce 100% of its rated rnainfold pressure above 16,000 feet.
Exhaust Back Pressure Opposition to the flow of exhaust gas, primarily caused by the size and
shape 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.
Galling or Scuffing Excessive friction between two metal surfaces resulting in particles of
the softer metal being torn away and literally welded to the harder
metal.
Hydrostatic Lock Inability or restriction of piston rotation at TDC due to fluid accum-
ulation 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 staring.
Lean Umit 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 manufac-
turer's overhaul data. This could be to new fits or limits or serviceable
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 airw-
orthiness directive.
Manifold Pressure Pressure as 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.
Oil Temperature Control A thermostatic valve used to divert oil through or around the oil
Valve cooler, as necessary, to maintain oil temperature within desired limits
(ref. vernatherm valve).
Overboost Valves A pressure relief valve, set slightly in excess of maximum deck
pressure, to prevent damaging overboost in the event of a system
malfunction.
Overhead Valves An engine configuration in which the valves are located in the cylinder
head itself.
Performance Rating A rating system used to describe the ability of fuel to withstand heat
and pressure of combustion as compared with 100 octane fuel. For
example, an engine with high compression 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) mixtures respectively.
Pressure Altitude Altitude, usually expressed in feet, (using absolute static pressure as a
reference) equivalent to altitude above the standard sea level reference
plan (29.92" Hg. Standard).
Propeller Load Curve A plot of horsepower, versus RPM, depicting the power absorption
characteristics of a fIXed pitch propeller.
Propeller Pitch The angle between the mean chord of the propeller and the plane of
rotation.
Rated Power The maximum horsepower at which an engine is approved for operation.
Retarded 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.
Sump The lowest part of a system. The main oil sump on a wet sump engine
contains the oil supply.
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-
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.
Turbo Supercharged A term used to describe an engine which obtains induction air by
(engine) drawing it directly from the atmosphere into the Turbocharger Com-
pression 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 tum 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 the
Controller turbocharger. It does so by operating the wastegate which diverts, more
or less, exhaust gas over the turbine.
Volumetric Efficiency The ability of an engine to fill its cylinders with air compared to their
capacity for air 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 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 speeds,
more exhaust must be flowed 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.
DEFINITION OF TERMS
Front, rear, left and right, as used in this manual, refer to the engine as viewed by the
mechanic in a normal position, facing the accessory end. Accessory end being the rear and
propeller flange being the front of the engine. Cylinders are numbered starting from the rear,
with odd numbers on the right and even numbers on the left.
Displacement ~----------'
The TS10-520 Series engines are air cooled, having six horizontally opposed overhead inclined
valve or straight valve cylinders. The cylinder displacement of 520 cubic inches is achieved
with a 5.25 inch bore and a 4.00 inch stroke. The TS10-520 engines are turbosupercharged and
have a 7.5 to 1 compression ratio. The T810-520 series is fuel injected with an up-draft
runner induction system. The crankshaft is equipped with pendulum type counterweight
dampers that suppress torsional vibrations.
The T810-520 engines have 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 T810-520 series engines are of a wet sump design with a positive displacement oil pump
installed on the lower rear portion of the crankcase. The desired oil pressure is maintained by
a pressure relief valve located in the oil pump housing. Engine cranking is accomplished by a
geared right angle drive starter adapter and a direct current starter motor.
The oil cooler is installed on the right front side of the crankcase forward of the No. 5
cylinder. The engine is equipped with two gear driven magnetos. The exhaust system mayor
may not be supplied with the engine by the engine manufacturer depending on the particular
engine model.
THREE-QUARTER LEFT REAR VIEW OF THE TSI0-520 SAND CAST SERIES ENGINE.
F --+I
DIMENSIONS
MODEL A B C D E F G H I
TSIO-520
C 40.91 33.56 20.04 7.62 8.20 17.10 - - -
G 40.91 33.56 20.04 7.62 8.20 17.10 - - -
H 40.91 33.56 23.54 7.62 8.20 17.10 - - -
M 40.91 33.56 20.04 7.62 8.20 17.10 - - -
P 40.91 33.56 20.04 7.62 8.20 17.10 - - -
R 40.91 33.56 20.04 7.62 8.20 17.10 - - -
T 38.20 33.56 28.67 7.62 8.20 17.10 - - -
AF 40.91 33.56 26.60 7.62 8.20 17.10 - - -
LIT AE 41.00 33.29 21.12 - - - 8.15 7.64 14.00
LEFT
BLANK
* Must be currently calibrated, and the calibration must be traceable to the National Bureau
of Standards.
Specific tools illustrated or similar tools marketed by other manufacturers are necessary for
service and maintenance of the aircraft engine. Tool Hlustratlons shown on the follOWing pages
are used with the permiSSion of the respective manufacturers.
Illustrations In this section show only the general appearance of tools and do not correspond
to the actual size or shape. Details of special tools, fixtures, equipment and consumable
materials appropriate to overhaul procedures are listed in the various chapters and subsystems
of this manual; the following Information Is primarily for procurement purposes.
The following special tools are for All the Teledyne Continental Engines for the purpose of
convenience. To determine which tools are needed for your particular engine, refer to ·Speclal
Tool Index".
GENERAL PRODUCT
COMPANY SUMMARY
ALCOR
Box 32516 Instruments for
10130 Jones Maltsberger Rd. Ught Powered Aircraft
San Antonio, TX 78284 Special Tools
512/349-3771
SNAP ON TOOLS
2611 Commerce Blvd. Precision Tools
Birmingham, Alabama 35210 Special Tools
205/956-1722
CODE SUPPUER
(ALR) = ALCOR,INC.
(BTC) = BORROUGHS TOOL AND EQUIPMENT CORP.
(CSPC) = CHAMPION SPARK PLUG, CO.
(EEl) = EASTERN ELECTRONICS, INC.
(FTSC) = FEDERAL TOOL SUPPLY CO., INC.
(OTC) = OTC TOOLS &EQUIPMENT CO.
(MCSC) = McMASTER-CARR SUPPLY CO.
(SOT) = SNAP ON TOOLS
CODE
@ 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.
, Strap Wrench
o
a. Insert threaded adapter in female threads of
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 0 . 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):
3882A 9/ 16"hex
3882-3A 5/8" hex
80799/16" hex
8121A 4-7/16"
8121B 5"
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.
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:
f1O\ ~
* Adapter rings are included to cover all \.:::J 5221-10LA 5221-11LA
Continental engines.
(Heat-Shrink Type)
Tapered Type
Valve Spring
Compressor 3602
3602
Adjustable type works on all Continental in use
engines.
.@
Flaring Tool for Push
Rod Housing 4951 A
For A & C Series - expanding ball type tool.
Balls rotate inside housing, expanding it into
aluminum boss.
Set includes:
* Instructions
* Storage case.
Tool is rigged for removal. Center is plugged to route water Tool is rigged lor replacement. Guide on end of tool slips
out thru small holes in rim of 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) ~
Alignment System
8116· 19 NUT
8116.24 .344
8116.25 .375
8116.27 .436
8116.29 .438
... ~.,
~=1 ]D
Reamers Boring Bars
@ Tool No. Hole Dia.
@ Tool No. Hole Dia.
(*Example: Use 8116-68 Boring Bar to bore hole to .555, then finish with 8116-
6R Reamer to .561 dia.)
Expanding Minimum Maximum
Body No. Retracted Dia. Expanded Dia.
§B_:p--::..:.,
-.~:-r~
Straight Side />
~
Cutters
Finish
Use Dim. O.S.
(~((~)
~-~~
/{/
"""
4909-8 Int 1.822 .010" 4985-5 Int 2.140 .030- Step Side
4909-9 Int 1.814 .002" 4985-6 Exh 1.669 .005" Cutters
4909-12
4909-13
Exh 1.689
Exh 1.697
.002-
.010"
4985-7
4985-8
Exh 1.664 ·.010"
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 1.684 .030" Small Large Small Large
4954-9 Int 1.885 .002" 5224-5 Int 2.522 .005" Part No. Diameter Diameter 0.5. Part No. Diameter Diameter .Q&,
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 8138-3 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 1.760 .010" 5224-30 Int 2.547 .030" 8135-2 1.664 1.884 .010" 8138-5 1.818 2.070 .030"
4954-14 Exh 1.nO .020" 5225-5 Exh 1.793 .005" 8135-3 1.669 1.884 .015" 8138 2.271 2.632 STO
4954-15 Exh 1.780 .030" 5225-10 Exh 1.798 .010" 8135-4 1.674 1.884 .020" 8138-1 2.276 2.632 .005"
4985-1 Int 2.115 .005" 5225-15 Exh 1.808 .015" 8135-5 1.684 1.884 .030" 8138-2 2.281 2.632 .010"
4985-2 Int 2.120 .010" 5225-20 Exh 1.808 .020" 8136 1.788 2.070 STD 8138-3 ·2.286 2.632 .015"
4985-3 Int 2.125 .015" 5225-30 Exh 1.818 .030" 8136-1 1.793 2.070 .005" 8038-4 2.291 2.632 .020"
4985-4 Int 2.130 .020" 8136-2 1.798 2.070 .010' 8138-5 2.301 2.632 .030"
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
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"
~_o_ _ _ _J
hole or valve guide boss.
B077A includes:
Counterweight ~ushing
Remover/Installer
8077C
Positive guide of all components assures perfect
alignment. Includes adapters for 0-300, 360,
470 and 520 Series engines.
®
1-20-22 February 1989
Cylinder Heating Stand 8156
Cylinder Risers
In just 8-10 minutes, you can heat 2 cylinders ~~~
simultaneously to GOO°F. Or, you can heat one Controls
at a time (each tip is separately controlled).
36· Hoses ..JI+--I-ff Y-Connector
wlfittings
Included with the 8156 Cylinder Heat Stand: Regulator
(2) Tips
(2) 36" Propane Hoses w /fittings
(1) Propane Regulator
(2) Controls
Standard
(1) Y-Connector 20 lb. Propane Tank
(1) Stand
(2) Cylinder Risers
®
Spark Plug Tap 445
18 millimeter threads. High-speed steel.
Stud Drivers
Six (6) different thread sizes:
Drill Fixture
4978
Drill Fixture
8025
For drilling and installing piston oil squirt
nozzles in 0-470V engines, converting to 0-
470VO per Continental Bulletin M75-13, 10-470
to 10-4700S.
(Dial indicator
not included)
8087A 1-7/S"t02-1/4"dia.
80878 2-1/4" to 2-5/S" dia.
I,
Pullers
These pullers provide a more controlled method to remove
press-fit parts.
1153 679
d0 3S 927
@ ~
1079 1063
115-153
545-116
* Screw Thread
Micrometers
FOR MEASURING PITCH DIAMETERS
TYPE 126, TYPE 226
Interchangeable V-Anvil Type
* Depth Micrometers
The Depth Micrometer is one of the basic
measuring tools selected by machinists.
159-211
4903-1- .645" Roughing (.609" Pilot) 5129-1- .753" Roughing (.718" Pilot)
4903-2- .680" Roughing (.643" Pilot) 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) (.701" 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 &
(.7OS" Pilot) 5129-4) (.815" Pilot)
@
Reamers, Valve Guide Boss
Use at 275 RPM maximum
USE MORSE
ADAPTER
REAMERS USE
MORSE
CARBIDE- HIGH-SPEED CUTTING PILOT ADAPTER
TIPPED STEEL DIA. DIA. NO.
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-
treated alloy steel, precision ground .
7308
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.
EASY TO USE
*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.
t1~9110'1
Designed for internal timing of "E Gap" and ll .... lNe lIGiiT
*ColdCylinder Test
Model E10
Attach one wire with an alligator clamp and use -- -===:=-=--l
11 6 8 10
another cable with a hand-held probe to test
o
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. o
*Alcor Portable
Digital EGT Unit
For use with Type "K" Thermocouple. This
device is lightweight 9 volt LCD unit, with a'
disposable battery.
* Alcor Portable
Digital CHT Unit
This device is used with Type "J" Thermocouple.
It is a lightweight 9 volt LCD unit, with
disposable battery.
ITEM
NO. TYPE/PART NUMBER APPLICATION MODELS REMARKS
2 • Crankshaft Bearings
Oil - Grade 50, MHS 27
(CITGO. Inc) • Connecting Rod Bearings
• Prop Driver, Driven Gears All ----_._---
and Bearings Models
• Camshaft Bearings
• Accessory Spur Gear Teeth
• Quill Shaft Splines
• Prop. Gov. Trans. Collar
and Sleeve
• Starter Cone. Bushing and
Nut
• Starter Clutch Spring (1.0. &
(Cont'd) 0.0.)
• Thrust Washer
• Oil Filter Adapter Seals All Models ----------
• O-Rings
• Connecting Rod Nuts -
Tiara engine only)
Alvania
5 • Oil Seal Lips Only All Models ----------
(Shell #2)
8 #646942 - Gasket Maker • Starter Adapter Assembly to See 520 Permold Models
(use alone on models listed) Crankcase. (Apply thin coat Remarks only
to adapter). 0-470G,
~TEL.EO't'NE
CONTJNENTALMOTORS 10-470C,J,H,N,K,
AIrcraft Products • Sump to Crankcase. (Apply See 10-520B,BA,BB,NB,N
thin coat to oil sump). Remarks TSI0-520D,DB,UB &
10-550B
#646942 - Gasket Maker and • Sump to Crankcase with See All Models with
Gasket Gasket (Apply thin coat Remarks Sump Gasket.
between gasket and sump)
10 #642188-1 - Gasket Sealant • All Gaskets - Both Sides Ex- See Tiara 6-285 6-320
(TCM) cept Magneto Gasket Remarks
1.5 oz. tube
~TEl.Et1fNE
CONTJNENTALMOTORS
AIrcraft Products • Rocker Cover Gaskets See For All Stamped
(cover side) Remarks Covers
See
• Gasket - Idler Pin Remarks Models 470, 520 &
GTS10-520
• Gasket -Intake Manifold
• Oil Drain Back Tubes
10 #642188-1 - Gasket Sealant • 2 Bolt Suction Tube Gasket . See All 470 &520
(TCM) - Both Sides Remarks Models
(cont'd) 1.5 oz. tube
..,...TB..EI>VNE
CONT\NENW.. MOTORS
AJroraft Products
1
11 #646941 - High Strength .. Rocker Cover Stud, Rocker Tiara Only
Adhesive Sealant Arm Pivot See
Remarks
• Studs, Push Rod Retainerm All Models
Stud Break-A-Way
Torque 100 In/Lbs
• Cylinder Deck Studs After 2 Hrs
Use With
..,...TE1...EO't'NE
CONTJNENW..MOTORS • Engine Mount Studs & See 360 Models
AIrcraft Products Class 3 Studs in Accessory Remarks
Cover
12 #646940 - F/1 Sealant • All Pipe Thread Fittings in All Models Use Sparingly on
Fuel Injection System Male Threads Only
..,...TE1...EO't'NE
CON'fINEN'"W.MOTORS
Akcraft Products
15 CRC 336 Rust Prevention • Spray Exhaust End of All Turbo After Engine Test
Compound Turbocharger Charged
CITGO, Inc. Engines
17 Pipe Sealant - Loctite • Use on All Pipe Threads All Models ----------
(Teflon PSfT) Except as Noted
RELEASEAGEN, INC.
19 Oil Grade 50, MHS 27 • Cylinder Studs and Thru All Models Lube Threads Before
Bolts Tightening Nuts
21 TCM PIN 626531-1 • High Temp. Paint for All Models 72-30-13
Enamel - Gold (1 qt) Cosmetic and Corrosion Application
Protection
TCM PIN 626531-2 Available Thru
Enamel - Gold (1 gal) Teledyne
Continental Motors
LEFT
BLANK
LEFT
BLANK
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 TSIO-S20 engine pursuant to §21.31 of the Federal
Aviation Regulations.
LEFT
BLANK
TIME LIMITS/MAINTENANCE
CHECKS
5-00-00 GENERAL
5-10-00 TIME LIMITS/INSPECTION PROGRAM
5-20-00 SCHEDULED MAINTENANCE
5-20-01 Preflight Inspection
5-20-02 50 Hour Inspection
5-20-03 100 Hour Inspection
5-30-00 UNSCHEDULED MAINTENANCE
LEFT
BLANK
The owner or operator is 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 also the responsibility of the owner or operator to insure that the engine is inspected in
compliance 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 their responsibilities. This inspection guide is not intended to be all-
inclusive; no guide can replace the good judgement of a certified airframe and power plant
mechanic, in the performance of his duties. As the one primarily responsible for the air-
worthiness of the airplane, the owner or operator should select only qualified personnel to
maintain the airplane.
WARNING ••• When performing any inspection or maintenance, always treat the engine as if
the ignition switch was on. Do not stand, nor allow anyone else to stand, within the arc of
the propeller, since a loose or broken wire, or a component malfunction, could cause the
engine and propeller to rotate and/or start.
LEFT
BLANK
CAUTION . . . Use only oils confonning to Teledyne Continental Motors Specification MHS24
or MHS25 after break-in period.
*NOTE . . . Hours stated or 6 months, whichever comes first. See TCM Service Bulletin M87-
12 Rev. 1 or current revision as applicable.
® Applies to new and rebuilt TSIO-520-M Spec. 4, 6, 7 and 8; TSIO-520-P Spec. 5 and 6;
and TSIO-520-R Spec. 7, 9, 10 and 11.
TSIO-520-M, P & R engines other than those listed above may be eligible for the TBO
increase (1600 hours) by installing cylinder & valve assemblies PIN 646657A1, piston PIN
648033, ring set P/N 642602A2, valve lifters PIN 6462n in both intake and exhaust positions,
throttle body PIN 649185A1, pressurized magneto kit EQ6583, oil pump assembly PIN 643717-1
PIN 643749 oil pump gasket, and oil filter PIN 643227 (or Cessna supplied oil filter adapter
and associated parts).
To install new oil pump remove one (1) each P/N 402159 and PIN 402157 stud, Replace stud
PIN 401852 with stud PIN 402129 and install spacer PIN 646582-1.35 and PIN 646582-2.00 on
existing studs after oil pump is installed. A log book entry will be required and new Spec. No.
stamped on engine data plate (Refer to Engine Spec. Ust below).
@ For further information see TCM Service Bulletin M86-6R1 or current revision as
applicable.
NOTE . . . Overhaul periods for the engine include: fuel system, magnetos, and electrical
components.
LEFT
BLANK
Before each flight the engine and propeller should be examined for damage, oil leaks, proper
servicing and securhy. Refer to the airframe manual "Preflight Check Us!".
Record any values not conforming to engine specifications so that necessary repair or
adjustment can be accomplished.
11 . Adjustments & Repairs: Perform service as required on any items that are
not whhin specifications.
12. Engine Condhion: Run up and check as necessary for any items
serviced in Steps 2 thru 11 . Check engine for oil and
fuel leaks before returning to service.
Record any values not conforming to engine specifications so that necessary repair or
adjustment can be accomplished.
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 should be disassembled and inspected according to
Magneto Service Manual.
13. Throttle, Mixture Control Inspect control Connections, levers and linkages for
Shaft, Unkage and Control tight att.aching parts, safetying and lost motion due
Connections to wear. In periodic lubrica!ion. ~ a drop of er.gine
grade oil on each end of ttte elr throttle shaft and
at each end of the linkage between the air thratlle
and fuel metering valve. No other lubrication is
required.
14. Fuel Nozzles: Inspect nozzles and vent manifold for leaks or
damage, clean as required.
16. Engine Baffles and Seals: Inspect for condition and correct positioning.
21. Adjustment & Repairs: Perform service as required on any items that are
not within specifictions.
22. Engine Condition: Perform complete run-up. Check engine for fuel or
oil leaks before returning to service.
LEFT
BLANK
Detailed information required for component, part replacement, system adjustments, accessory
replacement and repair, top overhaul, etc., can be found in "Related Publications· listed in
Chapter 1.
NOTE . . . In case of engine overspeed, refer to the current Overspeed Umitations Service
Bulletins.
NOTE . . . Refer to this manual or applicable service bulletins for proper procedures and
limits.
LEFT
BLANK
70-00-00 GENERAL
70-10-00 LOCKWIRE PROCEDURE
LEFT
BLANK
To facilitate and ensure proper reinstallation, tag and/or mark all parts and hardware as to
their location before they are removed or disassembled.
When removing any tubes or engine parts, look for indications of scoring, burning or other
undesirable conditions. Tag any unserviceable parts or units for investigation and possible
repair. Take extreme care to prevent foreign matter (Iockwire, nuts, washers, dirt, etc.) from
entering the engine on or off the aircraft. Make use of protective caps, plugs, and covers to
ensure openings are unexposed.
CAUTION . .. Dust caps used to protect open Jines should always be installed OVER the tube
ends and NOT IN the tube ends. Flow through the lines may be blocked off if lines are
inadvertently installed with the dust caps in the tube ends.
If anything is dropped into the engine, work should be stopped immediately and the item
removed even if considerable time and labor is required.
Insure all parts are thoroughly clean before assembling, especially during engine build-up.
All lockwire and cotter pins must fit into a recess of the nut with the other end bent such
that one leg is back over the stud and the other is down flat against the nut. Use only
corrosion resistant steel for cotter pins or lockwire..
When replacing gaskets, packings, or rubber parts, use the same type or composition as that
of the gasket that was removed.
Make sure replacement nonmetallic parts are within specified cure date and show no sign of
storage deterioration.
Use only a mallet of plastic or rawhide when installation of a part requires such force.
Loose fitting spline drives external to the engine which have no means of lubrication should
be lubricated with an anti-seize lubricant such as molylbdenum disulfide.
LEFT
BLANK
6. BENDING WIRE AROUND BOLT 7. TWISTING WIRE 8. BENDING TWISTED WIRE 9. CUTTING EXCESS WIRE
LEFT
BLANK
1. Use full strength non-thinned Permatex aviation grade 3D. Shake or mix well before using.
2. Apply Permatex to the threaded case half first, only in areas where thread is shown, using
short light brush strokes until an even, thin coat is obtained. The Permatex should be viscous
enough that most of the brush marks disappear. If not, use a new can of aviation Permatex.
(Allow the Permatex to air dry to a tacky condition before threading).
3. Apply Permatex to all areas listed in Step "2" above on the non-threaded crankcase half,
using the same technique.
4. Apply grade D silk thread PIN 641543 as shown in illustration, being sure that free ends
are covered by gaskets, except at oil seal.
NOTE . . . Applying thread to L/H 2,4,6 side crankcase half may allow case halves to be
assembled easier, due to gravity holding governor gear in place. Apply silk thread only in
areas illustrated.
5. Assemble crankcase halves using bolts for alignment to prevent movement of the thread
and torque all bolts in proper sequence according to figure 72-60-02 Torquing sequence as
soon as possible.
SPACE THREAD
EVENLY BETWEEN CROSS THREAD
BOLT HOLES AND
EDGE OF CIC
PERMATEX
FLANGE
SilK ______
THREAD \'DX~~
.34
,
(
o o
LEFT
BLANK
Adhesives and sealants will be used only in specific applications, outlined in Chapter 1
·Sealants and Lubricants".
Gasket Maker PIN 646942 - Surfaces must be clean and free of oil and grit. Apply a thin even
coat of Gasket Maker between .010 and .020 of an inch thick to the surface specified in
Chapter 1 ·Sealants and Lubricants".
Gasket Maker is an easily workable tacky gel which can be extruded onto one side of a flange
surface from a tube and evenly spread, or small parts can be covered adequately by pressing
them into a saturated polyester urethane sponge or by roll coating them with a short pan
roUer. Once Gasket Maker has been applied, evenly torque assembly into place. Excess material
can be cleaned by wiping (chlorinated solvent is helpful). Material on hands can be cleaned
with waterless mechanic's hand soap followed by soap and water.
LEFT
BLANK
Following visual inspection; if the gasket shows any indication of gouges, nicks, cuts or bend
and fatigue marks. immediately replace with new, pre-inspected gasket.
Gasket surfaces must be clean and free of oils and grit. Apply a thin coat of rCM Copper
Coat #642188 to both sides of gasket unless otherwise specified. (Refer to Item No. 10 in
Chapter 1 "Sealants and Lubricants" for application of Copper Coat). Once Copper Coat has
been applied, position gasket with the Copper Coat to its respective side, according to Chapter
1 "Sealants and Lubricants". Evenly torque assembly into place without stressing gasket.
LEFT
BLANK
GENERAL
We have received reports of incorrect cylinder leakage check results caused by improper use
of test equipment and/or by the use of faulty test eqUipment.
To help you accurately accomplish a leakage check, we submit the following information on
leakage and use of the Master Orifice tool (Ref. Figure 70-50-01) to calibrate the leakage
checking equipment used on Teledyne Continental engines.
_~:T
~~~---------------~--~
FIGURE 70-50-02
Cylinder leakage is broken down into two areas of concern, the "Static Seal" and the
"Dynamic Seal".
Static Seal
The static seal consists of the valve to valve seat seals, spark plug to spark plug port seals
and cylinder head to barrel seal (Ref. Figure 70-50-02). No leakage of the static seal is
permissible.
Dynamic Seal
The dynamic seal consists of the piston rings to the cylinder wall seal (Ref. Figure 70-50-02).
This seal leakage can vary from engine to engine by the cylinder displacement, cylinder choke,
ring end gap and piston design.
70-50-02 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 70-50-03) for
Teledyne Continental aircraft engines must be 0.040 inch orifice diameter, 0.250 inch long with
600 approach angle, and must flow 120±5 cubic feet per hour at 30 p.s.i. differential pressure.
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 onto your 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 your cylinder adapter.
CYLINDER
ADAPTER
f~
~.~
REGULATOR REGULATOR
PRESSURE PRESSURE
GUAGE GUAGE
REGULATOR
~"'''~
PRESSURE
VALVE
COMPRESSED~ COMPRESSED ~
(HAND TIGHT)
AIR SOURCE AIR SOURCE
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.
WARNING ••• Magnetos and fuel must be shut off prior to test to make certain that the
engine cannot accidentally fire.
(a) 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.
(b) Remove the most accessible spark plug from each cylinder.
(c) 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.
(d) Install an adapter in the spark plug hole and connect the differential pressure tester to
the adapter. (NOTE: Cylinder pressure valve is in the Closed position). Slowly open the
cylinder pressure valve and pressurize the cylinder not to exceed 20 p.s.i.
CAUTION . . . Care must be exercised in opening the cylinder pressure valve, since sufficient
air pressure will be built up in the cylinder and cause it to rotate the crankshaft if the piston
is not at TDC. It is recommended that the propeller be secured during check to prevent
possible rotation.
(e) Open the cylinder pressure valve completely. Check the regulator pressure gage and
adjust, if necessary, to 80 p.s.i.
(f) Observe the pressure indication on the cylinder pressure gage. The difference between
this pressure and the 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 pressure gage reading is lower, proceed with the following.
(g) The source of air leakage should first be checked for the static seal. Positive identifica-
tion of static seal leakage is possible by listening for air flow sound at the exhaust or
induction system cylinder port. When checking for cylinder head to barrel leakage, use a soapy
solution between the fins and watch for bubbles. Use a soapy solution also around both spark
plug seals for leakage. NO LEAKAGE IS ALLOWED IN STATIC SEALS.
(h) If leakage is occurring in the intake or exhaust valve areas, it 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 co"ecting a low reading in this manner, rotate the propeller so the
piston will not be at TDC. This is necessary to prevent the valve from striking the top of
the piston in some engines. Rotate the propeller again before rechecking leakage to reset the
valves in the nonna/ manner.
NOTE . . . When the rocker cover is removed, inspect valve springs, valve retainers, and valve
stem for wear. This may have contributed to the valve leakage.
(i) If leakage is noted between the cylinder head and barrel, REPLACE THE CYUNOER. 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 nonflammable solvent and then
inspected for leaks at the static seal areas.
m If the cylinder was removed for static leakage, replacement or repair, inspect piston ring
gap and cylinder wall for tolerance (Ref. Dynamic Seal, Figure 70-50-02). Once the piston and
the cylinder have been cleaned, inspected, and ring gap tolerances have been met, reassemble
to the engine.
(k) To check the dynamic seal of a cylinder, proceed with the leakage test and observe the
pressure indication of the cylinder pressure gage. The difference between this pressure and the
pressure shown by the regulator gage is the amount of leakage at the dynamic seal.
0) 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 70-50-04).
r
TOP COMPRESSION
RING GAP
T.O.C.
f(\
DIRECTION
o
OF
MOVEMENT
T.O.C.
r TOP COMPRESSION
RING GAP
f\i o
DIRECTION
OF
MOVEMENT
FIGURE 70-50-04
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 TOC 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 tested.
NOTE . . . Piston ring rotation within the ring land is a normal design characteristic. As
illustrated in Figure 70-50-04, the compression ring location may have a direct bearing on the
dynamic seal pressure check. Therefore, we suggest you complete the test in the opposite
direction if readings are below prescribed limits.
(m) 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 cylinders should be accomplished as outlined in this engine overhaul
manual and service bulletins.
Apply Soapy
Cylinder Head
Solution Around Bubbles Replace Cylinder
Cracks
Fins
Test Gauge
above None None
Tolerance
FIGURE 70-50-05
72-00-00 GENERAL
72-00-01 Introduction
72-00-02 Crankcase
72-00-03 Crankshaft
72-00-05 Camshaft
72-00-06 Pistons
72-00-07 Lifters
72-00-08 Cylinders
LEFT
BLANK
The operating limits and specifications listed in this section are applicable to the TS10-520
aircraft engine. Consult Chapter 76, 77 and 80 for additional operating procedures.
