Teledyne Continental Motors Sandcast Series, IO-550-D, IO-550-E, IO-550-F, IO-550-L Maintenance And Operator's Manual

MODEL IO-550-D, E, F & L

SANDCAST SERIES

©

CONTINENTAL

AIRCRAFT ENGINE

MAINTENANCE AND

OPERATOR’S

MANUAL

TM

Teledyne Continental Motors, Inc.

FORM X30605 FAA APPROVED
©1990 TELEDYNE INDUSTRIES, INC. APRIL 1990

MAINTENANCE

MANUAL

-

Teledyne Continental Motors (TCM) engine operating in­structions are generated prior to and independently of
the aircraft operating instructions established by the
airframe manufacturer.
developed using factory controlled parameters that are
not necessarily the same as those specifications re­quired to satisfy a specific aircraft
Because of this difference the aircraft operator should
use the airframe manufacturer's operating instructions

in

found
operating the aircraft unless otherwise specified by the
original airframe manufacturer.

the Pilots Operating Handbook

AND

NOTICE

TCM's operating instructions are

OPERATOR'S

-

/

engine installation.

(POH)

while

FORM

NO.

X30605

MAINTENANCE

AND

FOR

OPERATOR'S MANUAL

10-550t),E,F,L

The operator must comply with all the instructions contained in this manual in order to assure
safe and reliable engine performance. Failure to comply will be deemed misuse, thereby reliev­ing the engine manufacturer

This manual contains
dures contained herein provide the operator with technical information and instructions applica­ble to safe operation.

no

of

warranties, either expressed or implied. The information and proce-

AIRCRAFT ENGINE

responsibility under its warranty.

CHAPTER

Chapter Page

INDEX

1 Introduction 1-1
2 Tools and Equipment 2-1

3

4

5

6

7

8

9

10 Troubleshooting 10-1
1 1 Engine Preservation and Storage 11-1
12 Airworthiness Limitations 12-1

13 Engine Performance and Cruise Control 13-1

Detailed Engine Description 3-1
Engine Specifications and Operating Limits 4-1
Unpacking. Installation. Testing & Removal 5-1

Normal Operating Procedures 6-1
Emergency Operating Procedures 7-1
Abnormal Environmental Conditions 8-1
Service and Maintenance 9-1

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CHAPTER

1

INTRODUCTION

Section

Section

1-1
1-2 Related Publications 1-3
1-3 Abbreviations and Glossary
1-4 Manual Revisions 1-9

scope

............................

....................

......................

Index

Page

of

Terms 1-4

...........

..

1.2

INTRODUCTION

1-1

SCOPE

Recommendations, cautions and warnings regarding operation of this engine are not intended to impose
undue restrictions, but are inserted to enable the pilot to obtain maximum performance from the engine
commensurate with safety and efficiency. Abuse, misuse, or neglect
cause eventual failure. In the case of an

trous

consequences. Failure to observe the instructions contained in this manual constitutes unautho-

rized

operation in areas unexplored during development of the engine, or in areas which experience has

proved to be undesirable or detrimental.
Notes, Cautions and Warnings are induded throughout this manual. Application is as
NOTE. . .Special interest information which may facilitate the operation of equipment.

.

CAUTION.
gine or accessories.

WARNING.

the engine

.Information issued to emphasize certain instructions or to prevent possible damage to en-

.

.Information which, if disregarded, may result in severe damage to or destructi~n of

or

endangerment to personnel.

aircmft engine

it

should

of

any piece of equipment can

be

obvious that a failure may have disas-

follows:

1-2

RELATED

PUBLICATIONS

1. Overhaul Manual for 10-550D,E,F,L Series Aircraft
Engine. Form

2.

Illustrated Parts Catalog for 10-550 Series Aircraft

Engine. Form

X30607A.

X30606A.

3. Teledyne Continental Motors Aircraft Engine Ser­vice Bulletins.

4.

Fuel Injection Manual. Form X30593A.

The above publications can be ordered through your
Teledyne Continental Motors Distributor or ordered

if

directly,

prepaid, from:

Teledyne Continental Motors

Aircraft Products Division

P.

0.

Box 90

Mobile, AL 36601

Attn: Accounts Receivable

II. Accessory Manuals:

A. Ignition System

Master Service Manual
TCM lgnition Systems and Com­ponents
Form

X40000
Teledyne Continental Motors
Aircraft Products Division
P.

0.

Box 90
Mobile, Alabama 36601
Attn: Publications Dept.

B. Starter Motor

Service Manual
Teledyne Continental Motors
Aircraft Products Division

0.

Box 90

P.
Mobile, Alabama 36601
Attn: Publications Dept.

C. Alternator

Alternator Service Instructions
Form X30531-3
Teledyne Continental Motors
Aircraft Products Division
P.

0.

Box 90
Mobile, Alabama 36601
Attn: Publications Dept.

1-3

ABBREVIATIONS AND GLOSSARY OF TERMS

Abbreviation

A.B.C.
ADMP
Approx.
A.T.C.
Bar
B.B.C.
B.H.P.
BSFC
BSOC

B.T.C.
C.A.R.
C.G.
c.f.m.
C.H.T.
CW
CCW

Dia.
EGT
FAA
Fig.
Front
Ft.
F.T.

FT-LBS
G.P.M.

gms

Hex
H20
Hg.

hr.
I.D.
IN-LBS

(")

in.
Left Side
Lbs.
Lockwire
Man.

After Bottom Center
Absolute Dry Manifold Pressure
Approximately
After Top Center
Barometric
Before Bottom Center
Brake Horsepower
Brake Specific Fuel Consumption
Brake Specific Oil Consumption
Before Top Center
Civil Air Regulations
Center of Gravity
Cubic Feet Per Minute
Cylinder Head Temperature
Clockwise Rotation
Counterclockwise Rotation
Degrees Celsius
Degrees Fahrenheit
Degrees of Angle
Diameter
Exhaust Gas Temperature
Federal Aviation Administration

Figure (Illustration)
Propeller End of Engine
Foot or Feet
Full Throttle
Foot Pounds Torque

Gallons Per Minute
Grams
Hexagon
Water
Mercury
Hour
Inside Diameter
Inch Pounds Torque
Inches
Side on which No's

2,4

and 6 cylinders are located.
Pounds
Soft stainless steel wire used to safety connections, etc.
Manifold or Manometer

Abbreviation

MAP
Max.
Min.
N.P.T.
N.R.P.
N.C.
N.F.
O.A.T.
O.D.

02.

PPH

Press.
p.s.i.
PSlA
PSlG
Rear
Right Side
R.P.M.
Std.
TBO
T.C.D.P.

T.D.C.
Temp.
T.I.T.
Torque

1

OOLL

1-3-5

2-4-6

30'

Manifold Absolute Pressure
Maximum

Minimum
National Pipe Thread (Tapered)
Normal Rated Power
National Course (Thread)
National Fine (Thread)
Outside Air Temperature
Outside Diameter

Ounce
Pounds Per Hour
Pressure
Pounds Per Square lnch
Power Per Square lnch Absolute
Power Per Square lnch Gauge

Accessory End of Engine

Side on which No's 1, 3 and 5 cylinders are located.
Revolutions Per Minute

Standard
Time Between Overhaul
Turbocharger Deck Pressure
Top Dead Center
Temperature
Turbine Inlet Temperature

Force

x

lever arm (1 25 ft.-lbs. torque = 125 lbs. Force applied

one ft. from bolt center or 62-1/2

100 Octane Low Lead Fuel
Cylinder numbering right side of engine (rear to front)
Cylinder numbering left side of engine (rear to front)
Thirty minutes of angle (60' equal one degree)

lbs 2 ft. from center)

Glossarv

ADMP

Ambient

BHP

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

A term used to denote a condition of surrounding atmosphere at a particulartime.
For example; Ambient Temperature or Ambient Pressure.

Brake Horsepower. The power actually delivered to the engine propeller shaft.

It is so called 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

150

while burning

Fuel

Qmsmwtion in PPH

pounds of fuel per hour, has a BSFC of

-

-.

5

Brake Horsepower

.5.

300

horsepower

Cavitation

Cold Soaking

Corrosion
Critical Altitude

Density Altitude

Dynamic Condition
E.G.T.

Exhaust Back Pressure

Four Cycle

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

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

Deterioration of a metal surface usually caused by oxidation of the metal.
"Critical Altitude" means the maximum altitude at which, in standard atmosphere,

it is possible to maintain, at a specified rotational speed, a specified power or a
specified manifold pressure. Unless otherwise stated.

Altitude as determined by pressure altitude and existing ambient temperature. In
Standard Atmosphere (IAS) density and pressure altitudes are equal. For a given
pressure altitude, the higher the temperature, the higher the density altitude.

A term referring to properties of a body in motion.
Exhaust Gas Temperature. Measurement of this gas temperature is sometimes

used as an aid to fuel management.

Opposition to the flow of exhaust gas, primarily caused by the size and shape of
the exhaust system. Atmospheric pressure also affects back pressure.

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

Gallery

Galling or Scuffing

Hg"

Heat Soaked

Humidity

Impulse Coupling

Lean Limit Mixture

A process of metering fuel into an engine by means other than a carburetor.
A passageway in the engine or subcomponent. Generally one through which oil

is flowed.
Excessive friction between two metal surfaces resulting in particles of the softer

metal being torn away and literally welded to the harder metal.

A

Inches of Mercury.
pressure or

Prolonged exposure of an object to hot temperature so that its temperature

throughout approaches that of ambient.

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

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

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

manifokl pressure.

standard for measuring pressure, especially atmospheric

Manifold Pressure

Pressure as measured in the intake
Usually measured in inches of mercury.

manifoM down-stream of the air throttle.

Mixture
Naturally Aspirated (Engine)

NRP
O.A.T.
Octane Number

Oil Temperature Control Valve

Overboost Valves

Overhead Valves
Overspeed
Performance Rating

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

A term used to describe an engine which obtains induction air by drawing it
directly from the

Normal Rated Power.
Outside Air Temperature.

A

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

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

A pressure relief valve, set slightly in excess of maximum deck pressure, is
provided to prevent damaging overboost in the event of

An engine configuration in which the valves are located in the cylinder head itself.
When an engine has exceeded its rated revolutions per minute.
A rating system used to described the ability of fuel to withstand heat and pressure

cornbustion as compared with 100 octane fuel. For example, an engine with

of
high compression and high temperature needs a higher Performance Rated fuel

than a
characteristics of lean (1 00) and rich (130) mixtures respectively.

low

atmosphere into the cylinder. A nonsupercharged engine.

a

system malfunction.

compression engine. A rating of 1001130 denotes performance

Pressure Altitude

Propeller Load Curve

Propeller Pitch
Ram
Rated Power

Retard Breaker

Rich Limit

Rocker Arm
Run Out

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

A plot of horsepower, fuel flow, or manifold pressure versus RPM through the full

a

power range of one engine using a fixed pitch propeller or
propeller running on the low pitch stops. This curve is established or determined
during

design and development of the engine.

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

Increased air pressure due to forward speed.

The maximum horsepower at which an engine is approved for operation. Rated
power may be expressed in horsepower or percent.

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

The richest
necessarily the richest condition at which the engine will run.

A mechanical device used to transfer motion from the
Eccentricity of wobble of a rotating part.

fuellaif ratio permitted for any given power condition. It

pushrod to the valve.

constant speed

is

not

Scavenge Pump

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

Sonic Venturi

A restriction, especially in cabin pressurization systems, to limit the flow of air

through a duct.
Standard Day
Static Condition
Sump

TBO
TDC

Thermal Efficiency

Torque
Turbocharger

By general acceptance, temperature

-59°~/150~, pressure

-29.92

In. Hg.
A term referring to properties of a body at rest.
The lowest part of a system. The main oil sump on a wet sump engine contains

the oil supply.
Time Between Overhauls. Usually expressed in operating hours.
Top Dead Center. The position in which the piston

travel.

A

line drawn between crankshaft rotation axis, through the connection rod

has reached the top of its

and axis and the piston pin center would be straight line. Ignition and valve timing
are stated in terms of degrees before or after TDC.

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

Turbine

Inlet Temperature. The measurement of E.G.T. at the turbocharger

turbine inlet.
Twisting moment or leverage, stated in pounds-foot (or pounds-inch).
A device used to supply increased amounts of air to engine induction system. In

by

operation, a turbine is driven

engine exhaust gas. In turn, the turbine directly

drives a compressor which pumps air into the engine intake.

Vapor Lock

Variable Absolute Controller

Vernatherm Valve

Viscosity

Volatility
Volumetric Efficiency

A condition in which the proper flow of a liquid through a system is disturbed by
the formation of vapor. Any liquid will turn to vapor

if

heated sufficiently. The
amount of heat required for vaporization will depend on the pressure exerted on
the liquid.

A device used to control the speed, and thus the output pressure of the

tuwcharger. It does so by operating the wastegate which diverts, more or less,
exhaust gas over the turbine.

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

The characteristic of a liquid to resist flowing. Regarding oil, high viscosity refers
to thicker or "heavier" oil while low viscosity oil is thinner. Relative viscosity is

indicated by the specific "weight" of the oil such as 30 "weight" or 50 "weight".

Some oils are specified as multiple-viscosity such' as

10W30. In such cases, this

oil is more stable and resists the tendency to thin when heated or thicken when

it

becomes cold.
The tendency of a liquid to vaporize.
The ability of an engine to fill its cylinders with air compared to their capacity for

A

air under static conditions.
volumetric efficiency of slightly less than

"normally aspirated engine will always have a

loo%, whereas superchargers permit

volumetric efficiencies in excess of 100%.

Wastegate Valve

f

Hydraulic)

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 signals from the turbocharger controller.

Wastegate Valve
(Manual)

Critical Altitude

Dynamic Condition
E.G.T.

Exhaust Back Pressure

1-4

MANUAL REVISIONS

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

A ground adjustable bypass located in the turbine exhaust (Fixed Orifice) bypass
duct. The position of the fixed orifice wastegate valve remains constant through­out all modes of engine operation.

maximum altitude at which a component can operate at 100% capacity. For

The
example, an engine with a critical altitude of 16,000 feet cannot produce 100%
of its rated

manifold pressure above 16,000 feet.
A term referring to properties of a body in motion.
Exhaust Gas Temperature. Measurement of this gas temperature is sometimes

used as an aid to fuel management.
Opposition to the flow of exhaust gas, primarily caused by the size and shape of

the exhaust system. Atmospheric pressure also affects back pressure.

be

sub-

Technical Publications Department

Teledyne Continental Motors

Box

P.O.

90

Mobile, Alabama 36601

Manuals will be revised and updated as neces-

sary.
Consult Teledyne Continental Motors' Service

Bulletin publications for latest technical in­formation available.

INTENTIONALLY

LEFT

BLANK

CHAPTER

2

TOOLS

Section Page

2-1

2-2

TOOIS

Special

.

.

. .

Tools

. . . .

. .

AND

Section Index

. .

EQUIPMENT

. . . . . .

. . . . . . . .

.

. . . .

. .

. . .

. .

. . .

. . . .

.

. .

2-2

. . . . 2-2

2-1

The mechanic should be equipped with
of common tools to include the minimum of:

1.

TOOLS

Wrenches - 114" thru

1

a

complete set

"

9.

Torque Wrenches (Calibrated) - 0-500 In. Lbs. - 0-

100

Ft.

Lbs.

10.

Micrometers

2-2

SPECIAL TOOLS

2. Common and Phillips Head Screwdrivers

-

3. Pliers­Duck Bill, Vise Grip, Snap Ring.

4. Ratchets

5.

Sockets - 114" Drive 5/32" thru 112" - 318" Drive 318"

thru 1"

6.

