O-240

CONTINENTAL® AIRCRAFT ENGINE

OPERATOR’S
MANUAL
AND
MAINTENANCE
HANDBOOK

FAA APPROVED

Publication X30094
©
CONTINENTAL MOTORS, INC. AUGUST 2011
Supersedure Notice
This manual revision replaces the front cover and list of effective pages for Publication Part
No. X30094, dated March 1974. Previous editions are obsolete upon release of this manual.

Effective Changes for this Manual

0.....................March 1974
1............... 31 August 2011

List of Effective Pages

Document Title:O-240 Series Engine Operator’s Manual
Publication Number: X30094 Initial Publication Date: March 1974
Page Change Page Change Page Change Page Change
Cover ..............................1
A......................................1
i thru viii...........................0
1 thru 40..........................0
41-44...............................1

Published and printed in the U.S.A. by Continental Motors, Inc.

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

Copyright © 2011 Continental Motors, Inc. All rights reserved. This material may not be reprinted,
republished, broadcast, or otherwise altered without the publisher's written permission. This man-
ual 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 men-
tioned herein may be trademarks of the respective owners.

A O-240 Series Engine Operator’s Manual

31 August 2011
Preface

This Handbook has been prepared in accordance with Chapter A6-2 of the
British Civil Airworthiness Requirements.

The instructions given in this Handbook have been compiled to instruct

pilots and personnel responsible for maintenance in the correct operation of
Rolls-Royce Continental 0-240 light aircraft engines. Only by correct
operation and maintenance can the optimum use of the engine be ensured
throughout its life.

No recommendations in this Handbook absolve operators from compliance

with any official directive that may be issued by the controlling authority of
the country concerned, or contained in the relevant Rolls-Royce Motors
Service Bulletins.

All Rolls-Royce Motors and Teledyne Continental Motors Distributors

are equipped to provide service and to give helpful advice to operators of
these engines. In addition personnel of the Specialist and Light Aircraft
Engine Division, Rolls-Royce Motors Limited, Crewe, are always prepared to
answer queries or give advice on individual servicing problems. All queries
to Distributors or Rolls- Royce Motors should be accompanied by details of
the engine model and serial number, hours operated and all other relevant
information.

The Rolls- Royce Continental 0-240 engine has been developed

by Rolls-Royce Motors Limited, Crewe, England in close co-
operation with Teledyne Continental Motors, Bell Air Station,
Mobile, Alabama, U.S.A.

3
All communications should be addressed to:
Specialist and Light Aircraft Engine Division
Rolls- Royce Motors Limited
Crewe
Cheshire
CW1 3PL
England

Telegrams: 'ROYCRU, CREWE'

Telephone: 0270 55155
Telex: 36121

4
Contents

Page

Preface 3
Warranty 7
Chapter 1
Specification 0-240-A 8
Specification 0-240-0 9
Chapter 2
Fuel and Lubricating Oils 11
Chapter 3
Operating Instructions 13
Chapter 4
I nspection and Maintenance 17
Daily inspection and maintenance 17
First 25 hour maintenance (oil change) 17
First 50 hour maintenance 18
On completion of every 25 hours 18
On completion of every 50 hours 18
Every 100 hour maintenance 18
Sparking plugs 19
Torque limits 20
Chapter 5
Fault Diagnosis 21
Chapter 6
Magneto 30
Chapter 7
Carburetter 35
Chapter 8
Starter Motor 37
Chapter 9
Alternator 38
Chapter 10
Conversion Factors 39
Chapter 11
Altitude Data 40
Sea Level Performance Curves - Engine Model 0-240-A 43
Performance Curves - Engine Model 0-240-A. 43
Sea Level Performance Curves - Engine Model 0-240-0 44
Performance Curves - Engine Model 0-240-0 44

5
 Fig. 1 Front View of 0-240 Engine
Propeller hub 6 Exhaust port
2 Crankcase breather 7 Carburetter
3 Crankcase 8 Blanking cover-Vacuum pump
4 Induction manifold balance pipe mounting face
5 Upper sparking plugs 9 Carburetter air intake
10 Induction manifold

6
Warranty

Rolls-Royce Motors Limited (hereinafter called "the Company") gives to the

Customer the following Warranty in respect of light aircraft engines, parts and
accessories therefor (hereinafter called" Products") supplied by the Company.
If it is established to the reasonable satisfaction of the Company that
within the Warranty Period a failure has occurred in any part of a Product
as a result of the use by the Company of defective materials or bad work-
manship in the course of carrying out the Work then the Company will free
of charge either repair such part or replace such part with new or re-
manufactured parts.
The Warranty Period will be six months from the date on which any
Product is first operated following completion of the Work in respect of
which defective material or bad workmanship is alleged.
2 The benefit of this Warranty is subject to the following terms and
conditions:
(a) The Product shall not after completion of the Work have been
altered, modified, installed, used, maintained or repaired in such a
manner as in the judgement of the Company will adversely affect
its operation.
(b) The Product shall not have failed as a result of misuse, negligence or
accident.
(c) The defective part shall have been returned to the Company or a
Product distributor appointed by the Company with transport charges
pre-paid.
3 The benefits of this Warranty do not extend to cover normal maintenance
services or the replacement of normal service items.
4 The Customer accepts that the express benefits of this Warranty
represent the entire responsibility of the Company to the Customer in
respect of all conditions and warranties express or implied and any
other obligations and liabilities whatsoever of the Company whether
in contract or in tort or otherwise.
5 The said Warranty is personal to the Customer but in the event that
within the Warranty Period the Customer sells, leases or otherwise
disposes of any of the Products to any third party the Customer shall
inform such third party that the Company is willing to conclude a
warranty agreement with such third party in the form given here.
6 The construction and legal effect of this Warranty will be determined in
accordance with the Laws of England. All disputes arising in connection
therewith will be finally settled by arbitration held in London, England.

7
Chapter 1

Specification 0-240-A

Cylinder bore 11.29 cm. (4·437 in.)