For time between overhaul (TBO) for TSIO-520 series engines, see the latest TBO Service
Bulletin (Revised Recommended Overhaul Periods For All Teledyne Continental Aircraft
Engines). Accessories supplied with engines by TCM are considered to have the same TBO;
with criteria for service and longevity outlined in current TCM TBO Service Bulletins, unless
otherwise specified.
ENGINE SPECIFICATIONS
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 . . . . . . . . . . . . . 4600 F
*Indicates temperature measured by Bayonet Thermocouple. (Aeronautical Standard
AS234 element or equivalent). installed in bQss in bottom of cylinder head.
Crankcase assembly, crankshaft assembly, camshaft assembly, valve drive train, cylinder
assemblies, piston & connecting rod assemblies, oil sump assembly, intercyJinder baffling,
alternator, starter, starter adapter assembly, lubrication system (includes oil filter), accessory
drives, ignition sys;tem (includes spark plugs), fuel injection system (includes starting primer),
induction system, exhaust system, all engine attaching hardware, hoses, clamps and fittings.
Outer cylinder baffling, prop governor, airframe to engine control cables, attaching hardware,
hose clamps and fittings.
OPERATING UMITS
ENGINE MODEL RATED MAX. CO NT. BHP REC. MAX. CRUISE BHP
Maximum Take-Off . . . . . . . . . . . .
· See Performance Chart (Chapter 76)
Maximum Continuous. . . . . . . . . . .
Recommended Continuous Max. for Cruising · . . . . . . . See Performance Chart
Fuel Control System . . . . . . . Continental Continuous Flow Injector
Unmetered Fuel Pressure (P.S.I.G.) · . . (See Operating Limits 77-00-01)
Fuel (Min. Grade) . . . . . . . . · . . . . Aviation Grade 100 or 100LL
WARNING ••• The use of a 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, the fuel tank must be completely
drained, properly serviced, and the proper engine inspection completed.
Normal Service
All Temperatures . . .. 15W-50
20W-50
Below 50oF. Ambient Air (Sea Level) SAE30 or 10W-30
Above 30oF. Ambient Air (Sea Level) . . . . . SAE50
ALLMODELS-
Oil Pressure
ACCESSORIES
The following magnetos equipped with an appropriate harness are eligible on these engines at
the indicated weight change.
Wt. Change
One each TCM S6RN-201 and S6RN-205 . . . . . . . . . . . . . . . . . . . None
One each TCM S6RN-1201 and S6RN-1205. +1 lb.
Two TCM S6RN-25. . . . . . . . +1 lb.
Two Slick Electro Model 662 or 680 +2Ib.
Two TCM S6RN-1225. . . . . . . +1 lb.
Two Slick Electro Model 6210/6220 -3 lb.
The following spark plugs are approved for use in all engines covered in this manual.
ALL MODELS
USE: TCM 630533,632740,635860,632465.632475.
646632,646631,646090,641977,646089
AUBURN 273.283.293
AUTOLITE SL350
72-00-01 INTRODUCTION
The arrangement and appearance of the engine components are indicated in Subsection 1-10-
04. It will be observed that minimum length has been achieved by mounting the starter on
right angle and by mounting the magnetos in the forward side of the accessory gear compart-
ment formed by the crankcase castings at the rear. The magneto location also serves to
shorten the high tension ignition cables as much as possible.
On the crankcase, an oil cooler is located in front of the No. 5 cylinder. A full flow oil filter
is used in place of the integral type screen.
Configuration differences of the TS10-520 engines are the oil sump, either cast aluminum or
stamped aluminum sheet metal; cylinders - straight valve versus inclined valve, various
induction systems, balance tubes and fuel injection assemblies.
Specific detail part differences in the TS10-520 Sand cast Series will be noted in the Parts
Catalog (X30579A).
72-00-02 CRANKCASE
Two aluminum alloy castings are joined along the vertical center plane to form the complete
crankcase. The individual castings (with studs and inserts) will be referred to as the "left
crankcase" and "right Crankcase" throughout this publication.
A Bosses molded in the crankcase castings are line bored in the assembled castings to form
bearings for the camshaft and seats for precision, steel-backed, lead alloy lined crankshaft
main bearing inserts. Guides are bored through lateral bosses for tappets and for the governor
drive shaft. A needle bearing is pressed into the right crankcase, to the right of the rear
main bearing, to support the front end of the starter shaftgear.
B. Cylinder mounting pads on the left crankcase are farther forward than the corresponding
pads on the right crankcase to permit each connecting rod to work on a separate crankpin.
Each pad has six studs and two through bolts, except the TSI0-520-CE which has seven studs
and two through bolts, for attaching cylinder base flanges. The propeller governor mount pad
is located at the left hand lower front corner. On the right sand cast crankcase an oil cooler
mounting pad is located at the front.
C. The crankcase interior is ventilated by a breather that is located on the toward 2-4-6
side.
NOTE . . . Engine crankcase halves are a machined set - do not mix-match with any other
set.
72-00-03 CRANKSHAFT
The method of numbering the crankshaft journals and cheeks is illustrated in Figure 72-00-03.
Main journals, rod journals, and crankshaft cheeks are identified· by letters and location
numbers.
R.J. I
I #3 M.J.
0_ #4
R.J.
#6
Counterweights are supplied in matched pairs with the bushings installed. This is necessary to
assure that their weight difference does not exceed 2 grams.
The counterweight order number designates the vibration order the counterweight is absorbing.
If a vibration occurs six times per revolution, the counterweight which has been tuned to
counteract this frequency of vibration is designated a 6th order counterweight. Similarly, if a
vibration occurs five times per revolution, the counteracting counterweight is designated a 5th
order counterweight.
Counterweights are installed on hanger blades located on the crankshaft #2 cheek (2 counter-
weight configuration), and on the #2 and #5 cheeks (4 counterweight configuration.) Where
sixth order counterweights are used, they should always be installed on the #2 cheek. In the
case of a crankshaft having 2 counterweights, one 4-1/2 order and one 6th order, they should
be installed on the #2 cheek, opposite each other. It makes no difference on which side they
are installed.
A neoprene oil seal, which is stretched over the crankshaft flange, and a split retainer ring
are seated between the crankcase castings in the front shaft exit area, and is sealed to the
crankshaft by a helical spring inside the seal's cavity.
The "I" beam type connecting rods have split bronze piston pin bushings and two identical
precision inserts (of the same type as the main bearings), at the crankpin end. Weight
variation of rods in anyone pair is limited to 1/2 ounce in opposite bays.
A steel alloy forging is machined on four journals, nine cam lobes and the gear mount flange
at the rear end. The lobes and journals are ground and hardened. A groove around the front
journal passes engine oil from the right crankcase cross passage to the left case passage. The
camshaft gear is attached by four unequally spaced bolts to locate its timing mark in relation
to the cam lobes.
72-00-06 PISTONS
Pistons are aluminum alloy castings with a steel insert casted into the top ring groove. The
skirts are solid and have cylindrical relief cuts at the bottom to clear the crankshaft counter-
weights. Pistons have three ring grooves above the pin hole and one ring groove below.
Compression rings are installed in the top, second and the groove below the pin hole. A
center grooved and slotted oil ring is installed in the third groove, which has six oil drain
holes to the interior. Weights are limited to 1/2 ounce in opposing bays. Piston pins are full
floating ground steel tubes with permanently pressed-in aluminum or bronze end plugs.
72-0()"07 LIFTERS
The barrel type hydraulic lifters may be removed and replaced without complete disassembly of
the engine. Construction and operation of the lifters are described in Section 72-00-11.
72-0()"08 CYUNDERS
The externally finned aluminum alloy head castings are heated and valve seat inserts and valve
guides are installed before the head is screwed and shrunk onto an externally finned steel
alloy barrel to make the permanent head and barrel assembly. Special 18mm helical coil thread
inserts are installed in upper and lower spark plug holes. Smaller helical coils are installed in
intake manifold attaching bolt holes. Both the intake and the exhaust ports are on the
bottom of the head when the cylinder is installed. Exhaust valve faces are Stellite No. 6 and
stem tips are hardened. Valve stems are solid. Outer retainers of the two concentric springs
surrounding each valve are locked to the stems by tapered, semi-circular keys which engage
grooves around the stems. Rotocaps are installed on intake and exhaust valves. Inner spring
retainers are pressed steel. Valve rocker covers are aluminum alloy castings. Rocker shafts are
ground steel tubes with a hole drilled in one end at a 90 degree angle to the longitudinal axis
and tapped for retaining screws. The two inside rocker shaft bosses are drilled for the 5/16
inch rocker shaft retaining screws. Valve rockers are steel forgings with hardened sockets and
rocker faces and pressed-in bronze bearings. They are drilled for lubrication. Pushrods are
constructed of steel tubes and pressed-in, hardened, forged steel ball ends, which are center
drilled for oil passages. The pushrod housings are beaded steel tubes. The bead at the cylinder
end retains a packing ring between two washers. The bead at the crankcase end retains a
heavy spring, washer, packing, ring and second washer. The cylinders are nitrided for
hardening.
A. When starting engine, torque is transmitted from the starter (18) through adapter com-
ponents (19 thru 24) to crankshaft gear (1). As wormwheel (22) is turned, clutch spring (23)
mounted on its hub, is tightened to grip knurled drum of shaftgear (24). This design eliminates
wear and stress encountered in direct drive starter systems. After engine is started, spring
returns to its normal position, thus disengaging starter. The shaftgear (24) is now used to
transmit torque from the crankshaft gear to the generator drive pulley.
B. Torque from the crankshaft (2) is transmitted by the crankshaft gear (1) directly to the
idler gear (14) and camshaft gear (3).
C. The idler gear, rotating in a counterclockwise direction, drives magneto drive gears (16
and 17). Optional accessories mounted on crankcase upper rear are driven by internal splines
of magneto drive gears.
D. The fuel pump drive gear (25) is driven by the camshaft cluster gear (3). The splined end
of the oil pump and tachometer drive gear (8) mates with the internal splines of the camshaft
gear and transmits torque to the oil pump driven gear (9) and tachometer drive gear (10). The
scavenge pump forces oil back to the sump after the turbocharger is lubricated. The governor
drive bevel gear (6) on the front of the camshaft (4) drives the governor driven bevel gear
(7).
A. The engine driven gear-type oil pump draws oil from the sump through the oil suction
tube and crankcase oil passage. From the gear chamber, oil is directed to the oil filter
chamber and tachometer drive gear. A filter by-pass valve is incorporated in the pump housing
in the event that the filter becomes clogged.
B. After leaving the pump, oil is directed through passages to the right crankcase oil gallery.
Right side valve lifters and guides are lubricated by passages leading off this gallery. An oil
temperature control valve is located at the front end of the right oil gallery to regulate oil
temperature within specific limits. When oil reaches a temperature high enough to require
cooling, the control valve expands and blocks passage, directing oil to the cooler. From the
control valve cavity, oil is directed to the camshaft passage. A groove around the front of the
camshaft directs oil to the front camshaft bearing and left crankcase oil gallery.
C. Lubricating oil is directed to the governor drive bearing and propeller governor through
passages off the left oil gallery. Oil is channeled through a discharge port to the crankshaft
oil transfer collar, which directs it to the crankshaft interior.
D. Passageways from the left oil gallery direct oil to the main bearings and left side valve
lifters.
E. Four drilled passages, radiating from the rear main bearing, conduct lubricating oil to the
adapter ports of the fuel pump drive, right and left magneto and accessory drives and to
starter shaftgear bearing. An intersecting passage directs oil to the idler gear support.
F. Each cylinder wall and piston is lubricated by individual oil squirt nozzles. These nozzles
direct a continuous stream of oil at the piston inner dome.
G. Oil is returned to the sump through a system of oil transfer tubes and drain holes.
GOVERNOR PAO
VALVE LIFTER
..........
\ OIL PRESSURE
BY.PASS VAl~~VE
- - - - OIL SUCTION
_._._- OIL THRU RELIEF VALVE
.•.•••••••• OIL THRU OIL TEMI'ERATURE
COIIIITItOL VALVE
- OIL UNOER PREaJIIE
- - - OIL FROM GOVERNOR
Oil fed to hydraulic valve lifters, under pressure from the hollow camshaft, is divided between
the overhead system, the lifter guide. surfaces, and the reservoirs inside the lifters. The oil
which reaches the pushrod ends is forced through the pushrods to the drilled rockers and the
groove between their bushings. Each intake and exhaust valve rocker directs a portion of its
oil through a squirt nozzle towards the exhaust valve stem. The oil spray from the rockers
lubricates the valve stems and springs. Oil is returned to the crankcase through the pushrod
housings which are sealed to the cylinder heads and crankcase by rubber packings. Drain holes
in valve lifter guides direct the returning oil to the sump.
The barrel type hydraulic lifter (See Figure 72-00-11) consists of a steel body (1), an expand-
ing spring (2), and a check valve assembly (3, 4 and 5), a plunger (6), a socket (7) for
push rod end, and a retaining ring (8). A groove (9), around outside of body picks up oil from
crankcase supply hole. From the exterior groove, oil is directed to interior body groove (11)
through hole (10) and from the interior groove through the hole to the reservoir (12). Oil is
withheld from reservoir (15) by check valve ball (5) which is supported by a spring (4) and
retainer (3). The check valve is opened by outward motion of the plunger under pressure of
the expanding spring whenever a clearance occurs in the valve train. Thus the body reservoir
is kept full of oil which transmits lifting force from the body of plunger. The plunger and
socket are selectively fitted to the body to permit a calibrated leakage so the lifter will
readjust its effective length after each cycle, while cylinder valve is closed, to return "lash"
in valve train to zero.
The air induction system used on the TSIO-520 Series Engines consists of intake tubes, a
balance tube, connecting hoses, clamp assemblies, air throttle fuel metering control and a
turbocharger. The air throttle assembly may be located either at the rear of the engine
supported by brackets or below the oil sump supported by an inverted manifold assembly. The
systems are provided with a drain valve at the lowest point in the manifold assembly to
remove any fuel that may collect there.
1. Body
2. Spring, plunger
3. Check ball retainer
4. Spring, check ball
5. Check ball
3 6. Plunger
7. Socket
8. Ring, retaining
9. Oil groove, exterior
10. Oil inlet. body
11. Oil groove, interior
12. Oil reservoir, plunger
13. Hole, oil discharge
14. Oil reservoir, body
15. Hole, oil outlet
FIGURE 72-00-11
The engine rear elbows are joined by a manifold riser connected by hoses and clamps. On all
models the rear elbows are attached to the center intake tubes and in turn the center intake
tubes are connected to the front intake tubes by means of connector hoses and clamps. The
front cylinder intake tubes are connected by a balance tube assembly. A boss on the balance
tube is provided for fuel drain provisions to prevent hydrostatic lock. The balance tube is
supported by a bracket assembly attached to the front of the sump.
Exhaust systems for the TSI0-520-C, G, H, M, P, R, AE, AF & CE are supplied by the aircraft
manufacturer. The exhaust system that will be discussed in this manual is that for the TSIO-
520-T which is supplied by Teledyne Continental Motors. The exhaust system consists of an
exhaust collector, two elbow risers, four tee risers, various tubes, couplings, turbocharger
mounting flange, turbocharger, wastegate and actuator. The collector assembly routes exhaust
flow to the turbocharger turbine which drives the compressor section for compressed intake
air. Turbine RPM is determined by the amount of incoming exhaust flow which is adjusted by
the wastegate and actuator. The actuator is controlled by the variable pressure controller. Oil
pressure for the turbocharger system is engine supplied.
A. High voltage current is generated and distributed to the upper spark plugs of the right
side cylinders and lower spark plugs of the left side cylinders by a magneto mounted on the
right side of the crankcase. An identical magneto mounted on the left side of the crankcase
produces the current for the upper spark plugs of the left side cylinders and lower spark
plugs of the right side cylinders. The high tension cables pass through braided flexible.
shielded conduit assemblies which are connected to the magnetos by coupling nuts and to the
spark plugs by elbows. The magnetos are driven through impulse couplings which incorporate
springs and counterweighted latches. When cranking the engine, the latches engage magneto
body stops to retard the rotors and ignition spark. Retarding the magneto rotors serves to
retard ignition spark until the piston reaches top center at the beginning of the power stroke
and to attain full secondary coil voltage as the rotor is spun rapidly through the breaker
opening position at which the spark occurs. As engine speed increases, centrifugal force
disengages the latches, and the magnetos are driven at full advance.
B. In engine models which employ the retard breaker system, the left magneto incorporates
dual breakers which retard ignition spark during engine cranking. During the engine cranking
period the right magneto is grounded and inoperative. The retard breaker, in the left magneto,
is actuated by the same cam as the main breaker, and is so located that its contacts will open
at a predetermined number of degrees after the main breaker contacts open. A battery-
operated starting vibrator furnishes electrical current to the magneto for retarded ignition
starting, regardless of engine cranking speed. The retarded ignition is in the form of a
"shower" of sparks instead of a single spark as obtained from the impulse coupling magneto.
When the engine starts and the ignition start switch is released to return to its "BOTH"
position, the vibrator circuit and the retard breaker circuit becomes inoperative.
Simultaneously the right magneto circuit becomes operative and both magnetos are firing at
full advance position.
NOTE . . . Engine kickback while cranking may cause damage to the engine and is an
indication .of malfunctioning magneto retard system (impulse couplings or retard breaker
system not functioning properly).
1) Magneto
2) T-fitting
3) Hose
4) Harness
5) Clamps
6) Filter
7) Elbow
1
LEFT
BLANK
72-10-00 DISASSEMBLY
72-10-01 General
72-10-02 Extent of Disassembly
72-10-03 Parts to be Discarded
72-10-04 Preliminary Cleaning
72-10-05 Ignition System
72-10-06 Fuel Injection System
72-10-07 Magneto and Accessory Drives
72-10-08 Induction System
72-10-09 Oil Sump
72-10-10 Oil Cooler
72-10-11 Alternator Assembly
72-10-12 Starter and Starter Drive Adapter
72-10-13 Oil Pump Assembly
72-10-14 Cylinders and Pistons
72-10-15 Crankcase
72-10-16 Camshaft Assembly
72-10-17 Crankshaft Group
72-10-18 Exhaust System
72-10-19 Optional Accessories
72-10-01
INTENTIONALLY
LEFT
BLANK
72-10-02
72-10-01 GENERAL
Instructions in this section are based on the assumption that all parts attached by the aircraft
manufacturer, except optional pumps have been removed.
Properly identify each part by marking or tagging as it 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
Section 72-80-03, "Indefinite Storage", prior to removal.
2. Drain the engine oil from the sump. Replace drain plug and tighten.
5. Tag and disconnect the engine wiring bundle from the following components.
a. Magnetos
b. Alternator
c. Tach Generator
f. Remove all clamps attaching engine wire bundle to engine components and route
clear of the engine.
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 section load bearing area (jack
pad or AIC tie down eye) before removing the engine. The loss of weight ,'may cause the tail
to drop.
72-10-03
11. Remove the engine mounts.
12. Hoist engine vertically out of the nacelle and clear of the aircraft.
NOTE . . . Hoist engine slowly making sure that all wires, lines and hoses have been discon-
nected.
13. Install engine on a transportation stand, dolly, or on the engine shipping container base.
72-10-02 EXTENT OF DISASSEMBLY. Une drawings reproduced in this section are similar to those used
in the parts catalog. The location of components and attaching parts in the illustration will be
sufficient to enable personnel to accomplish disassembly operations.
72-10-03 PARTS TO BE DISCARDED. Discard all shakeproof washers, lockwires, tab washers, rubber seal
rings, oil seals, gaskets, cotter pins, flex hoses, hose connectors and magneto coupling
(rubber) bushings in such a manner that they will not be used again inadvertently. Care should
be taken in removing gaskets from aluminum parts by scraping. Such removal should be
delayed until the part is to be cleaned. Refer to Service Bulletin M85-12, "100% Replacement
Parts".
72-10-04 PRELIMINARY CLEANING. Spray or brush with a solvent used for general cleaning of engine
parts. Remove caked dirt on bolt heads and nuts especially. At the same time the oil sump
drain plugs should be removed to drain any remaining oil.
CAUTION . .. Do not use a caustic or even mild alkaline cleaning solution for external
precleaning, as these solutions will also remove the "anodized" finish of aluminum parts.
A. Remove four sets of attaching parts (32, 31) and cable outlet plate (1) from each magneto
(27).
B. Remove outlet plate grommet (2) and cable outlet plate (1) from ignition cables (3 thru
14). Remove ignition leads from spark plugs (21).
C. Remove clamps (18) by removing attaching parts (19). Remove attaching parts (24, 25) and
remove clamp (23).
E. Remove two sets of attaching parts (30, 29, 28), magnetos (27) and gaskets (26).
F. On models utilizing magneto pressurization, remove clamp (53), hoses (54), tee (57), filter
(56) and hose (55).
72-10-04
FIGURE 72-10-05. EXPLODED VIEW OF IGNITION SYSTEM.
1. High Tension Cable Outlet Plate 20. Spark Plug Terminal Sleeve 39. Screw, Electrode
2. Outlet Plate Gromment 21. Approved Spark Plug 40. Sleeve, Ingition
3. Cable Assy. to No.1 Lower Spark Plug 22. Brace (Assembled on Crankcase) Cable
4. Cable Assy. to No. 6 Lower Spark Plug 23. Clamp 41. Washer
5. Cable Assy. to No.3 Lower Spark Plug 24. Lockwasher 42. Spring
6. Cable Assy. to No. 2 Lower Spark Plug 25. Round-Head Screw 43. Drive Ferrule
7. Cable Assy. to No.5 Lower Spark Plug 26. Magneto Gasket 44. Drive Ferrule,
8. Cable Assy. to No.4 Lower Spark Plug 27. Magneto Plug End
9. Cable Assy. to No.1 Lower Spark Plug 28. Magneto Holding Washer 45. Nut, Spark Plug End
10. Cable Assy. to No. 6 Lower Spark Plug 29. Lockwasher 46. Cable Piercing Pin
11. Cable Assy. to No. 3 Lower Spark Plug 30. Plain Hex Nut 47. Sleeve
12. Cable Assy. to No.2 Lower Spark Plug 31. Lockwasher 48. Elbow Assembly
13. Cable Assy. to No. 5 Lower Spark Plug 32. Fillister-Head Screw 49. Grommet
14. Cable Assy. to No.4 Lower Spark Plug 33. Hex Coupling Nut 50. Ferrule, Cable Inner
15. Coupling Nut 34. Outer Ferrule 51. Ferrule, Cable Outer
16. Brass Washer 35. Inner Ferrule 52. Nut, Spark Plug End
17. Cable Piercing Screw 36. Insulation Sleeve 53. Clamp
18. Two-Wire Cable Clamp 37. Brass Washer 54. Hose
19. Round-Head Rivet 38. Spring 55. Hose
56. Filter
57. Tee
72-10-05
72-10-06 FUEL INJECTION SYSTEM,
TS10-520-C, G, H, M, P, R & AF (See Figure 72-10-06 A).
A. Disconnect six fuel discharge tubes (2) from manifold valve (4) and nozzles (3). Compress
spring legs of each clamp (1), and remove tubes and clamps. Disconnect hose assembly (5)
from manifold valve and fuel control unit (22). Remove nozzles (3) and store in a clean
container.
B. Disconnect hose assemblies (5 and 7) from fuel pump (30) and fuel control unit (22),
remove hose assemblies.
C. Remove fuel control shroud (12). Remove cotter pins (14) and washers (15 and 16).
Remove link rod assembly (17 thru 21). Remove standoff bolts (13), tab washers (14) and
separate fuel control from throttle body (24) or (41).
D. Remove attaching parts (27, 28. 29) and remove fuel pump (30) and fuel pump shroud
assembly (26) as a unit. Remove shroud (26) from fuel pump. Remove gasket (31) from
crankcase studs. Remove coupling (35) fuel pump drive gear (32) and plug (33) from crankcase
cavity.
NOTE ... Further disassembly of the fuel injection system components is not advised unless
proper test equipment is available.
NOTE . . . For further information. refer to Teledyne Continental Fuel Injection Systems
Overhaul Manual and Parts Catalog, Form X30593A.
72-10-06
r-- - _
,,
,,
- - -- ..........
"- ,
\
\
,
\
\
\
I
I
/
/
/
/
/
/
/
,,-
/
,
2 "
"
"
1. Clamp, Fuel Discharge Tube 13. Washer, Tab 24. Air Throttle Body (T)
2. Tube, Fuel Discharge 14. Cotter Pin 25. Grommet
3. Nozzle Assembly 15. Washer, Plain 26. Shroud, Fuel Pump
4. Fuel Manifold Valve Assembly 16. Washer, Wave 27. Nut
5. Hose Assembly 17. Nut 28. Washer, Lock
6. Hose Assembly 18. Rod End 29. Washer, Plain
7. Hose Assembly 19. Spring 30. Fuel Pump Assembly
8. Nut 20. Nut 31. Gasket
9. Washer, Lock 21. Unk Rod 32. Gear
10. Washer, Plain 22. Fuel Control Unit 33. Plug
11. Shroud, Fuel Control 23. Air Throttle Body 34. Bracket
12. Bolt, Standoff (C,G,H,M,P,R,AF) 35. Coupling
72-10-07
FUEL INJECTION SYSTEM,
TSI0-520-AE (See Figure 72-10-06 B).
A. Remove hoses (23, 24), fuel pump to air throttle body and air throttle body to fuel
manifold valve.
B. Remove attaching parts (3, 4, 5) and pull pump (2) from crankcase. Separate shroud (6)
from pump. Remove coupling (44), gasket (1) and fuel pump drive gear (42).
D. Remove clamp (46) from bracket (45) and separate fuel discharge tubes (39) from nozzles
(40) and fuel manifold valve (27).
E. Remove fuel manifold valve (27 thru 38) from crankcase. Remove cover (34) and separate
components (31, 32, 33).
NOTE . . . Further disassembly of the fuel injection system components is not advised unless
proper test equipment is available.
NOTE . . . For further information, refer to Teledyne Continental Fuel Injection Systems
Overhaul Manual and Parts Catalog, Form X30593A.
72-10-08
-.~
t..~~
~ ~45
'41
tf'40
72-10-09
FUEL INJECTION SYSTEM,
TSI0-520-CE (See Figure 72-10-06C).
A. Disconnect six fuel discharge tubes (2) from manifold valve (4) and nozzles (3). Compress
spring legs of each clamp (1), and remove tubes and clamps. Disconnect hose assembly (5)
from manifold valve (4) and control unit (18). Remove nozzles (3) and store in a clean
container.
B. Disconnect hose assemblies (6 & 7) from fuel pump (25) and control unit (18). Remove
hose assemblies.
C. Remove tubes (34, 35) from pressure regulator (30) and control unit (18). Remove fittings
(31, 32, 33 & 36), attaching hardware (8, 9), pressure regulator (30) and fuel control unit
(18). Remove cotter pins (10), washers (11), wave washers (12) and link assemblies (13 thru
17). Remove four screws from turbo controller hose and remove controller (37). Removal of
base from the throttle assembly is not necessary.
D. Remove attaching hardware (39, 40) and remove throttle body from engine.
E. Remove attaching hardware (22 thru 24), fuel pump (25), coupling (27), gear (26), plug
(28) and gasket (29).
NOTE . . . Further disassembly of the fuel injection system components is not advised unless
proper test equipment is available.
For further information, refer to Teledyne Continental Fuel Injection Systems Overhaul
Manual and Parts Catalog X30593A.
72-10-10
FIGURE 72-1o-06C. FUEL INJECTION SYSTEM, TSIO-52o-CE.
72-10-11
72-10-07 MAGNETO AND ACCESSORY DRIVES (See Figure 72-10-07).
A. Remove attaching parts (1, 2, 3), (4, 5, 6), adapter assembly (7) and related parts as a
unit.
B. Remove gear assembly (18), magneto drive coupling bushings (21) and retainer (22).
C. Remove attaching parts (8, 9, 10) remove cover (11) and gasket (12). Remove oil seal (14)
from adapter (17).
A. Disconnect tube (1) from junction block (2). Disconnect the 1-3-5 side air fuel nozzle
tube (3) and the 2-4-6 side air fuel nozzle tube (4) from the junction block (2). Remove the
junction block.
B. Disconnect six injection nozzle sleeve assemblies (5, 6, 7, 8) from air fuel nozzle tubes
(3, 4) and remove tubes.
C. Remove attaching parts (9, 10). Loosen hose clamps (12, 13). Remove balance tube bracket
(11) and balance tube (14).
D. Loosen clamps (15) from hoses (16). Remove attaching parts (17, 18, 19). Remove intake
manifold risers (20, 21) and gasket (22). Loosen clamps (23) from hoses (24) and remove
intake manifold elbows (25, 26).
E. Remove attaching parts (28, 29). Remove screw (32) and nut (31). Remove the air throttle
assembly (27).
72-10-12
13
Jb'l,-:" 'is
/-'~~o
15
.d
22
~.f 0
,2)6 25
16 /~ '-'~ 9 20 ~J .I 35 27
21 ~~.~ 15 ~ n n. 23
'--<~~Ii 16 33 31 34/'- ~
16'9~~ . ~~20 2J9~ ~ -~ i~
18 / .Cj 24 23 30
17 ~~..J' 23~~
r;}~~ 24
I~
26
72-10-13
INDUCTION SYSTEM,
TS10-520-T (See Figure 72-10-08 B).
A. Remove adapter (11) from air throttle body. Separate overboost valve (10) from adapter.
B. Loosen clamps (19), intake elbows to throttle body and intake risers to cylinders 2 and 5.
Remove elbows and throttle body. Separate as required.
C. Remove intake riser to cylinder attaching parts (26, 27, 28) and balance tube bracket
attaching parts (13, 14) and remove intake runners as an assembly. Separate components.