Sockets (Deepwell) - 112" Drive 7/16" thru 1"

7.

Feeler Gages

8. Leather Mallet

Common, Diagonal Cutter, Needle Nose,

1/4", 318", 1/22'' Drive

-

112" Drive 7/16" thru 1-114"

All tools reference Sub-section
promoting or suggesting tools to be purchased from the indicated sources.

Specific tools illustrated or similar tools marketed by
other manufacturers are necessary for service and
maintenance of the aircraft engine. Tool illustrations
shown on the following pages are used with the permis-

sion of the respective manufacturers.
lllustrations in this section show only the general ap-

pearance of tools and do not correspond to the actual
size of shape. Details of special tools, fixtures, equip­ment and consumable materials appropriate to over­haul procedures are listed in
subsystems of the overhaul manual; the following infor­mation is primarily for procurement purposes.

the various chapters and

NOTICE

2-2

Special Tools, are for reference only, not for the purpose of

IDENTIFICATION

CODE SUPPLIER

(ALR)
(BTC)

(CSPC)

(FTSC)

(OTC)

(MCSC)

(SOT)

CODE

FOR TOOLS

ALCOR, INC.
BORROUGHTS TOOL AND EQUIPMENT CORP.
CHAMPION SPARK PLUG, CO.
EASTERN ELECTRONICS, INC.

FEDERAL TOOL SUPPLY CO., INC.
OTC TOOLS
McMASTER-CARR SUPPLY CO.
SNAP ON TOOLS

&

EQUIPMENT CO.

SPECIAL

PROCUREMENT SOURCES

TOOLS

COMPANY

ALCOR, INC. (ALR)

Box 325 1 6

10130 Jones

San Antonio, TX 78284

BORROUGHS TOOL & EQUIP. CORP.

N.

2429
Kalamazoo, MI 49007-1 897
51 61345-51

CHAMPION SPARK PLUG, CO. (CSPC)

Box 91 0,900
Toledo, OH 43661 Special Tools
41 91535-2461

EASTERN ELECTRONICS, INC. (EEI)

180 Roberts St. Measuring Instruments
East Hartford, CT 06108
2031528-9821 Piston Position Indicators

Maltsberger Rd.

Burdick St.

63

or 345-2700

Upton Ave.

(BTC)

GENERAL PRODUCT

SUMMARY

Instruments for
Powered Aircraft
Special Tools

Precision Instruments
Measuring Instruments

Precision Tools
S~ecial Tools

Spark Plugs, Ignitors
Oil Filters

Fuel Pressure Test Equipment
Precision Tools
Printed and Standard Circuits

Light

FEDERAL TOOL SUPPLY CO., INC. (FTSC)

10631 Capital Instruments
Oak Park, Michigan 48237
8001521 -1 508 TOLL
9r 31 31543-9300

OTC TOOLS & EQUIPMENT (OTC)

Division of Owatonna Tool Company
Owatonna, Minnesota 55060 Hydraulic Accessories
5071451 -531 0

McMASTER-CARR SUPPLY CO. (MCSC)

P.O. Box 4355 Special Tools
Chicago, Illinois 60680

SNAP ON TOOLS (SOT)

261 1 Commerce Blvd.
Birmingham, Alabama 3521 0
2051956-1 722

FREE

Precision Inspection
Special Tools

Precision Tools

Special Tools

Precision Tools

Precision Tools

Special Tools

Item

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

20.

21.

22.

23.

24.

25.

26.

&

Part
GA333

GA340
YA341
CT-470
3882

8079

5203
8121
CFLIO0
4965A

3604

3607

3607-1

8068

52213A
5221
122
80866

7521
3611
2874
4912

3619

2842
8118

4901
2839
3618
4901
4901
3601
2839A
3170
3602

68-3
4951
4981
8086
4910
4956
8116

Number

&

5204

B

A

B
A

A

Nomenclature

Strap

Wrench

Strap

Wrench

Strap

Wrench

Oil

Filter

Can

Cutter
Cylinder
Cylinder
Cylinder
Piston
Cylinder
Crankshaft
Damper

Base

Base
Base

Pin

Removers

Hone

Blade

Bushing

Nut
Nut
Nut

Replacer

Crankshaft

Damper

Blade and

Bushing Remover/

Replacer

Crankshaft

Damper

Blade

Bushing
Replacer
Crankshaft

Damper

Blade

Bushing

Replacer

Crankshaft
Damper

Blade

Bushing
Replacer
Holding
Holding

Valve
Seal

Spring

Valve
Valve
Valve
Valve
Valve
Rocker

Fixture
Fixture

Guide

Seat

Cutter

Checker
Guide
Guide
Guide
Guide
Guide

Arm

Adapters

Cleaner

Remover

Remover
Replacer
Replacer
Replacer
Bushing

Remover/Installer
Ring

Compressor

Ring

Compressor

Ring

Compressor

Ring

Compressor

Ring

Compressor

Ring

Compressor

Ring

Compressor

Floating
Valve
Push
Flaring
Valve
Valve Seat

Installer

Installer
Common

Holder

Spring

Rod

Spring

Tool

Guide

Insert
Valve
Valve

Parts

Compressor

Compressor

Push Rod

Remover

Seat

Seat

Kit

Special

Wrenches
Wrenches
Wrenches

and

Remover/

and
Remover/

and
Remover/

and
Remover/

Hsg.

R&R

Insert

Insert

Tools

Application

Oil

Filter

Removal

Oil

Filter

Removal

Oil

Filter

Removal 4 1/8"

Oil

Filter

Sludge
Cylinder
Cylinder
Cylinder

Piston
Cylinder
Crankshaft

Crankshaft

Crankshaft

Crankshaft

Crankshaft

Cylinder
Cylinder
Cylinder
Cylinder
Spring
Cylinder
Cylinder
Cylinder
Cylinder
Cylinder
Rocker

Engine
Engine
Engine
Engine
Engine
Engine
Engine

Cylinder

Removal
Removal
Removal

Removal

Reconditioning

Reconditioning

Reconditioning

Reconditioning

Reconditioning

Reconditioining

Hold
Hold
Reconditioning

Reconditioning

Inspection

Reconditioning

Reconditioning
Reconditioning
Reconditioning
Reconditioning

Arm

Assembly
Assembly
Assembly
Assembly
Assembly
Assembly
Assembly

Reconditioning

Cylinder Assembly/Disassembly
Push

Rod

Housing

Push

Rod

Housing
Cylinder
Cylinder
Cylinder
Cylinder
Cylinder

Reconditioning
Reconditioning
Reconditioning
Reconditioning
Reconditioning

3:

to 3 3/8"

3

1/2"

to 3 7/8"
to 4 7/16"

Inspection

Down
Down

Reconditioning

Installation/Removal
Reconditioning

Vendor

SOT

SOT
SOT
CSPC

BTC

BTC

BTC

BTC

SOT

SOT

BTC

BTC

BTC

BTC

BTC
BTC

BTC

BTC
BTC,
BTC
BTC
BTC

BTC
BTC

BTC
BTC
BTC
BTC
BTC­BTC
BTC
BTC
BTC

BTC
BTC
BTC

BTC

BTC

BTC

BTC

2-4

item

&

Part

Number

Nomenclature Application

Vendor

27.

28.

29.

30.

31.

32.

33.

34.

35.

36.

37.

38.

39.

40.

.41.

42.

43.

44.

45.

46.

47.

48.

49.

50.

51.

52.

53.

54.

55.

56.

57.

8116-24

thru

-29

8116-1iR

thru

15R

8116-l

B

thru

15B
8116-1
thru 1 6
4909 Valve

4954 Valve
5224

5225
8135
8136
8138
2769A1

8111
8042C Adapter
874-40,41
5008,8071
8098 Remover/installer

8122A
8139,40,41
23-1
8053 Needle
8077A&B
8077C
8104
7726
4973 Generator
8156

8093C
8093D
5210

7251

BT-33-73F

BT-60C
8091

2608A
4974
8082

8094A
8334

3

A

Valve

Stem

Hole

Reamiers

Reamers

Boring

Expanding

insert Cutters
Insert

Valve
Insert
Valve
Insert
Valve Seat (Step
Insert
Valve
Insert
Valve Seat
Insert
RosanR
Connecting

Reamers
Reamers

Connecting
Common

Pilots
Needle Bearing

Bushing
Bushing

Engine

Tork Band
Cylinder Heating

Bearing
Bearing
Differential
Differential Pressure
Cylinder Checker
Belt
Hydraulic

Tester

GEN/ALT Tester
Timing Disc
Pulley Holder
Alignment

Crankcase
Vacuum

Bars

Guide

Bodies

Seat

(Straight Side)

Seat (Straight Side)
Cutters
Seat

(Straight
Cutters
Seat

(Straight

Cutters

Side)
Cutters
Seat

(Step

Side)
Cutters

(Step

Side)
Cutters

Stud

Remover

Rod

Fixture

Kit

Conrod
Conrod

Drive

Bearing

R/R
R/R Counterweight

Stand

Tension
Drive

Puller
Puller

Tension

Valve

Gage

Pump

Bushing
Bushing

Set

Rod

Bushing

Handle

Installer
Installer

Set

Adjuster

Holders

Stand

Pressure

Gauge

Lifter

Bar

Drill

Fixture

Side)
Side)

Gauge

Cylinder
Cylinder
Cylinder
Cylinder
Cylinder
Cylinder Reconditioning
Cyiinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder Reconditioning
Cylinder

Stud
Connecting
Connecting
Connecting
Connecting
Connecting

Cylinder
Cylinder
Needle

Needle

Crankshaft
Crankshaft

Engine

Generator/Altemator
Genierator/Alternator
Cylinder Reconditioning
Bearing Removal
Bearing Removal
Setting
Checking

Alternator/Generator
Hydraulic

Checking
Setting

Sheave
Checking
Alignment
Crankcase
Vacuum

Reconditioning
Reconditioning
Reconditioning
Reconditioning
Reconditioning

Reconditioning

Remover

Rod

Inspection

Rod

Inspection

Rod

Reconditioning

Rod

Reconditioning

Rod

Reconditioning

Reconditioning

Reconditioning
Beaning
Bearing

Assembly/Disassembly

Differential

Engine

Removal

Testing

Replacement

Replacement
Reconditioning
Reconditioning

Belt
Disassembly

Starter
Starter

Cylinder

Lifter

Testing

GEN/ALT

Timing

Camp & Driver

Modification

Clutch
Clutch

Fuel

Pressure

Compression

Belt

Output

Sheave

Tensioning

Adjustment

Shaft
Shaft

BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC

MCSC,
BTC
BTC
BTC
BTC
TC

BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC

BTC
BTC

BTC
BTC
BTC

BTC
BTC

2-5

Item

&

Part

Number

Nomenclature

Application

Vendor

58.

59.

60.

61.

62.

63.

64.

65.

66.

67.

68.

69.

70.

71.

72.

73.

74.

75.

76.

77.

78.

79.

80.

81.

82.

83.

84.

85.

86.

87.

88.

89.

61-5
8094B
4918
8084
8065
504-1
4919
8054
445
8074
505
4978

8025

L423

5209
8048

8155
8117A

8087A&B
8165
8114

7912A
7710
1153
679
1035
927
1037
1079
1063
115-153
545-116
122-125
126-137

226-137

159-211
4903-1
thru

-5

4905
5129-1

thru

-5

5130
7232

4914-1H-S
thru 5HS
4943-1HS
thru 5HS

Pulley

Puller

Drill

Fixture

Spark

Plug

Insert

Replacer

Step

Cutter

Thru-Bolt

Step

Cutter

Thru-Bolt

Spark

Plug

Insert Tap

Spark

Plug

Insert

Remover

Slide

Hammer

Spark

Plug

Tap

RosanR
Stud
Scavenge
Drill
Crankcase Spitter
Propeller
Installer
Oil
Facer
Oil
Facer
Runout
Poilshing Tools

Crankshaft

Injector

and
Crankcase
Hex
Rotabroach

Puller
Puler

Puiler
Puller

Puller
Puller
Puller

Outside Micrometers

Dial
Blade
Screw
Screw
Depth
Reamers
Support
Reamers
Shaft
Reamers
Cylinder)
Reamer
Bushing
Reamer

Bushing

Reamers

Reamers

Lock Ring

Drivers

Pump

Fixture

Shaft

Oil
Pressure
Pressure

Installer

Drive

Bore

Bushing

Relief
Relief

Block

Set

Bearings

Nozzle Remover

thru

Cutters

Gages

Micrometers

Thread
Thread

Micrometers

Micrometers
Micrometers

Rocker

Boss

Rocker

(Straight

Rocker

Rocker

Valve

Guide

Valve

Guide

Installer

Drill

Seal

Spot

Spot

for

Bolt

Removers

Shaft
Arm

VIve
Shaft
Arm

Fixture

&

Boss
Boss

GEN/ALT
Journal

Cylinder
Crankcase
Crankcase
Cylinder
Cylinder
Multi
Cylinder

Stud
Stud
Crankcase
Crankcase

Crankcase

Installation
Removal

holes
Removal

holes
Crankshaft
Crankshaft

Injector
Engine

Loosening
Hole
Removal
Removal
Removal
Removal
Removal
Removal

Removal

Dimensional Inspection
Dimensional Inspection

Dimensional
Dimensional
Dimensional
Dimensional Inspection
Cylinder

Rocker
Cylinder
Cylinder

Rocker
Cylinder
Cylinder

Sheave Removal

Bearing

Reconditioning

Reconditioning
Reconditioning

Use

Reconditioning
Installation
Installation

of
of

Removal & Replacement

Disassembly

Cutting

of
of
of
of
of
of

of Press

Reconditioning

Arm

Reconditioning
Reconditioning

Arm

Reconditioning
Reconditioning

Modification

Modification
Modification

Modification
Squirt

Nozzle
Separation
of Seal

Inspection
Reconditioning

Tubing

over Propf

surface
surface

Press

Press

Press
Press
Press
Press

Inspection
Inspection
Inspection

Reconditioning

Reconditioni

Material
Material

"B*

Nuts

Fit

Parts

Fit

Parts

Fit

Parts

Fit

Parts

Fit

Parts

Fit

Parts

Fit

Parts

Replacement

lange

around
around

ng

BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC

BTC
BTC
BTC
BTC
BTC
BTC
BTC

BTC
BTC
BTC

BTC
BTC
BTC

BTC
BTC

OTC
OTC
OTC
OTC
OTC
OTC

OTC

FTSC
FTSC
FTSC
FTSC,
FTSC
FTSC
BTC

BTC
BTC
BTC
BTC
BTC
BTC

2-6

Item

&

Part

Number

Nomenclature

Application

Vendor

90. 2847-2Cp
4913-1
3606-CP
2847-1
2847-2HP
4913-1HP
3606-HP
28471

HP

91.

92.

93.

94.

95.

96.

97.

98.

99.

100.

101.

102.

103.

104.

105.