Piston stroke 9.84 cm. (3·875 in.)
Compression ratio 8· 5 : 1
Cubic capacity . 3933 c.c. (240·0 cu. in.)
Firing order 1.3.2.4
Maximum take-off and maximum continuous power 130 b.h.p.
at 2 800 r.p.m.
Maximum allowed manifold pressure at 2 800 r.p.m. Full throttle
75% power cruising speed 2550 r.p.m.
Minimum full throttle operating speed 2100 r.p.m.
Minimum octane requirements (aviation fuel) 100/130 or 100l
Operating oil pressure 2.1 kg/sq. cm. to 4.2 kg/sq. cm.
(30 Ib/sq. in. to 60 Ib/sq. in.)
Minimum idling oil pressure 0.7 kg/sq. cm. (10 Ib/sq. in.)
Minimum oil temperature 24°C. (75°F.)
Maximum oil temperature 115°C. (240°F.)
Maximum cylinder head temperature 240°C. (464°F.)
Approximate fuel consumption at 75% power (full rich) 32 litres/hr.
(7 Imp. gal./hr .. 8·4 US. gal./hr.)
Approximate maximum oil consumption 1 litre/hr. (0·9 Imp. qt./hr ..
1 ·08 U.S. qUhr.)
Tappet clearance Hydraulic self adjusting
Oil sump capacity 5.7 litres (5 Imp. qt .. 6 US. qt.)
The actual capacity for a particular installation is marked on the oil filler cap
in litres. Imperial quarts and U.S. quarts.
Ignition timing:
Right-hand magneto
left-hand magneto

8
Specification 0-240-D

Cylinder bore 11,29 cm. (4,437 in.)

Piston stroke 9,84 cm. (3·875 in.)
Compression ratio 8· 5 : 1
Cubic capacity . 3933 c.c. (240'0 cu. in.)
Firing order 1,3,2,4
Maximum take-off and maximum continuous power 120 b.h.p.
at 2 600 r.p.m.
Maximum allowed manifold pressure at 2 600 r.p.m. Full throttle
75% power cruising speed 2400 r.p.m.
Minimum full throttle operating speed 1 900 r.p.m.
Minimum octane requirements (aviation fuel) 100/130 or 100L
Operating oil pressure 2,1 kg/sq. cm. to 4.2 kg/sq. cm.
(30 Ib/sq. in. to 60 Ib/sq. in.)
Minimum idling oil pressure 0,7 kg/sq. cm. (10 Ib/sq. in.)
Minimum oil temperature 24°C. (75°F.)
Maximum oil temperature 115°C. (240°F.)
Maximum cylinder head temperature 240°C. (464°F.)
Approximate fuel consumption at 75% power (full rich) 30Iitres/hr.
(6·6 Imp. gal./hr., 8,4 U.S. gal./hr.)
Approximate maximum oil consumption 1 litre/hr. (0· 9 Imp. qt./hr.,
1 ·08 U.S. qt./hr.)
Tappet clearance Hydraulic self adjusting
Oil sump capacity 5,7 litres (5 Imp. qt, 6 U.S. qt.)

The actual capacity for a particular installation is marked on the oil filler cap
in Litres, I mperial quarts and U.S. quarts.
Ignition timing:
Right-hand magneto 200~~~ b.t.c.

Left-hand magneto 20°':::'~~ b.t.c.

9
 P451

Fig. 2 Rear View of 0-240 Engine

Starter motor 7 Oil filler cap and dipstick
2 Accessory case 8 Oil pressure relief valve
3 Engine mounting point (4 off) 9 Oil sump
4 Identification plate 10 Oil filter screen
5 Rocker covers 11 Magnetos
6 Induction manifold 12 Alternator

10
Chapter 2

Fuel and Lubricating Oils

Fuel
Type Aviation grade
Specifications: British O. Eng. RD 2485
American Mll-G-5572-C
Octane Rating 100(130 or 100l
W.arning Do not. under any circumstances, use a fuel of a lower
octane rating than that specified. As a temporary measure,
fuel having a higher octane rating may be used.

Lubricating oils
This aircraft engine requires Aviation Quality lubricating oil of an ashless
dispersant (detergent) type.
Oils which comply with any of the following specifications are suitable.
Teledyne Continental Motors Specification MHS-24a
British Specification D.Eng. RD 2450
American Specification Mll-l-22851
The table below shows the recommended oil viscosity for different temper-
(Hures. Where operating conditions overlap the indicated ranges, use the
thinner grade of oil.

Temperature I Viscosity

Ambient air temperature below 5°C. (41°F) SAE. 30

Ambient air temperature above 5°C. (41°F.) SAE. 50

Note For the initial 25 hours of operation the use of a straight

mineral oil that complies with one of the following speci-
fications is recommended.
British Specification D.Eng. RD 2472
American Specification MI l- l-6082
This instruction applies to overhauled engines as well as
to new engines, as a straight mineral oil promotes faster ring
bedding and oil control.
Maximum temperature limitation of these straight mineral
oils is 10rC. (225°F.).

11
Oil change period
On completion of the initial 25 hours running, drain the straight mineral
oil and fill with an ash less dispersant (detergent) type oil. For the oil
change procedure refer to Page 17.
2 After a further 25 hours running, the oil should again be changed.
3 Subsequent oil changes should be performed at 50 hour intervals.
If a large capacity full flow oil filter is fitted the number of operating
hours between oil and filter changes may be increased in accordance with
the information given in the relevant service bulletins.
Note The oil change period should be reduced if dust, humidity
and other adverse operating conditions are predominant.

Cold weather operation

To prevent excessive cooling of the oil sump and correspondingly high oil
viscosity in cold weather, the sump may be covered with an oil and fireproof
lagging.
When stopping for prolonged periods in these conditions it is advisable to
drain the oil while it is still warm and to warm the all before returning it to the
sump.

12
Chapter 3

Operating Instructions

Do not fly the aircraft until all the following checks have been completed
satisfactorily.
A Pre-starting engine checl{s
1 Ensure that the aircraft master switch and ignition switches are 'OFF'.
2 Carry out the daily inspection checks as described on Page 17.
3 Rotate the propeller several times by hand. Listen for magneto impulse
coupling operation and check for any unusual noise or drag.
B Starting the engine
1 Set the brakes.
2 Ensure that the carburetter heat control is in the 'cold' position.
3 Move the mixture control to the 'FULL RICH' position.
4 Turn the master switch to the 'ON' position.
5 Open the fuel selector valve to a full tank and switch on the booster pump
(if fitted). Comply with special instructions from the aircraft manufacturer.
6 Prime the engine by moving the throttle two or three times from the idle
stop to the full throttle stop, this procedure operates the carburetter
accelerator pump.
7 Open the throttle a short distance from the idle stop position and turn the
ignition switch to the 'ON' or 'BOTH' position. Start the engine by means
of the starter, or by hand turning the propeller.
8 Check the oil pressure. If there is no oil pressure indicated within 30
seconds of start up the engine must be stopped and the cause investigated.
Low temperature starting
When starting the engine at temperatures approaching O°C. (32°F.) prime
the engine by opening and closing the throttle four times.
For starting at temperatures below O°C. (32°F.) an optional priming system
is available. Refer to the aircraft manufacturer's instructions for the use of
this system.
C Warming-up the engine and ground testing
1 For the first minute of operation, the engine speed must be restricted to
800 r.p.m. It may then be increased to 1 000 r.p.m. for a further 2 to 3
minutes.
2 Prior to taxying, ensure that the engine oil pressure is between 2,1 kg/
sq. cm. and 4,2 kg/sq. cm. (30 Ib/sq. in. and 60 Ib/sq. in.). Under no
circumstance exceed 1500 r.p.m. until the oil temperature has reached the
minimum required for take-off, i.e. 24°C. (75°F.).
Caution It is important that this procedure is strictly followed.
In cold weather lubricating oil is slow to circulate
and excessive speeds may cause engine wear and
serious damage.