D. Remove air manifold tubes (1, 2), hoses (31, 32, 33) and clamps (34, 35). Sleeve
assemblies (3) will be removed with nozzles.
72-10-14
34
33
34~
72-10-15
INDUCTION SYSTEM,
TSIO-520-AE (See Figure 72-1G-08C).
A. Disconnect tube (25) from junction block (19). Disconnect the air reference lines (18)
from tubes (22, 24), disconnect tubes (22, 24), tee (23), hose (27) and tube (26) from junction
block (19). Remove the junction block.
8. Disconnect six injection nozzle sleeve assemblies (28, 29, 30, 31) from air reference lines
(18).
C. Remove attaching parts (12, 13, 14). Loosen hose clamps (11, 8). Remove balance tube
bracket (10) and balance tube (9).
D. Loosen clamps (7,8) from hoses (6). Remove attaching parts (32, 33, 34). Remove intake
manifold risers (15, 16), seals, washers and springs (1, 2, 3). Loosen clamps (8) from hoses (6)
and remove intake manifold elbows (15, 16).
72-10-16
\ - ~-17
72-10-17
72-10-08 INDUCTION SYSTEM,
TSIO-S20-CE (See Figure 72-10-080).
A. Disconnect tube (25) from junction block (19). Disconnect the air reference tubes (22)
from tubes (23, 24). Disconnect tubes (20, 23, 24) from tee (21) and junction block (19).
Remove junction block.
B. Disconnect six injection nozzle sleeve assemblies (28, 29, 30, 31) from air reference lines
(22) and remove.
C. Remove attaching parts (17, 18). Loosen hose clamps (10, 15). Remove balance tube
bracket (16) and balance tube (13).
D. Loosen clamps (8) from hoses (7). Remove attaching parts (4, 5, 6). Remove intake
manifold risers (2, 3) and gasket (1). Loosen clamps (9) from hoses (7) and remove intake
manifold elbows (11, 12).
E. Remove nut (39). Remove screw (36) and nut (37). Remove the air throttle and control
assembly (32).
72-10-18
27
~ 26
.~
12
72-10-19
72-10-09 OIL SUMP, TSIO-52o-C, G, M & T (See Figure 72-10-09A).
A. Drain plug (1) and gasket (2) should have been removed when engine was mounted on
stand. Remove attaching parts (3, 4, 5) and lift sump (6) from engine. Remove and discard
gasket (7).
B. Remove lockwire, screws (8, 9) and washers (10) to remove oil suction tube assembly (11)
and gasket (12).
72-10-20
OIL SUMP, TSIO-520-H, P, R, AE, AF & CE (See Figure 72-10-09B).
A. Drain plug (1) and gasket (2) should have been removed when engine was mounted on
stand.
B. Remove attaching parts (3, 4, 5) and lift off sump (6). Remove and discard gasket (7).
C. Remove lockwire, screws (8, 9), washers (10) and remove oil suction tube assembly (11).
Remove and discard gasket (12).
72-10-21
72-10-10 OIL COOLER (See Figure 72-10-10).
A. Remove attaching parts (1, 2, 3) and separate oil cooler (4) and gasket (5) from adapter
(9).
B. Remove attaching parts (6, 7, 8) and pull adapter (9) and gasket (10) from crankcase by
gently tapping with a soft leather or rubber mallet.
C. Remove oil temperature control valve (11) and gasket (12) from adapter.
A. The TSI0-520-T, AF & CE utilize an adapter (15) to provide connections for an external
airframe mounted oil cooler.
B. Remove fittings, hoses, attaching hardware (16, 17, 18) and adapter (15). Remove and
discard gasket (14).
TSIO-520 T, AF, CE
72-10-22
INTENTIONALLY
LEFT
BLANK
72-10-23
72-10-11 ALTERNATOR ASSEMBLY (Not Illustrated).
A. The TSIO-520 Sandcast Series engines incorporate provisions for an airframe manu-
facturer supplied belt driven alternator. For alternator removal, refer to the airframe
manufacturer's instructions.
A. Remove attaching parts (1, 2, 3) and pull starter (4) from adapter studs. Remove O-ring
(5).
B. Remove retaining ring (32) using Truarc No. 5 or No. 25 pliers. Insert a wide blade tool
into the worm gear slot and rotate the shaft counterclockwise to break the ball bearing (33)
loose from the housing. If possible, remove the entire shaft assembly from the housing. If it
does not come completely clear, it will be more easily removed after the starter gearshaft
has been removed.
C. Remove attaching parts (6, 7, 8, 9, 10) and pull starter adapter assembly from crankcase
studs.
D. Clamp shaft gear (31) in shielded vise jaws and remove nut (12), lockwasher (13) and
plain washer (14). Pull sheave (15) from shaft and remove Woodruff key (16).
E. Remove attaching parts (17, 18, 19) and pull cover (20) together with sleeve (22) , oil seal
(23) and retaining ring (24) from shaft. Remove bearing (25) and O-ring (26). It may require
a few raps with a non-marring hammer to dislodge the cover (20) from the housing (39).
F. Use Truarc No. 3 or No. 23 pliers to remove retaining ring (24). Use arbor press to
remove sleeve (22) and oil seal (23). Remove gasket (21) from adapter.
G. With worm gear remover tool inserted in the worm gear holes, rotate the worm gear in
driving direction to wind up the spring, at the same time, pull the spring axially to release
the spring from the sleeve. Remove the starter shaft (31) from the worm wheel (30).
H. Clamp worm wheel (30) in shielded vise and remove spring retaining screw (28) and tab
washer (29). With a brass drift or pin punch, tap front end of spring 1800 from spring
retaining screw, hold and go around spring O.D. tapping in each hole. This removes the
spring tang from the drum groove. Spring can now be removed from drum.
I. If not accomplished in Step B., remove bearing (33) and shaft assembly (34 thru 37).
Separate worm gear (34), spring (35), shaft (36) and Woodruff key (37). It may be necessary
to use arbor press to remove ball bearing (33) from shaft (36).
J. Use arbor press to remove needle bearing (38) from housing (39).
72-10-24
1
11
\
30
25 26
FIGURE 72-10-12A. STARTER AND STARTER DRIVE ADAPTER TSIO-520C, G, H, M, P, R & AF.
72-10-25
72-10-12 STARTER ADAPTER,
TSIO-520-T, AE & CE (See Figure 72-10-12B).
NOTE . . . The starter adapter for the TSIO-52Q-T & AE is the same as the TSIO-52Q-C or G
except that the 'T' & "AE" incorporate a scavenge pump. Removal and installation of starter
and adapter are the same as the "C" and "G". Disassembly and reassembly procedures, other
than those listed herein, are the same as those for the "C" or "G".
A. Remove the nut (1) and washers (2,3) on the end of the starter shaft.
D. Uft the oil scavenge pump housing from the starter adapter. The starter shaft will have
to be tumed while removing the scavenge pump in order to line the Woodruff key in the
shaft with the slot in the scavenge pump cover (13).
E. Remove the countersunk screws (12) from the oil scavenge pump cover and remove the
scavenge pump cover from the scavenge pump housing (10).
F. Remove the scavenge pump (14), oil seal (16) and bearing (17) as required. Remove and
discard O-ring (11).
72-10-26
FIGURE 72-10-12B. STARTER ADAPTER TSrO-520-T, AE & CEo
72-10-27
72-10-13 OIL PUMP ASSEMBLY,
TSIO-520-C, G, H, M, P, R & AF (See Figure 72-10-13A).
A. If oil filter screen assembly (not shown) has not been removed, do so at this time.
B. Loosen tachometer drive housing (10) to facilitate later removal. (Tachometer drive
housing has a left·hand thread). Remove attaching parts (1, 2, 3) and pull pump assembly (4)
to the rear. Remove gasket (5).
C. Remove attaching parts (6, 7, 8); separate bracket from hole marked '')(" in cover (9) and
remove cover from scavenge pump housing (18). Remove tachometer drive housing (10). Press
oil seal (11) from housing. Remove gasket (12) and shaftgear (13).
D. Remove attaching parts (15, 16, 17) and separate scavenge pump housing (18) from oil
pump housing (4). Remove gear assembly (19,20) and gear (21) from scavenge pump housing.
Remove Woodruff key (22).
E. Remove oil pump drive gear assembly (23, 24, 25) and separate tachometer drive gear
(23), oil pump drive gear (24) and pin (25). Remove oil pump driven gear and bushing
assembly (26, 27).
F. Remove oil pressure relief valve (28 thru 36) and oil pressure by·pass valve assembly (37
thru 41).
72-10-28
5
17
11:/
6 15
~
I ' 10
, 19
32
14
72-10-29
OIL PUMP, TSIO-520-T (See Figure 72-10-138).
A. Loosen oil screen (29 or 30 thru 35) and tachometer drive housing (26), to facilitate later
removal. (Tachometer drive housing has a left-hand thread). Remove attaching parts (21, 22,
23) and pull pump assembly to the rear. Remove gasket (1).
C. Remove attaching parts (40, 41, 42) and separate cover (20) from pump housing (2).
Remove tachometer drive housing (26). Press oil seal (27) from housing. Remove gasket (25)
and tachometer drive shaft (24).
D. Remove oil pump drive gear assembly and separate tachometer drive gear (19), oil pump
drive gear (17) and pin (18). Remove oil pump driven gear and bushing assembly (6, 7).
E. Remove oil pressure relief valve (9 thru 16). Remove by-pass assembly (36 thru 39).
72-10-30
26
72-10-31
OIL PUMP, TSIO-52G-AE (See Figure 72-10-13C).
NOTE . . . The LTSIO-520-AE and TSIO-520-AE oil pump rotate in the opposite direction.
See Parts Catalog for correct application.
A. Remove oil filter (26). Stud (3) need not be removed unless damaged.
B. Remove attaching parts (23, 24, 25) and pull oil pump from crankcase studs. Remove and
discard gasket (1).
D. Remove attaching parts (18, 19 20) and remove oil Pump Cover (17).
E. Pull gear and bushing assembly (5,6) and driver gear assembly (16) from oil pump cavity.
72-10-32
2
1
5
I
2
/~
/
/
// /1- 8 16
18
/ ~9
a-3 10
11
12
26
8--13
~14
15
72-10-33
OIL PUMP, TSIO-520-CE (See Figure 72-10-13D).
A. Loosen oil filter (33) and tachometer drive housing (26) to facilitate later removal.
(Tachometer drive housing has a left hand thread). Remove attaching parts (30, 31, 32) and
pull pump assembly to the rear. Remove gasket (1).
C. Remove attaching parts (23, 24, 25) and separate cover (22) from pump housing (2).
Remove tachometer drive housing (26). Press oil seal (27) from housing. Remove gasket (29)
and tachometer drive shaft (28).
D. Remove oil pump drive gear assembly and separate tachometer drive gear (21), oil pump
drive gear (19) and pin (20). Remove oil pump driven gear and bushing assembly (8, 9).
E. Remove oil pressure relief valve (10 thru 18). Remove plug (7).
72-10-34
33
29
I
t<
:15
72-10-35
72-10-14 CYLINDER AND PISTON ASSEMBLY,
All Sandcast Models (except UTSIO-520-AE) (See Figure 72-10-14A).
A. Remove attaching parts (1, 2, 3), cover (4) and gasket (5).
B. Position crankshaft so valve lifters of cylinders to be removed, are on base circle of cam
lobes and both valves are fully closed. Remove screw (6), washer (7), shafts (8), rocker
assemblies (9, 10, 11) and thrust washers (12). Withdraw pushrods (13). Repeat these steps on
remaining cylinders.
C. Push the pushrod housing (14) against the spring (15) until the cylinder flange end is
clear. Uft cylinder end of housing and withdraw from crankcase. Remove spring (15), washers
(16) and packing (17).
D. Remove one flanged nut (18), one flanged nut (19) on TSIO-S20-CE, and three flanged
nuts (19) from each cylinder flange. Rotate engine stand so engine is in upright position.
Make sure piston in cylinder to be removed is top dead center. Remove remainder of nuts
(18, 19). Cradle cylinder in arm and withdraw it straight outward. Catch piston with other
hand as it clears the cylinder to prevent damage to piston or crankcase.
CAUTION . .. Do not let the rods drop against the cylinder deck. Rod protectors can be
fashioned by placing a used cylinder base O-ring around the rod and in a figure eight manner
around the cylinder deck studs (See Figure 72-60-02).
E. Remove cylinder base O-ring (21). Use of a cylindrical wood block anchored to a work-
bench, with prOvisions for clamping the cylinder in place, is recommended to facilitate
removal of valve springs and to prevent dropping of valves.
F. Compress valve springs and remove keys (22). Be careful not to cock rotocoils (23), thus
scoring valve stems. Remove rotocoils (23), outer spring (24), inner spring (25),intake guide
I seal (45) and lower retainer (26). Hold valve stems while lifting cylinder from its support and
lay cylinder on its side. Stone down any nicks on valve stems before removing valves (27,
28). It is recommended that all exhaust valves be replaced at each major overhaul regardless
of condition.
G. Remove piston pin (37) and piston (38) with rings (39, 40, 41, 42) as an assembly. Remove
rings (39, 40, 41, 42) from piston (38). Be careful not to score piston with ring ends.
H. Remove hydraulic valve lifter assemblies (43). It is recommended that all hydraulic lifters
be replaced at each major overhaul regardless of condition.
35
4
19--36
A. General. The cylinders for the "AE" engines are straight valve cylinders. Except for the pushrod
housing attachment, all instructions relative to the inclined valve cylinders used in the basic 520
sandcast series will also apply to the straight valve cylinder. The piston is a three ring piston.
B. Remove nut (37) and washers (36) to separate clip (35) from crankcase. All other disassembly
procedures applicable to the inclined valve cylinders will also apply to the straight valve cylinders.
C. When the cylinders are removed from the engine, remove the pushrod housing (31) and one O-ring
(33) from the cylinder end. Remove the washer (32) and packing (33) from the crankcase end.
47 49
~
1
6~~"" 10
5
13
~35
16 36~~
~37
A. Oil gage rod, guide and brackets (Items 1 through 12) are shipped loose with the engine, and
were probably returned in the same manner. If not, remove in the order of index numbers
assigned.
B. Unhook filler cap retaining ring and remove oil cap and retainer assembly (13), and gasket
(14), three screws (15) and lift off oil filler neck (16) and gasket (17).
C. Remove backbone attaching parts (18, 19, 20) and (21, 22, 23), screws (24, 26) and washer (25).
Remove lifting eye (27), spacer (28) and manifold valve (29).
D. Cut locking wire and remove special plug (30), gasket (31) and O-ring (32).
E. Remove nut (33), washers (34, 35), spacer (36) and lift off governor pad cover (37). Remove
gasket (38).
F. Remove idler gear support pin attaching parts (39, 40) and hold idler gear while support pin
(41) is withdrawn. Lower gear to rest in left crankcase. Remove gasket (42).
H. Rotate engine stand bed so that left crankcase will be downward. Support it with a length of
pipe or wood.
I. Remove remaining crankcase-to-crankcase flange bolts (63), nuts (60) and washers (61, 62).
NOTE . . . Do not attempt to remove bolt and washer adjacent to right magneto upper stud. These I
two parts are installed before the stud and cannot be removed prior to removal of that stud
without damage to crankcase hole. Take care to avoid damage to bolt threads during subsequent
overhaul operations.
J. With a non-marring hammer, tap upper ends of through bolts (64, 65, 66, 67) and pull them
downward and out of crankcase, carefully, so as not to damage threads.
K Remove attaching parts (68, 69, 70) and remove mounting brackets (71).
L. Uft off right crankcase subassembly. Exercise care to prevent connecting rods from hitting
cylinder deck.
M. Uft out camshaft assembly and governor driven gear (See Figure 72-10-16).
N. Uft out idler gear assembly, crankshaft assembly with connecting rods, thrust washers and
bearings (See Rgure 72-10-17).
72-10-40
INTENTIONALLY
LEFT
BLANK
72-10-41
1. Ring, Retaining 46. Washer, Plain
2. Rod Assembly, Oil Gage 47. Bolt
3. a-Ring 48. Washer, Plain
4. Nut, Hex 49. Washer, Plain
5. Washer, Lock 50. a-ring
6. Washer, Plain 51. Nut, Hex
7. Screw 52. Washer, Lock
8. Bracket 53. Washer, Plain
9. Clamp 54. a-ring
10. Clamp 55. Bolt
11. Housing, Oil Gage Rod 56. Bolt
12. Hose 57. Washer, Plain
13. Cap Assembly, Oil Filler 58. Nut, Flanged
14. Gasket, Oil Filler Cap 59. Washer, Plain
15. Screw, Fillister Head 60. Nut, Hex
16. Neck Assembly, Oil Filler 61. Washer, Lock
17. Gasket, Oil Filler Neck 62. Washer, Plain
18. Nut, Hex 63. Bolt
19. Washer, Lock 64. Bolt, Thru
20. Washer, Plain 65. Bolt, Thru
21. Nut, Hex 66. Bolt, Thru
22. Washer, Lock 67. Bolt, Thru
23. Washer, Plain 68. Nut, Hex
24. Bolt, Hex Head 69. Washer, Lock
25. Washer, Plain 70. Washer, Plain
26. Bolt, Hex Head 71. Bracket, Engine Mounting
27. Eye, Engine Ufting 72. Housing, Extension
28. Spacer 73. Bearing, Needle
29. Valve Assembly, Fuel Manifold 74. Plug, Machine Thread
30. Plug, Special 75. Gasket, Copper
31. Gasket, Special Plug 76. Reducer (Model C)
32. O-ring 77. Tee (Model G & H)
33. Nut, Hex 78. Elbow
34. Washer, Lock 79. Plug, Pipe
35. Washer, Plain 80. Plug, Pipe
36. Spacer 81. Plug, Pipe
37. Cover, Governor Pad 82. Screw
38. Gasket, Governor Pad Cover 83. Clip, Oil Transfer
39. Nut, Hex 84. Nozzle, Squirt
40. Washer, Lock 85. Screw, Drive
41. Pin, Idler Gear Support 86. Plate, Identification
42. Gasket, Idler Pin 87. Crankcase, 1-3-5 Side
43. Nut, Flanged 88. Crankcase, 2-4-6 Side
44. Washer, Plain 89. Stud,7th
45. Nut, Hex
72-10-42
2
11
9
10
12
~81
72-10-43
72-10-16 CAMSHAFT ASSEMBLY (See Figure 72-10-16).
B. Remove four screws (4), cluster gear (5) and camshaft gear (6).
A. Use wooden support blocks under front and rear main journals of crankshaft during
disassembly.
B. Remove cotter pin (5), castellated nuts (6), bolts (7) and separate connecting rod caps (8)
and rods (9). Remove bearing inserts (10). Loosely reassemble rods, caps, bolts and nuts with
their position numbers matched.
C. Remove retaining rings (12), retaining plates (13) and pins (14, 15, 16). Remove counter-
weight assemblies (17, 18).
D. Remove nuts (19) and lift off governor oil transfer collar (20 thru 24).
WARNING ••• Do not mark crankshaft using any metal object such as a drift punch, scribe,
ect.
C. Cut lockwire. Remove six screws (25) and pull gear (26) from crankshaft.
F. Twist and remove split reinforcing ring (28) from oil seal (29). Work oil seal spring (27)
from groove and detach from seal. Twist and remove oil seal from crankshaft.
72-10-44
;-7
~~8
17
10
21-$,';'"
. ~24
~~23
22
~10 1 ~25
26
4
5 3
72-10-45
72-10-18 EXHAUST SYSTEM REMOVAL AND DISASSEMBLY,
TSIO-520-T (See Figure 72-10-18).
A. Remove clamp (1), tailpipe to turbo, attaching parts (3, 4, 5), tailpipe assembly to bypass
valve assembly and separate tailpipe assembly from exhaust system.
B. Remove hose and check valve, turbo to scavenge pump. Remove hose and check valve,
turbo to crankcase.
C. Loosen hose clamps, turbo to throttle body intake tube. Remove bolts, (3, 27) nuts (5, 29)
and washers (4 & 28), exhaust to turbo and turbo bracket and remove turbocharger.
D. Remove attaching parts (31) from cylinders and remove remaining exhaust assembly
components. Separate components as required. Remove exhaust to cylinder gaskets (37).
72-10-46
FIGURE 72-10-18. EXHAUST ASSEMBLY (TSIO-520-T).
72-10-47
INTENTIONALLY
LEFT
BLANK
72-10-48
SECTION 72-20
CLEANING, REPAIR AND
REPLACEMENT
72-20-01
INTENTIONALLY
LEFT
BLANK
72-20-02
72-20-00 CLEANING, REPAIR AND REPLACEMENT
NOTE . . . It is recommended that all parts listed in Section 1-00-04 100% replacement parts
be replaced during major engine overhaul regardless of condition.
72-20-01 GENERAL
Aluminum alloy parts can be degreased by spraying or brushing with any fortified mineral
spirit solvent. Heavy grease or dirt deposits can be cleaned effectively by allowing parts to
soak in this solvent for a short time. Carbon deposits and gum (oil varnish) may be removed
easily by immerSing these parts in a hot bath of an inhibited, mild alkaline cleaning com-
pound. Immersion time should be only as long as necessary to remove the deposits. Carbon
solvent should be employed only when carbon deposits are too hard or thick for removal by
other solvents. Give special attention to cleaning studs, tapped holes and drilled holes.
Caution must be exercised in cleaning of all aluminum alloy engine parts. Immediately after
removing soaked parts from inhibited, mild alkaline bath or hot soapy water, remove all
traces of the alkaline by spraying the parts with a jet of steam, or brush vigorously with a
mineral spirit solvent. Cleaned parts may be dried by a jet of dry compressed air to remove
all solvent liquids.
CAUTION . .. All alkaline residues must be removed from crevices, recesses and holes to
prevent the formation of a foaming emulsion in the engine lubricating oil after reassembly.
No polishing compound, abrasive paste or powder is needed for cleaning engine parts.
Scraping and abrasion with wire brushes, sandpaper, abrasive cloth and buffing wheels are
dangerous methods to use on soft metals like aluminum. Scratches resulting from such
methods allow concentrated stress at the scratch and may cause fatigue failure.
Blasting techniques can be employed to remove hard carbon deposits if suitable equipment is
available. Suitable types of grit for dry blasting are plastic pellets and processed natural
materials, such as wheat grains and crushed fruit pits or shells. Air pressure should be the
lowest that will produce the desired cleaning action. Small holes and finished surfaces, which
do not require cleaning, should be protected from the blast by seals and covers, particularly
if the grit is sharp. Sand, shot and metal grit are too abrasive and too heavy for use on soft
metals like aluminum, and must not be used.
CAUTION . .. After any blasting process, blow off all dust with dry compressed air and
make sure that no grit has lodged in crevices, recesses and holes. Parts may also be cleaned
with hot soapy water, then air dried with dry compressed air.
72-20-02 CYLINDERS. Precautions applicable to both aluminum and steel must be exercised in cleaning
and storing these assemblies. Remove oil and loose material with a mild alkaline cleaner by
spraying or brushing. If stubborn deposits of carbon remain on cylinder heads, the areas
affected may be vapor blasted. All machined surfaces must be protected from abrasive action
during the blasting operation.
72-20-03 PISTONS. Do not use wire brushes or scrapers of any kind. Soft or hard carbon deposits may
yield to solvent action. If deposits remain, blast the piston heads with soft grit or by the
vapor grit method, first having installed tight fitting skirt protectors. Ring grooves must be
cleaned by pulling lengths of binder twine or very narrow strips of crocus cloth through
them. Do not use automotive ring groove scrapers, since the corner radii at the bottoms of
the grooves and side clearances must not be altered. It is unnecessary to remove discolor-
ation and light scoring from piston skirts. The use of abrasive cloth on the skirts is not
recommended, because the diameters and cam-ground contour must not be altered. Heavily
scored or burned pistons should be discarded. And it is recommended that pistons be replaced
during major engine overhaul regardless of condition.
72-20-03
Honing of cylinder walls for any reason is justification for complete piston ring replacement.
72-20-04 VALVES. After degreasing valves, inspect them and discard any whose head is warped excess-
ively, or insufficient stock to permit refacing within specified limits, or whose stem is
burned, scored, eroded or nicked. Carbon deposits may be loosened by solvent action or they
may be scraped off while the valve is rotated in a polishing head or lathe collet. Apply
crocus cloth moistened in mineral spirit, and polish the stems with dry crocus cloth.
Replacement of exhaust valves is recommended at major overhaul regardless of condition.
72-20-05 ROCKER SHAFTS. Degrease these parts by brushing on mineral spirit solvent. Prior to
magnetic inspection, polish the steel bearing surfaces with crocus cloth moistened with
kerosene, then with dry crocus cloth.
72-20-06 PUSHRODS, VALVE ROCKERS AND SMALL STEEL PARTS. Degrease these parts with mineral
spirit solvent. Giving special attention to removal of sludge from all oil passages. Blow
compressed air thru pushrod.
72-20-07 CAMSHAFT AND CRANKSHAFT. All parts must be degreased by brushing or spraying with
mineral spirit solvent. Give particular attention to threads, oil holes and recesses. Before
magnetic inspection, the crankpins, main journals, oil seal race of the crankshaft and all
journals, cam lobes and gear mount flange of the camshaft must be smoothed with crocus
cloth, moistened in mineral spirits. This is to be accomplished while shaft is rotated in a _
high speed lathe (about 100 RPM). All gum (varnish) deposits must be removed to permit
reliable magnetic indications.
72-20-08 CRANKCASE. The oil passages must be pressure-flushed with mineral spirit solvent and
inspected with the aid of a flashlight. If the castings are immersed in an alkaline bath, it is
strongly recommended that this treatment be followed by spraying with steam followed by
flushing the oil passages with solvent. After the castings dry, inspect them thoroughly for
alkaline residues, and remove any traces of scum.
72-20-09 GEARS. Gears without bushings are freed of hard deposits by immersion in a caustic stripping
bath, when cold solvents are not effective. Bushings are discolored by this treatment, there-
fore, bushed gears must be cleaned by other methods. Spray or brush with a mineral spirit
solvent using a brass wire brush.
CAUTION . .. Do not pressure blast gears, blasting will remove "Tufftride" hardener.
72-20-10 SHEET METAL PARTS AND INTAKE MANIFOLD. Clean these parts by spraying or brushing
with mineral spirit solvent, or use a cold emulsion type cleaner and flush with water to
rinse.
Immediately after cleaning bare steel parts, spray or dip them in clean engine oil or, for
longer storage, in a corrosion-preventive oil mixture. Wrap ball bearings in waxed paper.
Wrap or cover other clean parts to protect them from abrasive dust in the air.
72-20-11 CASTINGS. Remove the raised edges of nicks in machined surfaces with a hard Arkansas
stone. Unobstructed flat surfaces, such as valve-rocker cover flanges, may be returned to
true flatness by lapping with a true lap plate. Use fine grade lapping compound and move the
casting in a figure 8 stroke without rocking it.
Gasket surfaces must be thoroughly cleaned with a suitable hydrocarbon solvent such as
naptha, Methyl Ethyl Ketone (MEK) or Trichloreothylene (TeE) to remove dirt, oil and
grease. Wipe surfaces dry before gasket is applied.
72-20-04
72-20-12 STUD REPLACEMENT. Remove damaged whole studs with a standard pattern stud remover or
small pipe wrench, turning slowly to avoid heating the casting. Remove broken studs with a
splined stud extractor. (Splined extractors and drills are usually sold in sets.) Examine the
course thread end of the damaged stud before discarding it to determine its size. Standard
studs have no marking. For oversize stud identification, refer to Fig. 72-2Q..12B. Clean the
casting tapped hole with solvent and blow dry with compressed air; then examine the thread.
If it is not torn, install the next larger oversize stud. If the old stud was of the maximum
oversize, or if the thread is damaged, the hole may be tapped and a helical coil insert
installed for a standard-size stud. Coat the new stud's course thread with High Strength
Adhesive PIN 646941 if the hole is blind or if the hole goes through a cavity subject to oil
leakage. It is advisable to drive the new stud with a tee handle- stud driver. Turn it in
slowly, and compare the e-stimated torque values listed in the Table of Umits. Drive the stud
in until it projects a distance equal to the appropriate "Setting Height" (See Figure 72-2Q..
12A).
72-20-05
10
28
~30
XXXXXXPO03 .003
~ Red
XXXXXXP006 .006
~ Blue
72-20-06
FIGURE 72-2Q-12A. CRANKCASE STUD SETTING HEIGHTS.