2684
2686
2689
2693

4104

2848-1

2848-2
3615

7308

52.030-006
600R-30

647

E100

Model

29

11-9110-1

Model

E25

Model

El

Model

E5
646953
85328

85329

Cp
Cp

0

Reamer

Reamer (Carbide
Reamer (Carbide
Reamer
Reamer
Reamer
Reamer
Reamer
Reamer
Reamer
Reamer (Square
Reamer
Reamer
Plug
Plug
Plug Gage
Dial
Precision
Inside Measuring

Alternator Analyzer

Regulator

Aftemnator/Regulator/
Battery
Voltage
Magneto
Timing
Cold
Hi-Voltage
Master
Alcor
Unit

Alcor

Unit

(Carbide

(Carbide
(High
(High
(High
(High
(Square
(Square

(Square

(Square
Gage
Gage

Thickness

Vernier

Tester

Tester

&

Circuit

Timing

Indicator

Cylinder Tester

Tester

Orifice Tool

Portable
Portable

Tipped)
Tipped)
Tipped)

Tipped)
Speed
Speed

Speed
Speed

Shank)
Shank)
Shank)
Shank)

Shank)

Gage

Calipers
Instrument

Tester

Light

Digital
Digital

Steel)
Steel)
Steel)
Steel)

Voltage

EGT
CHT

Cylinder
Cylinder Reconditioning
Cylinder
Cylinder

Cylinder
Cylinder
Cylinder
Cylinder
Cylinder
Cylinder
Cylinder

Cylinder
Cylinder Reconditioning
Valve
Valve

Valve

Dimensional
Dimensional
Dimensional

Charging
Charging

Electrical
Set
Set
Cylinder
Test
Cylinder
Engine

Engine Test

Reconditioning
Reconditioning

Reconditioning
Reconditioning
Reconditioning
Reconditioning
Reconditioning
Reconditioning
Reconditioning

Reconditioning
Reconditioning

Guide

Inspection

Guide

Inspection

Guide

Inspection
Inspection
Inspection
Inspection

System
System

System Test
Engine
Engine

Timing

Timing

Firing

Improperly

Ignition

Cable

Compression

Test

Test
Test

Continuity

Test

BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC
BTC

BTC
BTC
BTC
BTC
BTC
BTC

BTC

FTSC
FTSC
FTSC
EEl

EEl
EEl

KTC

EEl

EEI
KTC
BTC
ALR

ALR

2-7

a. Insert threaded adapter in female threads of

Strap

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
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
YA 341 for 4-1

Oil

Sludge

lnspection 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 malfunc­tion has occurred, and to inspect for metal or
other contaminates within the engine oil system.

Use of the Champion CT-470 Oil Filter Can
Cutter eases the opening of spin-on filters

without introducing foreign material into the
filter.

Following is the recommended procedure for
inspection of full flow oil filters:

Wrench

Filter

Inspection

/2"

to 3-7/8" Dia. Filters

/8"

to 4-7/16" Dia. Filters

filter, or screw rotating bushing on male
threads of filter.

360'. Repeat operation until

filter media for inspection.

3) Using a clean plastic bucket containing

1

approximately
filter element around in the varsol to
loosen entrapped metal or other
contaminant.

4)

Using a clean magnet, work it around in
the varsol solution.
in the solution should adhere to the magnet
for inspection.

pt. clean varsol, swish

Ferrous metal particles

Remove filter from the engine and place on

1)

a drain tray. Allow oil to drain through a

clean cloth to determine if foreign material

drains from the filter.

2)

Using the Champion CP-470 Can Cutter,

open the filter as follows; (See photos):

5)

After all ferrous metal particles have been
retrieved by the magnet, pour remaining

vatsol through another clean shop rag, and

in a bright light, any non-ferrous metals
should be detectable.

Cylinder Base

Nut

Wrenches

3882 Series

The 3882 Series Wrenches feature 1/2" square
drive and 12-point hex sockets. The wall
thickness between the hex and wrench
closely controlled for maximum strength.

Approx. 16" long overall.

O.D.

is

3882
3882-1
3882-2

3882A
3882-3A

Cylinder Base

Special modified 3882-type wrench, this special

wrench is perfect for those occasional situations
when
different configuration, as shown.

8079

Cylinder Base

9/16" hex

7/16" hex

1 /2 " hex

9/16"hex
5/8" hex

Nut

the 3882 wrench won't fit. It's a slightly

9/16" hex

Nut

3882-3
3882-4

Wrench

Wrench

5/8" hex
3/4" hex

For 470 and 520 Series

(3882-style shown in

The special configuration of these wrenches
permits access to the cylinder base nut areas as
shown. Approx. 17" long.

5203 5204

5

18" hex

5

18" hex

Piston Pin Removers

8121

Design allows piston pin removal without
removing adjoining cylinder. Sizes to fit

Continental engines.

Body Assy.

Series

Piston

Size!

Cylinder Hone

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

TCM cylinders.

81

21

K (Kit)

Crankshaft Blade and Dampener

Back-up plates and forcing screws are rugged,
heat-treated alloy steel. Be sure to keep forcing

screws greased.

4965A

3604

3607
3607-1

8068

-

for 518" I.D. Bushing

-

for 314" I.D. Bushing

-

for 15/32" I.D. Bushing

-

for GTSIO-520

-

for

,604

I.D. Bushings

Holding Fixture

Adapters

With these adapters, you may bolt the cylinder
onto the 5221

Cylinder Honing

Valve Seat Insert Work (insert removal,

seat cutting, insert installation).

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

Note: The original #5221 Fixtures require
additional tapped holes in rocker plate to
accept the above adapters- a blueprint showing
hole sizes and locations is included with
adapters.

B

Fixture in order to do:

and 520 Series

4

Universal Cylinder
Holding Fixture

5221

B

-1

7A

5221
t-loldown Clamp
Assembly (one req'd.
fits all adapters).
Order separately.

Cylinder

This is a heavy-duty, precision fixture manu­factured to extremely close tolerances. Suitable
for use on vertical mills or drill presses, it
allows quick indexing of required angles for
valve work.

FEATURES:

*

For all Continental Engines

*

Fixture indexes in all present positions
required to machine valve guides.

*

Locks in at these angles:

*

Adapter rings are included to cover all
Continental engines.

5221-10LA
5221-1 1LA

For wide deck
For narrow deck

Valve Guide Cleaner 122

Expandable type fits all Continental engines.

Seal Seat Cutter

Per Continental Bulletin

Modifies valve guide to comply with
carbide-tipped cutter blades compensate for

wear.

Spring Checker 7521

Per Continental Bulletin

Check valve spring quickly and easily. Hy-

draulically actuated extremely accurate readout

(0-160

required dimensions. 7521 Checker is less step

gauges.

Max.

pounds). Includes step gauges for all

spring dimensions: Ht.-2-1/2", 0.D.-2".

8066

M76-24R.1

M76-24R.1

A

M74-16

(Heat-Shrink Type)

Valve Guide Removers

(Cold Force Removal 'Type)

Tough heat-treated steel.

361

1

-

.375"

I.D. Guide

2874 - .436/.438"

1.D.

Guide

Valve Guide Replacers

Alloy steel, heat-treated for maximum
toughness.

4912­361 9
2842

.344" I.D. Guide

-

.375" 1.D. Guide

-

.436/.438 I.D. Guide

Rocker Arm Bushing
Remover/lnstaller Set 81 18

Driver and
Adapter

8118

81 184 81 18K and 8098-1 0 Base.

Driver and Adapter Assemblies also available
individually. The 8098-10 Base must be used

with

Adapter Assemblies.

Assy.

Set includes one each 81 18G, 81 18H,

81 18G, 81 1H, 8118J and 81 18K Driver and

Pilot
Dia.

Ram Replaces
Dia. Tool

Makes rocker arm bushing

fast and easy. All components of 81 18 set are
also available individually.

removal/installation

Piston Ring Compressors

Flexible Band

4901

-

for 3-718" and 4-1 16" bore engines

2839

-

for

5"

and 5-1 14" bore engines

361 8

-

for 4-7/16 bore engines

Type

Tapered Type

4901

B

-

for 3-718" bore engines

4901A
3601

2839A
5201

-

for 4-1 16" bore engines

-

for 4-711 6" bore engines

-

for 5" bore engines

-

for 5-1 14" bore engines

31 70 - Floating holder

No. 3 Morse male, compensates for misalignment
between reamer and work. Provides
unrestricted float.

Valve Spring
Compressor 3602

Adjustable type works on all Continental
engines.

Hook installs on rocker shaft (or on special
rocker nut furnished) and c-shaped collar
compresses spring to allow keeper removal.
stressed parts are heated-treated steel. Handle

18"

is approx.

long for good leverage.

All

Push Rod Spring
Compressor 68-3

For compressing and holding push rod springs
on all engines with spring loaded tubes. The

68-3

compresses the spring, which can then be

removed with furnished clips.

Eliminates wiring springs together- to install,
simply insert spring then pull off clip!
instructions.

Includes

Flaring Tool for Push
Rod Housing 4951

For A
Balls rotate inside housing, expanding it into

aluminum boss.

81

C Series - expanding ball type tool.

A

Valve Guide Remover 4981

Removes guides by heat-shrink method.
Cylinder is heated to

water to guide bore.

hammer removes guide.
included) supplies the low water pressure
required to cool the guides for easy removal.
Replacement guide is usually same size as the

one removed.

475O~, then tool injects

A

light tap with the

A

water reservoir (not

slide

Valve Seat Insert

Remover and Replacer

A

complete tool set to remove and install valve

8086

seats by the heat-shrink method. Cylinders are
heated to

500~-550°F. Same handle and head is
used to remove and drive down seats during
installation. Mallet may be used on the handle
as the seating force. Low water pressure on

the order of

1

to 2 p.s.i. is all that is needed
for pulling seats. This one tool set will do all
Continental engines from 65 to 520 and 10-550.

Set includes:

*

(1) Handle/lever assembly

*

(12) Puller heads (size to fit all

Continental engines

*

(1

0)

Installer pilots

*

(1)

Remover plug

*

6 feet of super flexible hose to attach to

water supply

*

Instructions

*

Storage case.

Tool is rigged for removal. Center
out thru small holes in rim of

Fig.

1.

is

plugged to

removina head.

"

route water

Installer
Valve Seat lnserts

491 0 -For 1-45/64" O.D. Exhaust and 1-53/64"

O.D. Intake lnserts.
(Includes head and handle)

Tool

is

rigged for replacement. Guide on end of tool slips
into valve stem hole for
seats

Flg

2

perfect alianment.

No

more cocked

4956-For

1-3/4" O.D. Exhaust and 1-57/64

O.D. lntake Inserts.

(Includes head and handle)

81

16

Common

Parts Kit

Does not include Expanding Guide Bodies or

cutting tools. See below.

part

of

81

16

kit.

Select Size Parts are not

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

Valve Guide

To

Valve Seat

Alignment System

MIS-ALIGNED VALVE SEATS AND GUIDES

BE

CAN

Here's how it's done:

Step
Step

Step

Step

RE-ALIGNED QUICKLY:

Removed old guides and seats

1.

2.

Install Expanding Guide Body into

valve seat boss.

3.

Place Boring Bar into Guide. Bore

valve guide boss concentric and

perpendicular to valve seat. Follow

up with Reamer.
Use your drill press for bore or ream

4.

operations as shown in this picture.

The same guide set-up works for

both.

8116.

36

BRIDGE

8116 . 19 NUT

11116 - 1

EXPANDING GUIDE

1b.

16

80

---,

8116. 1A GUIDE BUSING

LVE SEAT BORE

GUIDE BORE

ALVE

CHAMFERED SLEEVE

Valve Stem Hole Reamers

(T3kes the place

of

2847,3606

81

491

3

Series reamers).

Tool No. Hole Dia.

81 16.24 .344

Boring Bars Reamers

Made

of

ground.

high speed

M2

tool steel, precision

Reamers

Tool No. Hole Dia.

Valve Guide Boss. (Takes place of

491

4

and 4943 Series reamel s).

Boring Bars

Tool No.

Hole Dia.

(*Example: Use

Reamer

6R

Expanding

Guide

Bodies

81

16-6B Boring Bar to bore hole to

to

561

dia.)

Expanding Minimum Maximum

Bodv No. Retracted Dia. Expanded Dia.

8116-1
8116-2
81 16-3
81 16-4
8116-5
81

16-6
81 16-7
81 16-8
81 16-9
8116-10
8116-11

8116-i2
81 16-13
81 16-14
8116-15
8116-16

.555,

then finish with 8116-

Valve

Seat

Insert

Straight Side - Non Step

Cutters

Part

No.

Use

4909-8 lnt
4909-9 Int
4909-12
4-13 Exh
4954-5 Int
4954-8 Int
4954-9 Int

4954-10
4954-1 1 Int
4954-12
4954-13 Exh
4954-14 Exh
4954-15 Exh
49851 Int

49852 Int
4985-3 Int
4985-4 Int

Exh

Int

Exh

Finish

Dim.

O.S.

WARNING!

Measure New Insert

select proper cutter.

Straight Side

Cutters

Finish

Part

No.

Use

Dim.

Q&.

4985-5 Int 2.140 .030"
4985-6
4985-7 Exh 1.664 .010
4985-8 Exh 1.669 .015"

4985-9 Exh 1.674
4985-10 Exh 1.684 ,030"
5224-5
5224-10 Int 2.527 .010
5224-15
5224-20 Int 2.537 .020"

5224-30
5225-5 Exh 1.793 .005"
5225-10 Exh 1.798 .O10"
5225-15 Exh 1.808 .015"
5225-20 Exh 1.808 SO20
5225-30 Exh 1.818

Exh 1.669 ,005"

.OW

Int 2.522 .005

Int 2.523 .015

Int 2.547

-030"

.03*

Part

O.D.

and then

Small

No.

Diameter Diameter Part

--

Large

STD
.005
.010"
.015"

.OW'

.w

STD
,005
.O1on

Step Side

Cutters

Small

No.

Diameter Diameter 8.S.

2.070

2.070

2.070

2.632 STD

2.632

2.632 .010

2.632

2.632

2.632 .ON"

Large

,015
.O2OM

.OW

.05"

.015"

.ow

Rosan@

Stud

Remover

This stud remover is for use in extracting studs
from cylinder assemblies using

~osan~type

Studs.
Using the hammer, drive the stud driver

over stud
contact with the cylinder head

(2)

as far as possible without making

(3).

Using the

(1)

ratchet or pull handle, apply a firm, constant
pressure in the clockwise (tightening) direction,

the serration

(4)

on the stud will strip.

When

the stud gives, reverse the ratchet and back
the stud out until there are three threads still

engaged in the lock ring

with the

driver still attached, up, down and

(5).

Move the stud

sideways. The lock ring will pop out of the
cylinder without damaging

is Part No.

2769A13.

it.

The stud driver

2

A

3

Connecting Rod Reaming and

Alignment Checking Fixture

With these precision tools, it's easy to check
connecting rods (without bushings) for
alignment and

The 81 11A
well as one (or more) of the Adapter Kits
described below. The 811
high-carbon steel base (hardened and ground for
long life); retaining collar, cap (for connecting
rod) and wing nut.

The

81

11A Base/Retainer

Adapter Kits as described below.

warpage.

Base/Retainer Kit is required as

1A Kt includes the

Kit

fits the following

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

readings. Instructions are included.

Adapter Kits

8042C
8072C

for 520-470-E Series 1.125"

1

.OOM

&

for 0-200, 0300,360

.922"

@

Q

@

BasejRetainer Kit 81 1 1 A

Complete tool combining
81

11A Base with one of the 3
listed adapter
checking rod for alignment.

Q

a

kits shown

Reamers, Connecting Rod Bushing

High-speed steel reamers with 3/4" diameter
pilot. Use with

proper Adapter

874-40
874-41
5008
8071

.920" Roughing
.923 Finishing

1.1 26" Finishing

1

.OOOM

8111A Base/Retainer Kit and

Kit

as shown above.

use together

Finishing

@

Complete tool

using same adapters

shown above with piston

pin reamer. See at left

for proper reamer to use

Universal Connecting

Rod

Bushing

Remover and Installer Set

Complete set for removing and installing con-

necting rod bushings for Continental Support
bushing reverses for either installing or

removing.

8098 Complete Set
8098-10

Driver and

Adapter Assy.

(Above Driver and Adapter Assemblies also

available individually).

Base

Pilot
Dia.