13
D Pre-tal(e-off checl(s
Caution When the aircraft is stationary prolonged use of high r.p.m.
should be avoided as forward motion of the aircraft is
essential for correct engine cooling.
Immediately before take-off set the brakes, slowly increase the engine speed
to 1 700 r.p.m. and check the following.

1 Oil pressure and temperature

Check that the oil pressure and temperature are within the specified
limits.

2 Magnetos
Move the ignition switch to the 'RIGHT position and note r.p.m. Return
the switch to the 'BOTH' position to clear the plugs.
Switch to the' LEFT position and note r.p.m. Return the switch to the
'BOTH' position. The difference between engine speeds when operated
on a single magneto must be less than 75 r.p.m.
If there is no drop in r.p.m. observed when operating on a single
magneto. check the ignition switch connections for continuity.

3 Carburetter air heater

Select carburetter heat; an immediate drop of between 100 r.p.m. and
150 r.p.m. should be noted. The speed should return to the original value
when 'cold' air is re-selected.
The carburetter air heater should be checked for correct operation whilst
on the ground as all carburetter induction piston engines have a tendency
to ice formation within the carburetter.
Caution Heated carburetter air is unfiltered, therefore. ground
running with carburetter heat selected must be kept
to an absolute minimum and must never be carried
out in the proximity of loose gravel or dust.

4 Mixture control
The mixture control should be in the 'FULL RICH' position.
Note To obtain maximum power for take-off from airfields at high
altitude a lean mixture may be used. To obtain correct mixture
setting refer to the procedure described on Page 15.

5 Take-off r.p.m.
Check that at full throttle the engine speed is within the limits specified
by the aircraft manufacturer. This speed will be dependent upon the type
of propeller fitted.

6 Take-off
Take-off at full throttle in accordance with the aircraft manufacturer's
instructions.

14
In flight

Warning Carburetter icing can occur under a wide range of flight

conditions.
Ice can form at varying rates, and under extreme conditions, significant loss
of power and engine speed could be noticed in a very short period of time.
On first suspicion of loss in engine power or speed in flight. carburetter
heat must be selected immediately. If ice is not present a significant drop in
engine speed will be apparent however if ice is present a significant drop in
engine speed will not be apparent on selection of carburetter heat; after 30
seconds application of carburetter heat the engine speed and power will be
restored on returning. to cold air.
The build up of ice can be a very slow process and not readily noticed by
a fall in engine power or speed. Because of this, frequent checks must be
made to ensure that icing is not taking place. Carry out these checks by
selecting carburetter heat for a period of 30 seconds, then reverting to
cold air. As before, if there is no significant drop in engine speed on selection
of carburetter heat and the original speed and power is regained when
reverting to cold air, the presence of ice in the carburetter is confirmed. In
such cases, checks for icing must be repeated more frequently.
Caution Under certain conditions it is very difficult to determine
whether ice is forming unless the above procedures are
carried out exactly. Because of this do not run con-
tinuously with intermediate positions of carburetter heat
selected, unless an approved method of determining
freedom of carburetter icing is fitted.
Do not run continuously with carburetter heat selected
as this will cause engine overheating and could lead to
detonation and consequent engine damage.
Climbing must be accomplished with the mixture control in the 'FULL
RICH' position and the carburetter heat control in the 'cold' position.
2 On attaining the desired altitude, adjust the throttle to give the recom-
mended cruise conditions.

3 For cruise conditions above 900 m. (3000 ft.) pressure altitude, the
mixture may be leaned for fuel economy and optimum performance.
Use the following procedure to obtain the correct mixture setting.
(a) Set the throttle for cruise conditions; mixture 'FULL RICH'.
(b) Gently ease back the mixture control. watching the gradual increase
in r.p.m. After a certain position the r.p.m. will stop increasing and
fall away rapidly.
(c) Move the control towards the 'FULL RICH' position until the
maximum speed is regained.

15
 (d) Move the mixture control further towards the rich position. If an
exhaust gas temperature gauge is fitted the same basic procedure
for leaning mixture should be used. After determining the position
for maximum exhaust gas temperature (E.G.T.), the control must be
richened to give a temperature of at least 15"C. (25"F.) less than
maximum.
This procedure produces optimum power with a suitably rich mixture to
prevent overheati ng.
Caution (i) Excessively lean mixtures cause overheating and
detonation leading rapidly to serious engine damage.
(ii) The fuel/air mixture must be re-adJusted in the
above manner for each change of throttle setting.
(ii',) All changes of altitude should be accomplished with
the mixture control in the 'FULL RICH' position.
(iv) Never attempt to adjust the mixture setting whilst
the carburetter heat is selected.
4 Irregularities in engine r.p.m .. temperature and oil pressure indicate engine
trouble. Land as soon as possible and investigate the cause.

Descent
1 Select carburetter heat.
2 Select the 'FULL RICH' mixture position.
3 For descent in order to prevent the sparking plugs fouling, over-cooling
of the engine and formation of ice in the carburetter. it is essential to
increase the speed of the engine for several seconds every 150m. (500ft.).
It the aircraft operational limitations allow maintain an engine speed
of 1 500 Lp.m. This ensures that the engine will respond readily when
the throttle is opened.
Final approach and landing
1 Ensure that carburetter heat is selected.
2 Check that the mixture control ',s in the 'FULL RICH' position.
3 If appropriate follow the engine warming procedure described in Operation
3 of Descent.
4 Immediately after touch down return the carburetter heat control to the
cold position.

Overshoot procedure
1 Select 'cold' carburetter air.
2 Increase the throttle steadily to the 'full open' position.