TSIO-520
SETTING
LOCATION THREAD SIZE HEIGHT C G H M P R T AE AF CE
1 Cylinder Mount Pads 7/16-14x7 /16-20 13/16 24 24 24 24 24 24 24 24 24 24
2 7/16-14x7/16-20 13/16 12 12 12 12 12 12 12 12 12 12
3 7 /16-14x7 /16-20 61/64 6
4 Engine Mount Pads 3/8-16x3/8-24 1-7/32 9 9 9 9 11 9 11 3 11 11
5 3/8-16x3/8-24 1-1/4 1 1 1 1 1 1 1 - 1 1
3/8-16x3/8-24 2-9/32 - - - - - - - 1 - -
6 3/8-16x3/8-24 2-1/4 2 2 2 2 -2 - - - -
3/8-16x3/8-24 1-7/32 2 2 2 2 2 2 2 2 2 2
7 3/8-16x3/8-24 3-1/8 - - - - -- - 1 - -
3/8-16x3/8-24 1-7/32 1 1 1 1 1 1 1 - 1 1
8 3/8-16x3/8-24 3-5/8 - - - - - - - 1 - -
3/8-16x3/8-24 1-7/32 1 1 1 1 1 1 1 - 1 1
9 3/8-16x3/8-24 1-19/16 - - - -
- - 3 - - -
10 Oil Cooler Mount Pad 1/4-20x1/4-28 7/8 5 5 5 5 5 5 5 5
1/4-20x1/4-28 1-5/8 - - - - - - - G>:3 ~
1/4-20x1/4-28 1-5/8
11 Governor Mount Pad 5/16-18x5/16-24 1-3/8 4 4 4 4 4 4 4 4 4 -
5/16-18x5/16-24 1-1/2 - - - - - - - - - 4
12 Magneto Mount Pads 5/16-18x5/16-24 11/16 4 4 4 4 4 4 4 - 4 4
5/16-18x5/16-24 43/64 - - - - - - - 4 - -
13 Magneto & Accessory Drive Pads 5/16-18x5/16-24 3/4 5 5 5 5 5 5 5 5 5 5
14 5/16-18x5/16-24 7/8 2 2 2 2 2 2 2 2 2 2
15 5/16-18x5/16-24 13/16 1 1 1 1 1 1 - 1 1 1
5/16-18x5/16-24 3/4 - - - - - - 1 - - -
16 Idler Pin Pad 1/4-20x1/4-28 45/64 2 2 2 2 2 2 2 2 2 2
17 Starter Drive Pad 5/16-18x5/16-24 13/16 2 2 2 2 2 2 2 2 2 2
18 Fuel Pump Pad 5/16-18x5/16-24 3/4 4 4 4 4 2 4 2 2 4 2
19 Oil Pump Pad 1 /4-20x1 /4-28 7/8 1 1 1 1 1 1 - - 1 -
1/4-20x1/4-28 15/16 - - - - - - 1 1 - -
1/4-20x1/4-28 2-9/32 - - - - - - - - - 1
20 1/4-20x1/4-28 2-9/32 2 2 2 2 2 2 - - 2~1
1/4-20x1/4-28 2-11/32 - - - - - - 2 - - -
1/4-20x1 /4-28 1-21/32 - - - - - - - $)1 - -
21 1/4-20x1/4-28 3-11/16 1 1 1 1 1 1 1 - 1 -
22 1/4-20x1 /4-28 5-11/16 1 1 1 1 1 1 - - 1 -
1/4-20x1/4-28 3-63/64 - - - - - - 1 - - -
1/4-20x1/4-28 29/32 - - - - - - - - - 1
3/8-16x3/8-24 3-11/16 - - - - - - - 1 - -
23 1/4-20x1 /4-28 5-11/16 2 2 2 2 2 2 - - 2 -
1/4-20x1 /4-28 3-63/64 - - - - - 2 2
- - -
1/4-20x1/4-28
1/4-20x1/4-28
3-11/16
3-11/16
- - - - - - -
1 1 1 1
-
1 1 1 -
- 2
1 -
24
25 1/4-20x1 /4-28 3-63/64 2 2 2 2 2 2 2 2 2 2
26 Generator Bracket 5/16-18x5/16-24 19/32 - - - - - - 1 - - -
27 1/4-20x1/4-28 13/32 - - - - - - 6 - - -
28 1/4-20x1/4-28 11/16 2 2 2 2 2 2 2 - 2 2
29 5/16-18x5/16-24 4-3/16 1 1 1 1 1 1 - 1 1 -1
5/16-18x5/16-24 5-11/16 - - - - - - - - -
30 3/8-16x3/8-24 1-1/2 - - - - - - - - 1 -
o UPPER
o LOWER
72-20-07
FIGURE 72-2o-12C. MISCELLANEOUS STUD SETTING HEIGHTS.
"
TSIO-S20
SETTING
LOCATION THREAD SIZE HEIGHT C G H M P R T AE AF CE
72-20-08
72-20-13 HELICAL COIL INSERT INSTALLATION. Helical coil inserts are installed at the factory in
four tapped holes of each crankcase bottom flange, in three holes in the left crankcase
parting flange, two in the right crankcase parting flange and in four bolt holes at each
cylinder head intake port flange. Stainless steel helical coil inserts of special design are
installed in all spark plug holes. Any of these inserts may be replaced if damaged. Tools are
available through Authorized Distributors of The Heli-Coil Corp., Danbury, Connecticut 60810.
The Manufacturer's Bulletin No. 650-R lists both manual and power-driven installing tools,
tang break-off tools, special taps and plug gages. A tap drill bulletin is also available from
the manufacturer. Helical coil inserts are available in both National Course and National Fine
series in lengths equal to 1, 1-1/2 and 2 times nominal diameter and in pipe thread sizes.
They are made of either carbon steel, phospher bronze or stainless steel, as specified by part
number. They are supplied with or without a notch above the driving tang. The notch is
provided to facilitate breaking off the tang in open holes.
Helical coil inserts of wire with a diamond-shaped cross section forming both a male and
female thread. The diameter of the insert, when compressed into a special tapped hole at the
widest part of the wire (between male and female threads), is equal to the nominal screw
size. The special finishing taps, size the casting hole so that the pitch diameter of the
female thread of the installed insert conforms to class 3 fit with standard bolt threads or
class 4 (tight) fit with standard size studs. The difference in fit is due to a difference in
pitch diameters of bolts and studs, so that only one set of helical coil special taps is
required for installation of these inserts in both bolt holes and stud holes. Tap drilling
depths and tapping depth for helical coil inserts to be installed in blind holes should conform
to the recommendations relative to inserts of length equal to 2 times nominal diameter, as
tabulated in the manufacturer's Bulletin No. 650-R. Helical coil tap drills and special taps
must be run in perpendicular to the machined surface of the casting. Drilling must be done in
a drill press after the casting is firmly supported, clamped and alignment checked. The tap
will tend to follow the drilled hole. For drilling and tapping aluminum alloy castings, use a
lubricant made by mixing one part lard oil with two parts kerosene to prevent overheating of
the metal and tearing of the thread.
To remove a damaged helical coil insert, use the proper size of extracting tool for the
nominal thread size. Tap it into the insert so that the sharp edges get a good "bite", then
turn the tool to the left, and back out the helical coil until it is free. To install a new
insert in a properly tapped hole (after blowing out all liquid and chips), slide it over the
slotted end of the driving mandrel of the proper size of installing tool and engage the
driving tang (bend end) of the helical coil in the mandrel slot; then wind the insert slowly
into the tapped hole (See Figure 72-20-13). The outer end of the insert should lie within the
first full thread of the hole. Break off the driving tang of a notched helical coil by bending
back and forth across the hole with longnose pliers or with a special tang break-off tool.
72-20-14 SPARK PLUG HOLE HELICAL COIL INSERTS. Before attempting to back out a damaged
insert, use a sharp pOinted tool to pry the teeth at outer end away from the cylinder head
metal. Tap a helical coil extracting tool into the insert until it has a good bite (See Figure
72-20-14C). Place a new helical coil in the cut-out side of the installing tool sleeve with its
driving tang toward the threaded end. Engage the tang with the slotted end of the driving
mandrel and wind the insert into the sleeve so the helical coil can be seen through the slot
in the threaded end, and turn the mandrel crank until the insert starts into the cylinder
head hole. If the sleeve is not in contact with the head surface, grip sleeve and mandrel and
tum until the sleeve touches lightly (See Figure 72-2Q-14A). Wind the helical coil into the
cylinder head until its toothed end lies within the first full thread. The teeth should be in
pOSition to enter the depressions made by the Original insert. If driven too far, the insert
will emerge in the combustion chamber and will have to be wound on through. When the
helical coil is in correct pOSition, use longnose pliers to bend the driving tang back and
72-20-09
FIGURE 72-20-13. INSTALLING TYPICAL FIGURE 72-20-14C. REMOVING SPARK
HELICAL INSERT PLUG HOLE HELICAL INSERT
---------+---..
II,L;.,_
SECTION A·A
72-20-10
.4377
"'---.4350
"0, X & Y" Diameter Service limit is "D" Diameters Max + .003 of an inch.
CAUTION: Cylinder assemblies exceeding new parts dimension shown are acceptable when performing
maintenance before engine overhaul. However, piston ring gaps given In the table of limits should be
maintained. When engine is being overhauled, rCM recommends all parts be brought back to new parts
dimensions by rework or replacement. Installed parts should never exceed Service limit. See Section
72-30-10 New Parts and Service Umits.
tt-_C~H~0=-:K:-E_. ._--:.4.;.;.7.;;..5-STRAIGHT
AREA 4.25
IT "0"
5.433
5.429
DIA
>.=" ...- 1 1
~6'50------4<lJ
-----+--5.75-------tt
6.425
6.420
6.500
6.490
"0, X & Y" Diameter Service limit is "D" Diameters Max + .003 of an inch.
CAUTION: Cylinder assemblies exceeding new parts dimension shown are acceptable when performing
maintenance before engine overhaul. However, piston ring gaps given in the table of limits should be
maintained. When engine is being overhauled, rCM recommends all parts be brought back to new parts
dimensions by rework or replacement. Installed parts should never exceed Service limit. See Section
72-30-10 New Parts and Service Umits.
72-20-15 CYLINDERS
DIMENSIONAL CHECK
When performing cylinder wear dimensional check see Figures 72-20-15A & B.
FIN REPAIRS
Straighten slightly-bent barrel fins with longnose pliers. File to smooth the edges of broken
head fins. If it becomes necessary to cut out a vee notch to stop a head fin crack, a slotted
drill bushing to fit over the fin and a 3/16 inch twist drill may be used to cut the notch. Its
apex must be rounded and the edges should also be rounded. If such repairs and previous
breakage have removed as much as 10% of the total head fin area, the cylinder assembly has
reached the limit of its repair and the cylinder must be replaced.
Use heavy duty drill press and Borroughs No. 5221 Holding Fixture or equivalent to hold cylinder. DO
NOT ATTEMPT PROCEDURE BY HAND.
1. Use a No. 4981 Remover. Select proper size head. Install on removing handle. Attach to
cold water supply.
3. Install pilot into guide. Hold down firmly into guide bore with hand on water release
button. Use other hand to work sliding hammer. Release the water and hammer out
guide while water is running. 80th guides can be removed with one heating. Support
cylinder with barrel up. Use wooden blocks to keep from damaging rocker cover surface.
1. Measure valve guide boss and select proper No. 4914 or No. 4943 series reamer to ream
valve guide boss to required oversize. Consult Table of Limits Figure 72-30-08 for
proper interference fit. Guide boss must be clean and free from pits or grooves. Run
standard reamer through first. If bore is not clean, go to next larger size reamer. Use
No. 2849 Plug Gages to check fit.
2. Heat cylinder head to 450-500° F. and install guide cold with No. 4912, No. 2842, or No.
3619 Replacer. A small amount of lubricant oil on the guide will reduce the chance of
binding during installation.
1. Install No. 5221 B Holding Fixture or equivalent into drill press to hold cylinder. DO
NOT ATTEMPT PROCEDURE BY HAND.
3. Select proper reamer from Borroughs Tool Catalog. Ream at 400 RPM for high speed
steel reamers and 700 RPM for Carbide tip reamers (Do not use carbide tip reamers for
hand cutting) with plenty of lubricant.
4. Check finished bore with No. 4933, No. 2848 or No. 3615 plug gages. Refer to Table of
Limits Figure 72-30-08 for correct stem hole finished sizes.
NOTE . . . See TCM Service Bulletin M85-18 or current revision as applicable for
further information.
72-20-17 VALVE ROCKERS. Worn bushing may be driven out with a suitable drift, and if properly
designed, the same tool may be used to drive in new bushings. The rocker must be supported
on a ring, which will allow the old bushing to pass through. Press the new bushing in flush
with the rocker hub after dipping it in clean lubricating oil. Ream the new bushing to the
specified diameter. It is advisable to plug the oil holes with beeswax before reaming. Be sure
to remove the wax after reaming. Lightly break the sharp edge at each end. (Refer to Figure
72-20-17).
72-20-18 HYDRAUUC VALVE LIFTERS (See Figure 72-20-18). Stand valve lifter on its flat end. Use a
small screwdriver and carefully pry snap ring (1) from body groove, holding down socket (2)
with a pushrod until ring has been removed. Invert lifter and catch socket as it drops out.
Insert a finger into plunger (3) and withdraw plunger (3), spring (7) and check valve
assembly (3, 4, 5, 6). If plunger is stuck in body (8), hold plunger down fully and scrape out
carbon deposit. If this obstruction cannot be removed, or if plunger is seized by score marks,
the entire assembly must be replaced. Remove spring (7), by turning as if to unwind it while
pulling outward. Be careful not to stretch spring out of shape. Remove check ball (4) from
plunger by removing retainer (6), lifting spring (5) and ball (4).
NOTE . . . If major engine overhaul, hydraulic valve lifters are recommended 100%
replacement.
1. Ring. Retaining
2. Socket, Hydraulic Lifter
3. Plunger
4. Check Ball
5. Ball Check Spring
6. Ball Check Retainer
7. Spring Plunger
1 8. Body Valve Lifter
b
FIGURE 72-20-18. HYDRAULIC LIFTER.
CAUTION . . . In order to assure good dynamic balance, connecting rod assemblies for new
engines are selected in pairs with a maximum weight variation of 1/2 ounce in opposite bays.
This limit cannot be maintained if material is removed from any of the original in a set.
There/ore, rods are supplied in matched sets only.
WARNING •.. Do not nick or damage connecting rod I beam when installing or removing
from holding fixture .
6.621
~----------6.623----------------~ 1.00
STAMP CYL. POSITION NUMBER ON NEW RODS
(TO BE INSTALLED ON TOP)
----- ::::::::
BUSHING
(SPUT TO BE LOCATED
AS SHOWN)
WEIGHTS OF RODS IN ANY ENGINE MUST BE SAME WITHIN ~ OZ. IN OPPOSITE BAYS.
72-20-21 CRANKSHAFT ASSEMBLY. Raised edges from small nicks on hard surfaces such as crankpins
and journals, can be removed with a hard Arkansas stone. Do not use a coarse abrasive. Do
not attempt to remove deep scoring or indications of overheating which render the
crankshaft unserviceable. Polish crankpins and main journals with long strips of crocus cloth
while the shaft is rotated about 100 RPM in a lathe. Since gears are shrunk fit to the
crankshaft, it may be necessary to dip the gear in oil heated to 300°F. before removal. These
operations should precede magnetic particle inspection.
Hardened steel bushings in the crankshaft blades must be removed and replaced if excessively
worn. It is recommended that these bushings be replaced during major engine overhaul
regardless of condition. It may be necessary to chill the old bushings to free them. New
bushings must be chilled before installation, and the holes must be smooth. No finishing
operation is required for the new bushings, since they are made to final dimensions. They
must be pressed into the same positions as the original parts.
72-20-22 IDLER GEAR. Replacement of excessively worn idler gear bushings is not recommended,
because a special fixture is required to hold the gear during the boring operation, in order to
maintain the necessary concentricity of the bushing hole and the gear pitch circle.
72-20-23 MAGNETO AND ACCESSORY DRIVE ADAPTER ASSEMBLY. The magneto and accessory drive
adapter bushing must be replaced at major overhaul. Turn down the bushing flange to the
body diameter (0.942 inch) and bore out the bushing to a thin shell which can be collapsed.
Take care not to cut into the end of the adapter boss or to mark the adapter bore. Press in
a new bushing with an arbor press after dipping it in clean engine lubricating oil. The rear
pad of the adapter, rather than the studs, must be supported on a parallel block and flat
block must be used to exert pressure unless the arbor has a perfect end. Ream or bore the
bushing to the specified diameter, then face the flange until it projects forward 1.454-1.458
inch from the adapter parting surface. Chamfer the bore at the flange end 1/16 inch deep on
a 45° angle, and slightly break sharp edges at both ends. The bushing hole must be
concentric with the adapter pilot shoulder within 0.002 inch and square with the parting
surface within 0.002 inch per inch of length. Its flange thrust face must be parallel to the
parting surface within 0.002 inch (full indicator reading).
CAUTION . . . Before boring a new bushing, plug its oil holes with beeswax to exclude chips
from the adapter groove. Be sure to remove the wax completely after the operation.
The old seal may be driven out with a 1/8 inch diameter pin punch inserted through the four
oblique oil holes in the bushing boss alternately. If the seal is too tight for that method,
drill and tap two opposite machine screw holes in the exposed flange of the seal case to
match two screw clearance holes in a pressure plate which can be laid on the adapter studs.
Run nuts on two long machine screws; then insert the screws through the pressure plate
holes. and screw them into the holes tapped in the seal. To avoid unnecessary stoning of the
seal bore. tighten the nuts against the plate to pull the seal squarely from its recess. Smooth
any scores in the vacant adapter counterbore. Coat the periphery of a new oil seal with
lubricating grease, and press it into the adapter with an arbor press and a flat end block of
1-3/8 inch diameter by 1-1/4 inch length.
72-20-24 TACHOMETER DRIVE HOUSING. Remove the oil seal with a suitable oil seal puller. If the
housing counterbore is scored. smooth it with crocus cloth. Spread a film of Grade 50 MHS-
27 oil on the perimeter of a new seal. Then press the seal squarely into the housing with its
lip pointed outward. facing the oil source.
72-20-25 STARTER DRIVE ADAPTER. The clutch spring sleeve is pre-shrunk and doweled into the
housing. If it is necessary to remove the needle bearing in the adapter. a removing driver
may be purchased (See Section 1-20-00 Tools, Figure 45).
Check oil feed holes to the starter adapter shaftgear. Hole diameter must be .0918-.0968 to
reduce possibility of clogging and causing lubrication loss to starter adapter clutch spring.
The oil feed hole comes off the rear cam bearing of the 1-3-5 crankcase half and intersects
a short hole in the center of the needle bearing counterbore. Hole can be enlarged to
diameter shown above after removal of the starter adapter.
72-20-27 IGNITION CABLES. All ignition cable assemblies or harness assemblies must be replaced at
each overhaul. If the high tension outlet plates are in good condition new cable assemblies
may be installed on them. On TCM harness assemblies push the cable end through the outlet
plate and install the inner ferrule, grommet and outer ferrule (eyelet) onto cable center wire.
On Slick harness assemblies push the cable end through the outlet plate and install the
tapered drive ferrule, press drive ferrule into outlet plate, install insulator sleeve, spring on
electrode screw and screw into cable end.
Observe the P1 mark on the exterior side of each outlet plate adjacent to the No. 1 cable
M
outlet hole, (Refer to Figure 72-20-17), and observe that the numerals appearing at the spark
plug ends of the high tension leads indicate the cable to cylinder position. Complete
installation of high tension cables into outlet plate insuring their proper location according
to wiring diagram 72-20-27.
RIGHT
MAG
SW'TCH
LEFT
BLANK
72-30-00 INSPECTION
72-30-01 General
72-30-02 Visual Inspection
72-30-03 Magnetic Particle Inspection
72-30-04 Service Reports and Inquiries
72-30-05 Fluorescent Particle Inspection
72-30-06 Dimensional Inspection
72-30-07 Dimensional Limits
72-30-08 Table of Limits
72-30-09 Original Dimension
72-30-10 New Parts and Service Limits
72-30-11 Critical New Parts Dimensions
72-30-12 Protective Coating
72-30-13 Application of Alodine
72-30-14 Repair of Alodine Surfaces
72-30-15 Enamel Coatings
72-30-01 GENERAL
The following definitions apply to terms used to describe kinds of damage for which parts
should be inspected.
BURNING: As applied to valve heads, this term indicates roughening or erosion due
to high temperature gases escaping past valve faces. In other instances, it indicates
drawing of the temper of steel parts to a soft (blue) condition as a result of
overheating, in absence of lubrication on moving surfaces such as gear teeth,
subject to high loading.
BURR: A sharp projection of metal from an edge, usually the result of drilling,
boring, countersinking, etc., but may also be caused by excessive wear of one or
both surfaces adjacent to the burred edge.
GALLING: Excessive friction between two metals resulting in particles of the softer
metal being torn away and ''welded'' to the harder metal.
PITTING (OR SPALLING): Small, deep cavities with sharp edges. May be caused in
hardened steel surfaces by high impacts or in any smooth steel part by oxidation.
SCORING: Deep grooves in a surface caused by abrasion, when fine, hard particles
are forced between moving surfaces, as in a bearing and journal, or by galling
when a moving part is not supplied with lubricant.
EXAMPLE 1
U
EXAMPLE 2
TCM provides a limited number of parts, dimensions, and assembly clearances in its publications which
are considered essential to perform a quality overhaul of its' engines. These values are termed "New
Parts Limits" taken from parts drawings in effect at the time of publication. In addition, a list of those
items recommended for replacement at overhaul (100% Replacement Parts Section 1-00-04) is provided for
which dimensional limits cannot be specified to determine their suitability for continued use.
TeM also provides "Service Limits" information for re-usable parts. They are intended as a guide line for
re-use when performing maintenance of the engines prior to major overhaul.
Parts with dimensions or fits that exceed service limits should not be used. Parts with values up to and
including service limits may be used, however, judgment should be exercised considering the proximity of
the engine to its recommended overhaul time. Service limits shoud not be used when overhauling an
engine.
GEAR BACKLASH
Crankshaft gear and camshaft gear . Backlash: 0.0160 0.0080 0.0120
2 Crankshaft gear and idler gear. • Backlash: 0.0160 0.0080 0.0120
3 Idler gear and magneto drive gear
(right and left). • . . • • . Backlash: 0.0160 0.0080 0.0120
4 Starter shaftgear and crankshaft gear Backlash: 0.0160 0.0080 0.0120
<DSee Section 72-30-10 New Parts and Service Umits. February 1989 72-30-09
FIGURE 72-30-08
TABLE OF UMITS
(CHART 2)
~
20 Exhaust valve in guide (niresist) Diameter: 0.OO70L O.OO3OL 0.0047L
20 Exhaust valve in guide (nitralloy) • Diameter: 0.OOS7L O.OO35L O.OO62L
21 Intake valve face (to stem axis). Angle: 590 45' 600 15'
22 Exhaust valve face (to stem axis) . Angle: ~OO' 450 30'
23 Intake valve (max. regrind .015) Length: 4.7890 4.8040 4.8240
24 Exhaust valve (max. regrind .015). Length: 4.7910 4.8060 4:8260
25 Intake and exhaust valve (full indicator
reading) concentricity • 0.0040 0.0000 0.0020
Hydraulic IIfter-to-valve stem 0.0600 0.2000
CD Measure piston ring tension on diameter perpendicular to gap when ring is compressed to specified inch gap.
® For engines with cast insert pistons.
® Clearances for standard guides PIN 643767.
@ Clearances for nitralloy prefinished guides PIN 648014.
® See Section 72-3()..10 New Parts and Service Umits.
40_1::::m:~UJI
24 9 20 10
SECTION A-A ~ ~
FIGURE 72-30-08
TABLE OF LIMITS
(CHART 3)
CRANKSHAFT
1 CD Crankshaft in main bearings. Diameter: 0.0061L 0.0018L 0.0047L
2 CD:ID Crankpins Out-of-Round: 0.0015 0.0000 0.0005
3 CD:ID Main Journals . Out-of-Round: 0.0015 0.0000 0.0005
4 CD Crankshaft main and thrust journals. Diameter: 2.3720 2.3740 2.3750
5 CD Crankpins Diameter: 2.2470 2.2490 2.2500
6 CD Crankshaft run-out at center main journals
(shaft supported at thrust and rear journals)
full indicator reading 0.0150 0.0000 0.0150
7 CD Crankshaft run-out at propeller flange
(when supported at front and rear main
journals) full indicator reading . 0.0050 0.0000 0.0050
8 00 Damper pin bushing in crankcheek ext_ Diameter: 0.0015T O.OO3OT
9 00 Damper pin bushing in counterweight . Diameter: 0.0015T O.OO3OT
10 CD Damper pin in counterweight . End Clearance: 0.0400 0.0010 0.0250
11 CD Crankcheek in countwerwight . . Side Clearance: 0.0170 0.0070 0.0120
12 CD Crankshaft gear on crankshaft . Diameter: 0.0000 0.002OT
13 CD Crankshaft in thrust bearing. End Clearance: 0.0250 0.0080 0.0180
14 CD Governor oil transfer collar on
crankshaft Diameter: 0.OOO5L 0.0018L
CAMSHAFT
15 Camshaft journals in crankcase Diameter: O.oo50L 0.0010L O.OO3OL
16 Camshaft in crankcase. End Clearance: 0.0140 0.0050 0.0090
17 Camshaft run-out at center journals (shaft
supported at end journals)
full indicator reading 0.0030 0.0000 0.0010
18 Camshaft gear on camshaft flange Diameter: O.OOO5T o.o015L
19 Governor drive gear on camshaft . Diameter: O.OO6OL 0.OOO2L 0.002OL
CD For modified crankshaft engines See Modified "B" Series Table of Umits.
® If crankshafts are worn beyond these limits they may be repaired by grinding crankpins and journals to 0.010· under
new shaft limits and renitriding the crankshafts.
® Refer to Section 72-40-03 for allowable wear at damper pin bushings.
@) See Section 72·30-10 New Parts and Service Umits.
72-30-15
FIGURE 72-30-08
TABLE OF UMITS
(CHART 4)
GEAR BACKLASH
11 Oil pump driver and driven gears. Backlash: 0.0270 0.0140 0.0128
Oil pump driver and driven gears. Backlash: 0.0160 0.0090 0.0130
12 Scavenge pump driver and driven gears Backlash: 0.0270 0.0140 0.0218
13 Tachometer drive gear and tachometer
driven gear . Backlash: 0.0120 0.0040 0.0080
14 Governor drive gear and governor driven
gear Backlash: 0.0090 0.0020 0.0060
16
SECTION B-B
SECTION A- A
4
5 6 5,6
, ~ IVf?/~~
7 9
8 10
7----?-:1
10
SECTION C-C
SECTION C-C
12
SECTION E-E
SECTION 0-0
72-30-17
FIGURE 72-30-08
TABLE OF UMITS
(CHARTS)
STARTER DRIVE
12 Starter shaftgear in bearing . Diameter: 0.0031L O.OOO5L 0.002OL
13 Starter shaftgear front (bearing) journal. Diameter: 0.7480 0.7495 0.7500
Starter shaftgear in clutch drum bearing Diameter: O.OOOSL o.o02OL
14 Starter clutch drum on starter shaftgeat: Diameter: O.OO55l 0.002Ol O.OO4OL
15 Clutch spring sleeve in starter adapter . Diameter: O.OO3OT O.oo50T
16 Starter shaftgear in ball bearing Diameter: O.OOOST 0.OOO1L
17 Starter shaftgear in oil seal sleeve. Diameter: 0.0000 0.OO15L
18 Bearing in starter adapter covet Diameter: O.OOO1T 0.OO10L
19 Oil seal in starter adapter cover. Diameter: 0.0017T O.OO63T
20 Starter adapter cover pilot in starter
adapter Diameter: 0.0010L O.OO3OL
Worm wheel gear. End Clearance: 0.0250 0.0020 0.0170
21 Worm wheel gear. End Clearance: 0.0800 0.0380 0.0720
22 Clutch spring on starter shaftgear
(over knurl) . Diameter: 0.0130l O.OO6OL O.OO9OL
23 CD Clutch spring in clutch spring sleeve. Diameter: 0.0270T 0.0310T O.038OT
24 From center line of worm gearshaft to
starter adapter thrust pads • 0.2520 0.2460 0.2480
25 Needle bearing hole starter adapter. Diameter: 0.7482 0.7495
23 15 22 14
11
12 13
9
6~~~~dk!8
7 4
1 3
~~~'--5
SECTION 0-0
29 26 31 28
32
lAn-
~&-10
9
SECTION E-E
SECTION 8- 8
NEW DIMENSION
PART NAME FEATURE (INCHES)
Piston (Standard)
ffi
CD
Diameter at Top
Diameter Below 1st Groove
5.2030 - 5.2050
5.2180 - 5.2200
Diameter at Bottom 5.2400 - 5.2410
Pin Bore Diameter 1.1246 -1.1250
Third Ring Groove Width 0.1910 - 0.1920
Fourth Ring Goove Width 0.1000 - 0.1010
NEW DIMENSION
PART NAME FEATURE (INCHES)
Oil Pump Driven Gear Shaft Assy.• Hole Dia. Sand cast Crankcase 0.5620 - 0.5630
Oil Pump Housing and Driven Gearshaft Dia. Sand cast Crankcase 0.5015 - 0.5025
Shaft Assembly Driver Gearshaft Hole Diameter 0.5620 - 0.5630
Gear Changer Depth Sand cast Crankcase 2.6235 - 2.6250
Idler Gear Support Pin Gear Support Dia. Sand cast Crankcase 0.8095 - 0.8105
72-30-12 PROTECTIVE COATING. The manufacturer protects all aluminum alloy castings, sheet metal
and tubing from corrosion by treating all surfaces of the parts with "Accelagold" (Turco
Products, 3300 Montreal Industry Way, Tucker, Georgia 30084).
72-30-13 APPUCATION OF "ALODINE". After any machining or repair operation, aluminum surfaces
must be ItA1odized". Surface color may vary from light gold, to dark brown. The Accelagold"
II
coating on mating or bearing surfaces is thin enough that it has no effect on dimensional
tolerances.
Wrought or die cast, (smooth surface parts such as valve rocker covers and intake tubes), are
''tumble blasted", prior to machining, to roughen surfaces before treatment. "Tumble blasting"
must not be applied at overhaul on parts with machined surfaces.
CAUTION . .. Do not use enamel paint or primer for internal parts, as it may flake or break
off during engine run and contaminate lubricating oil.
I 72-30-14 REPAIR OF "ALODIZED" SURFACES. If alodized parts have been remachined, rubbed with
abrasives or scratched in handling so as to expose areas of bare aluminum, the surface may be
repaired by local application of "Accelagold" solution in the following steps:
A. Clean bare area thoroughly with carbon tetrachloride. Do not under any circumstances
use an oil base solvent or strong alkaline cleaner.