Includes:

Ram Replaces
Dia.

8098

Tool

-+-

8098-10

(Included)

Bare

Common Drive Handle

This Drive Handle fits all pilots and cutters,
and

it

features positive pin drive as shown.

(Combination of Morse taper and pin drive
eliminates any slippage between handle and
cutter.)

By using the
below, you may choose to pilot into valve stem
hole or valve guide boss.

8122A with the proper pilot from

81

22A

Pilots

All pilots are hardened and precision ground for
accuracy. Two choices- pilot into valve stem
hole or valve guide boss.

No.

1-

Pilot Choice

(On

new installations only)

Part No. Pilot Dia.

CAUTION:

Pilot lnto Valve Stem Hole

DO NOT USE ON

WORN

GUIDES!

i

81

22A Common

Drive Handle

This handle fits all

pilots and cutters (also

fiis

your old cutters).

Cutter

Pilots

..-

4

,

Pilot

Choice

Part No. Pilot Dia. Application Part No. Pilot Dia. Application

.-

-

8123

8124
8125
8126
8127
8128 ,560

,530 Standard 8129
,535
,540 Oversize ,010 8131

,545

,550 Oversize ,020 8133

"-2

No.

2

-

Pilot

lnto

Valve

--

Oversize ,005 8130
Oversiz~O15 8132 ,639
Oversize ,030

8134

Guide

,624

529

,634 Oversize ,010
,644 Oversize .020

,654 Oversize .030

Standard

Oversize .005
Oversize .015

Boss

Needle Bearing Installers

Precisely machined to make bearing installation

fast.

23-

1

8053

562" pilot
.75OU pilot

Hydraulic Crankshaft Dampener
Bushing

Remover/Replacer Sets

8077A and 80776

Remove and
fraction of the time hydraulically!
strokes of the pump handle removes or installs
bushing with very little effort. Small actuating

head

fits in and around the crankshaft. Once
the bushing is removed (or installed), a turn of
the valve returns actuator for another cycle.

8077A

10,000
cylinder; 3-ft. long Rex hydraulic hose; all

adapters to fit 0-300 and 360, 470 and 520

Series.

80778

Items shown above in 8077A except no
hydraulics are furnished. The actuator head has

114"

hydraulic hose.

includes:

p.s.i. pump and cylinder; 5-ton output

(less hydraulics) includes:

NPT female port for connecting to your

replace crankshaft bushings in a

A

few

Counterweight Bushing
~emover/lnstaller
8077C

Positive guide of all components assures perfect

alignment. Includes adapters for
470 and 520 Series engines.

0-300, 360,

6%~~

,

,,

J-,

......

ii

All

Position Engine Stand

Assem

Transportation

Designed to save time on the overhaul floor.
Minimum attaching hardware allows complete
engine accessibility.

Positive frame rotation
number of positions simply by releasing handle.
Engine mounting plate also rotates

locks in place with heat-treated lock pin.
Flange holder is predrilled to accept

tinental

mount non-flanged crankshafts. Shipping

weight

bl

y-Disassem

erigines. Threaded adapters included to

400

Ibs.

bly

81

04

(360~) locks in infinite

360O and

all Con-

Tork Band Tension Adjuster

7726

Adjust belt tension without damage to

nents. Use on alternators, compressors, etc.

Allows grabbing difficult round components.

compo-

Generator Drive Holder

Hold drive gear for torquing or removing
retaining nut.

4973
4973A

2.600" dia.

2.51

0" dia.

..-

4

Cylinder Heating Stand

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

a

time (each tip is separately controlled).

at

Included with the 8156 Cylinder Heat Stand:
(2) Tips

(2)

36"

Propane Hoses wlfittings

(1)

Propane Regulator
(2) Controls
(1)

Y-Connector
(1) Stand
(2) Cylinder Risers

All screws, nuts and washers needed; and

instructions.

600°F. Or, you can heat one

81

56

20

Tip:

/

Ib.

\

Propane

Y-Connector

Tank

Blind Needle Bearing

8093C

Puller

Use to remove 5f8"
and 520 Series engines. Use with 8054 Slide
Hammer.

I.D.

needle bearings in 470

Starter Clutch Shaft

Bearing Pullers

80930

for removing

314"

I.D. bearings.

Use

with

8054

Slide

Harnmer

Differential Pressure Gauge

For turbo superchargers. A rugged, high
precision gauge needed to set differential fuel
measures. 50-0-50 psi,
pipe connection.

4-1/2" dia. face,

521

0

1/4"

Differential Pressure 7251

Cylinder Checker

Use standard shop air pressure to check

condition of rings, cylinder walls and valves.

Belt Tension Gauge BT-33-73F
(TSIO-520-BE uses BT-33-89P)

Set belt tension quickly and accurately to

ensure maximum belt and bearing life. The

proper belt-tension eliminates slippage and
increases efficiency of belt-driven opponents.
Compact- only 3

areas. Easy to use- just apply gauge to belt,

release ball handle and read tension on rotating

dial.
Calibrated for A-section V-belts

top width) and K-section

belts. Range 30 to 180 Ibs. and
newtons (dual scale).

1/4" wide to fit in crowded

(3/8

to

1

/2"

(4,5,

and 6 rib) poly-V

130

to 800

Hydraulic Valve BT-6OC
Lifter Tester

For checking bleed down rate on hydraulic
lifters. Hand input turns lifter as
use. Includes one gallon of
(also available separately).

BT-59

in

actual

Test Oil

In-Aircraft Alternator/

Generator Tester 8091

Replace test bench. Uses aircraft's own engine

to check systems and tests without component

removal. Long leads permit tester to remain in

cockput during testing.

*

*

Voltage output

*

Stator

*

Windings

Rotor

*

Field Input

*

*

Brushes

Diodes

n

Features 030v
ammeter; circuit breaker protected. Two point
hook-up- field term, and cigarette lighter.

DC

voltmeter; 10-0-10 amp DC

Engine Timing Disc 3608A

For all engines- universal application from

DC3.

Fastens to prop tip and accurate to

degree. lncludes piston stop 3608A-15.

Pulley Holder

For holding 2-1/2" to 3-112" dia. pulleys grip in
pulley groove.

4974

2

J3

to

114

Pulley Alignment Gage Bar
8082

The 8082 gage bar allows a quick and easy

alignment check between driver sheave and
compressor sheave.

Used when installing air conditioning on models
10-520 and TSIO-520. lncludes adapter sleeve

for

112" v-belts.

Crankcase Drill Fixture 8094A
For Starter Clutch Adapter
Per Continental Bulletin 79-1

Modifies crankcase by drilling extra oil passage
from rear main to starter bushing area.

0

Vacuum Pump 8334

This new heavy-duty vacuum pump is designed
for one-hand operation. Heavy steel wall; 0-30

in Hg; nozzle fits several sizes of tubing.

Generator Pulley Puller 61

Quick removes pulleys from
diameter. Applies even pressure on outside of
pulley in pulley groove. All components are

tough, heat-treated alloy steel.

2-1

-5

12"

to

5"

Bearing and Bushing 8094B
Drill Fixture
Per Continental Bulletin 79-1

Use to reqork your present stock of main

journal bearings and starter shaft bushings.

Use Bearing Puller 80935 (see at right).

0

M

1

..

-

A

Spark

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

Plug

Insert Replacer 491

Thru-Bolt Bore Step Cutters

8

Per Continental Bulletin

Use to chamfer step in thru-bolt dowel boss
prior to inserting improved thru-bolt with
ring seal.

M77-9

O-

Spark Plug Insert Tap 504-1

Use on all engines.

Spark Plug Insert Remover 491

9

Use on all engines.

Slide Hammer 8054

Heavy duty slide hammer features

5/8"-18

and

81

14

Series removers.

Spark Plug Tap

18

millimeter threads. High-speed steel.

thread.

24"

long overall. Use with

445

2-1

12-lb. slide

~osan@ Lock Ring Installer

8074

Heat-treated, tough alloy steel. Knurled for
sure grip. Approximately 4" long.

Stud Drivers

Six (6) different thread sizes:

505-1
505-2
505-3

114"-28
5-1 6"-24
318"-24

505-5
505-6

505-4

114"-20

5/16"-18

7/16"-20

Drill Fixture

4978

For Scavenge Pump. Includes fixture and drills

with pre-set stops
To modify 470 Scavenge Pump per Continental

Bulletin M72-8.

Drill Fixture

8025

For drilling and installing piston oil squirt

nozzles in 0-470V engines, converting to
470VO per Continental Bulletin M75-13, 10-470
to 10-4700s.

O-

includes all drills, drill bushings and stops
required to a fast and efficient job.

Crankcase Splitter Set

Makes splitting Continental crankcases easier

and faster. Prevents crankcase damage. Puller
assemblies bolt onto crankcase studs.

L423

Propeller Shaft Oil Seal Installer

5209

For all flanged shafts. For installing one piece
stretch seals without damaging sealing surfaces.
Be sure to oil the seal before installing.

Oil

Pressure Relief Spot Facers

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

8048

Spot Facer for

470

and 520.

Runout Block Set

Use this set to check runout on crankshafts,
etc. up to
alloy with Teflon bearing surfaces. Approx.

4"

size:

w

x

4"

8"

diameter.

1 x

5"

h each.

81

77A

Blocks are aluminum

Polishing Tools for Crankshafts

Bearings

Special aluminum frame and felt polishing
surfaces.

1

8087A
8087B

-718" to 2-1 14" dia.

2-1 14" to 2-518" dia.

(Dial indicator
not included)

Injector Nozzle
Remover and

This tool allows you to remove, install and
tighten injector nozzles located close to intake
parts on Piper Aircraft. Torque Wrench exten­sion allows use of
wrench to tighten nozzles to proper
specifications.

Torque wrench extension is made of
treated steel for durability. Torque input and
output is marked on extension.

Installer
socket.

.

is special, thin-walled 6-pt. 112" hex

Installer 81

318"

square drive torque

65

heat-

Crankcase Thru-Bolt Removers

Use with 8054 Slide Hammer to remove stubborn

bolts.

81 14-8

81 14-7

81 14-6

Remover, 112"-20 threads
Remover, 711 6"-20 threads
Remover, 318"-24 threads

Hex Drive for

791

Hex Tube Nut

Tubing nut wrench set for fuel systems,

hydraulic systems and brakes.

Rotabroach Cutters 771

2A

0

These cutters cut faster
drills with only a fraction of the power and
effort.

and

cleaner than twist

Pullers

These pullers provide a more controlled method to remove
press-fit parts.

Reamers, Rocker Shaft
Boss

Support

NOTE:

5129

SERIES ARE FOR

STRAIGHT VALVE

ENGINES

ONLY.

4903-1­4903-2­4903-3-

4903-4-

4903-5-

.645"

Roughing

.680n Roughing

.703 Finishing (Use with 4903-1

&

4903-2) (.678" Pilot)

.708" Finishing (Use with 4903-1

4903-2

.723' Finishing (Use with 4903-1,

4903-2,4903-3

(.706"

&

Pilot)

(.609"

(.643"

4903-3) (.70lS Pilot)

&

4903-4)

Reamer, Rocker Arm

Shaft Bushing

4905-

.609"

Std. (594" Pilot)

Pilot)
Pilot)

&

51281- .753" Roughing (.718" Pilot)

29-2-

51
5129-3- .813" Finishing (Use with

5129-4- .818" Finishing (Use with
5129-5-

.788"

Roughing (.751" Pilot)

&

5129-1
51 29-1

.833"

5129-1,5129-2,5129-3
5129-4) (.815" Pilot)

5129-2)

&

51 29-3) (.815" Pilot)

Finishing (Use with

(.786"

Pilot)

&

Reamer, Rocker Shaft Bushing

5130- .751" Std (.707" Pilot)

Reamer, Rocker

7232- .751" Std. (.732" Pilot)

Arm

Bushing

4914-1HS
4914-2HS

4914-3HS
4914-4HS
4914-5HS
4943-1 HS

4943-2HS
4943-3HS
4943-4HS
4943-5HS

-

-

-

-

-

-

-

-

-

-

.537"

-542"
.552"

-547"

-561"
.631"
.636"
.646"

-641"

-656"

Reamers, Valve Guide BQSS

Use at 275 RPM maximum

-.

.005" O.S. (.531"
.010" O.S. (.534"
.020" O.S. (.539"

-

.015" O.S.
.030" O.S. (.549"

-005" O.S. (.624"

-010" O.S. (.628"

-020" O.S. (.633"
.015" O.S. (.631"

-030"

(.539'Vilot)

O.S. (.645"

Pilot)
Pilot)
Pilot)

Pilot)
Pilot)
Pilot)
Pilot)
Pilot)
Pilot)

USE

MORSE

ADAPTER

2689
2689
2689

.

2689
2689

2693
2693
2693
2693

2693

0

Engine Application Chart For Valve Guide Stem Hole Reamers

Adapt square Shank Reamers to

No.

2

or 3 Morse Taper

Part

No. Morse
2684 2
2686
2689
2693

4104

Reducer Sleeve, No. 2 Morse I.D. to
No.

3

Morse O.D. sleeve only-

will not

NOTE..

ni-resist auides.

.

.

.DO

O.D.

3
3

3

fit

reamer shank.

NOT

use hiah-s~eed reamers on

Shank Flats

.323" .242"
.367" .275"

.48OU

.590"

.360"

.442"

Plug Gauges,

Suggestions For Reaming

Valve Guide Stem Holes

1. Use high quality cutting oil.

2.

Reamers are made to cut right

hand onlydo not turn backwards
even a partial turn!

3. If using power, run high-speed
reamers at
carbide-tipped at
imum. High-speed steel reamers

for hand cutting.

4. The

#5221 B universal cylinder

holding fixture is recommended

for stem hole reaming, using
a drill press or vertical mill.

400

RPM maximum, and

700

RPM max-

Valve Guide Stem Hole

Go and No-go Gauges are used to check
for new limits (and service limits
where applicable). Gauges are
treated alloy steel, precision ground.

2848-1-

2848-2-

3615-

.436"

I.D. Guide

.438"

I.D. Guide

375" I.D. Guide

heat-

*Dial Thickness Gage

For use in measuring wall thickness in hard to
reach areas.

*Precision Vernier Calipers

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

an

inch. These include

*Inside Measuring

f

nstruments

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

Large ratchet stop provides constant measuring
pressure to the wall surface, and insures repet­itive reading to
ranges).

All

"NOTE:

have a current calibration that is traceable to

the National Bureau of Standards.

precision measuring devices must

.0002"

or

.0001"

(smaller

@

*Alternator Analyzer
Voltage Regulator Tester

For

field

or

bench

*

Designed to pinpoint developing problems
before a total system breakdown occurs.

*

Oscilloscope type performance with easy to
use "ok or "Defective" presentation.

*

Detects failing diodes before normal
indications occur.

use

EASY

*

Inductive probe clamps over wire for

alternator ripple test.

*

Voltage regulator test leads clip on alter-

nator output terminal and engine ground.

TO

USE

*Alternator/Regulator/

Battery Tester
Model

Designed to test alternators, regulators,
batteries on

currents up to
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.

El

00

12

and

24

volt systems with

32

volts DC. Has a pointer zero

1

111

111

.,,,x~c~fc

*Multiple Voltage & Circuit

Tester For

Model

Designed to test continuity of circuits, shorts,

diodes, live circuits both low and high voltage
in aircraft ignition and electronic equipment.
Reads both AC and DC in all positions. Has
easy-to-see bright red signal lights, with bulbs
replaceable by unscrewing lenses of face of

tester.

*WARNING

clear of prop area.

29

. .

12 & 24

.