Stopping
1 Run the engine at between 800 r.p.m. and 1 000 r.p.m. for a period of two
to three minutes before stopping. This will ensure a uniform distribution
of temperature in the engine resulting in increased engine life.
2 Close the throttle completely and move the mixture control to the full
'LEAN' position.
3 Switch off all switches and fuel valves.

16
Chapter 4
Inspection and Maintenance

Daily inspection and maintenance

Inspect the engine before the first flight of each day.
1 I nspect the propeller blades for signs of pitting and cracks. Ensure that
the mounting is secure; rectify if necessary.
2 Inspect the oil and fuel systems for leaks and ensure that the breather line
is not obstructed. Clean any dirt from the exterior of the engine. bulkhead
and cowlings.
3 Make a visual inspection of the engine for missing or loose nuts, screws,
bolts, etc. Inspect the safety wiring, baffles and ignition wiring. Renew
any missing or defective items.
4 Inspect the air intake filter and clean if necessary.
5 Check the throttle, mixture and carburetter heater controls for correct
operation; rectify if necessary.
6 Inspect the fuel filter bowl for water and sediment; clean jf necessary.
If water of any quantity is found, check the fuel tank sumps.
7 Check the oil level in the engine sump, top-up if necessary. Visually
assess the condition of the oil and renew if necessary.
8 Check the exhaust system for cracks, leaking joints or blown gaskets;
rectify if necessary.
9 Check that cleaning cloths, tools or any other objects have not been
inadvertently left in the engine compartment.
10 Inspect the engine cowling for cracks and ensure that the cowling is
secure. Renew any defective items.
11 Check the fuel content; replenish if necessary. Check that the fuel tank
vents are clear.

First 25 hour maintenance (Oil change)

To change the oil use the following procedure.
1 Start and run the engine until it reaches the normal operating temperature.
2 Stop the engine and drain the oil.
3 Depending upon the type of oil filter fitted, use one of the following
procedures.
(a) Screen type
Remove the oil filter screen and check for foreign particles; if
satisfactory wash in clean fuel, dry with compressed air and fit a
new gasket. Fit the oil filter screen and secure with lock-wire.
(b) Full flow type
Remove the oil filter bowl together with the element and sealing
ring. Discard the element and sealing ring. Thoroughly wash the
bowl with clean fuel and dry the bowl.
Fit a new sealing ring to the housing; place a new filter element
into the bowl. Fit and secure the filter bowl to the housing.
4 Fit the sump plug using a new gasket and secure with lock-wire.
5 Fill the sump to the correct level with the recommended oil (see Page 11).

17
 6 Remove the carburetter air intake filter and clean by flushing in the
reverse direction with clean petrol. Dry the filter then cover the front and
rear surfaces with a light grade of engine oil. Fit to the air intake box.
7 Start and run the engine until it reaches the normal operating temperature.
Stop the engine and check for oil leaks. Check the oil level in the sump
and top-up if necessary.
Note For the correct oil change periods refer to Page 12.

First 50 hour maintenance

Inspect the engine after the first 50 hours of operation whether new. re-
manufactured or overhauled. During this period. soft gaskets will have taken
up a permanent compressed state or set and certain other parts may have
become less tight than when initially installed.
1 Remove all dirt and oil from the exterior of the engine.
2 Repeat Operations 1 to 6 listed under the 'First 25 hour maintenance'.
3 Check the torque tightness of the cylinder base nuts (see Fig. 3). Check
the tightness of the nuts securing the accessory case and accessories.
Also. check the tightness of the bolts securing the crankcase halves.
4 Remove the locking devices and check the torque tightness of the
propeller securing bolts and engine mountings (see Page 20). Fit new
locking devices.
5 Check the torque tightness of the oil sump retaining nuts. Also check the
tightness of all hose clamps, rocker cover securing screws. intake and
exhaust manifold retaining nuts.
6 Inspect all air baffles for cracks and security.
7 Check the ignition timing as described on Page 30.
8 Start and run the engine until it reaches the normal operating temperature.
Stop the engine and check for oil leaks and oil level. Top-up if necessary.

On completion of every 25 hours

Clean the screen type oil filter (if fitted). Also. check and clean the carburetter
air intake filter (see Page 17).

On completion of every 50 hours

Change the oil for both a screen type oil filter system and a standard size full
flow filter system. If a large capacity full flow filter is fitted refer to the relevant
service bulletins.
Also. check and clean the carburetter air intake filter (see Page 17).

Every 100 hour maintenance

1 Remove all dirt and oil from the exterior of the engine.
2 Repeat Operations 1 to 6 listed under the 'First 25 hour maintenance'.
3 Check the torque tightness of the cylinder base nuts (see Fig. 3). Check
the tightness of the nuts securing the accessory case and accessories.
Also, check the tightness of the bolts securing the crankcase halves.

18
 4 Remove the locking devices and check the torque tightness of the
propeller securing bolts and engine mountings (see Page 20). Fit new
locking devices.
5 Check the torque tightness of the oil sump retaining nuts. Also check the
tightness of the intake and exhaust manifold retaining nuts and all hose
clamps.
6 Inspect all air baffles for cracks and security.
7 Check the ignition timing as described on Page 30.
8 With the ignition switch in the 'OFF' position and the throttle fully open.
turn the propeller and test the compression in all cylinders. Low com-
pression on one or more cylinders indicates the need for attention.
9 Check the cylinders for cracked or damaged cooling fins.
10 Remove the sparking plugs and rocker covers. Ensure that oil has been
reaching all parts of the rocker and valve mechanism, and examine all
these parts for slackness, wear or breakage.
Check the valve operation while the propeller is turned slowly by hand.
Fit the rocker covers using new gaskets, secure with plain washers.
new lock-washers and retaining screws.
11 Clean the sparking plugs and set the gaps (see Sparking plugs).
Test at 7,00 kg/sq. cm. (100 Ib/sq. in.) and if satisfactory fit using
serviceable gaskets.
Grit blasting if used must be kept to the absolute minimum as this can
damage the porcelain insulation.
12 Examine all wiring for breaks in the insulation and security of the
terminals. Renew unserviceable parts.
13 Remove and clean the fuel pump sediment bowl and screen. Fit using
new gaskets.
14 Inspect all connections and attachments in the induction system.
15 Remove the drain plug from the bottom of the carburetter float chamber
and check for sediment. Remove the fuel strainer from the carburetter
and if necessary clean in petrol. Fit the strainer and plug. Ensure that
there are no leaks at the fuel pump or carburetter.
16 Ensure that the propeller track is within 3,17 mm. (0·125 in.).
17 Check and, if necessary, repair the engine cowlings.
18 Start and run the engine until an oil temperature of 38°C. (100°F.) is
reached. Carry out power and magneto checks, and check the operation
of engine controls and instruments. Stop the engine and check for oil
and fuel leaks. Check the oil level and top-up if necessary.