B. Mix a small quantity of hot water (180°F) with 1-1/2 to 2 ounces of "Accelagold" powder
to form a paste, then gradually dilute with hot water until a solution of one gallon is
attained. This solution is to be adjusted by addition of nitric acid to a PH value of 1.5 to 1.7.
C. Apply solution with a rubber set paint brush in such a manner that solution flows over
bare area. Allow solution to remain on the part from one to five minutes or until color of the
new film is approximately same as original.
D. Flush part with clear water and dry with warm air current. Do not air blast or rub with
cloth to dry new film area. If color is too light, repeat step ·c· until desired color is
obtained.
NOTE ... If "Accelagold" does not adhere to metal, a more severe cleaning method must be
used. 12 to 14 ounces of Oakite No. 61, or equivalent solution, per gallon of water is prefer-
red. Apply and remove the solution with caution. An alkaline cleaner of this type will remove
any "Accelagold" film previously applied. Remove cleaning solution thoroughly with plenty of
hot water and vigorous brushing.
I 72-30-15 ENAMEL COATINGS. Ferrous parts when painted with gold enamel will be baked with
infrared equipment for 15 minutes at 275-285 oF. following application of each coat. Magnesium
parts will be pickled and primed before painting; then baked with infrared equipment for 15
minutes at 275-285 oF. following application of each coat of enamel.
NOTE ... If a part which was originally alodized is to be refinished with enamel, it will not
be necessary to apply zinc chromate primer except to the surface areas completely stripped of
"Accelagold".
CAUTION . . . Before application of primer and enamel to a part, carefully mask all con-
nection joints and mating surfaces. No primer or enamel is pennissible on interior suifaces of
any parts contacted by engine lubricating oil after assembly.
72-40-01
INTENTIONALLY
LEFT
BLANK
72-40-02
72-40-00 SPECIFIC INSPECTIONS.
72-40-01 CRANKCASE. If any cylinder base nut was loose at disassembly or if any of the cylinder
attaching studs are bent, even slightly, or if there is definite evidence that a cylinder was loose
at any time, then it is possible that reversal of stress has fatigued the studs and through bolts
installed on that cylinder pad, in which case all of them must be replaced. Test for bent studs
with a toolmaker's square. When inspecting for casting cracks, pay particular attention to areas on
and adjacent to the cylinder mount pads, tappet guides, bottom flange, and bearing bosses. Look
for nicks on machined surfaces and scoring in shaft bearings and the shaftgear bushing. The
castings must be clamped together at all attaching points before dimensional inspection of
camshaft and crankshaft bearing bores.
NOTE . . . For cracked crankcase, (see TCM Service Bulletin M83-10R1 or current revision as
applicable).
72-40-02 CRANKSHAFT. In addition to magnetic particle, ultrasonic visual inspection, and dimensional
inspection, the shaft should be mounted on matched vee blocks on a surface plate (supporting the
front and rear main journals) and rotated under a dial indicator placed on the center main journal
in order to detect excessive bending. This is important if the aircraft has been involved in an
accident resulting in a broken or bent propeller. (Refer to the Table of Umits 72-30-09 for limits
of "run-out" at the center joumal).
NOTE . . . In case of prop strike (sudden stoppage), refer to the latest Prop Strike Accident
Service Bulletin.
A. Excessive localized galling of the crankshaft damper pin bushings can affect propeller blade tip
stresses. It is, recommended that at each normal major overhaul, the pin bushings are replaced.
Worn or out of round counterweight bore will require counterweight replacement.
B. Inspect in the following manner: Measure the inside diameter of bushing across pOints A, B
and C. Take the average of A and B and deduct this from C. If the difference exceeds .001" then
the bushing should be replaced. (Refer to Figure 72-40-03).
1. The C measurement should be the pOint of maximum diameter which is generally a pOint
perpendicular to the lengthwise centerline of the crankshaft.
2. Measurements A and B should be taken at points approximately 00<> either side of Point C.
3. After removing the bushings from the dampeners or the crankshaft blades, measure the inside
diameter of the holes. Select a replacement bushing which will give an interference fit of .001"-
.003" into each of the dampeners or the crankshaft blade holes.
C. Replacement bushings are available in standard, .0015", .003" and .005" oversize on the outside
diameter.
D. Counterweight pins are identified by dash numbers stamped on one end. Because the dampener
order is controlled by this pin diameter, it is imperative that only the correct pin, properly
identified, be used.
72-40-03
c
B c B
o o
A
72-40-04 CAMSHAFT. Inspect the journal for scoring, corrosion and overheating. Inspect lobes for
pitting at the toes and for evidence of overheating or unusual wear.
72-40-05 CONNECTING RODS. Because of the close tolerance required TeM recommends using an
airgage with correct size air plug and master setting ring to measure all worn bushings and locally
replaced bushings. If a bushing was replaced locally, it is also necessary to check its alignment
with the big end bearing seat. The simplest method of making alignment measurements requires a
push fit arbor, preferably at least eight inches long, for the bushing bore and another for the
bearing seat, a surface plate, two matched vee blocks and two blocks of ground flat steel stock of
equal height. To measure twist, insert the arbors into the rod bores; then lay the big end arbor in
the vee blocks on the surface plate, and place the ground steel blocks under the ends of the
bushing arbor at a measured distance apart. A feeler gage may be used to detect any clearance at
either end under the bushing arbor. This, divided by the separation of the blocks in inches, will
give the twist per inch of length. (Refer to Section 72-30-08, Table of Umits.) To measure bushing
and bearing convergence, mount a dial indicator on a surface gage, and swing the rod around the
big end arbor to the vertical position against a firm stop. Pass the indicator over the bushing arbor
at points an exact number of inches apart. The difference in readings at the two ends, divided by
the distance between paints of measurements, again gives the misalignment per inch, as specified in
Section 72-30-08, Table of Umits.
72-40-06 GEARS. Inspect gear teeth for signs of overheating and excessive wear. Normal wear
produces a fine polish on the tooth thrust faces. Alteration of the tooth profiles, score marks and
pitting are sufficient cause for rejection.
72-40-07 PISTONS AND RINGS. Inspect the skirt for long, deep scores which indicate overheating and
would be sufficient cause for rejection. If a telescoping gage is used to measure the pin bore, do
not allow the spring pin to extend rapidly so as to strike the wall hard. Visually inspect for
thorough cleaning, including the oil relief holes in the third ring groove. It is NOT necessary to
remove light scores or discoloration from the exterior surfaces; do not use abrasives (including
crocus cloth) on the skirt, since the cam-ground contour should not be altered. If the piston is
dimensionally serviceable in other respects and apparently sound, measure side clearances of new
rings, after measuring the ring gap as follows:
Piston ring gap should be measured whenever a cylinder is removed for repair or overhaul. Insert
ring into cylinder as illustrated in Figure 72-40-076. Next, insert piston without rings installed into
cylinder. Push piston down until piston ring is at a depth of 6.32 from bottom of cylinder skirt for
the first and second compression rings, 5.63 inches from bottom of cylinder skirt for the third (oil
control) ring and 4.18 inches from bottom of cylinder skirt for the forth (wiper) ring. Remove
piston leaving ring squared at proper depth mentioned above. At this point measure the ring gap
with a feeler gage. If gap is too tight according to Table of Umits, file ring to within limits and
polish end with an Arkansas stone. If gap is too large go to a 0.005 inch oversize ring to reach
Table of Umits.
After piston rings have been checked for ring gap, install rings on piston, do not allow their sharp
ends to scratch the piston lands. Make certain part number is toward piston head. Now measure
ring side clearance as follows:
1. Hold a straight edge against the side of the piston ring grooves adjacent to the piston pin
relief, as shown in Figure 72-40-07A.
6.44"
3. Push lightly on the piston ring, on the side opposite the straight edge, until ring is in contact
with straight edge. Do not push the secured straight edge away from the piston.
4. Insert feeler gage, to approximately 1/8 inch depth, between top of piston ring and top of
piston ring groove, next to straight edge. Check the Table of Umits for the approved side
clearance dimension.
NOTE . . . It is recommended that piston rings be replaced whenever the cylinder is honed and
pistons and rings be replaced at overhaul per current "Major Overhaul 100% Replacement Parts"
Service Bulletin.
72-40-08 CYLINDER. Measure the barrel bore near the top of the ring travel limit and at the 5-1/4
station from the open end in the thrust direction and at right angles to that in order to detect
out-of-roundness and wear-in taper. There should be little or no wear at the open end. Look for
bent barrel fins and broken head fins. Barrel fins can be straightened if not badly bent or
cracked. Not more than a 10% total reduction of head fin area is allowed. Look for cracked head
fins, and specify repair of any radial crack by drilling a vee notch to remove it. If a radial crack
extends to the root of a fin it may have penetrated the wall; hence, the cylinder must be
rejected.
If the cylinder base nuts were loose at disassembly, or if the base studs were loose or bent, test
the machined side of the cylinder flange for bending, which is cause for rejection.
Measure valve guides for wear, and look for scoring in their bores. Valve seats should be
inspected after refacing to make sure that their outside diameters are still less than the valve
head diameters. Exhaust valves should be checked for warpage before refacing, and all valves
should be measured in length if the stem tips were ground.
If there was any evidence of overheating of cylinder or piston, check for possible turning of the
head in relation to the barrel flange. Security between cylinder head and barrel is dependent on
metal to metal contact of cylinder barrel top threads within the head shoulder. Dark stains at this
area on both new and rebarreled cylinders is generally due to emission of thread lubricant used at
factory assembly of head to barrel.
Due to TSIO-520 engine series cylinder deSign, a perSistent oil leak (not a sealing compound leak)
may indicate the required pre-load at the head/barrel junction has been relieved and must be
investigated for possible cylinder replacement (See TCM Service Bulletin M69-7 or current revision
as applicable).
NOTE . . . Due to the choke specified for the cylinder barrel bore, a cam-controlled grinder is
required to regrind worn barrels to the maximum allowable 0.015 inch oversize dimension.
72-40-09 HYDRAULIC VALVE LIFTERS. During examination of each part, look for sludge and carbon
residues. Also check for obstructed oil holes. Inspect face of cam follower on body for any type
of damage and look for deep scoring and corrosion on exterior of tubular portion. Discard any
lifter body which exhibits any of these faults. To test roughly for excessive diametrical clearance
between hydraulic unit plunger and cylinder to check valve wear in cylinder, start dry plunger
into dry cylinder. While holding cylinder between thumb and middle finger, depress plunger with
index finger and release it quickly. Compression of air in cylinder should make plunger kick back
instantly. If plunger does not return fully, either it is excessively worn or check valve is leaking.
To check for leaking valve, repeat compression test while plugging end of oil inlet tube with other
hand. If plunger still does not kick back promptly, it and the cylinder are excessively worn. If it
does kick back on the second test, either check valve seat is worn and leaking or it is dirty.
72-40-06
Clean cylinder again and repeat first test (tube open). If plunger still does not kick back, valve is
defective. Any unit failing to pass this rough check must be discarded. Discard both plunger and
cylinder, since these parts are selectively-fitted and are not interchangeable.
72-40-10 INTAKE TUBES. Inspect intake tubes for distortion, cracks and out-of-roundness. All other
types of damage will require replacement of the part as well.
72-40-11 LUBRICATION SYSTEM. Visually inspect all parts of the system in accordance with the
instructions in Sections 72-30-03, 07 & 09.
72-40-12 FUEL INJECTION SYSTEM. Further disassembly of the fuel injection system is not recom-
mended unless proper flow equipment is available. For complete overhaul instructions, see Fuel
Injection Overhaul Manual and Parts Catalog, Form X30091A.
B. On engines equipped with pressurized magnetos, the magneto filter should be inspected at
periodic inspection. If inner content of filter is pink, moisture is present and filter should be
replaced. At the same time, inspect hoses for weather checking and leaking. Magnetos should be
disassembled and inspected at each 500 hour interval according to Magneto Service Manual.
72-40-07
Normal
Insulator tip gray tan or light
~~
brown. Few combustion deposits.
~~
Electrodes not burned or eroded.
Proper type and heat range for the
engine and service. The spark plug
should be cleaned, regapped and
tested before reinstallation.
72-40-08
72-40-14 EXHAUST SYSTEM. Before proceeding with cleaning and inspection, insure that the exhaust
system is cool. Inspection of the complete exhaust system is to be accomplished every 100 hours
of operation and at overhaul. The entire exhaust system should be cleaned and visually inspected
for condition and leaks using the following procedure.
A. Cleaning - In order to thoroughly inspect the exhaust system, components must be clean and
free of oil, grease, etc. Use a suitable solvent (such as Stoddard solvent), apply by spraying, allow
solvent to drain and wipe dry with a clean cloth.
CAUTION . .. Never use highly flammable solvents, wire brushes or abrasives to clean exhaust
systems and never use a lead pencil to mark any exhaust system component.
B. Visual Inspection - Inspection procedures for 100 hour and overhaul intervals will be the same,
except that during overhaul the complete exhaust system (except turbochargers) will be
disassembled. During 100 hour inspection, items (which might hinder inspection may be removed
except multi-segment 'V' band clamps. (See multi-segment 'V' band clamp inspection procedure,
item "G").
C. Pressurized Exhaust System Inspection - Attach a 5 p.s.i. pressure source to the exhaust
tailpipe outlet (pOSSibly a pressure/vacuum cleaner). The pressure source must be of high volume,
dust free air to support exhaust system. After 5 p.s.i. is maintained in exhaust system, apply soapy
water over system and monitor for bubbles. If bubbles are noted, investigate.
D. Stacks, Risers, Elbows - Inspect these components for burned areas, cracks and looseness.
DUring this inspection give special attention to the condition of welded areas and seams for
cracks.
E. Heater Muff - Special attention should be given in the pressurized exhaust system inspection.
If air bubbles arise with the soapy water, replace heater muff.
F. Slip joints, Figure 72-40-14A- Visually inspect slip jOints for bulging and cracks.
G. Multi-Segment 'V' Band Clamps, Figure 72-4()"14B- Clamps located between turbocharger and
tailpipe should first be cleaned using crocus cloth on the outer band of clamp assembly. Inspect
spot weld areas for cracks and looseness, inspect the corner radii of clamp inner segments for
cracks using a flashlight and mirror. If clamp has been removed and reinstalled, inspect inner
segment spacing. If inner segments contact after clamp assembly has been torqued, the clamp
assembly must be replaced. Inspect clamp outer band flatness using a straightedge, especially
within two inches of spot weld tabs that retain the "T" bolt fastener, clearance should be less
than .062 of an inCh. Clearances in excess of .062 of an inch are cause for rejection. Inner
segment and outer band contact must be 100%.
NOTE ... When replacement of clamp is required, install new clamp insuring 'V' segments go
over exhaust flanges, using a rawhide or plastic mallet, tap clamp circumferentially as clamp is
torqued. Add 55 to 65 inch pounds to turning torque of clamp nut and torque.
72-40-09
SLlPJOINT
SPOT
WELDS
INNER SEGMENTS
'---~+-- MUST NOT
CONTACT
AFTER
TORQUING
OUTER BAND
INNER SEGMENT
INNER SEGMENT
RADII
OUTER BAND CONTACT
100%
LESSTHAN
.062 INCH
CLEARANCE
[
72-40-10
72-40-15
INSPECTION CHART
Subassembly Special
And Part Inspect Nature Of Inspection Considerations
CYLINDER
ASSY.
Head & Barrel Head/Barrel Discoloration, Seepage. Clean, inspect if seepage
Junction continues, replace cylinder.
Bore Diameters Wear in ring traversed area Refer to Table of Umits tor
and step at top. Use dial- standard size bore or for
type gage set to zero near oversize bore.
open end of bore.
72-40-11
72-40-15. INSPECTION CHART (Continued).
Subassembly Special
And Part Inspect Nature Of Inspection Considerations
Base Flange If attaching nuts were found Allow not over 0.001 inch
loose at disassembly, test out-of-flat on machined
for flatness of mounting face. surface.
Pushrod Housing
Stems Looseness, leakage.
Valve Length Use height gage to detect Stretched valves may fail.
stretch and check for ra- Shortened valve may exceed
duction due to tip grinding. ability of hydrauliC lifters
to take up lash.
CONNECTING
ROD
ASSEMBLY
Bushing Inside Diameter Measure using air gauge with New bushings must be reamed
correct size air plug and within diameter limits for
master setting ring. new parts. Sharp edges must
be broken slightly. (Refer
to Table of Umits, for wear
limit for new bushing limits
and new bushing alignment
alignments).
72-40-12
72-40-15 INSPECTION CHART (Continued).
Subassembly Special
And Part Inspect Nature Of Inspection Considerations
CRANKSHAFT
ASSEMBLY
Crankshaft Main Journals Diameters, scoring, burning. Must be polished before
magnetic inspection.
CAMSHAFT
ASSY.
Camshaft Journals Diameter and fit in crankcase Excessive bearing wear may
bearings. Scoring, pitting and be compensated by enlarging
corrosion. bearing and installing over-
size shaft. Refer to "Crank-
case".
Lobes Pitting along toe line, loss Serious pitting not permis-
of slope along toe line, sible. Toe line must taper
width across heel and toe at relation of axis to rotate
center of length valve lifters.
End and Rear Nicks, peening, other Must be smooth to align gear.
Face of Flange irregularities.
72-40-13
72-40-15. INSPECTION CHART (Continued).
Subassembly Special
And Part Inspect Nature Of Inspection Considerations
CRANKCASE
ASSY.
Crankcase Valve Lifter Diameter, Scoring
Castings Guides
Oil Filler Neck Tightness Attempt to rock and pull out Must be tight in castings.
by hand only.
72-40-14
72-40-15 INSPECTION CHART (Continued).
Subassembly Special
And Part Inspect Nature Of Inspection Considerations
OIL COOLER
ASSY.
Oil Cooler Headers, Fins, Inspect visually for dents,
Core deformed fins, punctures,
stripped plug hole threads,
cracks and scratches.
Oil Temp.
Control Valve Seat Roughness.
OIL SUMP
ASSY.
Casting Tapped Holes Damaged threads, cracks
around holes.
Mounting
Surfaces Scratches, warpage, cracks.
Engine
Mounting Machined Scratches, cracks.
Brackets Surfaces
OIL PUMP
ASSY.
Housing All Areas Cracks, scratches on
machined surfaces, restric-
tions in oil holes.
72-40-15
72-40-15. INSPECTION CHART (Continued).
Subassembly Special
And Part Inspect Nature Of Inspection Considerations
Gear Bushings Bore Diameters Use Telescoping gage and Refer to Table of Umits
micrometer caliper.
Oil Pump Cover Shaft Holes Measure diameters. Refer to Table of Umits.
Tachometer Threads, Flange Thread distortion, warped See that old oil seal was
Drive Housing Seal Bore mounting surface, scored removed.
seal counterbore.
STARTER
ADAPTER
ASSEMBLY
Adapter All Areas Cracks, scratches on
machined surfaces, damaged
tapped holes.
72-40-16
72-40-15. INSPECTION CHART (Continued).
Subassembly Special
And Part Inspect Nature Of Inspection Considerations
INDUCTION
SYSTEM
Intake Manifold Flanges Check tor warping by placing
flanges on surface pla~e.
Look tor cracks.
72-40-17
72-40-15. INSPECTION CHART (Continued).
Subassembly Special
And Part Inspect Nature Of Inspection Considerations
FUEL
INJECTION
SYSTEM
Fuel Pump All Areas Cracks, damaged mounting
Adapter holes, inspect tapped holes.
Measure bore diameter.
Fuel Injection
Control Assy.
Fuel Manifold
Valve Assy.
72-40-18
72-40-15. INSPECTION CHART (Continued).
Subassembly Special
And Part Inspect Nature Of Inspection Considerations
MAGNETO
AND
ACCESSORY
DRIVE
ASSEMBLY
Adapter Gear Bushing Measure bore diameters. Refer to Table of Limits.
72-40-19
INTENTIONALLY
LEFT
BLANK
72-40-20
SECTION 72-50
ASSEMBLY OF SUBASSEMBLIES
72-50-01
INTENTIONALLY
LEFT
BLANK
72-50-02
72-50-00 ASSEMBLY OF SUBASSEMBLIES
72-50-01 GENERAL
NEW PARTS. Parts which require protection from atmospheric dust and moisture are wrapped
or boxed individually or in sets. These must not be unpacked until they are ready to be
installed, this includes precision bearing inserts and anti-friction bearings. Check other new
parts on receipt for transit damage. Refer to the parts catalog, Form X30579A for part number
of the complete gasket set, the main bearing set, the piston ring set, and sealants and
lubricants, per Chapter 1. All of which must be on hand when work is started. Use only new
shakeproof or split lockwashers, tab washers, elastic stop nuts, cotter pins and annealed,
corrosion-resistant lockwire.
TIGHTENING TORQUES. The accuracy of any torque indicating wrench depends on a smooth
application of force. Do not back up a nut or bolt and leave it in that condition. If part is
accidentally tightened too much, loosen it and retighten it to a value within the specified
limits. If a nut slot cannot be aligned with a cotter pin hole within the specified limits,
substitute another serviceable nut. If the cotter pin hole in stud lies beyond the nut slots
when the nut has been tightened properly, the stud has been improperly installed or has
backed out, or the attached part has been reduced in thickness, or either nut or washer is
incorrect part for that location. The situation must be corrected by whatever replacement is
indicated by inspection.
72-50-03
TABLE OF TIGHTENING TORQUES FIGURE 72-50-01B.
*Torque to low limit • if cotter pin will not enter, increase torque gradually up to
high limit only. If cotter pin will not enter in this range, replace nut and repeat. In
no case shall nuts be torqued below low limit or over high limit.
NOTE . . . Torque loads listed are for use with oil on threads. If cotter pin holes must be
aligned, set torque wrench at low limit and tighten nut to first hole beyond this torque,
except for connecting rods. Stud driving torques apply when studs are coated with lubricant or
sealer.
FINAL CLEANING. Immediately before assembling a group of parts, they should be washed in,
or sprayed with, a clean solvent and dried with dehydrated compressed air.
LUBRICATION. Immediately after final cleaning and before installation, coat all bare steel
surfaces and journals with clean engine lubricating oil, except where special lubricants are
mentioned in the text. In some instances where gears and other running parts are accessible
after assembly in a housing, additional oil should be applied to assure full coverage. Before
installing tapered pipe plugs or straight thread plugs. To prevent seizure and leakage of oil,
coat the male threads with anti-seize compound. Coat both sides of gaskets with lightweight
tight seal compound to assure a perfect seal and to counteract the permanent "set" caused by
compression.
72-S0-02 OIL PUMP ASSEMBLY TSIO-S2o-C,G,H,M,P,R & AF. (See Figure 72-1o-13A).
A. Install by-pass valve assembly (37 thru 40) using new gasket (38).
B. If oil pressure relief valve setting has been lost in disassembly. turn adjusting screw (36)
into relief valve housing (31) about halfway. Secure with copper washer (29) and nut (28).
Install new gasket (32). seat (35). spring (34) and plunger (33) onto adjusting screw and
assemble into housing (4).
C. Install driven gear assembly (26. 27) on shaft. Install driver gear assembly (24, 25) in
pump housing to mesh with driven gear.
D. Apply Permatex and silk thread to parting surface and install scavenge pump housing. (See
Chapter 70 Standard Practices).
72-S0-0S
E. Place Woodruff key (22) in oil pump drive gear slot and install scavenge pump driver gear
(21). Install scavenge pump driven gear assembly (19. 20) in scavenge pump housing to mesh
with driver gear. Install bevel gear (23) on oil pump drive gearshaft. Apply Permatex and silk
thread to parting surface. (See Chapter 70 Standard Practices).
A. Install by-pass valve assembly (36 thru 39) using new gasket (38).
B. If oil pressure relief valve setting has been lost in disassembly. turn adjusting screw (11)
into relief valve housing (13) about halfway. Secure with copper washer (15) and nut (16).
Install new gasket (12). seat (10). spring (9) and plunger (8) onto adjusting screw and
assemble into housing (2).
C. Install driven gear assembly (6, 7) on shaft. Install driver gear assembly (17. 18) in pump
housing to mesh with driven gear.
D. Apply Permatex and silk thread to parting surface and install scavenge pump housing. (See
Chapter 70 Standard Practices).
A. If oil pressure relief valve setting has been lost in disassembly, turn adjusting screw (10)
into relief valve housing (12) about halfway. Secure with copper washer (14) and nut (15).
Install new gasket (11). washer (9), spring (8) and plunger (7) onto adjusting screw and
assemble into housing (2).
B. Install driven gear (5, 6) on shaft in housing (2). Install driver gear (16) in pump housing
to mesh with driven gear. Apply Permatex and silk thread to parting surface. (See Chapter 70
Standard Practices).
B. If oil pressure relief valve setting has been lost in disassembly, tum adjusting screw (13)
into relief valve housing (15) about halfway. Secure with washer (17) and nut (18). Install new
gasket (14), seat (12), spring (11) and plunger (10) onto adjustable screw and assemble into
housing (2).
C. Install driven gear assembly (8, 9) on shaft. Install driver gear assembly (19, 20) in pump
housing to mesh with driven gear.
D. Apply Permatex and silk thread to parting surface and install scavenge pump housing. (See
Chapter 70 Standard Practices).
B. Press bearing (33) onto worm shaft (36) until seated against flange. Install spring (35).
Woodruff key (37) and worm gear (34). Insert assembly into adapter and install retaining ring
(32).
D. Lubricate spring, sleeve and shaftgear liberally with clean oil. Press worm wheel and
spring assembly onto shaftgear (31). Install "0· ring (26) on shaft (31). Insert shaftgear and
worm wheel assembly into adapter. Make sure worm wheel and worm gear teeth are aligned.
E. Compress and install retaining ring (24) in cover (20). Press in ball bearing (25) and
new oil seal (23), with seal lips toward retaining ring. Insert sleeve (22) into seal.
F. Install gasket (21) and cover assembly on adapter and secure with attaching parts
(17,18,19).
B. Install scavenge pump in housing and install cover with keyways aligned. Cover is to be
secured with TCM Gasket Maker 646942 on the four countersunk screws. Use extreme care to
avoid Gasket Maker spillover.
C. Use a new gasket (15) and install assembly on the starter adapter. Torque attaching parts
to value specified in Table of Limits.
D. Install spacer (5) on shaft and slide on sheave (4). Install washer (3), lockwasher (2) and
nut (1). Tighten nut to a torque value of 400-450 in.lbs.
NOTE . . . The sheave is not keyed to the shaft, therefore, there are no timing marks for the
engine on the sheave. The engine timing marks are located on the outside diameter of the
propeller flange. When the TC mark is lined up with the lower crankcase splitline, No. 1
cylinder is at TDC.
Each cylinder should have its position number (1 thru 6) stamped on edge of base flange.
After disassembly, cylinders should be laid on a bench in order of position number. Place
piston, pin and ring assemblies in front of each cylinder in the same order. Piston number will
be towards propeller flange. Mark any new cylinder and/or piston accordingly.
A. Spread a film of "Molyshield" grease on valve stems (27, 28) and insert them in cylinders
to which they have been lapped. Grasp valve stems and lift cylinder onto a post which will
support valve heads. Clamp cylinder base flange to prevent it from rising. Again apply
"Molyshield" to valve stems.
B. Place valve spring retainers (26) over valve guide (31), cupped side up. Install seals onto
intake valve guides. Install inner and outer valve springs (24, 25), per instructions in Fig. 72-
50-07, and rota coils (23). Compress springs and. install keys (22). Make certain keys are
properly seated before releasing pressure on springs. Remove cylinder from fixture and set it
upright on a bench. Strike end of each valve stem sharply with a rawhide mallet to set stem
keys. After valve mechanism has been assembled check valve spring height according to
dimensions given in Table of Limits Figure 72-30-08.
A. Reassemble the straight valve cylinder components in the same manner as the inclined
valve cylinder. Note that there is one common rocker shaft for both va/ve rockers which is
secured by the tab washer (25) and screw (24).
B. Install the O-ring (33) on the cylinder end of the pushrod housing and the washer (32)
and O-ring (33) on the crankcase end. When the cylinder and pushrod housings are installed
on the crankcase, secure the pushrod with clip (35) and washers and nuts (36, 37).
SPRING·VALVE, INNER
SPRING·VAL VE, OUTER
RETAINER
VALVE GUIDE
INSERT
INSTALLED -....----=..ilill
SPRING
HEIGHT
SEE DIMENSIONS
IN TABLE
NOTE:
OF LIMITS
INNER AND OUTER SPRINGS MUST
BE INSTALLED AS SHOWN, WITH
CLOSED COILS TOWARD CYLINDER
HEAD.
A. Lubricate piston (38 or 45) and rings (39 thru 42) or (46 thru 48) liberally with Grade 50
MHS 27 oil.
B. Position first and third ring gaps on the top of piston. Position second and fourth ring
gaps so they will be 1800 apart from first and third ring gaps, as applicable.
A. On inclined valve cylinders install a washer (16), packing (17) and washer (16) on
cylinder end of housings (14).
C. On straight valve cylinders install o-ring (33) on cylinder end of housings (31).
O. Install washer (32) and packing (33) on crankcase end of housings (31).
NOTE ... Torque values are specified in Table of Umits, Section 72-30-08.
A. Lay crankshaft on a bench with a notched wood block under front and rear journals.
B. Attach two sixth order counterweights (17) to crankcheek No.2 with two pins (14) each
and install retaining plates and rings (13, 12). Attach one fourth order and one fifth order
counterweight to crankcheek No.5. Install pins (14, 15, 16) and secure with plates (13) and
retaining rings (12). Install retaining rings with the flat or rough side to the outside.