Keep equipment and personnel

Volts

*Aircraft Magneto Timing Light

P/N

1

1-91 10-1

Designed for internal timing of

mag-to-engine timing. Precision solid state
oscillator circuit sees coil primary winding as
high impedance while checking continuity
through contact points. When points open lights
go out. Built rugged for years of reliable
service. Uses four C-cell flashlight batteries.

"E

Gap" and

*Aircraft Timing Indicator
Model

Improves the accuracy and speeds up the
process of timing an aircraft magneto to the
engine. Easily attached to the propeller spinner

with mounting bands. Has top dead center

locator.

E25

*Cold Cylinder Test

El

Model

Attach one wire with an alligator clamp and use
another cable with a hand-held probe to test
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.

"WARNING..

of

clear

Q

.

Keep equipment and personnel

prop area.

High

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

Tension Lead Tester Kit

Master Orifice Tool

P/N

646953

Attach to differential cylinder pressure tester
to check calibration and determine the low

TCM

leakage limit. (Ref.

15).

Service bulletin

M84-

*Alcor Portable
Digital EGT Unit

CYLINDER HEAD TEMPERATURE

EXHAUST GAS TEMPERATURE

TEST UNITS

For use with Type
device is lightweight
disposable battery.

Temperature Range

1000~-1800~~.

"K

Thermocouple. This

9

volt

LCD

unit, with a

Part Number 85328

*Alcor Portable
Digital

This device is used with Type

It is a lightweight

disposable battery.
Temperature Range

Indication from 32°-60~0~.

*WARNING

clear

CHT

. .

of

prop area.

Unit

9

volt

200~-600~F.

.

Keep equipment and personnel

"J"

Thermocouple.

LCD

unit, with

Part

Number 85329

Sect

ion

CHAPTER

3

DETAILED ENGINE DESCRIPTIONS

Section Index

Page

Description of Engine Model Code
Basic Design Features
Lubrication System
Induction System
Ignition

Fuel System
Cylinders
Valve Train

...........................

.........................

..........................

.........................

...................

.....................

......................

.............

3-2
3-2
3-3
3-4
3-4
3-5
3-6
3-6

3-1

DESCRIPTION OF ENGINE MODEL CODE

Detailed Engine Description

Example:

Prefix

I

-

Fuel Injected

0

-

Horizontaliy Opposed

Displacement Suffix

550

Cubic Inch Cylinders

Volume Displacement

3-2

The 10-550D,E,F,L Series sandcast engines are air
cooled, having six horizontally opposed, overhead, in­clined valve cylinders. The cylinder displacement of 550
cubic inches is achieved with a 5.25 inch bore and 4.25
inch stroke. The
are naturally aspirated, Fuel Injected and have an 8.5 to
1 compression ratio. The crankshaft is equipped with
pendulum type counterweight dampers that suppress

torsional vibrations.

The
eled six bolt hole configuration propeller flange.

ing pad is provided on the lower forward
crankcase to utilize a hydrauliccontrolled governor
constant speed propeller.

BASIC DESIGN FEATURE

10-550D,E,F,L Series sandcast engines

10-550D,E,F,L Series sandcast engines have a dow-

A

mount-

2-4-6

side

forthe

S~ecification Number

fer to Specification

Manual

X30508-4

for

Information

The Letter D Indicates

The Model of Engine

On the left side crankcase between cylinders
a .125-27 NPTF tapped oil pressure connection is pro­vided to monitor oil pressure. On the oil cooler adapter
.625-18 NF tapped port is provided for the measurement
of oil temperature and a

the

bottom of the sump for oil drainage.

Engine cranking is accomplished by a geared right angle
drive starter adapter and a direct current starter motor.

The engines have provisions for a belt driven alternator

and are equipped with two gear driven magneto's. The
exhaust systems are supplied by the airframe manufac-

turer.

.625-18 NF Plug is provided on

#2 and

#4

a

10-550D,E,F,L Series sandcast engines are pro-

The
vided with a wet oil sump and high pressure oil system.
The positive displacement oil pump is located on the

lower aft portion of the crankcase. The desired oil pres­sure is maintained by a pressure relief valve located in
the oil pump housing.

3-3

LUBRICATION SYSTEM

Oil is drawn from the sump through the suction tube to
the intake side of the engine gear driven oil pump. From
the outlet side of the pump, oil is directed to the oil filter
chamber and tachometerdrive gear. Afilter by-pass valve

is incorporated in the pump housing in the event that the
filter becomes clogged.

After leaving the pump, oil is directed through passages
to the right crankcase oil gallery. Cylinder number

1,3,

and 5 intake and exhaust tappets are lubricated by oil
coming from 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 directs

oil

to the cooler. From the oil control valve cavity, oil is

A

directed to the foward camshaft bearing.

groove in the
camshaft transfers the flow of oil to a passage in the left
crankcase which is then directed to the left oil gallery.

Oil is directed to the governor drive bearing and propeller
governorthrough passages off the left oil gallery. Control

is

oil from the governor
transfer collar, which directs

channeled to the crankshaft oil

it

to the crankshaft interior

and on to the propeller.
Passageways from the left oil gallery direct oil to the main

2,4,6

bearings and

side valve tappets. Four drilled pas­sages, radiating from the rear main bearing conduct
lubricating oil to the fuel pump drive, right and left

mag­neto drives, accessory drives and to starter shaftgear. An
intersecting passage directs oil to the idler gear support.

The pistons are cooled and cylinder walls lubricated by
means of squirt nozzles which direct a stream of oil on

the inner dome of each piston. These nozzles are fed by

a groove cut in the main bearing saddles.

TO PROPELLER

GOVERNOR

PA0

----

-

. - .

-.

-

. . .

. . . . . . . .

.

----------.

OIL SUCTION
OIL THRU RELIEF VALVE
OIL THRU OIL TEMPERATURE

CONTROL VALVE

OIL UNDER PRESSURE
OIL FROM GOVERNOR

SSORY DRIVES

OIL PRESSURE
RELIEF VALVE

FIGURE

LUBRICATION

3-1.

SYSTEM

3-4

INDUCTION

SYSTEM

The air induction system used on the 10-550 Series

Engines consists of intake tubes, a balance tube, con-

necting hoses, clamp assemblies and a combination air
throttle and fuel metering control. The air throttle assem­bly may be located at the rear of the engine support by
brackets, or below the oil sump supported by an inverted
manifold assembly. The intake

manifold and balance tube

are mounted below the cylinders. The intake duct and

filter are provided by the aircraft manufacturer.

3-5

IGNITION

SYSTEM

Conventional twin 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.

Torque from the engine crankshaft is transmitted through
the idler gear to the magneto drive gear. The magneto
drive gear incorporates rubber bushings that engage the

magneto impulse coupling. As the rubber bushings in the

drive gear turns the coupling drive lugs, counterweighted
latch pawls, inside the coupling cover, engage a pin on
the magneto case and hold back the latch plate until it is
forced inward by the coupling cover. When the latch plate
is released, the coupling spring spins the magneto shaft
through its neutral position and the breaker opens to
produce a high voltage surge in the secondary coil. The
spring action permits the latch plate, magneto and
breaker to be delayed through a lag angle of 30 degrees
of drive gear rotation during the engine cranking period.
Two stop pins in the case and two lobes on the breaker
cam produce two sparks per revolution of the drive shaft.
After the engine is started, counterweights hold the latch
pawls clear of the stop pins and the magnet shaft is driven
at full advance.

In engine models which employ the retard breaker sys-

tem, the left magneto

incoprates dual breakers which

retard ignition spark during engine cranking. During the

engine cranking

period

the right magneto is grounded and

is inoperative. The retard breaker, in the left magneto, is
actuated by the same cam as the main breaker, and is
located so that its contacts will open at a predetermined
number of degrees after the main breaker contact opens.
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 become inoperative

and both magnetos fire at full advance position.

I

LOWER SPARK PLUGS

Figure

IGNITION WIRING DIAGRAM

3-2.

I

3-6.

WARNING.
specified can result in destruction of an engine the
first time high power is applied. This would most

likely occur on takeoff. If the aircraft
servlced with the wrong grade of fuel, then the fuel
must
serviced.

FUEL SYSTEM

.

.

The use of a lower octane fuel than

Is

inadvertently

be

completely drained and the tank properly

Fuel (Min. Grade))
The TCM fuel injection system is of a multi-nozzle con-

tinuous flow type. Fuel flow to the cylinders is controlled

by air throttle position, engine speed, mixture lever posi-

tion and the altitude compensation feature in the fuel
pump. A manual mixture control and a pressure gage

indicating metered fuel flow are provided for precise

leaning at any

The continuous flow system permits the use of a typical

rotary vane pump with integral relief valve in place of a

much more complex and more expensive plunger type
pump. The relief valve maintains maximum fuel flow
under full power conditions.

need for an intricate mechanism for timing injection to the

engine.
The fuel injector pump is equipped with a vapor separator

where the vapor is separated from the

swirling action and returned to the fuel tank. The fuel
injector pump forces liquid fuel into the fuel metering
assembly. Fuel flow is controlled by an Altitude Compen­sation Feature on the

combination of altitude and power setting.

. . . .

E,

.

. .

. . .

.

.

.

. . .

With this system there is no

liquid fuel by

F and L models.

. . .

.

.

. . .

. .

. .

. .

. .

.

.Aviation Grade

The air throttle assembly includes a butterfly valve which
controls the amount of air entering the intake manifold.
This valve is controlled by a lever which is connected to
the aircraft throttle control.

The fuel control assembly contains a metering valve and
a mixture control valve. The metering valve is linked to

the air throttle valve lever, The mixture control valve

linked to the cockpit mixture control. The fuel control
by-passes excess fuel back to the fuel injector pump inlet

port.

The fuel manifold valve contains a diaphram chamber

and outlet ports which connect to the fuel injector lines.

The spring-loaded diaphragm works with a ported

plunger which distributes the precise amount of fuel,
through fuel injector lines, to the fuel injector
the cylinders. Ambient air is used to vent the nozzles.

100

or

nozzles in

100LL

is

METERED FUEL PRESSURE

NOZZLE ASSEMBLY

SECONDARY FUEL STRAINER

r

\

THROTTLE LINKAGE

FUEL TO AIR

FUEL

FUEL INJECTION

ASSEMBLY (TEMPORARILY INSTALIE? FOR

\

FIGURE

SYSTEM SCHEMATIC

3-3.

FUEL INLET FROM

FUEL SYSTEM SET UP)

TA

3-7.

CYLINDERS

The six separate engine cylinder assemblies are air
cooled, two valve, twin spark plug, hemispherical com­bustion chamber, aluminum head, steel cylinder barrel
units of typical aircraft engine design. The cylinder head
is screwed and shrunk onto the cylinder barrel which

fit

results in a gas tight

without the use of gaskets or heavy

cylinder head bolts. Valve seats and guides are also

at

shrunk into the cylinder head

the time the barrel isfied.
Spark plug threads are protected by the use of replace­able helical coil inserts.

3-8.

VALVE TRAIN

Exhaust valves are faced with a special heat and cor-

rosion-resistant material and the valve stems are
chromed for wear resistance. Oil fed to the hydraulic valve

tappets, under

pressuie from the main galleries, lubri-

cates the tappet guide surfaces and fills the reservoirs

inside the tappets. Oil from the tappetsflows through the
pushrods to the rocker arms. Each rocker arm directs a
portion of its oil through a drilled

orifice toward the respec-

tive valve stem. Oil is returned to the crankcase through

pushrod housings, which are sealed to the cylinder

the

head and crankcase by
crankcase tappet bores direct

rubber seals. Drain holes in the

returning oil to the sump.

CHAPTER

4

ENGINE SPECIFICATIONS AND

OPERATING LIMITS

Section Index

Section

4-1 General

4-2 Engine Specifications
4-3 Operating Limitations
4-4 Accessories

...........................

.........................

Page

....................

....................

4-2
4-2

4-3

4-4

4-1

The operating limits and specifications listed in this sec­tion are applicable to the 10-550 aircraft engine.
Chapters 6 and 7 for additional operating procedures.

GENERAL

Consul

4-2

Manufacturer
Model
Cylinders

Cylinder Numbering (From accessory end toward propeller end):

ENGINE SPECIFICATIONS

.....................................

10-550D,E,F,L

Arrangement
Bore (Inches)
Stroke (Inches)

Piston Displacement (cu. in.)

Compression Ratio

*

Cylinder Head Temperature Maximum Allowable

Number
NOTE:

*

Indicates temperature measured by Bayonet Thermocouple, (Aeronautical Standard AS234 Element or

equivalent), installed in boss in bottom of cylinder head.

Right Side Cylinders
Left Side Cylinders .2-4-6
Firing Order 1-6-3-2-5-4

of

.............

.............................................

............................................

.....................................

..............................*..........

Cylinders

..........................................

........................................

.........................................

..........................................

Individual air cooled cylinders in a horizontally opposed position.

.........................

Teledyne Continental Motors

5.25

4.25
550

.8.5:1
460°F

.6

.I-3-5

Dimensions JO-550D 10-550F 10-550F 10-5501

Length
Width

Height
Engine Weight - Dry (No oil in sump)
Complete Engines Includes:
Crankcase assembly, crankshaft assembly, camshaft as- fittings.

sembly, valve drive train, cylinder assemblies, piston
connecting rod assemblies, oil sump assembly, inter­cylinder baffling, alternator, starter, starter adapter as­sembly, lubrication system (includes oil filter and oil
cooler), accessory drives, ignition system (includes
plugs), fuel injection system (includes starting primer),
induction system, exhaust system, all engine to engine
attaching hardware, hoses clamps and fittings.

Total Engine Dry Weight with Accessoires

10-550-D 463.20 Lbs.
10-550-E 480.50 Lbs.

10-550-F 454.00 Lbs.
10-500 L 454.00 Lbs.

36.74 In.

33.56 In. 33.56 In.

36.74 In.

43.91 In.

19.75 In. 19.75

spark

40.91 In. 40.91 In.

33.56

In. 33.56 In.

In.
DOES NOT include:
Outer cylinder baffling, prop governor, airframe to engine

control cables, attaching hardware, hose clamps and

&

23.25 In.

(Subject to product variation of + 2.5%)

Brake Horsepower

Rated Maximum Continuous Operation "300
Recommended Maximum for Cruising 225

...............................

.................................

4-3

Crankshaft Speed

Intake Manifold Pressure (In

Fuel Control System
Unmetered Fuel Pressure (P.S.I.G.)

FueLAvia . Gasoline.Min . Grade

Oil Specification

Oil Pressure

OPERATING LIMITS

.

RPM
Rated Maximum Continuous Operation 2700
Recommended Max . for Cruising (75% Power)

.

Hg.)

Maximum Take-Off .Full Throttle

Maximum Continuous .Full Throttle
Recommended Continuous Max . for Cruising

......................................

....................................

............................

Idle (600 RPM)

Take-off 33 . 36

...............................................

..........................................

..............................

All Temperatures 20W-50 15W-50

Below 50°F Ambient (Sea Level)

Above 30°F Ambient (Sea Level)

Idle. Minimum. psi 10
Normal Operation. psi

.....................................

............................................

.......................................

...............................

...........................

..................

Continental Continuous Flow Injection

...........................

(Refer to Chapter

............................

.................................

100LL (Blue) or 100 (Green)

2500

See Performance Chart

8.0

.