Sparking plugs

Type Gap setting

Champion REM 38 E- B 0,406 mm. (0·016 in.)
Lodge RSE/23/3R 0,406 mm. (0'016 in.)

19
Torque limits

Cylinder base nuts 'A' on Figure 3 4,70 kg.m. to 4,98 kgm

(34 IbJt. to 36 IbJt)
Cylinder base nuts '8' on Figure 3 5,67 kg.m. to 5,95 kg.m
(41 Ib.ft to 43 Ib.ft.)
Propeller hub nuts 7,60 kg.m. to 8,99 kgm.
(55 Ib,ft. to 65 Ib.ft)
Sparking plugs (18 mm.) 3.46 kg,m. to 4,15 kg,m,
(25 Ib.!t to 30 Ib.ft)
Engine mounting bolts (i in, x 24) 2,07 kg.m. to 2,21 kgm
(15 Ib.ft. to 161bft)
Nuts and cap screws (general)
t in. x 20 0,83 kg.m, to 0,97 kg.m.
(6 Ib.ft. to 7 Ib.ft)
t in. x 28 1.11 kg.m. to 1,24 kg,m.
(8 Ib.ft, to 9 Ib.fL)
-ft in. x 18 1,80 kg.m, to 2,07 kg.m,
(13 Ib.ft. to 15 Ib.ft.)
,
16
'
In. x 24 2,07 kg,m. to 2.49 kg.m
(15 IbJt to 18 Ib.ft)
3 .
a In. x16 2.49 kg.m, to 2,90 kg,m,
(18 Ib.ft. to 21 Ib.ft.)
3 .
'8 In. x 24 3,18 kg.m. to 3.73 kg.m
(23 Ib.ft to 27 Ib,!t)
-h in. x 20 4,56 kg.m, to 5,25 kg.m.
(33 Ib.ft. to 38 Ib.ft.)
t in. x 20 6,36 kg.m. to 6,91 kgm.
(46Ib.ft to 50 Ib,!t)

STARBOARD PORT
5 7

8 6
PROPELLER ~ ~ PROPELLER
P452

Fig. 3 Torque Tightening of Cylinder Base Nuts

The numbers indicate the torque tightening sequence

20
 Chapter 5
Fault Diagnosis
Before hand turning the propeller for fault diagnosis or maintenance checl(s, ensure that both
magnetos are correctly grounded and the aircraft master switch is off.

Symptom Possible cause Action

Engine fails to start

1 Does not crank 1 (a) Flat battery 1 (a) Check state of battery. Recharge
battery or change

(b) Faulty electrical connections (b) Check and renew any connect~
'::; ion if necessary

(e) Defective starter motor and (e) Remove and examine: pay
drive particular attention to brushes
and commutator. Renew if
necessary

2 Cranks too slowly 2 (a) Battery charge low 2 (a) Recharge battery

(b) Cold oil (b) To help breal< the drag created

by the cold oil, pull the propeller
through several revolutions with
the ignition switch in the off
position
In sub-zero temperatures it is
advisable to pre-heat the engine
oil in order to ease cranking
-- - ---
 Symptom Possible cause Action

3 Lack of fuel 3 (a) Fuel cock in the incorrect 3 (a) Check to ensure that it is in the
position 'ON' position

(b) Mixture control in the incorrect (b) Check to ensure that it is in the
position 'FULL RICH' position

(c) Insufficient priming (c) Repeat starting procedure

(d) Insufficient fuel (d) Check and fill tanks if necessary

(e) Faulty booster pump (if fitted) (e) Check operation; repair if
necessary

(f) Blocked fuel tank air vents (f) Check and clear jf necessary

(g) Blocked aircraft fuel filter and (g) Check that the fuel filter and
fuel lines fuel lines areclean andfreefrom
""
water
(h) Incorrect functioning of the ear- (h) Ensure that they are functioning
buretter float and needle valve correctly

(i) Incorrect carburetter operation (i) Check and repair if necessary

4 Excessive fuel 4 (a) Excessive priming (weak or 4 (a) Select idle cut-off. set the
intermittent firing and black throttle to the fully open pos-
smoke issuing from the ition and rotate the engine
exhaust) several times

(b) Carburetter flooding (b) Examine the float and needle

valve in the float chamber
 Symptom Possible cause Action

5 Defective ignition 5 (a) Faulty switch or ground wiring 5 (a) Check that there are no incorrect
connections, breaks in the insul-
ation or possible shorting at the
terminals. Renew any damaged
parts

(b) Dirty or defective sparking plugs (b) Remove and clean, examine the
sparking plugs. Check the gaps.
Renew the sparking plugs if
necessary

(c) Defective sparking plug cables (c) Examine the condition of cables.
Renew defective parts
(d) Magneto incorrectly timed in- (d) Check the engine timing, refer
N
ternally or to the engine to Chapter 6. Renew magneto
'" if internal timing is incorrect

Running faults

6 Engine fails to idle 6 (a) incorrect idle mixture adjust- 6 (a) Reset idle mixture screw
ment
(b) Air leaksinthe induction system (b) Tighten any loose joints. Renew
damaged parts

(c) Blocked carburetter idle air (c) Clear jet or renew the carburet-
bleed ter

(d) Dirty or defective sparking plugs (d) Remove, clean and examine the
sparking plugs. Check the gaps.
Renew if necessary
 Symptom Possible cause Action

\
Engine fails to idle- (e) Poor engine compression (e) Check for leaki ng valves or worn
continued piston rings

7 Rough running 7 (,) Propeller loose, unbalanced or 7 (,) Tighten retaining bolts. Re-
out of track track or balance

(b) Loose engine mounting bolts or (b) Check the mounting bolts and
cracks in the engine bearers tighten if required. Examine and
renew any damaged parts

(e) Engine mounting bushes in (e) Examine and renew any dam~
poor condition aged parts
~
-I> (d) Dirty or defective sparking plugs (d) Remove, clean and examine the
sparking plugs. Check the gaps.
Renew the sparking plugs if
necessary
(e) Defective sparking plug cables (e) Examine the condition of tile
cables. Test for break-down at
high voltage. Renew defective
parts

(f) Detonation or incorrect timing (f) Ensure that the fuel used is that
I
specified (see Page 11). Check
I for correct timing (see Page 30)

(g) Air leaks in the induction (g) Tighten loose joints. Renew
system damaged parts

(h) Scored valve stem(s) (h) Renew valve(s) and guide(s)

 Symptom Possible cause Action

Rough running- (i) Warped valve(s) (i) Renew valve(s) and regrind
continued seat(s)

(j) Defective hydraulic tappet(s) (j) Remove and test tappet(s).