C. Layout connecting rods, caps, bolts and nuts (5 thru 9) opposite crankpins according to
position number stamped on bolt bosses. Install new bearing insert in each rod and cap their
ends project the same distance.
O. Lubricate and install each rod and cap with numbers on top when odd number rods are
extended to the right and even numbers to the left. Attach them with special bolts (7) and
slotted nuts (6). Tighten nuts to specified torque and secure each with a cotter pin (5).
E. Heat crankshaft gear (26) to 300° F., align gear dowel hole with crankshaft dowel (31)
and tap gear onto crankshaft. Attach gear to shaft with six screw (25) to specified torque and
secure head with lockwire. (See Chapter 70 Standard Practices).
F. Remove spring (27) and reinforcing ring (28) from oil seal (29). Unhook the spring ends
using and unwinding motion. Wrap spring around shaft in seal area, turn spring ends in an
unwinding direction, then join and allow one end to wind into the other end. Oil propeller
flange, shaft and 1.0. of seal liberally with clean engine oil. Squeeze oil seal until egg-shaped
and start seal over propeller flange, groove side toward the rear. Work seal carefully, to
prevent damage to the lip, upward over the flange. Placing a lightly oiled plastic bag over the
prop flange will help protect the seal. Also, a special tool, Borrough's Tool and Equipment
Company PIN 5209, is available (See Section 1-20-00 Item 76). After the seal is on the shaft,
wipe any oil from the 0.0. of the seal. The 0.0. of the seal is to be dry when installed in
the crankcase. No sealing cement or compound is to be used. Install the reinforcing ring,
working 0.0. of seal over ring to insure a snug fit. Install spring in cavity in seal.
G. Install governor oil transfer collar (20 thru 24) and secure with nuts (19).
NOTE . . . Install gear in proper position so that timing marks are in line with the No. 2
throw when at TOC (See Figure 72-60-02).
A. Tap a Woodruff key (3) on front end of camshaft (7) and install bevel gear (2).
B. Install gear (5), cluster gear (6), secure with four screws (4) and safety as required.
A. Replace any pipe plugs which were removed during previous operations.
B. Install O-ring (32) and gasket (31) on special plug (30); install in right crankcase.
Tighten and secure with lockwire.
C. Install new gasket (38), governor pad cover (37) and secure with attaching parts (36, 35,
34,33).
D. If mount brackets (71) were removed, reinstall them and attach with parts (70, 69, 68).
E. Lay crankcase halves open side up. If squirt nozzles (84), were removed, reinstall them.
Lubricate all camshaft bearings and main bearing inserts. Install main bearings (2, Figure 72-
10-17) so that bearing ends project equally.
F. Install oil transfer collar clip (83) and secure with the screws (82). Insure that the safety
wire end is trimmed and positioned so that the oil transfer collar will rest flush and even
against the collar Clip (83) to prevent costly damage to the collar and crankshaft. (See
Chapter 70 Standard Practices).
NOTE ... Torque values are specified in Table of Umits (Chapter 72-30-08).
CAUTION . . . Use only a fuel soluble thread lubricant (TeM part #646940) on any fuel
injection system connection fitting.
NOTE . . . General instructions for reassembly of fuel injection components will apply to all
engine models.
NOTE . . . The fuel injection equipment is calibrated with plugs and fittings intact. Removal
of any of these parts could allow small metal shavings to become lodged in the equipment.
Prior to reassembly, any replacement fittings should be screwed into proper size holes in a
block of soft wood to reduce the likelihood of metal particles entering the system.
NOTE . . Install plugs and any necessary replacement connection fittings in proper ports of
fuel injection components. (See Figure 72-S0-10 A thru H).
1. Place control unit (23) against throttle body (24) and attach with tab washers (14)
and bolts (13). Tighten bolts and bend ear of tab washers to flat side of hex head on
bolt. Install shroud (12) on bolts and attach with washers (ii, 10) and nuts (9).
2. Place wave washer (17) on link rod (22) and insert into throttle lever; then attach
with washer (16) and cotter pin (15).
3. Slide spring (21) and rod end (20) onto link rod (22) and attach elastic stop nut (19)
to link rod. Place wave washer (17) on rod end (20) and insert rod end into control unit
lever. Secure with washer (16) and cotter pin (1S). Final adjustment will be established at
final assembly.
1. Reassemble turbo control unit (37) to throttle body. Place control unit (18) against
throttle body (19) and attach with washers (9) and bolts (8). Attach fuel pressure
regulator (30) to throttle assembly (19), following airframe manufacturer's instructions.
Install fittings (31, 32, 33 & 36) and tubes (34, 35). Install new wave washers (12) on
link assemblies (13 thru 17), and install link assemblies on turbo control, throttle & fuel
control, secure with washers (11) and cotter pins (10). Final adjustment will be
established at final assembly.
1800
I
_ _ _ _ _ _ _ _. 1 ,
I
00
A B C
TSIO-S20-CE 90· ELBOW (270·) 90° ELBOW (270°) 45° ELBOW (135°)
JULY1987 72-S0-11
0°
D C
D
\ \
A B C 0 E
TSIO-520-C,G,H 90° ELBOW (0°) 90° ELBOW (180°) NIPPLE UNION 45° ELBOW -
TSIO-520-M,P,R,AF 90° ELBOW (0°) 90° ELBOW (180°) NIPPLE UNION 45° ELBOW 45° ELBOW (135°)
TSIO-S20-T,AE 90° ELBOW (270°) 90° ELBOW (270°) - - 90° ELBOW (225°)
90° ELBOW (0°)
72-50-12
270 o _ _ _ __ _ _ _ _ _ 90 0
2700-----#~~-------~------- ~-------------~+_~--~---900
72-50-13
c
E F
...... ,..--- 90°
--.
FIGURE 72-S0-10E. FUEL PUMP FITTING LOCATIONS FOR TSIO-S20-AE.
Outlet Vapor SIC Press. Seal SIC Press.
Inlet
Return Fitting Drain Fitting
Fitting Fitting
Fitting Fitting
A B C 0 E F
130° 200° 0° 0° 0°
TSI0-520-M,P,R 45° Elbow 900 Elbow 90° Elbow 90° Elbow Elbow (270°) Adapter
(235°) (90°) (60°) (15°) Connector
Adapter Connector
45° Elbow 45° Elbow
(100°) (0°)
frSl0-520-AF 45° Elbow 90° Elbow 90° Elbow 90° Elbow Elbow (270°) Adapter
(235°) (90°) (60°) (350°) Connector
Adapter
45° Elbow 45° Elbow
(100°) (90°)
goO Elbow
ITSI0-520-CE 45° Elbow 90° Elbow
(90°)
90° Elbow
(60°)
Nipple (90°) Adapter
Connector
-
(235°) (0°)
Adapter
45° Elbow 45° Elbow
(100°) (90°)
FIGURE 72-S0-10G .. AIR THROTTLE & METERING ASSEMBLY FITTING LOCATIONS FOR TSIO-S20-AE.
72-60-01 General
72-60-02 Crankcase
72-60-03 Cylinders and Pistons
72-60-04 Oil Pump
72-60-05 Fuel Pump
72-60-06 Starter Drive Adapter
72-60-07 Alternator Assembly
72-60-08 Magneto and Accessory Drive Adapters
72-60-09 Oil Cooler
72-60-10 Valve Mechanism
72-60-11 Oil Sump
72-60-12 Induction System
72-60-13 Fuel Injection System
72-60-14 Magneto Drive Gears
72-60-15 Placing Crankshaft in Timing Position
72-60-16 Magnetos
72-60-17 Ignition Harness
72-60-18 Fuel Unes & Hoses
72-60-19 Exhaust System
72-60-01
INTENTIONALLY
LEFT
BLANK
72-60-02
72-60-00 FINAL ASSEMBLY
72-60-01 GENERAL Apply clean engine lubricating oil liberally to all bare steel surfaces, journals,
bearings and bushings, before and/or after installation, depending on accessibility, except
where special lubricants are mentioned.
(See Table of Tightening Torques and Instructions, Section 72-50-01A, B & C).
Wherever possible, measure clearances of running parts as they are installed. When end clearances
and backlashes cannot be measured with normal thickness gages due to the inaccessible position of
the parts, test for binding and excessive looseness possible by moving the running parts.
Unless the atmosphere is unusually free of dust and airborne grit, it is advisable to cover openings
as soon as possible and to cover assemblies and the partial engine assembly whenever they are not
in the process of being assembled. Cover all openings into which small parts might be dropped.
72-60-02 CRANKCASE (See Figure 72-10-15, 72-10-16, 72·10-17 & 72-60-02A thru D).
B. Lubricate all main bearing inserts, crankshaft journals and install thrust washers. Lift
crankshaft assembly by No. 1 connecting rod and propeller flange. With the aid of an assistant
holding up Nos. 3 and 5 connecting rods, carefully lower assembly into position in left crankcase
bearings with oil seal positioned so it enters the seal cavity in the crankcase. The connecting rod
position numbers, if properly installed, will be toward the upper case flange. Carefully lay odd
numbered rods on the upper case flange.
C. Insert governor driven gear (See Figure 72-10-16) into its bearing.
D. Lay camshaft assembly in its bearings in left crankcase. Mesh spur gear teeth with those of
crankshaft gear so that timing marks are aligned in the manner illustrated in Figure 72-60-02B at
No.1 T.D.C. position. Tum governor driven gear to mesh it with driver gear.
E. Measure crankshaft end clearance either with a feeler gage or a dial indicator set at zero
against the propeller flange. Measure camshaft end clearance at either end of its rear main bearing.
See Table of Umits, Section 72-30 for allowable tolerances. (Refer to Chapter 70 for proper
application).
F. (See Figure 72-10-17). Install idler gear assembly and support pin in left crankcase as
illustrated (Figure 72-60-D2A) with bushing thrust to rear.
G. Spread a thin film of No. 3 Aviation Permatex on the crankcase parting flange to be threaded
only. Lay lengths of No. 50 silk thread on parting flange. Thread should be inside the bolt holes
but never on the edge. (See Chapter 70 Standard Practices).
I. Lay right crankcase subassembly on the left case. Take care not to displace or damage the
crankshaft oil seal or governor oil transfer sleeve O-rings. Make sure thrust washers are in place.
72-60-04
56 56
0 0
39 52 50 48 46 45 47 49 51 53 53 51 49 47 45 46 48 50 52 39
54 01.0 \Qr B B 19- B 10 10 e.- 55 55:.g 19r \9- .,g,. ...g, "19- ...g, ..g. ~ 54
19- 57 57 .0
19-
10 14 16 5 7 o 23 25 0
o 12 1 0 _ 0 3 0
o 19 0 21 41
28
B~
28 0 0
30
()
0
27
44
4 0 0 2 22 0
90 8 6 40
29° 90 038
ASSEMBLY PROCEDURE
3. Install cylinders 4 and 5. Tighten stud nuts (2,~,5,6,7&8) and thru bolts (1,4&9) to 300-400
inch Ibs. in sequence shown.
4. Install cylinders 2 and 3. Tighten stud nuts (11,12,14,15,16,&17) and thru bolts (10,13,&18) to
300-400 inch Ibs. in sequence shown.
5. Install cylinder No.6. Tighten stud nuts (20,21,23,24,25&26) and thru bolts (19,22,27,28&29) to
300-400 inch Ibs. in sequence shown.
6. Install cylinder No.1. Tighten stud nuts (31,32,34,35,36&37) and thru bolts (30,33,&38) to 300-
400 inch Ibs. in sequence shown.
7. Torque thru bolts and stud nuts 1 thru 38 to the correct torque values in sequence shown.
8. Tighten bolts No. 39 thru 57 in sequence shown to torque specified on the chart listed below.
NOTE . . . Repeat torquing sequence (1-57) to insure that all thru bolts and stud nuts have
been torqued to the correct value.
690-710 . 1,4,10,13,19,22,30,33
440-460 . 9,18,27,28,29,38
275-325. 39
180-220. 40-57
February 1989 72-S0-05
NOTE . . . Support connecting rods with the old cylinder head O-rings as shown in Figure 72-
60-020.
J. Insert (Figure 72-10-15) two through bolts (64) at front of crankcase, one through bolt (65)
in front of No. 5 cylinder mount pad, seven through bolts (67) through cylinder mount pads and
four through bolts (66) below camshaft level. Tap all of these through to a centered position
witt: a non-marring hammer. These bolts align crankcase castings and bearings.
K. Install a spacer and flanged nut on the following: Two front thru bolts, two thru bolts
ahead of No.5 cylinder pad and upper rear thru bolt nearest magneto mount pad.
L. Install fuel manifold valve over crankcase flanges. Install spacer (28), lifting eye (27) and
secure with attaching parts (26, 25, 24, 23, 22, 21). Install attaching parts (60 through 63).
M. Install one bolt (47) washers (48, 49) at left rear, one O-ring (50), two bolts (47) washers
(48, 49) at right rear and one bolt and washer (47, 48) at right front. Do not tighten any parts
in this group at this time.
N. Seat gasket (42) and idler gear support pin (41). The eccentric shoulder must be away from
crankshaft. Do not install attaching parts.
P. Install two O-rings (54), one bolt (55) and attaching parts (53, 52, 51) in the upper rear
case hole and tighten nut.
Q. Attach right crankcase mount brackets to case and secure to assembly stand. Rotate stand
until engine is upright as shown in Figure 72-60-020.
R. Install, but do not tighten idler gear support pin attaching parts (39, 40).
72-60-06
72-60-03 CYUNDERS AND PISTONS (See Figures 72-10-14 & 72-60-03).
A. Before installing each cylinder and piston, rotate crankshaft to place connecting rod in its
outermost position.
B. Dip piston pin in lubricating oil before installing piston and connecting rod. Lubricate all
cylinder head studs before installation of cylinder assemblies to crankcase. Lubricate piston and
rings liberally with engine lubricating oil.
C. Piston ring gaps should be positioned 180° apart with the first or top ring gap toward top
of piston.
D. Install pistons and cylinders in desired order. It is suggested that Nos. 4 and 5 be installed
first to minimize turning of the crankshaft and to prevent excessive unbalance. Turn the
crankshaft for Nos. 2 and 3 and install the assemblies. Then turn the shaft for Nos. 1 and 6,
and install the last two assemblies.
E. Place the piston over the connecting rod with the position number on its head forward.
Push the pin through until it is centered.
F. Hang a piston ring compressor on the piston skirt. Holding the cylinder in left arm, center
the compressor over the piston rings and compress them fully. Push the cylinder onto the
piston, forcing the compressor off the piston.
G. Remove the ring compressor and start the cylinder base flange onto the holddown studs.
Make sure the base flange packing ring is in place and not twisted. Seat cylinder barrel flange
on crankcase cylinder pad. Install, but do not tighten, attaching parts (18, 19) or (42. 43). Top
four nuts should be installed first.
H. After installing all pistons and cylinders, tighten and torque nuts according to sequence
shown in Figure 72-60"()2C. Torquing Sequence.
A. Remove two sets of attaching parts (6, 7, 8) and separate tachometer drive and scavenge
pump cover from scavenge pump.
B. Spread a thin film of No. 3 Aviation Permatex on the rear parting surface of the scavenge
pump body (18). Lay No. 50 silk thread inside bolt holes and studs. but clear of edge. (See
Chapter 70 Standard Practices).
C. Install cover and secure it as before, with two sets of attaching parts.
72-60-08
D. Without delay, lubricate pump shaft splines and install gasket and pump assembly on
crankcase studs. Install attaching parts and torque to values specified in Table of Umits,
Section 72-30-08).
B. Install gasket sealant on one side of gasket (1) and place on crankcase studs. Install pump
and secure with attaching parts. Install filter (26).
A. Remove two sets of attaching parts and remove tachometer drive and pump cover.
B. Spread a thin film of No. 3 Aviation Permatex on the rear parting surface of the oil pump
housing. Lay No. 50 silk thread inside bolt holes and studs, but clear of edge. (See Chapter 70
Standard Practices).
C. Install cover and secure it as before, with two sets of attaching parts.
D. Without delay, lubricate pump shaft splines and install gasket and pump assembly on
, crankcase studs. Install attaching parts and torque to values specified in Table of Umits,
Section 72-30-08.
E. Tighten oil filter cap and left-hand threaded tachometer drive housing.
B. Install gear in pump. Install new gasket and mount fuel pump and vapor separator on
crankcase studs. Secure with four sets of attaching parts.
A. Apply a thin coat of TCM Gasket Maker PIN 646942 to the crankcase surface only.
CAUTION . .. Sealant must be applied sparingly to prevent contamination of the engine oil
system.
NOTE . . . Tum gears by hand to be certain they mesh freely before installing sub-assembly
on crankcase mount pad.
B. Lubricate spur gear and mesh it with crankshaft gear as adapter is placed in position. Seat
adapter against gasket. Secure adapter assembly to crankcase with attaching parts.
72-60-09
A. Place two new gaskets (13), one on each upper rear mount pad so that oil holes in
gaskets are aligned with crankcase oil outlet holes.
C. Install two adapter assemblies with oil holes aligned to crankcase oil outlet holes. Secure
both with attaching parts (1, 2, 3, 6, 5, 4 and 10, 9, 8).
A. Install new gasket (10) on crankcase studs. Install oil cooler end plate (9) on crankcase.
Secure with attaching parts (8, 7, 6).
B. Install new gasket (5) and oil cooler (4) on oil cooler end plate. Secure with attaching
parts (3, 2, 1).
C. For engine models TSIQ-520-AE, CE & T install new gasket (14), adapter (15) and secure
with attaching hardware (16, 17, 18).
B. Lubricate exterior surface of each hydraulic valve lifter just prior to installation. Apply oil
to socket, but not into body oil holes. Install all valve lifters.
C. Install six pushrod housings nearest to engine mount brackets first, since compressor must
lie close to horizontal in order to clear crankcase flange.
D. On inclined valve cylinders using spring compressor with spring (15) washers (16) and
packing (17) already installed on pushrod housing, insert crankcase end of housing into
crankcase guide compressing spring until other end with washers (16) and seal (17) already
installed can be aligned with cylinder head opening. Move assembly outward until housing seal
has entered cylinder hole. Release spring slowly until it is free and remove spring compressor
(see figure 72-60-10).
On Straight valve cylinders with o-rings (33) and washer (32) installed insert cylinder
end of housing (31) into cylinder hole, align crankcase end of housing with crankcase guide
and slide housing assembly into crankcase. Secure push rod housing assemblies using spring
clip (35), washer (36) and nut (37).
E. before installing valve-actuating parts on each cylinder, turn crankshaft until cam lobes
for that pair of valve lifters are on the the base circle and not on the ramp.
F. Install lubricated pushrods (13) or (34) and seat them in valve lifter sockets. Install proper
rocker assembly (9, 10, 11) or (20, 21, 22) thrust washers (12) on inclined valve cylinders and
insert rocker shaft (8) or (23). Une up hole in shaft with hole in rocker shaft boss. Install
rocker shaft retaining screw (6) or (24) and washer (7) or (25), secure with safety wire).
NOTE ... Be sure to lubricate all moving parts liberally with engine oil.
G. Install all pushrods and rockers in other cylinders in same manner. Install valve rocker
covers (4) or (27), gaskets (5) or (26), and secure with attaching parts (1, 2, 3) or (28, 29,
30).
72-60-10
FIGURE 72-60-10. INSTALLING PUSHROD HOUSING.
FIGURE 72-60-11. BOTTOM VIEW WITH VALVE MECHANISM AND OIL SUMP SUCTION TUBE.
72-60-11
72-60-11 OIL SUMP, TSIO-520-C, G, M & T
(See Figure 72-10-09A).
A. Place a new gasket (12) on crankcase suction tube pad and position suction tube assembly on
crankcase.
B. Attach suction tube assembly (11) to crankcase with two slotted screws (8) and two sets of
screws and washers (9, 10). Torque screws (9) to value specified in Table of Tightening Torques,
Section 72-50-01, Lockwire Screws. (See Chapter 70 Standard Practices).
C. Spread a film of TCM Gasket Maker PIN 646942 between sump (6) and gasket (7), position it
on the crankcase.
D. Install sump on crankcase with attaching parts (5, 4, 3). Make sure plug and gasket (1, 2) are
installed and tight.
A. Place new gasket (12) on crankcase suction tube pad and position suction tube assembly on
crankcase.
B. Attach suction tube assembly (11) to crankcase with two slotted screws (8) and two sets of
screws and washers (9, 10). Torque screws (9) to value given in Table of Tightening Torques,
Figure 72-50-01, Lockwire Screws (See Chapter 70 Standard Practices).
C. Spread a film of TCM Gakset Maker PIN 646942 between sump (6) and gasket (7), position it
on the crankcase.
D. Lay sump on crankcase and install attaching parts (3, 4, 5). Make sure plug and gasket (1, 2)
are installed and tight.
A. Push a new applicable hose on either end of intake manifold elbows. Slide one hose clamp to a
position midway on overlapping portion. Tum each clamp so that a screwdriver can be aligned with
its screw and yet clear of stand when tube is installed. Tighten screw only enough to hold hose in
position.
B. Place a hose clamp on each end cylinder intake tube so it faces center tube. Push end tubes
into hose previously installed on center intake tubes. Work hose clamps over ends of hoses, but not
past bead. Do not tighten at this time.
C. Push a hose on each front and rear intake tube and install a clamp on overlapping portion
behind tube bead. Tighten these clamps.
D. Lay a new gasket on intake flange of each cylinder. Position each assembly of tubes and hoses
on proper bank of cylinders and adjust each tube so it seats squarely on cylinder port.
E. Attach each intake flange to its cylinder with four sets of attaching parts. Torque to value
specified in Table of Torque Values, Figure 72·50-01. Position clamp on two center hoses on each
side inside tube beads and tighten.
72-60-12
F. Install clamps and bracket on balance tube. Push tube ends into connecting hoses installed on
front intake tubes. Position clamp and secure bracket to sump with two sets of attaching parts.
Position clamp assemblies, between tube and elbow, over beads and tighten. Turn engine upright.
A. Install sleeve (5) over nozzle using new gaskets (6) and washers (7). Compression seal (8) on
sleeve can be replaced if necessary. Install air manifold tubes (3, 4) on each bank. Install hose
between 2-4-6 side and 1-3-5 side air manifold tubes.
B. Push hose clamp on both elbows (25, 26) and push elbows into connecting hoses of rear intake
tubes. Position clamps and tighten only enough to hold tubes.
C. Secure support bracket (33) to upper magneto drive adapter studs and idler gear support studs
with attaching parts (4, 5, 6, Figure 72-10-07).
D. Position air throttle assembly on lower bracket and secure with attaching parts (28, 29). Place
hose clamps over each hose (24) on elbows (25, 26) and work hoses onto throttle body. Position and
tighten clamp. Secure support bracket to air throttle body with attaching parts (31, 32).
A. Install sleeve (3) over nozzle using new gaskets (6) and washers (5). Compression seal (4) on
sleeve can be replaced if necessary. Install air manifold tubes (1, 2) on each bank. Install hose
between 2-4-6 side and 1-3-5 side air manifold tubes.
B. Loosely assemble intake elbows and install on the respective cylinders using new gaskets (29).
Tighten finger tight. Install balance tube (16) and secure bracket (17) to sump rail. Position hoses
and secure clamps. lighten intake tube attaching parts to specified torque.
C. Loosely assemble intake elbows (25) to air throttle body (20). Position assembly and secure with
hose clamps (19).
D. Secure adapter (11) to air throttle body and control assembly using new gasket (12) with four
sets of attaching parts. Use new gasket (30) and mount overboost valve on adapter. Secure with
attaching parts (7, 8, 9).
A. Install sleeve (28) over nozzle using new gaskets (29) and washers (30). Compression seal (31)
on sleeve can be replaced if necessary. Install air manifold tubes (18) on each bank. Install hose
between 2-4-6 side and 1-3-5 side air manifold tubes.
B. Push new hoses (6) and clamps (7) onto intake manifold elbows and assemble loosely.
C. Using new seals, washers and springs, attach intake manifold assemblies to cylinders with
washers (32, 33) and screws (34).
D. Attach elbows (15, 16), throttle (35) and balance tube (9) to intake manifold assemblies using
new hoses (6) and clamp assemblies (8).
E. Attach balance tube (9) to engine using attaching hardware (10 thru 14).
72-60-13
F. Install junction block (19) on engine, connect hose (27), tubes (25, 26) to junction block (19).
Using tee (23), connect tubes (22, 24) to tube (25) and air reference lines (18).
A. Install sleeve (28) over nozzle using new gaskets (31) and washers (30). Compression seal (29)
on sleeve can be replaced if necessary. Insta" air manifold tubes (22) on each bank. Insta" tubes
(20, 23, 24, 25) & Tee (21) between 2-4-6 side and 1-3-5 side air manifold tubes.
B. Push hose clamp on both elbows (11, 12) and push elbows into connecting hoses of rear intake
tubes. Position clamps and tighten only enough to hold tubes.
C. Secure support bracket (35) to upper magneto drive adapter studs and idler gear support studs
with attaching parts (4, 5, 6, Figure 72-10-07).
D. Position air throttle assembly on lower bracket and secure with attaching parts (39). Place hose
clamp over each hose (7) on elbows (11, 12) and work hoses onto throttle body. Position and
tighten clamp. Secure support bracket to air throttle body with attaching parts (36, 37).
A. Lubricate fuel pump drive gear (38) and install into crankcase with plug (39).
B. Coat both sides of gaskets (33, 37) with a film of TCM Gasket Sealant PIN 642188. Insta"
gasket (37), on mounting studs and slide fuel pump adapter (36) with seal (35) over studs. Insta"
gasket (33), insulator (34) and gasket (33); then install fuel pump (32) and secure with four sets of
attaching parts (29, 30, 31). Install shroud (28) and secure with attaching parts (25, 26).
C. Install one hose assembly (5) from metering unit to manifold valve and two hose assemblies (6,
7) from fuel pump to metering unit. Also connect tube assembly (1, Figure 72-10-08A) from junction
block to fuel pump.
A. Before installing any new fittings, be sure there are no burrs which could flake off and enter
the fuel stream.
B. Coat one side of fuel pump gasket (1) with TCM Gasket Sealant PIN 642188, and install on
crankcase studs.
C. Uberally coat gear (42) and coupling (44) with clean engine oil and install. Install pump (2)
with shroud (6) in place. Secure with attaching parts (3, 4, 5).
D. Reassemble manifold valve and bracket (27 thru 38) and install on crankcase at 8th and 9th
bolts from the nose.
E. Install throttle body (18) on intake elbows. Install hose (24) and hose (23).
F. Install nozzles (40) in sleeves. Attach fuel discharge tubes (39) to nozzles and fuel manifold
valve (27). Secure tube to bracket (45) with clamp (46).
72-60-14
72-60-13 FUEL INJECTION,
TS10-520-CE (See Figure 72-10-06C).
B. Coat both sides of gasket with TCM Gasket Sealant PIN 642188, install gasket (29) and fuel
pump (25) using attaching hardware (22 thru 24).
C. Install fuel nozzles (3) in cylinders. Install manifold valve (4) on crankcase, connect six fuel
discharge tubes (2) to manifold valve (4) and injectors (3), secure with clamp (1).
D. Install throttle assembly (19) on crankcase using attaching hardware (39, 40, 42 & 43), recon-
nect hose assembly (5) to manifold valve (4) and control unit (18). Reconnect hose assemblies (6 &
7) to fuel pump (25) and control unit (18).
A. With engine in upright position, insert one pressed steel retainer (22) into each gear hub slot.
B. Cover each of four new rubber coupling bushings with a film of Molyshield grease and insert
two bushings (21) into each retainer, rounded long edges first.
C. Turn the crankshaft to the No. 1 cylinder advance firing angle as described in Section
72-60-12. Install sleeve (19) into magneto drive gear (20). Lubricate each gear (20) and insert into
bushings (15). Observe the shaft ends from the rear as they are carefully pushed through the
adapter oil seals to make sure the oil seal lips are not reversed or damaged. Mesh the magneto
drive gears to the idler gear to the approximate position shown in Section 72-60-14. These positions
will vary slightly due to the difference in magnetos and gears.
72-60-15
72-60-15 PLACING CRANKSHAFT IN TIMING POSITION.
In conducting magneto timing, the use of a positive dead center locator, protractor and pointer are
the most accurate tools to use. Tools which call for a specific arm on the piston dome are more
susceptible to error.
NOTE . . . If the engine is equipped With a right angle drive starter adapter and does not freely
turn in the opposite direction of normal rotation, the starter motor should be disengaged or
removed from the starter adapter. Some right angle starter drive adapters incorpo-rate an over-
riding spring clutch design that restricts engine rotation in the opposite direction of normal
rotation.
CAUTION . .. The importance of establishing and maintaining correct magneto to engine timing
cannot be overemphasized. Incorrect timing, in addition to producing a rough running engine, can
lead to detonation, pre-ignition, possible internal engine damage or failure.
1. Remove all top spark plugs. Rotate piston to the start of the compression stroke. Install the top
dead center locator into No. 1 cylinder top spark plug hole.
3. Turn crankshaft slowly in direction of rotation until piston lightly touches TDC locator.
4. Rotate disc of timing indicator until top center mark is under the pOinter.
5. Slowly turn crankshaft in opposite direction until piston lightly touches TDC locator. Observe
reading on disc under the pointer and move the disc to exactly one-half of the number of degrees
observed toward the top center mark. You have now located top dead center.
6. Remove TDC locator from the cylinder and find the compression stroke on No. 1 cylinder by
placing a finger over the spark plug hole, or any other adequate method. As you come up on
compression, stop the pointer at the TDC location as determined in step 5.