10.0

9

for Spec . MHS-24B

SAE 30 or 1 OW-30

SAE 50

30 to 60

10-550D

Oil Sump Capacity (U.S. Quarts)

Usable Oil -Quarts20° Nose Up

Usable Oil . Quarts 15" Nose Down 6.0
10-550E
Oil Sump Capacity (U.S. Quarts)

Usable Oil -Quarts 15" Nose Up
Usable Oil . Quarts 5' Nose Down

10-550F

Oil Sump Capacity (U.S. Quarts)

Usable Oil . Quarts 20' Nose Up

Usable Oil . Quarts 15' Nose Down
10-55OL

Oil Sump Capacity (U.S. Quarts)

Usable Oil - Quarts 20' Nose Up

Usable Oil . Quarts 15' Nose Down

Oil Consumption (Lb./BHP/Hr. Max . at rated power and RPM)

Oil Temperature Limits

Minimum for Take-Off 75°F
Maximum Allowable 240eF
Recommended Cruising 170°F

.........................................

....................................

..................................

.........................................

....................................

...................................

.........................................

....................................

..................................

.........................................

....................................

..................................

........................................

.........................................

.......................................

...................

006

X

%

100

12

7.0

12

8.0

8.0
12

7.0

6.0
10

7.8

6.7

Power

Ignition Timing (Compression stroke. breaker opens)

Right Magneto. degrees BTC 22'

Left Magneto. degrees BTC 22'

.....................................

......................................

4-4

ACCESSORIES

Magnetos (10-550-D&E)
Magnetos

Ignition Harness

Spark Plugs

Oil

Cooler

Alternator

(10-550-F&L)

(10-550-D&E)
(10-550-F&L)

.........................

Champion

10-550-D,E&F
10-550-L

............................................

................................

........................................

.....................................

Starter

Fuel Injection System

Quick Start Primer

...............................................

10-550-E

...............................................

...................................

....................................

...............................

TCM

.........................................

................................

Slick Eledro (5MM Sheilded)

....................................

18MM X .750-20 Thd. Connection (FAA Approved)

RHB32E (TCM Part No. 634675)

........................................

Prestolite 24V 70 AMP (Optional)

.............................................

.TCM (S1200 Series)

Slick Eledro (621 0)

(S1200 Series) Optional

TCM (5MM)

(5MM) Optional

TCM

TCM (Modine)

Customer Supplied
Customer Supplied

TCM (24 Volt)

TCM

TCM

ACCESSORIES DRIVE RATIOS TO CRANKSHAFT (Viewing Drive)

Direction Drive Ratio

of to

Accessory Rotation
Tachometer

Magneto CCW 1.5:1
Starter

Alternator (Be& Dr.)

**

Propeller Gov.

Fuel Pump (Injection) CW

Accessory Drives (2) CW 1.5:1

* "CW - Clockwise and "CCW - Counterclockwise

**

This drive is a modified AND2001 0 and is supplied with cover plate only.

Optional

CCW
CCW 2:1

*

CW 1:1

Crankshaft

.5:1

32:1

1:i

CHAPTER

5

UNPACKING. INSTALLATION. TESTING

AND REMOVAL

Section Index

Section

5-1

5-2

5-3

5-4

5-5 Flight Testing

5-6

5-7

5-8

Unpacking 5-2
Preparation for Service 5-2
Engine Installation Instructions 5-2
Pre-Flight and Run-up 5-5

Engine Removal Instructions 5-5
Ground Handling 5-6
Crating and Shipping 5-6

Page

..........................

...................

...............

...................

........................

................

......................

....................

5-5

5-1

Packaging Category

1.

UNPACKING

"A

(Cardboard Container)

Cut steel banding straps securing the container. (Use

caution as straps may spring loose when cut.)

2.

Remove the staples from the base of the cardboard

cover.

3.

Lift cardboard cover veritcally and remove.

NOTE.

. .

Remove exhaust

port

protective plugs. Service
the lubrication system with mineral (nondetergent) oil or
Corrosion Preventive oil corresponding to
Type

11.

See Chapter 4 for sump capacity.

MlL-C-6529

Remove the shipping plate from the propeller governor
pad forward of number 6 cylinder. Lubricate the governor
shaft splines with engine oil; install a new gasket and then
install the propeller governor control. Attach with plain

washers, new lock washer, and torque the nuts to

180-

220 inch pounds.

4.

Attach a hoist to the engine lifting eye, located at the

top of the crankcase backbone. Take up slack on the

hoist, then cut the steel banding straps holding the engine
to the base. (Use caution as straps may spring loose
when cut.) Lift the engine, vertically and install on a
transportation stand or dolly.

"6"

Packaging Category

1.

Remove the four (4) lag screws attaching the wooden

(Wooden Container)

cover to the base.

2.

Lift the wooden cover vertically and remove.

3. Open the moisture proof plastic bag.

4.

Attach a hoist to the engine lifting eye located at the

top of the crankcase backbone. Take up slack on the

hoist, prior to loosening the engine mount bolts; then
remove the bolts from the shipping shock mounts. Leave

a

the engine vertically and install on

transportation stand

or dolly.

5-2

If the engine is

PREPARATION FOR SERVICE

not

to be installed within five

(5)

days after

unpacking, it should be represerved in accordance with

procedures listed in Chapter

11.

CAUTION.

assure that the governor is

prior to installing the attaching hardware. This

.

.

Align spline of governor drive gear and

fuNy seated to the crankcase

wi!l

eliminate the possibiiity of misalignment forcing the drive

gear off location within the crankcase.
Optional Accessories: Optional accessories such as

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

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

5-3

ENGINE INSTALLATION INSRUCTIONS

(See Figure

5-1)

lnstall per airframe manufacturers instructions and the

following generalized instructions. The engine should be

hoisted just above the nacelle using the lifting eye bracket
installed in the engine backbone.

1.

Position upper mount on fitting assembly. Index upper

mount with roll pin in back side of fitting assembly.

If

the engine is to be installed within five

(5)

days after

unpacking, remove the shipping plugs installed in the

lower spark plug holes and turn the crankshaft through at

least two complete revolutions in order to remove the
cylinder preservation oil from the cylinder. Remove the
shipping plugs installed in the upper spark plug holes and
inspect the cylinder bores with a flashlight or borescope

lor rust or contamination. Contact your Teledyne Con-

if

tinental Motors Distributor

any abnormal condition is

noted.
lnstall the upper spark plugs

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

2.

Using a shop punch or like instrument as an aligning
tool, guide engine on upper mount and fitting assembly.
Lower engine onto mounts.

3.

Assemble lockwasher bonded spacer and lower
mount with
sembly and index lower mount with roll pin. Align

bolt.

Position these items on the fitting as-

lock-

washer with hole provided in lower mount.

4.

Torque bolt as recommended by the airframe

manufacturer.

5.

Safety bolt by crimping the bars on lockwasher over

the flat surfaces of the bolt head.

NOTE.

. .

Remove all protective covers, plugs, caps and

identification tags as each item is connected or installed.

NOTE.

engine to airframe connections.

.

.

See airframe manufacturer's instructions for

CAUTION.

purged to remove

installation
Failure to comply can cause erratic fuel injection system
operation and damage to its components.

WARNING.

nuts on the spark plugs until the propeller installation

is completed. Failure to comply could result in bodily
injury
tion.

6.

Install the approved propeller in accordance with the

airframe manufacturer's instructions.

.

.

The aircraft fuel tanks and lines must be

aN contamination removed prior to

in

the main fuel inlet line to the fuel pump.

.

.

Do not install the ignition harness

when the propeller is rotated during installa-

"6"

INSTALLATION DRAWING

10-550

MODEL

I0-550D

IO-550E
IO-550F
IO-550L

i

36.74

43.91

40.91

40.91

A

B

33.56

33.56

33.56

33.56

Figure

5-

1

DIMENSIONS

C D E

23.79

19.75

19.75

23.25

17.10

17.10

-17.10

17.10

8.20

8.20

8.20

8.20

IF

7.62

7.62

7.62

7.62

Figure

5-4

5-1

5-4

The
starting.
oiling
pump.
engine
removed

NOTE.
method

or

If
magnetos

engine
Install

lbs.
in
position,

Start
in

PREFLIGHT

engine

lubrication

This

can

system installed

An

acceptable

starterto

until

an

..

Recheck

was

used.

less

than

the

the

magneto

rotated

I

nstall

the

the

timing

and

order

must

torque

the

ignition

shown

i.e.

"IT"

engine

Chapter 6 or

AND

system

be

accomplished

into a main
altemnate

motorthe

oil

pressure

the

oil

level

Do

not

oil

sump

capacity.

attaching

during

be

accomplished

the

upper

harness

in

Fig.

for

number

in

accordance

the

airframe

manual.
Unmetered and metered

justed

prior

to

flight.

The

engine

no

further
ground operation
valves

5-5

The

engine has

the

factory,

mended

that

no

system

has

high

powerbreak-in

and

rings.

FLIGHT

received a test

however a two

to

assure

induction

leaks

exist priorto

been

tested

can

be

detrimental

TESTING

that

the

system, exhaust

service.

RUN-UP

must

be

using a pressure

oil

method

engine

with the

indication

in

the

sump

operate

the

(See

nuts

were

engine

installation,

prior

spark

plugs

"B"'

nuts to

3-2.

"B"

nuts are

one

top

spark

with

the

manufacturer's

fuel

pressures

at

the

factory

on

theground.

to

cylinders,

cell

run-in

hour

flight test

piston

rings

system, oil

releasing

the

pre-oiled prior

gallery

engine

is

top

is

noted.

if

the

or

to

spark

pre-oiling

with

to

the

oil

use the

plugs

more

Operating Limits.)

loosened

to

to

the

procedures

or

the
magneto
starting.

300-360

spark

plugs

identified

plug

etc.

listed

to

in.

for

operator's

should

and

High

be ad-

requires

power

pistons,

prior

to

leaving

is

recom-

have

seated

aircraftfor

and

or

fuel

normal

leaning

10-550-D.

except
Leaning

with

Level
power
second
65%
mixture
should
strumentation

The

tings,
temperatures.

manifold

the

Any
should
should
normal

The

to

maintain

Rich

mixture

leaning

for

operations should be

the

airframe

flight

cruise

or

richer

mixture

hour

power

and 75%

power

settings.

be

adjusted

within

descent

with

should

careful

Avoid

pressure

RPM

sufficiently

abnormal

be
be

conditions

corrected

accomplished

service.

engine

can

accordance with

5-6

Identify

engine
NOTE...

storage,
section

1.

2.

3.

ENGINE

each

item

to

aid

in

reinstallation.

If

the

engine

accomplish steps listed

tited

"Indefinite

Turn

all

cockpit
Disconnect
Disconnect

the battery
the

smoothness

should

cruise

be

economy

performed

manufacturers

should be

for

at

the f irst

settings should

with

the

appropriate

Engine

as

required

controls

specifications.

be

made

at

monitoring

long

below

to

maintain

of

descents

18"

Hg.;

manifold

detected

and

any

final

prior

to

now

be

operated

the

aircraft

REMOVAL

as

the

is

flight

INSTRUCTIONS

item

is

being

removed

Storage"

switches and

fuel

ground

starter

cable.

during

used

for

climb

for

all

operations

the

10-550-E,F&L.

in

accordlance

lnsturctions.

75%

hour

power

of

with best

operation.

alternate

best

or

aircraft

to

maintain

low

cruise

engine

with

if

necessary

engine,

power

pressures

cruise

RPM

decrease

pressure.

during

test

adjustments

releasing

in

normal

the

aircraft for

service

manual.

disconnected

in

Chapter

prior

to

selector

from

to be

placed

1 1, in

removal.

valves

cable.

for

the

The

between

power

altitude

in-

set­and
and

flight

required

in

the

in

the

OFF.

WARNING...
adjusted
checked
publications
aircraft

Ambient
major
pre-flight
manual.
monitor

temperatures
power
a

shallow
cooling.
except

at

engine test

and

adjusted

when

to

ensure

air and

concern

during

run-up

Conduct a normal take-off

the

fuel

and

in

accordance

climb

Rich

mixture

leaning

Although

the

In

accordance with

the

engine

proper

engine

in

flow,

operating temperatures

this

test

accordanc-e

RPM,

oil

temperatures.

with

the

altitude to

should

for

field

elevation

engine

the

fuel

Is

first

fuel

system

Installed

operation.

flight.

Accomplish a normal

with

the

with

oil

pressure,

Reduce

flight

manual

gain

optimum

be

used

for

(where

system

was

must

approplate

Into

the

are

aircraft flight

full

power

cylinder

and

airspeed

all

operations

applicable)

and

head

to

climb

maintain

and
and

be

of

5-5

4.

Tag

and

following

components.
a.
b.
c.
d.
e.
f.

bundle

the

disconnect

the

Magnetos
Alternator

Tach

generator

Oil

temperature

Cylinder

Remove

head

to

engine

all

engine.

engine

wiring bundle

bulb

temperature

clamps

components

bulb

attaching

and

from

engine

route

clear

the

wire

of

Accomplish the following items:

1.

Drain the engine oil from the sump. Replace drain plug

and tighten.

2.

Remove the propeller in accordance with airframe

manufacturer's instructions.

3.

Remove engine to airframe connections in accord-

ance with airframe manufacturer's instructions.

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

CAUTION.
cone before removing the engine. The
cause

Remove the engine as follows:

1.

Hoist engine vertically out of the nacelle and clear of

the aircraft.

NOTE.

wires, lines and hoses have been disconnected.

2.

Install engine on a transportation stand, dolly, or on

the engine shipping container base.

5-7

After engine is removed from aircraft or container (at­tached to hoist) proceed with care. Do not let engine front,

rear, sides or bottom come in contact with any obstruc­tions as the extreme weight may cause damage to the
engine or components.
obvious or consequential damage.

5-8

. .

Place a suitable stand under the aircraft tail

loss of weight may

the

tail

to

drop.

. .

Hoist engine slowly and make sure that all

GROUND HANDLING

If

contact has occured inspect for

CRATING AND SHIPPING

Category

container base and attach with metal banding straps.

Install and attach container cover.
Category

container base. Attach engine using shock mounts and
bolts cover engine with plastic bag. Install and attach
container cover to base.

"A"

(cardboard container). Lower engine onto

"B"

(wooden container). Lower engine onto

CHAPTER

6

NORMAL OPERATING PROCEDURES

Section

Section

6- 1 General 6-2

6-

2

Prestarting 6-2
6- 3 Starting 6-2
6- 4 Cold Starts 6-2
6- 5 Flooded Engine 6-2
6- 6 Hotstarts 6-2
6-

7

Ground Warm-up 6-3

6-

8

Pre-Takeoff Check 6-3

6-

9

Power Control 6-4
6-10 Takeoff 6-4
6-11 Climb 6-5

...........................

.........................

...........................

.........................

.......................

..........................

......................

.....................

........................

...........................

............................

Index

Page

6-12 Cruise 6-5
6-13 Descent 6-5
6-14 Landing 6-5

6-1 5 Engine Shutdown 6-6

............................

...........................

...........................

......................