Renew if defective

(k) Worn lobes on camshaft (k) Overhaul engine

8 Low power 8 (a) Defective tachometer 8 (a) Ensure the tachometer registers
accurately

(b) Incorrect propeller fitted (b) Check specification and type of

N
propeller. Renew jf necessary
'"
(c) Propeller out of track (c) Remove and inspect. Renew if
necessary

(d) Defective sparking plug leads (d) Examine the condition of leads.
Test for break-down at high
voltage. Renew defective leads

(e) Defective magneto(s) (e) Renew

(I) Throttle not fully open (I) Re-adjust linkage

(g) Blocked air intake filter (g) Remove filter and clean

(h) Carburetter air heat valve not (h) Remove filter and inspect the
closing fully valve. Adjust the linkage or
renew filter housing
I
~-
 Symptom Possible cause Action

Low power - continued (i) Fuel flow restricted (i) Inspect fuel tank vents. Inspect
the fuel cock. Clean strainer

(j) Ice forming in the carburetter (j) Apply carburetter heat

air intake

(k) Scored valve stem(s) (k) Renew valve(s) and guide(s)

(I) Warped valve(s) (I) Renewva[ve(s) and grind valve

seal(s)

(m) Worn eylinder(s), piston(s) (m) Overhaul engine

and/or piston rings

N
~

9 Engine fails to accelerate 9 (a) Engine oil temperature not 9 (a) Continue warm~up
reached required minimum

(b) 'FULL RICH' mixture not (b) Select 'FULL RICH' mixture
selected

(e) Carburetter heat control not in (e) Select 'cold' position

'cold' position

(d) Fuel supply to carburetter re- (d) Check pipes and filters. Clean if
stricted necessary

(e) Defective throttle control (e) Check for binding, kinks, slip-
ping or worn parts

(I) Blocked air intake filter (I) Remove the filter and clean
---- - -- -
 Symptom Possible cause Action

Engine fails to accelerate (g) Blocked carburetter idling jet (g) Remove carburetter and clean
- continued
(h) Airleaks in theinductionsystem (h) Tighten any loose joints. Renew
damaged parts

(i) Defective carburetter acceler- (i) Adjust pump travel or renew

ator pump carburetter

(j) Idling mixture too weak (j) Adjust to obtain the correct
setting

(k) Water in fuel (k) Drain and clean sediment trap

(I) Defective ignition (I) Check cables and connections.

N Renew defective sparking plugs
-.J

10 Low oil pressure 10 (a) Inadequate oil supply 10 (a) Check the oil level in the sump.
Examine oil pipes, joints, seals
and connections for leakage

(b) Low oil viscosity (b) Drain the sump. Fill with the
correctgradeofoil (see Page11)

(e) Blocked oil screen (if fitted) (e) Remove and clean; determine
the cause

(d) Dirt on the oil pressure relief (d) Clean the plunger and seat.
valve seat Drain the oil from the sump
and fill with clean oil
 Symptom Possible cause Action

Low oil pressure- (e) Oil pressure relief valve seat (e) Remove defective parts and re-
continued worn cut valve seat

(f) Oil pressure relief valve plunger II) Remove cap and plunger. Clean
sticking parts

Ig) Defective oil pressure gauge (g) Test gauge: renew or repair as
required

(h) Blocked oil pump suction tube (h) Remove the sump and clean
screen the screen

(i) Engine bearings worn (i) Overhaul engine

N Ii) Internal oil leakage iii Overhaul engine

co
Ik) Cracked accessory case.defect- Ik) Overhaul engine. Renew dam-
ive oil pump, leaking suction aged parts
tube

11 High oil temperature 11 (a) Inadequate oil supply 11 la) Check the level of oil in sump.
Examine oil pipes, joints, seals
and connections for leaks

(b) Dirty or diluted oil (b) Drain sump. Fill with the correct
grade of oil (see Page 11)

(c) Winter baffles installed (e) Remove for warm weather

operation

(d) Prolonged ground operation at (d) Avoid prolonged running on the

high speed ground
---
 Symptom Possible cause Action

High oil temperature- (e) Oil cooler matrix blocked by (e) Clean debris from matrix
continued debris

(I) Low air speed at high power (f) Avoid low air speed
(at climb conditions)

(g) Weak fuel/air mixture (g) Adjust to obtain the correct

setting

12 Fluctuating oil pressure 12 (a) Dirty oil restrictor adapter hole 12 (a) Examine and clean if necessary
gauge

N
'"
Chapter 6
Magneto
Slick 4001 type magneto
The 'Slick 4001' magneto is a sealed unit which does not require adjustment
and cannot be overhauled. Exchange magnetos are available through
a Rolls-Royce Motors/Teledyne Continental Motors Distributor.
Refer to the current Parts List when ordering new magnetos; note that
exchange magnetos are supplied without the drive gear.

1 2

Fig, 4 Slick 4001 Magneto Vent Plug Hole

1 Vent plug hole
2 Small drilled hole in magneto rotor

Magneto installation and timing to the engine

Fit the drive gears to the magnetos and tighten the securing nut; lock with
new split pins.
Rotate the engine crankshaft (anti-clockwise as viewed from the front of the
engine) until No.1 piston is in the correct firing position on compression
stroke (i.e. 20°.:+$ both magnetos).
To fit a magneto to the engine,remove the bottom vent plug from the magneto
then, turn the impulse coupling and note the small drilled hole in the magneto
rotor.
As the magneto rotor rotates at twice distributor speed it is necessary to
ensure that the distributor is at the No.1 firing position when the rotor marking
(i.e. the small drilled hole) is situated in the centre of the vent plug hole (see
Fig. 4).