7. To either check the magneto timing or to time the magneto to the engine, move the propeller
in the opposite direction of rotation past the specified magneto timing setting and then back in the
direction of rotation until the desired setting before top dead center is under the pOinter. (This
removes the factor of gear backlash).
72-60-16 MAGNETOS.
B. Tum impulse coupling backward, so latches will not engage, until timing pOinter inside
inspection hole is aligned with marked distributor gear tooth.
72-60-16
NOTE ... See TCM Service Bulletins M82-12, M84-8 or current revisions as applicable.
C. Without turning the magneto coupling, hold the magneto in the horizontal position it will
occupy when installed, and check alignment of gear coupling slot and impulse coupling lugs. If
not aligned, pull gear out of mesh (but not out of oil seal) and turn to correct alignment.
Push gear back into mesh.
D. Place new gasket on magneto flange and install magneto carefully so drive coupling lugs
mate with slots of drive bushings. Install holding washers, lockwashers and nuts, but tighten
only enough to pennit turning the magneto for final timing, without looseness. Install right
magneto with outer end slightly below horizontal and left magneto with outer end slightly
above horizontal.
E. Connect timing light lead to ground tenninal of each magneto. Both timing lights should
be on. Tap the right magneto up with a non-marring hammer until the light goes out. Tap the
left magneto down until the light goes out. Secure magnetos.
F. Turn the crankshaft a few degrees counterclockwise, then clockwise until the timing
indicators pointer is pointing to the correct degree for model engine. Both timing lights should
go out at the same time. The timing mark on the crankshaft flange should also align with
crankcase parting flange, or the timing mark on the alternator drive gear appears in the
center of the crankcase inspection hole.
G. Install gaskets and covers on mount pads behind magneto drive gears and attach with four
sets of plain washers, lockwashers and nuts.
A. The high tension cable outlet plates can be attached to either magneto in only one
position. The very shortest ignition cable is for No. 1 upper spark plug, and identifies proper
assembly for the right magneto. Notice the "1" on the outlet plates next to the No. 1 cylinder
cable outlet holes.
C. Lay lower spark plug cables from each magneto across the brace on crankcase top flange
in two layers of three cables each. Install clamp and its attaching parts.
D. Install a clamp on each ignition cable and position fuel discharge tube bracket over cables
on right cylinder bank.
E. Snap retaining clamp of cable 1R into top hole in rear leg of bracket. Following this,
starting from the rear, snap 1L into first hole, 3R into 3rd hole, 3L into 4th hole, 5R into 6th
hole and 5L into front leg of bracket. Position bracket so that its center line is 6-3/4 inches
from edge of No. 1R ferrule and 20-3/4 inches from edge of No. 5L ferrule. Position second
bracket over cables on left cylinder bank. Snap retaining clamp of No. 2L cable into bottom
and 2R into top hole in rear leg of bracket. Starting from the rear, snap cable 4R into second
hole and 6L into hole in front leg of bracket. Position bracket so that its center line is 21-
1/4 inches from edge of No. 2R ferrule and 7-1/2 inches from edge of NO.6 ferrule.
F. Install all spark plugs not already in place with smooth copper gaskets. lighten all plugs
to torque specified in Tightening Torques, Section 72-50-01.
72-60-17
G. Insert cable terminal sleeves into the proper plugs and screw on the elbow coupling nuts
only enough to keep the elbows from turning. Keep the lower spark plug cables above the
intake manifold and inside the intake elbows.
H. Check service bulletins occasionally issued by ignition harness manufacturers regarding tips
for increased service life.
RIGHT LEFT
MAG MAG
SWITCH SWITCH
~-----------J~---ry----------{V
~ ________________ ~ ______________ ~6
FIGURE 72-60-17.
IGNITION WIRING DIAGRAM.
72-60-18
72-60-18 FUEL LINES & HOSES (See Figure 72-1Q-08A thru D).
A. Make sure that all nozzles have been installed and properly tightened, using Anti-Seize
PIN 646943. Install air manifold tubes to nozzle sleeves. Make sure attaching parts are
assembled as shown in Figures 72-1()"08A thru D.
B. Snap the discharge tube retaining clamps into brackets and secure tubes in clamps.
INSTALLATION
A. Install new gaskets on exhaust pads of cylinders. Secure exhaust elbows to cylinder pads
with special nuts (31). Do not tighten at this time.
B. Assemble exhaust tube (35) and cross pipe and turbine flange assembly (36) to exhaust tee
and elbow assemblies.
C. Position turbocharger (30) on flange assembly (36) and secure both to bracket (38) with
attaching parts (27, 28, 29).
D. Use new gaskets (8) and secure bypass valve assembly to cross pipe (6). Attach tailpipe
assembly to bypass valve with four bolts, nuts and washers (3, 4, 5), and to turbocharger with
clamps (1).
NOTE . . . For preliminary setting of ground adjustable bypass valve, see that 8 threads are
visible above the hex nut.
F. Attach check valve to turbo oil outlet elbow and install hose, turbo to scavenge pump.
Install check valve to turbo oil inlet elbow and install crankcase to turbo hose assembly.
72-60-19
INTENTIONALLY
LEFT
BLANK
72-60-20
SECTION 72-70
TESTING AFTER OVERHAUL
72-70-01
INTENTIONALLY
LEFT
BLANK
72-70-02
72-70-00 TESTING AFTER OVERHAUL
72-70-01 TEST STAND. After each major overhaul, engine performance should be tested and new parts
run-in while the engine is mounted on a rigid test stand, enclosed in a cell of such design
that recirculating air is held to a minimum. The engine stand should be constructed in a way
to permit accessibility to all engine line and instrument connections and to permit frequent
inspection of all pOints of possible leakage. All tubes, wires, rods and cables used to connect
instruments and controls should be well supported, yet of sufficient flexibility to permit them
to be moved out of the way during installation and removal of the engine.
NOTE . . . When necessary, the airframe can be considered a suitable test stand for running
in overhauled engines with the use of a test propeller and equipped with a suitable shroud or
a scoop to gather and direct COOling air over the cylinders. Engine must be equipped with all
the calibrated instruments listed in Section 72-70-08 "Instruments" of this manual.
72-70-02 TEST CLUB. Unless a dynamometer is used to apply controlled loads to the crankshaft, it
will be necessary to install a wood test club such as those supplied by the Hartzell Propeller
Fan Co., Piqua, Ohio. Test clubs are customarily supplied in standard diameters, so that the
blade length is reduced by the "cut and try" method. The club will absorb the BHP at the
RPM speCified in Section 72-70-14. Use the test club in combination with the cell, test stand
and operating limits for which it was calibrated.
72-70-03 COOLING AIR SCOOP. The scoop must be designed to fit over the tops of all cylinders,.. with
padded seals for rear cylinders and valve rocker covers, to direct an adequate flow of air-
downward through the cylinder fins. Vanes are necessary to direct COOling air to the center
cylinder and the oil cooler. CHT should not vary more than 50°F. between coolest and hottest
cylinders. Provide an air duct to the alternator vent tube.
72-70-04 INDUCTION AIR INTAKE. An air filter and housing should be attached to the turbocharger
inlet flange. The filter area must be sufficient to avoid restriction of air flow. Always clean
filter before each test. Calculations of filter area should be based on approximately 389 c.f.m.
of air required by the engine at full throttle and on the filter capacity per unit of area. The
calculated area of a clean filter should be increased by at least 50% to allow for dirt accumu-
lation.
72-70--05 EXHAUST AND TURBOCHARGER SYSTEM. For testing purposes the exhaust and turbocharger
system should be installed. All exhaust systems are supplied by the airframe manufacturer,
except on the model TSIO-520-T, which is supplied by Teledyne Continental Motors.
72-70-03
72-70-06 CONTROLS. The only controls required are a mixture control and throttle control capable of
operating the fuel control and metering shafts through their complete ranges, and a standard
twin magneto switch connected to the magneto ground terminals.
72-70-07 ELECTRICAL WIRING. A storage battery must be connected by a No. 0 stranded copper cable
from its positive terminal to the power terminal of the starter or starter solenoid. The battery
negative terminal must be connected to the engine or both battery terminal and engine may be
grounded. A small insulated wire should connect the starter solenoid coil terminal to a 5
ampere pushbutton switch. The other switch terminal must be connected to the engine or both
to common ground.
72-70-08 INSTRUMENTS. The control panel should be equipped with the following calibrated engine
instruments.
A. A mechanically driven (counterclockwise, 1/2 engine RPM) tachometer and flexible shaft
assembly is required.
O. A cylinder head temperature gage and wiring to each cylinder. (See Test Operating
Umitations for different maximum temperatures).
E. A water manometer with rubber hose connection to the vacuum pump oil return hole at
the rear of the crankcase.
72-70-09 BREATHER. A substantial hose of 3/4 inch 10 should be securely clamped over crankcase
breather elbow and support so as to lead to a point above and to the rear of engine.
72-70-10 FUEL SYSTEM. The test stand fuel system is to incorporate an auxiliary pump capable of
delivering fuel to and through the engine system at a pressure of 2 to 2-1/2 p.s.i. indication
on fuel pressure gage. Means of determining, by weight, fuel consumption for given periods of
time and at specified percentage of power should also be included. Connect stand fuel supply
line to upper elbow projecting from left side of fuel pump shroud. Connect fuel pump-to-
supply tank return line to upper elbow projecting from right side of fuel pump. Connect fuel
pressure gage line to the fitting prOjecting from the center rear of fuel manifold valve.
72-70-11 GOVERNOR PAD COVER. A removable oil transfer tube conducts oil under pressure from the
front main bearing through the crankshaft to the propeller hub. Crankshafts are equipped with
an oil transfer collar to supply the ·governor controlled oil to the crankshaft for use with an
oil controlled propeller. When a test club or fixed pitch propeller is used for testing purposes,
the governor pad cover must have an internal grooved surface to allow the Circulating oil to
lubricate the oil transfer collar. The governor pad cover is not needed if a propeller governor
is installed.
72-70-04
72-70-12 ENGINE TEST.
A. Make one check on performance of each magneto alone at 2100 RPM. Clear spark plugs by
operating with both magnetos on for a few seconds between checks.
B. Take instrument readings at the beginning, in the middle, and at the end of the full
throttle period. Take one reading during each of the other periods as soon as conditions have
stabilized.
NOTE . . . The maximum allowable cylinder head temperature and the maximum allowable oil
temperature must not be exceeded at any time during the test.
C. Extend the second period of each test schedule, if necessary, to raise the oil temperature
to 100°F.
D. Run the engine according to the schedule in this section after a major overhaul. (Standard
Acceptance Test).
CAUTION . .. The engine should be run at idle RPM approximately 1 minute before shutdown
to allow the turbocharger to spool down and thus prevent starvation of needed lubricating oil.
C. Press boost pump button and hold it until 2.5-3.0 p.s.i. nozzle pressure is obtained; then
release boost pump button and press starter button.
NOTE . . . During operation of the starter, the boost pump may be used intermittently to
maintain 2.5 to 3.0 p.s.i. nozzle pressure. DO NOT use boost pump after engine is running
smoothly.
72-70-05
72-7o-14A
OVERHAUL TEST RUN
STANDARD ACCEPTANCE TEST
90 TOTAL MINUTES
@ Adjust Engine - Fuel Flow and Pressure (Reduce RPM For Adjustments)
® Check Fuel Injection, Oil Pressure, Oil Temperature, M.A.P., C.H.T. and Alternator.
® Magneto Drop and Spread To Be Taken. Engine Must Be Throttled To Specified RPM and Temperature
Allowed To Settle Out Before Taking Magneto Drop And Spread. Mag Check 2100 RPM (LJTSI0-520-
AE 1700 RPM).
@ Cooling Period - 3000 Max. C.H.T. Before Shut-Down, Recheck Idle Adjustments.
® Runs 8 And 9 Must Be Made With Stops For Leak Checks At The End Of Each Run. The Engine
Will Not Be Accepted Until Two Successive 15 Minute Runs Are Made With No Leaks.
Stop engine, drain oil, weigh oil in for oil consumption determination.
@ Adjust Engine - Fuel Flow and Pressure (Reduce RPM For Adjustments)
® Check Fuel Injection, Oil Pressure, Oil Temperature, M.A.P., C.H.T. and Alternator.
® Magneto Drop and Spread To Be Taken. Engine Must Be Throttled To Specified RPM and Temperature
Allowed To Settle Out Before Taking Magneto Drop And Spread. Mag Check 2100 RPM (LJTSIO-520-AE 1700 RPM).
® Readings must be recorded after completion of each 10 minute interval during run.
® Cooling period -3000 Max. C.H.T. Before shut-down, recheck idle adjustments.
FEATURE
OIL GRADE
NORMAL SERVICE ABOVE 30°F. SAE 50
BELOW 50°F SAE30
OR
10W30
ALL TEMPERATURES 15W50
20W50
72-70-08
MAX. OIL CONSUMPTION (LB./BHP/HR. MAX. AT RATED
POWER AT RPM)
ALL MODELS:
72-70-09
INTENTIONALLY
LEFT
BLANK
72-70-10
SECTION 72-80
ENGINE PRESERVATION
72-80-01 General
72-80-02 Flyable Storage
72-80-03 Temporary Storage
72-80-04 Indefinite Storage
72-80-01
INTENTIONALLY
LEFT
BLANK
72-80-02
72-80-01 GENERAL
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 wall
offers some protection against corrosion. Hence a two step program for flyable storage
category is recommended.
Obviously, even then 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 combus-
tion. 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 owners 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:
2. The propeller should be rotated by hand without running the engine. For 4 and 6 cylinder
straight drive engines, rotate the engine six revolutions. Stop the propeller 45° to 90°
from the original position. For 6 cylinder geared engines, rotate the propeller 4 revolu-
tions and stop the propeller 30° to 60° from the original position.
72-80-03
3. The aircraft should be flown for thirty (30) minutes, reaching, but not exceeding, normal
oil and cylinder temperatures. If the aircraft cannot be flown it should be rep reserved in
accordance with "8" (Temporary Storage) or "c" (Indefinite Storage). Ground running is
not an acceptable substitute for flying.
It is necessary that for future reference, if required, the propeller pull thru and flight
time be recorded and verified in the engine maintenance record/log with the date, time
and signature.
a. Remove the top spark plug and spray 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 each pair of opposite cylinders is sprayed.
Stop crankshaft with no piston at top dead center. A pressure pot or pump-up type
garden pressure sprayer may be used. The spray head should have ports around the
circumference to allow complete coverage of the cylinder walls.
NOTE ... Shown below are some approved preservative oils recommended for use in
Teledyne Continental engines for temporary and indefinite storage:
b. Re-spray each cylinder without rotating crank shaft. To thoroughly cover all surfaces
of the cylinder interior, move the nozzle or spray gun from the top to the bottom of
the cylinder.
d. Apply preservative to engine interior by spraying the above specified 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, and attach red streamers at each pOint.
1. Engines, with propellers installed, 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: "00 NOT TURN PROPELLER - ENGINE PRESERVED."
PRESERVATION DATE _ _ _ _ _ _ __
NOTE . . . If engine is not returned to flyable status at the expiration of the tem-
porary (90 day) storage, it must be preserved in accordance with the indefinite storage
procedures.
72-80-04
2. Preparation for Service
b. With bottom spark plugs removed from the cylinders, hand turn propeller several
revolutions to clear excess preservative oil, then re-install spark plugs.
d. Give the aircraft a thorough cleaning and visual inspection. A test flight is recom-
mended.
a. Drain the engine oil and refill with MIL-C-6529 Type II. The aircraft should be flown
for thirty (30) minutes, reaching, but not exceeding normal oil and cylinder tempera-
tures. Allow engine to cool to ambient temperature. Accomplish steps "1.a." and "1.b."
of Temporary Storage.
2. Install dehydrator plugs MS27215-1 or -2, in each of the top spark plug holes, making
sure that each plug is blue in color when installed. Protect and support the spark plug
leads with AN-4060 protectors.
3. If the engine is equipped with a pressure-type carburetor, preserve this component by the
follOwing method. Drain the carburetor by removing the drain and vapor vent plugs from
the regulator and fuel control unit. With the mixture control in "Rich" poSition, inject
lubricating oil, grade 1010, into the fuel inlet at a pressure not to exceed 10 p.s.i. until
oil flows from the vapor vent opening. Allow excess oil to drain, plug the inlet, tighten
and safety the drain and vapor vent plugs. Wire the throttle in the open position, place
bags of desiccant in the intake and seal the opening with moisture-resistant paper and
tape, or a cover plate.
4. If the carburetor is removed from the engine, place a bag of desiccant in the throat of
the carburetor air adapter. Seal the adapter with moisture-resistant paper and tape, or a
cover plate.
5. The TCM fuel injection system does not require any special preservation preparation. For
preservation of the Bendix RSA-7DA1 fuel injection system, refer to the Bendix Operation
and Service Manual.
6. Place a bag of desiccant in the exhaust pipes and seal the openings with moisture-
resistant tape.
7. Seal the cold air inlet to the heater muff with moisture-resistant tape to exclude moisture
and foreign objects.
72-80-05
8. Seal the engine breather by inserting a dehydrator MS27215-2 plug in the breather hose
and clamping in place.
9. Attach a red streamer to each place on the engine where bags of desiccant are placed.
Either attach red streamers outside of the sealed area with tape or to the inside of the
sealed area with safety wire to prevent wicking of moisture into the sealed area.
10. Engines, with propellers installed, that are preserved for storage in accordance with this
section should have each propeller tagged in a conspicl.,lous place with the following
notation on the tag: "DO NOT TURN PROPELLER - ENGINE PRESERVED." PRESERVA-
TION DATE _ _ _ _ _ _ __
1. Remove the cylinder dehydrator plugs and all paper, tape, desiccant bags, and streamers
used to preserve the engine.
2. Drain the corrosion preventive mixture and re-service with recommended lubricating oil.
WARNING ••• When returning the aircraft to service do not use the corrosion preventive
oil referenced in paragraph C.1.a. for more than 25 hours.
3. If the carburetor has been preserved with oil, drain it by removing the drain and vapor
vent plugs from the regulator and fuel control unit. With the mixture control in "Rich"
position, inject service type gasoline into the fuel inlet at a pressure not to exceed 10
p.sJ. until all of the oil is flushed from the carburetor. Re-install the carburetor plugs
and attach the fuel line.
4. With bottom plugs removed, rotate propeller to clear excess preservative oil from
cylinders.
5. Re-install the spark plugs and rotate the propeller by hand through the compression
strokes of all the cylinders to check for possible liquid lock. Start the engine in the
nonnal manner.
6. Give the aircraft a thorough cleaning, visual inspection and test flight per airframe
manufacturer's instructions.
1. Aircraft prepared for indefinite storage should have the cylinder dehydrator plugs visually
inspected every 15 days. The plugs should be changed as soon as their color indicates
unsafe conditions of storage. If the dehydrator plugs have changed color in one-half or
more of the cylinders, all desiccant material on the engine should be replaced.
2. The cylinder bores of all engines prepared for indefinite storage should be re-sprayed with
corrosion preventive mixture every six months, or more frequently if bore inspeciton
indicates corrosion has started earlier than six months. Replace all desiccant and dehy-
drator plugs. Before spraying, the engine should be inspected for corrosion as follows:
Inspect the interior of at least one cylinder on each engine through the spark plug hole.
If cylinder shows start of rust, spray cylinder corrosion preventive oil and turn prop over
six times, then re-spray all cylinders. Remove at least one rocker box cover from each
engine and inspect the valve mechanism.
72-80-06
The previous procedures are a general recommendation for our customers. Since local conditions
are different and Teledyne Continental Motors has no control over the application, more
stringent procedures may be required. Rust and corrosion prevention are the owner's responsi-
bility.
72-80-07
INTENTIONALLY
LEFT
BLANK
72-80-08
CHAPTER 73
ENGINE FUEL SYSTEM
73-00-01
INTENTIONALLY
LEFT
BLANK
73-00-02
73-00-00 ENGINE 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 pres-
sure, 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 pump of advanced design which has improved vapor
suppression characteristics and performs well at high altitude and 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.
FUEL PUMP
,
FUEL PRESSURE GAUGE
(NOZZLE PRESSURE)
,
DECK PRESSURE
UNMETERED FUEL -
,t
t ,
L~ETERIN~ UNIT ,
METERED FUEL
~::::::-~~ lti=-:E:::-:EJ
-~
NOVEMBER 198773-00-03
INTENTIONALLY
LEFT
BLANK
73-00-04
73-10-00 SET-UP PROCEDURE
The full rich performance of the fuel injection system on all injected engines is controlled by
manual adjustment of air throttle and fuel mixture at idle and pump pressure at idle and full
throttle. Fuel pressures of fixed orifice pumps can only be adjusted with the relief valve
screw located on the centerline at the rear of the pump. Adjustable orifice or variable orifice
(aneroid) pumps have an additional facility for adjusting pump pressure at both idle and full
throttle RPM.
To make full rich adjustments on engines equipped with adjustable orifice pumps, run-up
engine to obtain normal operating temperature and proceed as follows:
A Tee into either the fuel pump outlet fitting or metering unit inlet fitting (whichever is
more accessible) with an appropriate pressure gage and extended fuel line to observe fuel
pump pressures. (This gage should be properly calibrated and vented to atmosphere on all
engines).
B. On all engines, back the throttle plate idle screw out of contact with the stop. Use the
throttle to hold to the specified idle RPM.
C. To obtain pressure limits specified for idle RPM the variable orifice adjusting screw on
turbocharged engines is located on the aneroid housing and is turned CW to decrease pressure
and CCW to increase pressure.
CAUTION . .. Jam nut must be loosened before screw can be adjusted. Use care in both
loosening and tightening this nut.
D. Maintaining idle pump pressure and idle RPM, correct idle mixture exists if, upon leaning
with the mixture control, an increase of 25 to 50 RPM is obtained, depending on airport
elevation.
NOTE . . . Do not adjust idle mixture without first determining that idle pump pressure is
correct.
E. Advance full throttle and maximum rated engine RPM to check pump pressure and nozzle
(metered) pressure or flow. (Nozzle pressure or flow values may be monitored by either the
gage provided in the aircraft or an auxiliary pressure gage (which must be of the vented type
and be referenced to compressor discharge pressure in the same manner as the aircraft fuel
flow gauge teed into the fuel manifold valve pressure port). Criteria for full throttle full rich
adjustment of the fuel system should be speCified nozzle pressure or flow values. Unmetered
pump pressures at full throttle are included for reference only and may be used for
troubleshooting the metering unit portion of the fuel system.
73-10-01
F. To obtain specified values of nozzle pressure or fuel flow at full throttle and rated RPM,
turn the adjustable orifice adjusting screw (located on the side of the pump) CW to increase
pressure and CCW to decrease pressure or on adjustable orifice pumps adjusting screw located
on the aneroid housing CW to decrease CCW to increase pressure.
NOTE . . . If at static run-up rated RPM cannot be achieved at full throttle, adjust nozzle
pressure or fuel flow to obtain specified values when rated RPM is achieved during takeoff
roll.
CAUTION . .. On some aircraft, all pump pressure checks, mixture, and idle speed adjust-
ments must be per formed with the aircraft auxiliary pump on "low position". Refer to aircraft
maintenance manual for details.
A. Plug center (retum) port of fuel pressure limiter and plug end of detached line.
B. With pressure limiter removed from fuel system, adjust takeoff fuel pressure 5% richer
than specified limits.
C. Reconnect pressure limiter return port and adjust top screw to return fuel flow within
limits. This method of adjustment permits approximately 5% of the total fuel flow to bypass
the fuel system through the pressure limiter circuit at full throttle and keeps the part throttle
fuel system calibration within limits.
NON-APPLICABLE
73-10-02
73-10-04 FUEL SYSTEM PRESSURE AND FLOW VALUE CHARTS.
For your convenience, we have tabulated the following fuel system pressure and flow values to
facilitate proper adjustment and optimum performance of all TCM fuel injected engines. All
top end values are shown for max rated RPM and manifold pressure.
<D <D CD ®
Unmetered or Metered or Fuel Flow
RPM Pump Pressure Nozzle Pressure Fuel Flow GaIJHr.
Engine Propeller (PSI) (PSI) LbsJHr. (Approx.)
NOTE ... Unmetered or pump pressure values are for a gage vented to atmosphere.
NOTE: ... For further information see TCM Service Bulletin M84-6R1 or current revision as applicable.
73-10-03
73-10-05 FUEL 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 of probability.
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 proper
rigged. rigging.
Engine Will Not Start Engine flooded. Reset throttle, clear engine of
With Fuel Flow Gage excess fuel, try another start.
Indication
No fuel to engine. Loosen one line at nozzle. If no
fuel shows, with fuel flow on
gage, replace fuel manifold valve.
Engine Runs Rough Restricted nozzle. Remove and clean all nozzles.
Low Fuel Flow Gage Restricted flow to metering Check mixture control for full
Indication valve. travel. Check for clogged fuel
filters.
73-10-04
73-10-05 FUEL INJECTION SYSTEM TROUBLESHOOTING CHART
High Fuel Flow Gage Restricted flow beyond Check for restricted nozzles or
Indication metering valve. fuel manifold valve. Clean or
replace as required.
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.
Clean 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 full
idle cut-off. Check auxiliary
pump is OFF. If neither, replace
manifold valve.
Unmetered Fuel Relief valve stuck open. Repair or replace injector pump.
Pressure Drop
Very High Idle And Relief valve stuck closed. Repair or replace injector pump.
Full Throttle Fuel
Pressure Present
No Fuel Pressure Check valve stuck open. Repair to replace injector pump.
73-10-05
INTENTIONALLY
LEFT
BLANK
73-10-06
CHAPTER 74
IGNITION
LEFT
BLANK
74-00-00 GENERAL
Conventional dual ignition is provided by two magnetos. The left magneto fires 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.
The TCM S6RN-25, -201, -205 Series Magnetos are designed to provide ignition for six
cylinder aircraft engines. The magnetos generate and distribute high tension current through
high tension leads to the spark plugs. Because of the one piece housing design, these high
tension magnetos are comparatively easy to maintain between overhauls. Overhaul is recom-
mended at engine overhaul.
To obtain the retard spark necessary for starting, the S-20 series magnetos and some S-1200
series magnetos employ an impulse coupling. The purpose of the impulse coupling is to: (1)
rotate the magnet between impulse trips faster than the engine cranking speed thus generating
a better spark for starting the engine, (2) automatically retard the spark during engine
cranking, and (3) act as a drive coupling for the magneto. S-200 series magnetos and some S-
1200 series magnetos employ the ·shower of sparks· ignition system, including a starter
vibrator. The purpose of the ·shower of sparks' is to: (1) boost ignition energy by feeding
pulsating battery voltage to the magneto primary circuit during starting and (2) automatically
retard the spark during engine cranking.
The following detailed explanation gives the meaning of the various letters and numbers
appearing in the type designations:
C. "R" or "L" indicates direction of rotation of rotating magnet viewed from drive end; R for
righthand, L for lefthand.
E. The dash number (such as -25) indicates a certain execution of the basic type magneto.
74-00-01 MAGNETO.
Insure that magneto is proper part number for engine installation. Insure that internal timing
of magneto is correct as per TCM Form No. L-250-10 (or latest revision) for S-20 series
magneto or as per TCM Ferm No. L-527-4 (or latest revision) for S-200 series magnetos, or as
per TCM Form No. X42001 (or latest revision) for S-1200 series magnetos. These publications
are included in TCM Ignition Systems Master Service Manual Form No. X40000 (Printed
Edition) or Form No. X4000F (Microfiche Edition).
Turn engine crankshaft until piston in the No. 1 cylinder is at its full advance firing position.
See Chapter 72-00-00 Ignition timing for applicable full advance firing position. Rotate the
magneto shaft in its normal direction of rotation until the painted chamfered tooth of the
distributor gear is centered in the inspection window. Install magneto on engine. Do not
tighten magneto hold-clown bolts.
If timing light is out, rotate magneto housing in the same direction as its magnet's rotation a
few degrees beyond point where light comes on. Then slowly turn magneto housing in opposite
direction until light just goes out. Secure magneto housing in this position and recheck
adjustment. Replace timing window plugs.
Repeat the above steps for second magneto. Check magneto synchronization with 11-9110-1
timing light or equivalent. If necessary, loosen magneto hold-down bolts of one magneto and
"bump· with soft mallet to synchronize magnetos. Tighten all magneto hold-down bolts. Refer
to figure 72-50-01 (6) for proper torque.
Disconnect timing light from magneto. Make connections between magneto and ignition switch
using 18 gage wire following airframe manufacture's wiring instructions.
WARNING ••• The magneto is in a SWITCH ON condition when the switch wire is
disconnected. Therefore, the usual precaution must be observed.
Before installing harness on magneto check mating surfaces for cleanliness. Spray entire face
of grommet with a light coat of silicone spray parting agent* to prevent harness grommet
from sticking to magneto distributor block. For S-20 and 8-200 series magnetos, install and
tighten screws around plate alternately to seat cover squarely on magneto. Apply 25 to 35 in.-
Ibs. torque to screws. For S-1200 series magnetos, install and tighten nuts around plate
alternately to seat cover squarely on magneto. Apply 18 to 22 in. -Ibs. torque to nuts.
*Silicone spray parting agent 8512, IMS Company 10373 Stafford Road, Aubur, OH 44022.
A. Support leads with as many clamps and cable ties as are necessary to prevent any
whipping or chafing action.
B. Route leads as far away from exhaust manifold as possible to insure they are not exposed
to temperatures in excess of 400°F.