6-1

GENERAL

6-1 GENERAL

Fuel

~~~~~~~~4.

Boost

Pump -Off

CAUTION.

standard
thoroughly

.

.

environmental

familiarize
Environmental
conditions
dures
tailored
temporarily

consideration
and/or

The

receives.

are

and

techniques

accordingly.

operated

should

routine

life

of

your

inspection

Follow

carefully.
The

engine
factory.
Straight
for

the

The

minimum
(Blue
not

available,

received

Therefore,

mineral

first

oil

change
grade

or

100

(Green).
use

fuel.

WARNING...
cause
damage
plied,
most
tently
fuel
ly

possibly

likely

serviced

must

serviced,

6-2

Before
examined
proper

1.

of

servicing.

Assure

fuel.

(1

The

pre-ignition

an

engine

occur

be

completely

prior

PRESTARTING

each

flight

for

damage,

that

fuel

00LL-Blue,

This

section

pertains

conditions.

himself

Conditions.

encountered

fat

normal

For example,

in

extreme

be

given

servcing.

engine

the

oil

is.

determined

instructions

a

run-in

operation

no

break-in

(MIL-C-6529

period

aviation fuel

If

the

minimum

a

higher

rating.

use

of a lower

and/or

the

first

causing

on

with

engine

takeoff.

the

wrong

drained

to

engine

the

engine

oil

or

tanks

contain

or

1

00

Green)

to

operation

The

with

Chapter

Whenever

or

anticipated,

operation

if

the

cold

or

to

an

early

contained

before

schedule

Type

II)

(25 hours).

for this engine

grade

Neveruse

octane
detonation
time

high

failure.

If

the

aircraft

grade

of fuel,

and

the

operation.

and

propeller

fuel

leaks,

proper

type

pilot
8,

Abnormal

such

abnormal

the

should

aircraft

hot

weahter,

oil

by

the

in

this

leaving

is

required.

should

be

is 1

required

a

lower

rated

fuel

which

power

This

Is

Inadver­then

tank

proper-

should

security

and

quantity

under

should

proce-

be

is

to

be

change

care

it

manual

the

used

OOLL

is

rated

can

can

Is

ap-

would

the

be

and

5.

Battery -On.

6.

Magnetos

7.

Boost

-

pump
tuated approx.
engine

8.

is

warm,

Starter -energize

release.

NOTE...
high
fires
Starting
as

the

Initial starting

voltage

the

spark

will

be

circuit

engine

facilitated

starts

the magnetos.

9.

Oil

Pressure

CAUTION...

is

running

CAUTION...

crank

for

motor

may

thirty

seconds

period

before

6-4

Use

the

more

prime

begins

running,

intermittently
engine

from

6-5

1.

Mixture

2.

Throttle

Do

as

this
If

longer

overheat.

of

continued

COLD

STARTS

same

procedure

will

for

stopping.

FLOODED

Control

-

1/2

On.

or

primer

3

seconds

little

or

no

until

operated

plugs

and

so

that

-

10

psi

not

engage

will

damage

difficulty

than

thirty

If

cranking,

normally

it

may

be

a

few

seconds

ENGINE

-

IDLE

OPEN.

(according
to

prime

priming

will be

engine

ignition

is

provided

by the

retards

if

the

starter

normal

minimum

in

starting

seconds

the

ignition

within

the

starter

the

starter.

is

ata

engine

allow

3

attempts.

as

for

normai

be

necessary.

necessary

to

in

order

CUT-OFF.

to

installation)

the

cylinders.

necessary).

begins

starter

does not
to

to

fire,

by

a

special

switch,

the

ignition

is

released

30

when

experienced,

time

timing.

as soon

is

provided

seconds.

the

engine

do

as

the

starter

start

5

minute

start,

After

operate

to

cooling

except

the

engine

the

primer

prevent

ac-

(if

the

then

which

by

not

after

that

the

2.

Drain

into

a

clean

continue

3.

Check

6-3

1.

2.

3.

STARTING

Throttle
Propeller
Mixture

a

quantity

container.

draining

oil

level

-

open
Control

Control

of

fuel

from

all

If

water

or

foreign

until

only

clean

fuel

in

sump.

approximately

-

Full

Increase

-

Full

RIch

1

sumps

and

matter

appears.

RPM

strainers

is

noted,

6-2

3.

Magneto/Start

4.

When

engine

to

BOTH.

mixture

6-6

Use
mixture
pump
Chapter

Retard

control

HOT

the

same

control

on

high

8-Starting

Switch

starts,

to

FULL

the

-

return

throttle

RICH

STARTS

procedure

full

for

as

lean,

throttle

approximately

a

Hot

ENgine.

START.

the

Magneto/Start

and

position.

for

normal
full

open,

15

slowly

start,

and

to

20

seconds.

switch

advance

except

the

have

electricfuel

See

6-7

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

1. Head the aircraft into the wind.

2. Operate the engine on the ground with the propeller

in "Full Increasen RPM position.

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

4. Leave mixture in "Full Rich". Fuel pumps are altitude
compensating.

5. Warm-up 900-1000 RPM.

6-8

1. Maintain engine speed at approximately 900 to 1000
RPM for at least one minute in warm weather, and as
required during

oil pump and to assure adequate lubrication.

GROUND WARM-UP

be

observed.

PRE-TAKEOFF CHECK

cold

weather, to prevent cavitation in the

a. Check magnetos: Move the ignition switch
first to
move switch back to "BOTH" position to clear the
other set of spark plugs. Then move the switch
to
between the two magnetos operated individually
should not differ more than 50 RPM with a max­imum drop for either magneto of 150 RPM. Ob­serve engine for excessive roughness during this
check.

WARNING..

magnetos may Indicate a malfunction in the ignition
circuit. Should the propeller be moved by hand (as
during preflight) the engine may start and cause

Injury to personnel. This type of malfunction should

be

corrected prior to continued operation of the en-

gine.

CAUTION.
pre-takeoff magneto check. When operating on single

ignition, some RPM drop should be noted. Normal indi-

cations are 25-75 RPM drop and slight engine roughness
as each magneto is switch off. An RPM drop in excess

150

RPM may indicate a faulty magneto or fouled spark

plugs.

"R" position and note engine RPM,then

"L"

position and note RPM. The difference

.

Absence of RPM drop when checking

.

.

Do not underestimate the importance

of

of

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
up is 75°F.

CAUTION.
unless oil temperature is
is within specified limits of

CAUTION.
before reaching minimum oil temperature may cause loss
of oil pressure and engine damage.

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

4. Restrict ground operations to the time necessary for

warm-up and testing.

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

.

.

Do not operate the engine at fun-up speed

75'F minimum and oil pressure

30-60

PSI.

.

.

Operation of the engine at too high a speed

run-

Minor spark plug fouling can usually be cleared as fol­lows:

-

(1) Magnetos
(2) Throttle

(3) Mixture
and hold for ten seconds. Return mixture to full rich.

(4) Magnetos

If

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

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

b. Check throttle and propeller operation.

Move propeller governor control toward low RPM position
and observe tachometer. Engine speed should decrease
to minimum
turn governor control to high speed position. Repeat this
procedure
propeller hub.

Both On.

-

2200 RPM.

-

Move toward idle cutoff until RPM peaks

-

Recheck.

governing speed (200-300 RPM drop). Re-

two

or three times to circulate warm oil into the

Where applicable move propeller control to "father"
position. Observe for 300 RPM drop below minimum
governing RPM, then
position.

returncontrol to'Yull increase" RPM

CAUTION. .

excess of

.

Do not operate the engine at a speed in

2000

RPM longer than necessary to test oper­ation and observe engine instruments. Proper engine
cooling depends upon
continue testing

forwad speed of the aircraft. Dis-

if

temperature or pressure limits are

approached.

6.

Instrument Indications.

6-10

1.

cowl flaps should

TAKEOFF

Position mixture to

be

positioned as specified by aircraft

"FULL

RICH". Where installed,

manufacturer.

2.

Position fuel boost pump switch as instructed by

aircraft manufacturer.

a. Oil Pressure: The oil pressure relief valve will
maintain pressure within the specified limits if the

oil temperature is within the specified limits and

if

the engine is not excessively worn or dirty.

Fluctuating or low pressure may

be

due to dirt in

the oil pressure relief valve or congealed oil in the

system. This should be corrected prior to contin­ued operation of the engine.

b. Oil Temperatures: The oil cooler and oil tem-

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

c. Cylinder Head Temperature: Any tempera-

ture in excess of the specified limit may cause

cylinder or piston damage. Proper cooling of
cylinders depends on cylinder baffles being prop­erly positioned on the cylinder heads and barrels,
and other joints in the pressure compartment
being tight so as to force air between the cylinder

fins. Proper cooling also depends on operating
practices. Fuel and air mixture ratio will affect
cylinder temperature. Excessively lean mixture
causes overheating even when the cooling sys­tem is in good condition. High power and
speed, or any

slow speed flight operation, may

bw

air

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.

3.

Use

full throttle to obtain rated power for takeoff.

During takeoff, observe manifold pressure RPM, fuel
flow, engine temperature and oil pressure. All should be
within normal limits.

6-9

POWER CONTROL

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

and

then adjust to the desired

RPM. Readjust manifold pressure after final RPM setting.

NOTE.
sating fuel pump which automatically leans to an ap­propriate full rich schedule with changes in manifold
pressure caused by changes in altitude.

CAUTION.

never be allowed to exceed the limitations specified.
Near-maximum temperatures should occur only when
operating under adverse conditions, such as high power
settings, low airspeed, extreme ambient temperature,
etc.
reasonably be explained, or if
mixture settings are required to maintain temperatures,
then an inspection should be performed to determine the
cause. Possible causes of high temperatures may in-

clude broken or missing baffles, inoperative cowl flaps,
sticking oil
nozzles (resulting in lean-running cylinders.) Faulty in­struments or thermocouples may cause erroneously high
(or low) temperature indications. Refer to Chapter
this manual and/or the aircraft overhaul manual for
trouble shooting procedures.

6-11

1. Recommended power for normal climb is

2.

RICH" mixture setting, with cowl flaps, if provided, set to
maintain proper cylinder head and oil temperature.

3. During climb (immediately after takeoff) observe
manifold pressure RPM, fuel flow, engine temperature

and oil pressure. All should be within limits.

. .

The engine is equipped with attitude compen-

.

.

Cylinder head and oil temperatures must

If

excessive temperatures are noted, and cannot

abnonnal cowl flap andlor

temperature control unit, or restricted fuel

CLIMB

78%.

Climb at

78%

power and above must be done at "FULL

10

of

NOTE.
fluctuation in fuel flow may appear in the early flight
stages, which is caused by excess vapor. If this occurs,
operate the fuel boost pump as
aircraft manufacturer.

3.

increased power is desired, the mixture control must be

returned to the richer setting before changing the throttle
or propeller setting. When reducing power, retard throttle,
then adjust RPM and mixture.

4.

above 10,000 Ft., leaning of the fuel mixture may also be
necessary to maintain satisfactory engine operation on
the
richer setting before the throttle is returned to the high
power position. The
titude compensating fuel pumps should be leaned only
for cruise enconomy per the airframe manufacturers in­structions.

NOTE.
aid for mixture setting. Refer to Chapter 13 for leaning
information.

6-13

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

ly.

CAUTION.
manifold pressure setting are to be avoided.

. .

During high ambient temperature, a very low

recommended by the

When a lean mixture setting is used, for cruise, and

If

it is necessary to retard the throttles at altitudes

10-550-D engine. The mixture must be returned to the

10-550-E,F&L engines utilizing al-

. .

Exhaust gas temperature may be used as an

DESCENT

. .

Rapid descents at high RPM and idle

.

.

NOTE.
figured for climbout, engine power should be reduced. If
power settings of greater than
particular attention should be given to cylinder head,

EGT, and oil temperatures, and mixture must be "FULL

RICH".

WARNING.

not use the
ment.

Generally, when the aircraft has been con-

78%

NRP must be used,

.

.

At power settings above

E.G.T.

If

you attempt to determine the "peak"

gage as an aid to mixture adjust-

80%

NRP,

E.G.T.

do

while the engine is operating at high power, burned
valves, detonation, and possible engine failure can
occur.

6-12

1. Set manifold pressure and RPM for cruise power

selected.

2.

condition (usuallywithin 5 minutes), adjust mixture to lean
cruise condition according to Chapter

CRUISE

After engine temperatures have stabilized at cruise

13

of this manual.

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

.

.

NOTE.
as the engine can cool excessively and may not ac­celerate satisfactorily when power is reapplied. If power

must be reduced for long periods, adjust propeller to

minimum governing RPM and set manifold pressure no

lower than necessary to obtain desired performance. If
the outside air is extremely cold., it may be desirable to
add drag to the aircraft in order to maintain engine power
without gaining excess airspeed. Do not permit cylinder
temperature to drop below 300°F for periods exceeding
five

6-14

1. In anticipation of a go around and the need for high
powersettings, the mixture control should be set in "FULL
RICH" before landing.

Avoid long descents at low manifold pressure

(5)

minutes.

LANDING

NOTE.

If

throttle settings and high

. .

Advance mixture slowly toward

"FULL

RICH".

engine roughness occurs, as may happen at very low

RPM,

it may be desirable to
leave the mixture control in a leaner than full rich position
until the throttles are advanced above

15

inches of

manifold pressure.

2.

Operate the boost pump as instructed

by

aircraft

manufacturer.

6-15

1.

2.

3.

ENGINE

If

boost pump has been on for landing, turn to

Place mixture control in

SHUTDOWN

"IDLE

CUTOFF".

Turn magnetos "OFF" after propeller stops rotating.

"OFF".

CHAPTER

"7

EMERGENCY

Section

Section Page

7-1 Engine Fire During Start 7-2
7-2 General In-flight Information 7-2
7-3 Engine Roughness 7-2
7-4 High Cylinder Head Temperatures 7-2

7-5 High Oil Temperature 7-2
7-6
7-7 In-flight Restarting 7-3

7-8 Engine Fire In-flight 7-3

Low

Oil Pressure

Without Unfeathering Accumulator
With Unfeathering Accumulator

.....................

....................

......................

.....................

....................

PROCEDURES

Index

..................

................

.............

7-2

7-1 ENGINE FIRE DURING START

If

flames are observed in the induction or exhaust system

during engine starting, proceed as follows:

1.

Mixture Control - Move to the idle cut-off position,

2.

Throttle Control - Move to the full open position.

3.

Starter Switch - Hold in the cranking position until

fire is extinguished.

7-2 GENERAL IN-FLIGHT INFORMATION

CAUTION.
magneto is switched off

this happens, close throttle to idle and move mixture to
idle cutoff before turning magnetos on. This will prevent
a severe backfire. When magnetos have been turned
back on, advance mixture and throttle to previous setting.

WARNING.

cannot be determined, engine failure may be

minent. In this

aircraft manufacturer's emergency procedure be
employed.

imized by operating at

.

.

The engine may quit completely when one

if

the other magneto is faulty. If

.

.

If roughness Is severe

case,

In

any event, further damage may be min-

it

Is recommended that the

a

reduced power setting.

or If

the cause

im-

If a malfunction should occur in flight, certain remedial
actions may eliminate or reduce the problem. Some
malfunctions which might conceivably occur are listed in

this section. Recommended corrective action is also in-

cluded: however, it should be recognized that no single
procedure will necessarily be applicable to every situa-

tion.
A thorough knowledge of the aircraft and engine systems

will

be

an invaluable asset to the pilot in assessing a given

situation and dealing with

7-3 ENGINE ROUGHNESS

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

1.

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

2.

Magnetos - Check On.

If

engine roughness does not disappear after the above,

the following steps should be taken to evaluate the igni-

tion system.

it

appropriately.

overrich mixture.

7-4 HlGH CYLINDER HEAD TEMPERATURE

1.

Mixture - Adjust to proper fuel flow for power being

used.

2.

Cowl Flaps - Open.

3.

Airspeed - Increase.

If

temperature cannot be maintained within limits, reduce
power, land as soon as practical and have the malfunction
evaluated and repaired before further flight.

7-5

NOTE.
usually be accompanied by a drop in oil pressure.
pressure remains normal, a high temperature indication