30
 Fig. 5 Setting the Magneto Timing on a Slick 4001 Magneto
Identify the lead T1 (right magneto) or B1 (left magneto) as marked on the
sparking plug nut. Hold this lead a short distance away from the magneto frame
and turn the impulse coupling in the normal direction of rotation until it
triggers (see Fig. 5). Repeat this procedure until a strong spark is produced
between the lead selected and the magneto frame. Care must be taken to hold
the magneto firmly so that the coupling will not move far beyond this point.
Reverse the rotor approximately 25° until the rotor marking re·appears in the
centre of the vent plug hole. Hold the rotor so that the rotor marking remains
in the centre of the vent plug hole. This can be carried out by fitting a small
diameter pin or peg into the small drilled hole in the magneto rotor.

u- u-
CYL. No.4. L.-
eYL No. 3. L'~
Uo Upper
L Lower
U.--I- U.-
CYL. No.2.l.- CYL. No_1 L.I
,-- - - --1------'-
~---- ~

2 ,1\ ('~'-=~~i'
_1-----.11

(
+/ 3 _ 4

LEFT MAGNETO RIGHT MAGNETO K 632

Fig. 6 Slicl< 4001 Ignition Wiring Diagram

31
 Fit a new gasket to the magneto and attach the magneto to the engine.
Retain the magneto with two clamps. lock-washers and plain hexagon
securing nuts; finger tighten the nuts.
Accurately set the magneto timing as indicated by a timing lamp. turning the
magneto casing until the contact breaker points open. Tighten the securing
nuts with the magneto in this position.
Check the timing by turning the crankshaft approximately 15" in the reverse
direction (clockwise as viewed from the front) ; carefully turn the crankshaft
forward until the breaker points open as indicated by the timing lamp. Adjust
the timing if necessary.
Note If the crankshaft is rotated too far clockwise. the impulse
coupling will pick-up and a false timing will be indicated.
Fit the vent plug to the magneto and secure.

Bendix-Scintilla S4lN-21 magneto

Adjustment - Contact breaker point gap
Adjustment of the contact breaker points is used to control the instant the
points open relative to a particular angular relationship between the rotating
magnet and the magneto pole shoes. This relationship is known as the 'E' gap
and correct setting is essential for maximum efficiency_ Therefore it is most
important that the contact breaker gap is set in accordance with the following
instructions.
With the magneto removed from the engine unscrew the timing inspection
plug from the top of the magneto body. Using a suitable timing lamp. i.e. one
which does n'1t require the coil to breaker connection to be removed, attach
the leads between the magneto ground connection and an unpainted part of
the magneto body.
Rotate the impulse coupling assembly in its normal direction of rotation
until the impulse trips. Turn the coupling back until the painted chamfered tooth
is just past the timing inspection hole then. rotate the coupling in the normal
direction of rotation until the painted tooth is approaching the centre of the
inspection hole; continue turning until the timing lamp illuminates. Care should
be taken when turning the magneto back past the inspection hole not to re-
engage the impulse mechanism.
If the painted tooth is not in the centre of the inspection hole the instant the
timing lamp is illuminated. adjust the contact breaker gap. To adjust the gap it
is necessary to remove the contact breaker cover plate. Then, slacken the
contact breaker assembly adjustment screw and move the assembly until the
points just open as indicated by a timing lamp connected across them; tighten
the adjustment screw. Replace the cover plate and then check the timing as
described previously.
When the contact breaker gap has been set so that the timing lamp is
illuminated the instant the painted tooth is in the centre of the inspection hole.
the 'E' gap is correct. The contact breaker gap should then be between 0.305
mm. and 0.610 mm. (0·012 in. and 0·024 in.).

32
 Warning Cases of excessive magneto advance have been noted on
both installed engines and on engines returned for over-
haul. The most probable cause is that field personnel often
reduce what is considered to be an excessive point gap
without realising the effect on timing. Any adjustment to
the contact breaker gap should therefore be carried out
strictly in accordance with the instruction given previously.
It should also be noted that when a replacement contact
breaker set has been fitted, wear on the cam follower is
relatively rapid until a glaze has formed. This wear increases
the contact breaker gap, thus producing a slight retarding
effect on the ignition timing.

Magneto installation and timing to the engine

Fit the drive gear to the magneto and tighten the securing nut; lock with a new
split pin.
Rotate the engine crankshaft (anti-clockwise as viewed from the front of the
engine) until No.1 piston is in the correct firing position on compression
stroke (i.e. 20°.!S~ both magnetos).
To fit a magneto to the engine, remove the timing inspection plug from the
top of the magneto then, turn the impulse coupling and note the painted
chamfered tooth.
As the magneto rotor rotates at twice distributor speed it is necessary to
ensure that the distributor is at the No.1 firing position \j\/hen the painted tooth
is in the centre of the inspection hole.

U
Cy L. No.4
CVL.No.3 U

]
U= Upper

ci01
L= Lower
CY

~"'~
(t /t
1 4 \

G·2 3

I
LEFT MAGNETO RIGHT MAGNETO P448

Fig. 7 Bendix-Scintilla Wiring Diagram

33
 Identify the lead T1 (right magneto) or B1 (left magneto) as marked on the
sparking plug nut. Hold this lead a short distance away from the magneto frame
and turn the impulse coupling in the normal direction of rotation until it triggers
(see Fig. 5). Repeat this procedure until a strong spark is produced between
the lead selected and the magneto frame. Care must be taken to hold the
magneto firmly so that the coupling will not move far beyond this point. Turn
the impulse coupling back until the painted chamfered tooth is just past the
timing inspection hole then, rotate the coupling in the normal direction of
rotation until the painted tooth is in the centre of the inspection hole; ensure
the coupling does not move.
Fit a new gasket to the magneto and attach the magneto to the engine.
Retain the magneto with two clamps, lock-washers and securing nuts; finger
tighten the nuts.
Accurately set the magneto timing as indicated by a timing lamp, turning the
magneto casing until the contact breaker points open. Tighten the securing
nuts with the magneto in this position.
Check the timing by turning the crankshaft approximately 15 0 in the reverse
direction (clockwise as viewed from the front) ; carefully turn the crankshaft
forward until the breaker points open as indicated by the timing lamp. Adjust
the timing if necessary.
Note If the crankshaft is rotated too far clockwise, the impulse
coupling will pick-up and a false timing will be indicated.
Fit the inspection plug to the magneto and secure.

Maintenance

Lubrication
The Bendix-Scintilla S4LN-21 magneto incorporates an oil impregnated bush
in the distributor block which lubricates the distributor gear shaft therefore,
lubrication between overhauls is not required.