C. To prevent sticking of sleeves and to minimize twisting of ferrule, coat insulating sleeves*
and lubricate ferrule shoulders** (see Figure 74-00-04A). Fasten coupling nuts to the proper
spark plugs and torque as specified in Table II. Tighten elbow assembly nuts to outer ferrule.
NOTE . . . Hold ferrules while tightening or loosening spark plug coupling nuts to protect
against twisting conduit or cable.
D. If elbow assemblies are not used and installation results in a severe angle where conduit
connects to the spark plug, use clamp P/N 10-320283 as shown in Figure 74"()O-04B, -Installa-
tion of Elbow Clamp·. Secure clamp with screw and lockwasher P/N 10-35936-6 and nut P/N
10-90404-4. The clamp will maintain a 700 elbow eliminating over-stressing the lead.
5/8-24 90-95
3/4-20 110-120
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.
Engine Fails To Start Ignition switch OFF or grounded Tum switch On. Check for
Due to Ignition Trouble switch wires. grounded wires.
Rough Idling Spark plugs fouled or improperly Clean spark plugs. Adjust spark
gapped. plug gap.
Sluggish Operation Fouled or dead spark plugs. Clean spark plugs. Replace dead
And/Or Excessive spark plugs.
RPM Drop
Improperly gapped spark plugs. Adjust to proper gap.
74-30-00 GENERAL
Conventional dual ignition is provided by two magnetos. The left magneto fires the six (6)
upper spark plugs, while the right magneto fires the six (6) lower spark plugs.
The Slick 6210 Series Magnetos, manufactured by Slick Electro Incorporated, 530 Blackhawk
Park Avenue, Rockford, Illinois 61101, are designed to provide ignition for six cylinder light
aircraft engines. The magnetos generate and distribute high tension current through high
tension leads to the spark plugs.
To obtain the retard spark necessary for starting, the magnetos employ an impulse coupling.
The purpose of the impulse coupling is to: (1) rotate the magnet between impulse trips
faster than engine cranking speed, thus generating a better spark for starting the engine;
(2) automatically retard the spark during engine cranking, and (3) act as a drive coupling for
the magneto.
The following detailed explanation gives the meaning of the various numbers appearing in the
serial number.
E G - 2 o3 1 3 2
The month of
Manufacture
(03 = March)
Before magnetos are installed on the engine, the rotation and internal magneto timing must be
correct. For rotation and internal timing procedure refer to the appropriate magneto
manufacturers instructions.
The magneto to engine timing check to be performed at every 100 hour and annual inspection.
CAUTION . .. Be sure magneto switch is OFF and "P" leads are grounded.
1. Remove top spark plug from number one cylinder. Place thumb over spark plug hole and
rotate crankshaft in normal direction of rotation to ensure piston is on compression stroke.
Turn engine crankshaft until No. 1 Piston is at its full advance firing position. See Chapter
72-00-00 Ignition timing for applicable full advance firing position.
3. Connect a standard timing light between engine ground and left magneto condenser
terminal. Switch must be ·ON".
4. Tum the complete magneto opposite normal rotation of the magneto on engine mount until
the timing light indicates the contact breaker points are just opening. Secure magneto. Turn
switch "OFF".
5. Turn on the switch of the timing light. Rotate the crankshaft slowly in direction of
normal rotation until engine is in full advance firing position. See Section 72-00-00 for
correct firing position. Ensure timing light indicates contact opening at this point. Adjust
magneto-to-engine timing as necessary.
6. Connect other positive wire of timing light to right magneto condenser terminal and time
the magneto in the same manner as left magneto.
7. Following timing of both magnetos, with timing light wires still connected, recheck
magneto timing as previously described to insure that both magnetos are timed to fire
together. If timing is correct timing light will indicate both magneto contacts are opening
simultaneously at engine full advance firing position. See Section 72-00-00 for correct firing
position. If contacts do not open within limits, adjust magneto-to-engine timing as necessary.
Secure magnetos and remove timing lights.
CAUTION . . . 'When installing the magneto on the engine, using the available nuts and
clamps, please take the following precautions. TIghten both nuts by hand to finger tightness.
TIghten each nut altemate/y to 8.3 to 10.0 ft.-Ibs. Exceeding 10.0 ft.-Ibs. may cause the
mounting flange to crack.
For further information on the magnetos and ignition system refer to the applicable
manufacturers inst1Uctions.
Before installing harness on magneto, check mating surfaces for cleanliness. Install and tighten
nuts around plate alternately to seat cover squarely on magneto. Torque screws according to
magneto manufacturers instructions.
The harness assemblies are constructed of a lightweight, flexible, silicone coated cable having
a 400°F. temperature rating. Because the harness assemblies are lightweight and flexible, the
following suggestions should be observed when installing the harness on an engine:
A. Support leads with as many clamps and cable ties as are necessary to prevent any
whipping or chafing action.
B. Route leads as far away as possible from exhaust manifold to insure they are not exposed
to temperatures in excess of 400°F.
NOTE . . . Hold ferrules while tightening or loosening spark plug coupling nuts to protect
against twisting conduit or cable.
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.
Engine Fails To Start Ignition switch OFF or grounded Turn switch On. Check for
Due to Ignition Trouble switch wires. grounded wires.
Rough Idling Spark plugs fouled or improperly Clean spark plugs. Adjust spark
gapped. plug gap.
Sluggish Operation Fouled or dead spark plugs. Clean spark plugs. Replace dead
And/Or Excessive spark plugs.
RPM Drop
Improperly gapped spark plugs. Adjust to proper gap.
75-00-00 GENERAL
75-00-01
INTENTIONALLY
LEFT
BLANK
75-00-02
75-00-00 GENERAL
The induction system components include the aircraft filter/alternate air door, turbocharger
compressor, intercoolers, throttle, manifold and cylinder intake ports. Air flows through these
components in the order they are listed.
The turbocharger compressor is a high volume air pump connected to the opposite end of the
turbocharger turbine. It increases the 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 intercooler 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 intercooler 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 in several different configurations accord-
ing to engine model. 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 ttlt:l
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.
75-00-03
INTENTIONALLY
LEFT
BLANK
75-00-04
CHAPTER 76
ENGINE CONTROLS
76-00-00 GENERAL
76-00-01 CRUISE CONTROL BY PERFORMANCE CURVE
76-00-02 CRUISE CONTROL BY E.G. T.
76-00-03 PERFORMANCE CHARTS
LEFT
BLANK
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.
3. These engines are equipped with altitude compensation fuel pumps which automatically
provide 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.
2. Slowly move mixture control toward "lean" while observing E.G.T. gage. Note position on
the instrument where the needle ·peaks· or starts to drop as mixture is leaned further.
3. For the maximum recommended cruise setting see Operating Test Umits (72-70).
CAUTION . . . Do not attempt to adjust mixture by use of E.G.T. at setting above 78% of
maximum power. 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).
Gauge fuel flow should fall between the maximum and minimum values on the curve. If not,
the fuel injection system or instrumentation (including tachometer, manHold pressure, fuel flow
gage or E.G.T. system) should be checked for maladjustments or calibration error.
LEFT
BLANK
TITLE PAGE
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LEFf
BLANK
77-00-00 GENERAL
LEFT
BLANK
1. The following magnetos equipped with an appropriate harness are eligible on these
engines at the indicated weight change.
Wt. Change
The following spark plugs are approved for use in engines according to the following listing:
ALL MODELS:
LEFT
BLANK
All Models:
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.
Engine Will Not Start Fuel tank empty. Fill with correct grade fuel.
Engine Will Not Run At Propeller levers set in high Use low pitch (INCREASE RPM)
At Idling Speed pitch (DECREASE RPM). position for all ground operations.
Rough Idling Fuel injection system im- See Troubleshooting the Fuel
properly adjusted. Injection System.
Mixture levers set for im- Use FULL RICH position for all
proper mixture. ground operation, except high
altitude airports.
Rough Idling (cont'd) Hydraulic lifters fouled. Remove and clean lifters. Inspect
and clean oil filter at more
frequent intervals.
Engine Runs To Lean Improper manual leaning Refer to Chapter 76 for proper
At Cruising Power procedure. fuel flow settings.
Fuel flow reading too low. Check fuel strainer for clogging.
Clean screen.
Engine Runs To Rich At Restriction in air intake Check passages and remove
At Cruising Power passages. restrictions.
Engine Runs Too Lean Or Fuel injection malfunction. See Troubleshooting the Fuel
Too Rich At Throttle Setting Injection System.
Other Than Cruise
Continuous Fouling Of Piston rings excessively worn Replace rings. Replace cylinder
Spark Plugs broken. if damaged.
Piston rings are not seated. Hone cylinder walls, replace rings.
Engine Runs Rough At Loose mounting bolts or Tighten mounting bolts. Replace
High Speed damaged mount pads. mounting pads.
Sluggish Operation And Throttle not opening wide. Check and adjust linkage.
Low Power (See Rigging of Mixture and
Throttle Controls).
High Cylinder Head Low octane fuel. Drain tanks and replace with
Temperature Correct grade of fuel.
Slow Engine Acceleration Mixture too rich. Momentarily pull mixture control
On A Hot Day back until engine acceleration
picks up, then set proper mixture.
Rough Idle At Airfields With Mixture too rich. Pull mixture control back to where
Ground Elevation of 3500 Feet the engine operates the smoothest
Or Higher. at IDLE RPM.
Slow Engine Acceleration At Mixture too rich. Adjust mixture per Chapter 76.
At Airfields With A Ground
Elevation Of 3500 Feet Or
Higher
Engine Will Not Stop At Fuel manifold valve not Repair or replace manifold valve.
Idle Cut-Off seating tightly.
High Engine Idle Pressure Fuel manifold valve sticking Repair or replace manifold valve.
Impossible To Obtain closed.
Erratic Engine Operation Fuel manifold valve sticking, Repair or replace manifold valve.
or not free.
Climbing to Altitudes Above Fuel vaporization. Operate fuel boost pump according
12,000 Feet, Engine Quits to aircraft manufacturer's
When Power Reduced. instructions. See fuel flow per
Chapter 76.
Low Fuel Pressure Restricted flow to fuel Check mixture control for full
metering valve. travel. Check for restrictions
in fuel filters and lines, adjust
control and clean filter. Replace
damaged parts.
Low Fuel Pressure (cont'd) Fuel control lever Check operation of throttle control
interference. and for possible contact with
cooling shroud. Adjust as required
to obtain correct operation.
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.
Fluctuating Fuel Pressure Vapor in fuel system, ex- Normally, operating the auxiliary
cessive fuel temperature. pump will clear system. Operate
auxiliary pump and purge system.
Fuel gage line leak or air in Drain gage line and tighten
gage line. connections.
Low Oil Pressure On Insufficient oil in oil sump Add oil, or oil change oil to proper
Engine Gage oil dilution or using improper viscosity.
grade oil for prevailing
ambient temperature.
Leaking, damaged or loose oil Check for restricted lines and loose
line connections - Restricted connections, and for partially clogged
screen or filter. oil filter or screens. Clean parts,
tighten connections, replace
malfunctioning parts.
Engine Runs Rough Improper fuel-air mixture. Check manifold connections for
At Speeds leaks. tighten loose connections.
Above Idle Check fuel control and linkage
for settings and adjustment.
Check fuel filters and screens
for dirt. Check for proper pump
pressure, and replace pump if
malfunctioning.
Engine Lacks Power, Loose or damaged intake Inspect entire manifold system for
Reduction In Maximum manifolds. possible leakage at connections.
Manifold Pressure Replace damaged components, tighten
all connections and clamps.
Engine Has Poor Idle mixture too lean. Readjust idle mixture.
Acceleration
Incorrect fuel-air mixture, Tighten loose connections, replace
wom control linkage, or worn elements of linkage, service air
restricted air cleaner. cleaner.
78-00-00 GENERAL
LEFT
BLANK
Exhaust systems for the TSIO-520-C,G,H,M,P,R,AE,AF, and CE, are supplied by the aircraft
manufacturer. The exhaust system that will be discussed in this manual is that for TSIO-520-T
which is supplied by Teledyne Continental Motors. The exhaust system consists of an exhaust
collector, four elbow risers, two tee risers, various tubes, couplings, turbocharger mounting
flange, turbocharger and wastegate. The collector assembly routes exhaust flow to the turbo-
charger turbine which drives the compressor section for compressed intake air. Turbine RPM is
determined by the amount of incoming exhaust flow which is adjusted by the wastegate. Oil
pressure for the turbocharger system is engine supplied.
LEFT
BLANK
The exhaust system used on the TSIO-520-T engines consists of a left-hand and right-hand
exhaust collector assembly which is composed of: elbow risers on cylinders 1, 5, 2, 6, tee
risers on cylinders 4, 3, turbocharger, tail pipe and wastegate. The exhaust collector assembly
is mounted to the cylinders, and turbocharger. The complete exhaust system is provided by
Teledyne Continental Motors.
Turbocharger
Temperature
Continuous . . . . .
Peak -30 Second Limit
Exhaust Pressure at Turbine Outlet Inches Hg. Gage 2.0 In. Hg.
Above Ambient
Max. Speed RPM (at Max. T.I.T.) - 16500 NjA
LEFT
BLANK
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.
Engine Lacks Power, Improperly Adjusted Wastegate To check the adjustment of the
Reduction in Maximum valve. wastegate valve, refer to the
Manifold Pressure of airframe service manual.
Critical Altitude
White Smoke Exhaust Turbo coking. oil forced Clean or change turbocharger.
though seal turbine housing.
LEFT
BLANK
79-00-00 GENERAL
LEFT
BLANK
The marketers of the aviation lubricating oils listed below have supplied data to Teledyne
Continental Motors indicating their products conform to all requirements of TCM Specification
MHS-24 or MHS-25, Lubricating Oil, Ashless Dispersant.
In listing the product names, TeM makes no claim or verification of marketer's statements or
claims. Listing is made in alphabetical order and is provided only for the convenience of the
user.
LEFT
BLANK
Supplier Brand
MHS-25
Mobil Oil Company Mobil AV1
MHS-24D
BP Oil Corporation BP Aero Oil
Castrol Limited (Australia) Castrolaero AD Oil
Chevron U.S.A., Inc. Chevron Aero Oil
Continental Oil ConcoAero 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
Mobil Oil Company Mobil Aero Super Oil SAE 20W-50
Pennzoil Company Pennzoil Aircraft Engine Oil
Phillips Petroleum Company Phillips 66 Aviation Oil, Type A
Phillips Petroleum Company *XjC Aviation Multiviscosity Oil
SAE 20W-50, SAE 20W-60
Quaker State Oil & Refining Co. Quaker State AD Aviation Engine Oil
Turbo Resources Limited (Canada) Red Ram 20W-50 Aviation Motor Oil
Shell Canada Limited Aeroshell Oil W. Aeroshell Oil W 15W-50
Shell Oil Company Aeroshell Oil W. Aeroshell Oil W 15W-50
Shell Australia Aeroshell Oil W. Aeroshell Oil W 15W-50
(with additive)
Sinclair Oil Company Sinclair Avoil
Texaco,lnc. Texaco Aircraft Engine Oil- Premium AD
Union Oil Company of California Union Aricraft Engine Oil HD
NOTE. . . The operator using an oil service is reminded that an oil analysis does not reveal
all abnormal engine conditions. It should not be used as a replacement or substitute for
routine maintenance and inspection procedures recommended in the Operator's Manual, Service
Bulletins, or other directives. For further information, see TCM Service Bulletin M81-5 or
current revisions as applicable.
LEFT
BLANK
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.
Oil viscosity too high. Drain and refill with correct seasonal
weight. (See Chapt. 2)
Low Oil Pressure Low oil supply. Oil viscosity Replenish. Drain and refill with
Indication too low. correct seasonal weight. (See Sec. 2)
Foam in oil due to presence Drain and refill with fresh oil. (It
of alkaline solids in system. may be necessary to flush cooler core
if presence of alkaline solids is due
to previous cleaning with alkaline
materials).
LEFT
BLANK
80-00-00 GENERAL
80-00-01 Prestarting
80-00-02 Starting
80-00-07 Preheating
LEFT
BLANK
The life of your engine is determined by the care it receives. Follow the instructions con-
tained 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 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, prior to engine operation.
CAUTION . .. This section pertains to operation under standard environmental conditions. The
pilot should thoroughly familiarize himself with abnonnal environmental conditions. Whenever
such abnonnal conditions are encountered or anticipated, the procedures and techniques for
nonnal operation should be tailored accordingly. For example, if the aircraft is to be tem-
porarily operated in extreme cold or hot weather, consideration should be given to an early oil
change and/or routine inspection servicing.
NOTE . . . The following checklists are general in nature, since the various airframe/power-
plant combinations are not necessarily the same setup and layout. Consult your own pilot's
operating handbook for the specific challenge and response checklists required for your
aircraft.
80-00-01 PRESTARTING
Before each flight the engine and propeller must be examined for damage, oil leaks, security
and proper servicing.
2. Operate all controls and check for binding and full range of travel.
3. Assure that fuel tanks contain proper type and quantity of fuel. (100LL-Blue or 100-
Green).
4. Drain a quantity of fuel from all sumps and strainers into a clean container. If water or
foreign matter is noted, continued draining until only clean fuel appears.
12. Use the same procedure to start other engine, if operating a twin engine installation.
~3 GROUNDWARM~P
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.
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.
4. Leave mixture in "Full Rich". (See "Ground Operation at High Altitude Airports", Section
80-00-09 for exceptions).
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°F.
CAUTION . . . Do not operate the engine at run-up speed unless oil temperature is 7SOF.
minimum and oil pressure is within specified limits of 30-60 PSI.
3. Perform all ground operations with cowling flaps. (if installed), full open, with mixture
control in "FULL RICHM position, dependent on field elevation, and propeller control set for
maximum RPM (except for brief testing of propeller govemor).
4. Restrict ground operations to the time necessary for warm-up and testing.
5. Increase engine speed 1700 RPM only long enough to perform the following checks:
A. Magnetos: With both magnetos ·ON-, position the right magneto switch ·OFF" and note
engine RPM; now back to both magnetos ·ON" to clear the spark plugs. Then position the left
magneto switch ·OFF" and note engine RPM. Now retum switch to both magnetos ·ON". The
difference between the two maximum drop for either magneto of "150 RPM. Observe engine for
excessive roughness during this check.
If no drop in RPM is observed when operating on either magneto alone. switch circuit should
be inspected.
WARNING ••• Absence of RPM drop when cbecking magnetos may indicate a malfunction in
the ignition circuit. This type of malfunction should be corrected prior to continued operation
of the engine. Should the propeller be moved by hand (as during preflight) the engine may
start and cause injury to personnel.
(3) Mixture - Move toward idle cutoff until RPM peaks and hold for ten seconds. Retum
mixture to full rich.
If engine is not operating within specified limits, it should be inspected and repaired prior to
continued operational service.
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.
1. Instrument indications.
A. Oil Prssure: 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 Tempeatures: The oil cooler and oil temperature control valve will maintain oil
temperature within the specified range unless the cooler oil passages or air channels are
blocked, 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 baffels being
properly positioned on the cylinder heads and barrels, and other joints in the pressure
compartment being tight 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.
D. Battery Charging: The ammeter should indicate a negative charging rate while the engine
is being started. The ammeter reading should return to the positive side as soon as the engine
starts and RPM increases. A low charging rate is normal after the initial recharging of
battery. A zero reading or negative reading with electrical load may indicate a malfunction in
the alternator or regulator system.
4. As the engine starts, return the Magneto/Start switch to BOTH. Retard the throttle and
slowly advance the mixture control to FULL RICH position.
NOTE . . . Prior to operation and/or storage in cold weather assure engine oil viscosity is
SAE 30, 10W30, 1SWSO or 20WSO. 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 warm
weater 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.
Caution••• During cold weather operation fuel vaporization characteristics are poor.
Mismanagement of the auxilary fuel pump or overpriming of the engine could lead to cylinder
hydro-static lock.
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.
SO-OO-07 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 2SoF. 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 all 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. Excessive hot air can damage nonmetallic components such as seals,
hoses and drive belts, so do not attempt to hasten the preheat process.
Before starting is attempted, turn 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.
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 60 seconds
may elapse before oil pressure is indicated. If oil pressure is not indicated within one minute,
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 goveming 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. If the aircraft manufacturer recommends
checking the propeller feathering system, move the control to the Feather position, but do not
allow the RPM to drop more than 300 RPM below minimum governing speed.
8. When the oil temperature has reached 100°F. and oil pressure does not exceed 80 p.s.i. 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 wann-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, 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.
4. Release primer.
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.
4. Engine roughness.
CAUTION . . . W'hen 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 modem
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 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 causing the fuel in the pump and lines
to "boil" or vaporize. During subsequent starting attempts, the fuel pump will initially be
pumping combination of fuel and fuel vapor. At the same time, the injection nozzle lines will
be filled with varying amounts of fumes and vapor. Until the entire fuel system becomes filled
with liquid fuel, difficult starting and unstable engine operation can normally be expected.
The operator, by being aware 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 operating
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 affect. 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.
CAUTION . . . Reduced engine power will result from higher density altitude associated with
high temperature.
Because of insufficient air density at altitudes, oil pressure, oil temperature and cylinder head
temperature gages should be carefully observed to prevent engine overheating.
81-00-00 GENERAL
81-10-01 TURBOCHARGER
81-10-02 WASTEGATES
81-10-03 CONTROLLERS
The purpose of the turbocharger system is to enable the aircraft engine to maintain constant
sea-level induction air pressure at higher altitudes where ambient air pressure is decreased.
The basic turbocharger system consists of four (4) main components: 1) turbocharger, 2)
wastegate and actuator, 3) controller and 4) overboost pressure relief valve, except on engine
models utilizing fixed orifice wastegates which do not require an actuator or controller. The
turbocharger turbine is driven by engine exhaust gases. As the turbine wheel rotates, the
compressor wheel is driven by a common shaft connected to both wheels. As the compressor
wheel rotates. air is compressed and routed to the induction system. The compressed air is
then mixed with atomized fuel just before entering the cylinder combustion chamber. The
amount of air allowed to enter is controlled by the engine's throttle valve, located between
the turbocharger compressor and engines cylinders. The induction system area, between the
turbocharger compressor and the throttle valve, is referred to as upper deck. The speed of the
turbocharger turbine is determined by the amount of incoming exhaust gases. This is controlled
by the wastegate of which there are three different types that will be discussed later. The
variable absolute pressure controller regulates the engine oil pressure that is routed to the
wastegate valve, except on those engine models utilizing the fIXed orifice wastegate that
maintains a constant turbine r.p.m. throughout engine operation. In order to prevent an
overboost condition in the induction system, an overboost pressure relief valve is installed.
Some engine models that are used on pressurized cabin, high altitude aircraft, utilize an
intercooler which cools compressor discharge air and decreases the possibility of detonation.
Cabin pressurization is obtained through the use of a sonic venturi. The sonic venturi is a
calibrated orifice that bleeds off some of the compressor discharge air, which is then used to
pressurize the aircraft's cabin.
II OVERSOOST PRESSURE I
S::I~~ V:~ ~'
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~~
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INTAKE ~
COMPRESSOR
WHEel
1...--=--JC==~4~;;:TURSINE WHEEL
The turbocharger is a device that utilizes otherwise wasted overboard exhaust gases to provide
compressed air to the engine induction system. It is a relatively simple device consisting of a
turbine wheel and a compressor connected by a center housing which contains the
turbocharger lubrication system, oil seals and bearings. Connections are provided on the center
housing for engine supplied lubricating oil. For overhaul approval pertaining to the
turbocharger, refer to the turbocharger manufacturer's instructions.
WHEEL
SHROUD
PISTON RING
COMPRESSOR
BACK PLATE
TURBINE WHEEL
AND SHAFT
PISTON RING
TURBINE
The waste gate is used to adjust the amount of incoming exhaust gases to the turbocharger
turbine. There are three different types used by Teledyne Continental Motors, they are: fIXed
orifice wastegate, butterfly valve type hydraulic wastegate and the poppet valve type hydraulic
wastegate.
The fixed orifice wastegate is a ground adjustable bypass valve located in the turbine exhaust
bypass duct. The position of the fixed orifice wastegate valve remains constant throughout all
modes of engine operation. An overboost pressure relief valve is used with the fIXed orifice
wastegate valve to bleed off upper deck pressure that exceeds the limits set by the airframe
manufacturer.
A. If the exhaust bypass valve "A" as shown in Fig. 81-20-00 is used, adjust the bolt all the
way in turning in a clockwise (CW) direction and reposition 2 turns out turning in a
counterclockwise (CCW) direction.· Lock in place with check nut. Run engine to check full
throttle manifold pressure. Make fine adjustments required to meet the curve at the end of
this section, CW to increase, CCW to decrease. Safety wire when complete.
B. If the exhaust bypass valve "B" as shown in Fig. 81-20-00 is used, adjust the bolt all the
way (CW) and reposition 8-1/2 turns out (CCW). Lock in place with check nut. Run engine to
check full throttle manifold pressure. Make fine adjustments required to meet the curve at the
end of this section, CW to increase, CCW to decrease. Safety wire when complete.
A B
2. Hydraulic Wastegate
The hydraulic wastegate consists of either a butterfly or poppet type bypass valve located in
the turbine exhaust ducting. Both type wastegate valves are controlled by a spring loaded
hydraulic wastegate actuator. The actuator is operated by engine oil pressure. The hydraulic
wastegate actuators consist of amovable piston and spring. Engine oil pressure against the
piston will close the wastegate increasing turbocharger turbine speed. As oil pressure against
the piston is reduced, the spring will open the wastegate. reducing turbocharger turbine speed
(See Fig. 81-20-00 Hydraulic Wastegate). The oil pressure operating the wastegate actuator is
controlled by a wastegate controller. The hydraulically actuated wastegate systems also use an
overboost pressure relief valve as a precautionary measure.
NOTE . . . Hydraulic wastegates are not field serviceable or adjustable devices and should be
replaced when found to be malfunctioning.
OIL OUT
OIL IN
PISTON
I 81-10-03 CONTROLLERS
There are three different types of wastegate controllers; (1) absolute pressure/rate of change;
(2) ratio and (3) variable absolute pressure.
The absolute pressure controller senses upper deck pressure and regulates the wastegate
actuator. Engine oil flows from the engine to the wastegate actuator and from the actuator to
the absolute pressure controller. An oil restrictor controls the oil flow back to the engine, by
restricting the oil return to the engine the wastegate actuator is forced closed, thereby
increasing turbine speed. The oil restrictor is controlled by an aneroid bellows that is
referenced to upper deck pressure. When upper deck pressure drops below a specific
predetermined level, the aneroid bellows closes the oil restrictor. When upper deck pressure
exceeds the specific predetermined pressure inside the bellows, the bellows expands causing
the oil restrictor to open, allowing oil to return to the engine. This in turn relieves pressure
on the wastegate piston allowing the wastegate valve to open by spring pressure, thereby
decreasing turbine speed.
UPPER
DECK
PRESSURE
ANEROID
BELLOWS
OIL
RESTRICTOR
VALVE
OIL RETURN
..... ~-.,.r-..--l- TO ENGINE
ANEROID _-7""~1l
BELLOWS UPPER OECK
PRESSURE
OIL
RESTR~~I~~ --r--,!.JJ!
OIL RETURN
TO ENGINE
ABSOLUTE
PRESSURE
CONTROLLER
EXHAUST
The ratio controller is designed to limit the discharge pressure of the turbocharger
compressor. As the aircraft gains altitude the compressor speed increases to keep the
discharge pressure up as ambient air pressure drops. By sensing the compressor discharge
pressure from the turbocharger and the ambient air pressure from the aircraft nacelle the
controller becomes operational at a pre determined altitude specified by the airframe
manufacturer.
Any time the upper deck pressure exceeds the ambient air pressure by a ratio greater than
that specified by the airframe manufacturer, the oil restrictor in the ratio controller will
open, allowing oil to flow from the wastegate actuator which in tum, causes the wastegate
valve to open, limiting turbine and compressor speed.
OIAPHRAGM~r ~!l
i §rtl I
~~~
'--:i+
",m
OECK
PRESSURE
~ J;I~~BIENT
:(" : PRESSURE
AIR
,-i:' i
OIL FROM ~,(,"I 0 RESTR
WASTE GATE .... ' .... )..;;.--- IL ICTOR
ACTUATOR r~7 nloC '
.. ··l!U J ~-'
~
OIL RETURN
TO ENGINE
With the variable absolute pressure controller, upper deck pressure is maintained at
approximately one to two inches above manifold pressure. Maintaining this relatively low
differential between manifold and upper deck pressures reduces the load on the turbocharger
and throttle valve.
NOTE . . . Controllers are not field serviceable and should be replaced when found to be
malfunctioning.
OIL RETURN
TO ENGINE
Engine lubricating oil is also supplied to the turbocharger center housing where it is used to
cool the unit and lubricate the bearings. Because of the location of the turbocharger unit on
some installations, one-way check valves are needed in the oil supply and return lines to
prevent engine oil from draining into the turbocharger when the engine is not in use.
If the turbocharger unit is located below the oil scavenge pump, one check valve is needed in
the oil return line to prevent oil from draining back into the unit. If the turbocharger is
located below the engine crankcase, check valves are required in both the oil supply and
return lines.
For a more detailed explanation of controllers, wastegates and the turbocharger systems used
on Teledyne Continental aircraft engines, there is a professional mechanics training program
available at Teledyne Continental Motors, Mobile, Alabama, P.O. Box 90 36601, Attention:
Publications Sales Department.
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.
Binding Wastegtate
Engine Oil Level Frequently Leaking Turbo Charger Check Replace Check Valves Refer to
Low After Servicing Prior Valves and Seals Turbocharger Manufacturer's
to Operation Instructions for Turbocharger
Maintenance
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www.continentalmotors.aero