Contact breaker points

Access to the contact breaker points and condenser is obtained by removing
the cover plate. This plate is retained by four screws.
If the contact breaker points are heavily pitted or burned a new contact
breaker assembly should be fitted. Attempts to stone the points are not
recommended. Whenever the points are pitted or burned the condenser
should also be checked.
After the contact breaker assembly has been fitted the contact breaker point
gap should be set as described on Page 32.

34
Chapter 7
Carburetter
The 'Marvel-Schebler' carburetter, type MA-3SPA 10-5067 fitted to the
Rolls-Royce Continental 0-240 engine is a float type up-draught carburetter,
having an accelerator pump.
The accelerator pump is linked to the throttle and delivers extra fuel to enrich
the mixture when the throttle is opened rapidly, thereby preventing fuel
starvation.
Attention to the carburetter between overhauls is seldom necessary except
for the following points. Clean the fuel screen regularly, inspect for fuel
leakage and clean obstructed idling jets when necessary.

Adjustments
Idle mixture and speed
1 To set the approximate position of the idle mixture adjuster, screw the
adjustment screw in until it is felt to contact its seat; care should be taken
not to over-tighten the screw otherwise the seat may be damaged.
Unscrew the adjustment screw %to 1 complete turn.

Fig. 8 Carburetter Details

1 Accelerator pump stroke-Long stroke position
2 Accelerator pump stroke-Short stroke position
3 Accelerator pump stroke-Medium stroke position
4 Mixture control lever
5 Throttle control lever
6 Throttle stop screw
7 Idle mixture adjustment screw

35
2 Start and operate the engine until the normal operating temperature is
reached.
3 Set the throttle stop screw to obtain an idle speed of approximately
550 r.p.m.
4 Slowly turn the idle mixture adjustment screw anti-clockwise (approxi-
mately t of a turn at a time) until the engine starts hunting. thereby
indicating a rich mixture. Turn the adjustment screw in (clockwise) slowly
until the engine starts to run irregularly (weak mixture). This operation will
determine the adjustment range.
5 From this position turn the adjustment screw out (anti-clockwise) slowly
to obtain the position which gives the richest mixture while still retaining
smooth engine running.
6 Re-adjust the throttle stop screw to give an idle speed of 550 Lp.m.

Accelerator pump strol<e

If any hesitation is experienced during acceleration, the accelerator pump
stroke may require adjustment. Three positions for the link are provided on
the throttle shaft crank (see Fig. 8).
Normally the link will be fitted into the number 3 position as shown in
Figure 8. To increase the fuel flow for acceleration the link should be fitted
in the number 1 position, similarly to reduce fuel flow. the link should be
fitted to the number 2 position.

36
Chapter 8
Starter Motor
The 'Prestolite' starter motor, solenoid and clutch mechanism is supplied with
the engine.
The starter motor is a conventional 12 volt starter motor connected to a
constant mesh automatic clutch. The clutch and drive gear are located inside
the engine accessory case.
The solenoid, although supplied with the engine, is mounted at some
convenient point on the airframe.
When ordering a new starter motor, it should be noted that the gear, clutch
and pinion will be supplied separately.
When removing a starter motor, first disconnect the battery leads. Disconnect
the lead from the starter motor terminal then remove the securing bolts, nuts
and washers together with the starter motor.

Fig. 9 Starter Motor

1 Battery terminal
2 Starter motor
3 Gear. clutch and pinion
4 Starter solenoid

37
Chapter 9

Alternator

It is essential that the battery is disconnected before any servicing or routine

inspection of the alternator is attempted.
The electrical system of this engine is negative earth, therefore whenever a
replacement alternator is fitted to an engine ensure that it is of the correct
polarity. Failure to confirm correct polarity and fitting the incorrect alternator
would result in damage to the alternator and associated wiring.

Fig. 10 Typical Alternator Wiring Diagram

When connecting the battery leads, particular care should be taken to

ensure that the negative terminal is connected to earth.
Note Under no circumstances must the alternator field be polarised
as with D.C. generators. Care must also be exercised to en·
sure that the alternator is not inadvertently operated with the
field energised and the output terminals disconnected as this
will cause serious damage to the output diodes.

38
Chapter 10

Conversion Factors

Centi metres to Inches x 0·3937

Kilometres to Miles x 0·6214

Knots to Miles per hour x ,.,515

Knots to Kilometres per hour x 1 ·8532

Miles per hour to Kilometres per hour x 1·6093

Kilometres per hour to Miles per hour x 0·6214

Cubic centimetres to Cubic inches x 0·0610

Litres to Imperial quarts x 0·8796

Litres to U.S. quarts x 1 ·0568

Litres to Imperial gallons x 0·2199

Litres to U.S. gallons x 0·2642

Kilogrammes to Pounds x 2·2046

Pounds per sq. in. to Kilogrammes per sq. cm. x 0·070

Kilogrammes per sq. cm. to Pounds per sq. in. x 14·2233

Pounds per sq. in. to Inches of mercury x 2·0359

Kilogrammes per sq. cm. to Millimetres of mercury x 735·54

Horse power to Cheval Vapeur (C.v.) x 1 ·0139

Degrees Fahrenheit to Degrees Centigrade (OF-32) x 5

Degrees Centigrade to Degrees Fahrenheit °C x 9

--+ 32
5

39
 Chapter 11

Altitude Data

Pressure, Temperature, Density and Air Speed Correction Factor

International Standard Atmosphere

To obtain
Altitude Temperature Pressure Relative TAS.
Feet Metres 'C. 'F. Ib/sq. in. kg/sq. em. Pressure Density Multiply by

.. 0 0 15·00 59·00 14· 70 1.033 1·000 1 ·000 1·000

o
1 000 304 13·02 55·44 14·17 0.996 0·964 0·971 1 ·015
2000 610 11 ·04 51 ·87 13· 67 0,961 0,930 0,943 1 ,030
3000 914 9·06 48,31 13,17 0,926 0,896 0, 915 1 ·045
4000 1 219 7·08 44,74 12,70 0,893 0·864 0,888 1 ·061
5000 1 524 5·10 41, 18 12·23 0.860 0·832 0·862 1 ,on
6000 1 829 3·12 37·62 11· n 0,827 0·801 0·836 1 ·094
7000 2134 1 ·14 34·05 11·34 0,797 0,n2 0·811 1 ·111
8000 2438 -0·84 30·47 10, 92 0.768 0·743 0·786 1 ·128
9000 2743 -2·82 26·90 10· 51 0,739 O· 715 0·762 1 ·146
10000 3048 -4·80 23·36 10·11 0,711 0·688 o· 739 1 ·164
41
42
43
44