may be caused by a faulty gage or thermocouple.

oil pressure drops as temperature increases, proceed as
follows:

1.

2.

3.

temperature.

HlGH OIL TEMPERATURE

. .

Prolonged high oil temperature indications will

Cowl Flaps - Open.
Airspeed - Increase.

Power - Reduce

if

steps 1 and 2 do not lower oil

If

If

the

oil

1.

Throttle - Reduce power until roughness becomes

minimal.

2.

Magnetos -Turn

smooths out while running on single ignition, adjust power
as necessary and continue. Do not operate the engine in
this manner any longer than absolutely necessary. The
airplane should be landed as soon as practical for engine

repairs.

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

Off,

then On, one at a time.

If

engine

CAUTION.
to normal, an engine failure or severe damage can result.
In this case it is recommended that the aircraft

manufacturer's emergency instructions be followed.

7-6 LOW OIL PRESSURE

If the oil pressure drops without apparent reason
normal indication of
pressure closely and have the engine inspected at ter­mination of the flight.
an engine failure should be anticipated and the aircraft
manufacturer's instructions should be followed.

.

.

If these steps do not restore oil temperature

30

to

60

psi, monitor temperature and

If

oil pressure drops below

30

from

psi,

7-7

IN-FLIGHT RESTARTING

CAUTION.
or training
engine failure is to be simulated,
reducing power.

CAUTION.
and airspeed at flight altitudes can have the same effect
on an inoperative engine as hours of cold-soak in
Arctic conditions. If the engine must be restarted, con­sideration should be given to descending to warmer air.
Closely monitor for excessive oil pressure as the

propeller is unfeathered. Allow the engine to warm up at

minimum governing

pressure.

The following procedure is recommended for in-flight
restarting.

1.

Mixture - Advance to 314 FULL RICH.

2.

Fuel Selector Valve - On.

3.

Fuel Boost Pump

4.

Magneto Switches - ON BOTH.

5.

Throttle - NORMAL START POSITION (Open

6.

Propeller:

WITHOUT UNFEATHERING ACCUMULATOR:

.

.

Actual shutdown of an engine for practice

purposes should be minimized. Whenever

it

should be done

. .

A few minutes exposure to temperatures

RPM

and

15

inches of manifold

-

Off.

by

sub-

1").

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

7.

SPEED; Warm up at

just mixture as required for smoothness.

8.

NORMAL INDICATION.

9.

10.

7-8

1.

2.

3. Throttle Control

4. Propeller Control

.

.

If

propeller does not unfeather or the engine

b. Oil Pressure
c. Mixture

Throttle - AS NECESSARY TO PREVENT OVER-

Oil Pressure, Oil and Cylinder Head Temperatures

Alternator Switch - ON.

Power - AS REQUIRED.

ENGINE FIRE IN-FLIGHT
Fuel Selector - Turn to the
Mixture Control - Place in the Idle Cut-Off Position.

a. Non-Feathering Type Propeller
Decrease RPM Position.

-

STABILIZED.

-

314 FULL RICH.

15-20"

-

Place in the Closed Position.

Hg. manifold pressure. Ad-

Off

Position.

-

Full

-

-

a. Propeller Control
TO FULL DECREASE RPM.

b. Start Switch

NOTE.
leaves the feathering range. Expect a fairly rapid surge
of power as the engine accelerates to minimum governing
RPM.

WITH UNFEATHERING ACCUMULATOR:

.

.

The engine will run roughly until the propeller

c. Oil Presure
quite low
cated, engine damage may occur if the restart is
continued.

d. Throttle

pressure until engine temperature reaches

operating range. Adjust mixture as required.

Propeller Control

a.

FEATHERING DETENT UNTIL ENGINE AT-

TAINS

600

-

-

if

oil is cold.

-

Adjust to

RPM; THEN BACK TO DETENT.

MOVE FROM FEATHER

START.

Within limits, will probably be

If

no oil pressure is indi-

15-20

inches manifold

-

FORWARD OF

-

b. Feathering Type Propeller

5.

Magnetos - Place Both in the "OFF" position.

6.

Follow air frame manufacturer's instructions for emer-

gencylforced landing.

Feather Position.

INTENTIONALLY

LEFT

BLANK

CHAPTER

8

ABNORMAL ENVIRONMENTAL

CONDITIONS

Section Index

Section Page

8-1 General 8-2
8-2 Cold Weather Operation 8-2
8-3 Preheating 8-2
8-4 Hot Weather Operation 8-3

8-5 Ground Operations At High Altitude Airports

...........................

..................

.........................

...................

........

8-4

81 GENERAL Three areas of operation may require special attention.

These are (a) extreme cold weather, (b) extreme hot
weather and (c) high density altitude ground operation.
The following may be helpful to the operator in obtaining

satisfactory engine performance under adverse condi­tions.

82 COLD WEATHER OPERATION (Ambient

Temperature Below Freezing)

NOTE.
assure engine oil viscosity is SAE
20W50. In the event of temporary cold weatheroperation,
not justifying an oil change to SAE 30, consideration
should be given to hangaring the aircraft between flights.

Engine starting during extreme cold weather is generally
more difficult than during normal temperature conditions.
Cold soaking causes the oil to become thicker (more

viscous), making it more difficult for the starter to crank
the engine. This results in a slow cranking speed and an

abnormal drain on the battery capacity. At low tempera-

tures, gasoline does not vaporize readily, further compli­cating the starting problem.

False starting (failure to continue running after starting)

often results in the formation of moisture on the spark
plugs due to condensation. This moisture can freeze and

must be eliminated either by applying heat to the engine

or removing and cleaning the spark plugs.

8-3

. .

Prior to operation and/or storage in cold weather

3OI10W30,15W50 or

PREHEATING

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
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
cation of high power,

Proper procedures require thorough application of pre-

heat 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. Excessively hot air
can damage non-metallic 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

it

starter until

fully 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.

2.

Hot air should be applied primarily to the oil sump and
filter area. The oil drain plug door or panel may provide
access to these areas. Continue to apply heat for 15 to
30 minutes and turn the propeller, by hand, through

8

revolutions at 5 or 10 minute intervals.

rotates freely. After starting, observe care-

fr~m lack of lubrication due

could fail shortly following appli-

6

or

The use of preheat and auxiliary power unit (APU) will

facilitate starting during cold weather and is recom-

mended when the engine has been cold soaked at tem­peratures of 25°F and below in excess of 2 hours.
Successful starts without these aids can

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
not appreciably warm the oil and may result in superficial
preheating.

.

.

WARNING.

cold-soaked englne can cause damage to the englne.

Superficial application

be

expected at

cowling opening

of

preheat to a

do

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,

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. (Refer to Figure 6-1 "Priming

Time Requirement".)

.

NOTE.

congealed, as
oil pressure in indicated. If oil pressure is not indicated
within one minute, shut the engine down and determine
the cause.

.

it

will suffice to transfer the source of

Since the oil pressure gage line may be

much as 60 seconds may elapse before

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.

if

Retard throttle,
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

ing. (Refer to Section 6-8 "Pre-takeoff Check".)

6.

Before takeoff, run up the engine to 1700 RPM.

necessary approach this RPM in increments to prevent

oil pressure from exceeding
At 1700 RPM, adjust the propeller control to Full De-

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

necessary to maintain oil pressure

10 to 15 minutes before restart-

100 psi.

If

the aircraft manufacturer recommends

If

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

6.

Oil Pressure - Check. If none noted within 30 seconds,

shut down engine and investigate.
Observe oil pressure for indication and warm-up engine

at 1000 RPM. Ground operation and run up require no

special techniques other than warming the engine suffi­ciently to maintain oil temperature and oil pressure within
limits when full RPM is applied.

. .

NOTE.
oil pressure, oil temperature and cylinder head tempera-

ture are well within the normal operating range. When full

power is applied for takeoff, assure that oil pressure is

within limits and steady.
Any of the following engine conditions should be cause

for concern, and are justification to discontinue the take­off.

1. Low, high or surging RPM.

Before applying power for takeoff, assure that

. .

NOTE.

7.

Check magnetos in the normal manner.

8. When the oil temperature has reached
pressure does not exceed80 psi at 1700 RPM, the engine
has been warmed sufficiently to accept full rated power.

CAUTION.

to hasten engine warm-up.

NOTE.
however, this is normal and desirable since the engine
will be developing more horsepower at substandard am­bient temperatures.

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

1. At temperatures below
cranking until engine starts.

2. When engine starts and accelerates
release Starter.

3. Advance throttle slowly to obtain smooth engine oper­ation.

4.

Release primer.

Continually monitor oil pressure during run up.

100'F and oil

.

.

Do not close the cowl flaps in an attempt

. .

Fuel flow will probably be on the high limit;

+20°F, continue priming while

thru 500 RPM,

2. Fuel flow excessively high or low.

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

4.

Engine roughness.

8-4

CAUTION.

alert for higher than normal levels of dust, dirt or sand
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
ambient temperature conditions and
tial

HOT WEATHER OPERATION (Ambient Tem-

perature

climbout.

In

Excess

.

.

When operating in hot weather areas, be

of

90'F.)

(2)

Ground operation under high

(3)

Takeoff and Ini-

in

1.

Starting a Hot Engine. After an engine is shutdown,
the temperature of its various components will begin to
stabilize; that is, the hotter parts such as cylinders and oil
will cool, while other parts will begin to heat up due to lack
of airflow, heat conduction, and heat radiation from those
parts of the engine which are cooling. At some time period
following engine shutdown the entire unit will stabilize
near the ambient temperature. This time period will be
determined by temperature and wind conditions and may
be as much as several hours. This heat soaking is gen­erally at the extreme from 30 minutes to one hour follow­ing shutdown. During this time, the fuel system will heat

up causing the fuel in the pump and lines to "boil" or
vaporize. During subsequent starting attempts, the fuel

will initially be pumping some combination of fuel

pump

and fuel vapor. At the same time, the injection nozzle lines
will be filled with varying amounts of fuel and vapor. Until
the entire fuel system becomes filled with liquid fuel,
difficult starting and unstable engine operation can nor-

mally be expected.
Another variable affecting this fuel vapor

state of the fuel itself. Fresh fuel contains a concentration
of volatile ingredients.
the more readily the fuel will vaporize and the more
severe will be the problems associated with vapor in the
fuel system. Time, heat or exposure to altitude will "age"
aviation gasoline; that is, these volatile ingredients tend

to dissipate. This reduces the tendency of fuel to vaporize

and, may induce starting problems associated with fuel

if

vapor
starting may become difficult due to poor vaporization at

the fuel nozzles, since the fuel must vaporize in order to
combine with oxygen in the combustion process.

the volatile condition reaches a low enough level,

The higher this concentration is,

condition is the

2.

Ground Operation in High Ambient Temperature Con­ditions. Oil and cylinder temperatures should be moni­tored closely during taxiing and engine run up. Operate
with cowl flaps full open. Do not operate the engine at

high

RPM

except for necessary operational checks. If

be

takeoff is not to

run up, the aircraft should be faced into the wind with the
engine idling at 900-1000
operate the fuel boost pumps to assist in suppressing fuel
vaporization and provide more stable fuel pressure during
taxiing and engine run up.

3.

Takeoff and Initial Climbout. Temperatures should

closely monitored and sufficient airspeed must be main-

tained to provide proper cooling of the engine.

CAUVON.
higher density attitude associated with high temperature.

8-5

Altitude compensating fuel pump will automatically lean
fuel flow.

If higher than desired temperatures are experienced dur­ing the climb phase the pilot may elect to establish a lower

angle of attack, or higher climb speed, consistent with
safety and thereby provide increased cooling for the
engine.

.

GROUND OPERATION AT
AIRPORTS

made immediately following engine

RPM.

It may be desirable to

.

Reduced engine power

wjl/

HIGH

be

result from

ALTITUDE

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

weatherlhot engine starting. The primary objec-

be

less pronounced and nor-

conditions,

be

parked

CHAPTER

9

SERVICING AND UNSCHEDULED

MAINTENANCE

Section Index

Section Page

.

9-1
9-2

Servicing
Approved Products

. . . . .

. . .

.

. .

.

. . . . .

.

. . . . . .

. .
. .

. .

. .

.

. . . .

. . .

.

. . .

. .

9-2

9-3
9-3
9-4
9-5
9-6

Preflight lnspection

50

Hour lnspection

100

Hour lnspection

Unscheduled Maintenance

.

.

.

. . . . .

.

. . . . . ' . . . . . .

. .

. . .

.

. . . .

. .

. . . . . . . . . . . . .

.

. . . . . . . . . .

. . . . . . . .

. .

.

. .

. , .

.

.

. .

.

.

.

9-3

9-4

9-4

9-6

9-1
The owner or operator is primarily responsible for main-

taining the engine in an airworthy condition, including

compliance with all applicable Airworthiness Directives
as specified in Part39 of the Federal Aviation Regulations

and "Airworthiness Limitation" of this manual per FAR

A33.4. It is further the responsibility of the owner or
operator to ensure that the engine is inspected in confor­mity with the requirements of Parts

Federal Aviation Regulations. Teledyne Continental Mo­tors has prepared this inspection guide to assist the
owner or operator in meeting the foregoing responsibili­ties. This inspection guide is not intended to
sive, for
of a certified airframe and power plant mechanic in the
performance of his duties. As the one primarily responsi­ble for the airworthiness of the airplane, the owner or
operator should select only qualified personnel to main­tain the airplane.

SERVICING

43

and 91 of the

be

no

such guide can replace the good judgement

all-inclu-

Fuel (Min. Grade)
WARNING.. . The use of a lower octane rated fuel can

result
power

takeoff.
the wrong grade of fuel, then the fuel must

pletely drained and the tank properly serviced.
Oil: (First 25 hours operation)

Normal Service

Oil Sump Capacity:

Oil Change Interval:

In

destruction of an engine the first time high

Is applied. This would most likely occur on

If

the aircraft is inadvertently serviced with

Below 5OVF. Ambient Air (Sea Level)

Above 30°F Ambient Air (Sea Level)

With Integral Screen Filter
With Small Full Flow Filter
With Large Filter .I00 Hr.

..................................

be

com-

..............

..........................

...............................

.................................

....................................

......................

..........................................

Aviation Grade 100 or

.Mineral (non-Detergent) oil or Corrosion Preventive oil

Corresponding to MIL-C-6529 Type

SAE30 or 1 OW-30

.10550D,E,F 12 U.S. Quarts

10550L 10 U.S. Quarts

.............

100LL

II

SAE 50

-25 Hrs.
.50 Hrs.

Oil

Filter Interval:

With Large or Small Filter

CAUTION.
Continental Motors Specification

break-in period.

..

Use only oils conforming to Teledyne

.....................................

MHS24 or MHS25 after

-50 Hrs.

9-2

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-24D or MHS-25, Lubricating Oil,
Ashless Dispersant.

In listing the product names, TCM makes no claim or

verfication of marketer's statements or claims. Listing is

made in alphabetical order and is provided only for the

convenience of the users.

APPROVED PRODUCTS

SunlJlier

MHS-25
Mobil Oil Company
MHS-24
BP Oil Corporation
Castrol Limited (Australia)
Chevron U.S.A., Inc.
Continental Oil
Delta Petroleum Company
Exxon Company, U.S.A.

Gulf Oil Company

Mobil Oil Company
Mobil Oil Company
Pennzoil Company
Phillips Petroleum Company
Phillips Petroleum Company

&

Quaker State Oil

Turbo Resources Limited

Shell Canada Limited
Shell Oil Company

Sinclair Oil Company
Texaco, Inc.

Union Oil Company

Refining Co.

of

California

Brand

Mobil AV 1
BP Aero Oil

Castrolaero AD Oil
Chevron Aero Oil
Conco Aero S
Delta Avoil Oil
Exxon Aviation Oil EE
Gulfpride Aviation AD
Mobil Aero Oil
Mobil-Aero Super Oil SAE
Pennzoil Aircraft Engine Oil
Phillips

*

SAE
Quaker State AD Aviation Engine Oil

Red Ram
Aeroshell Oil W, Aeroshell Oil W 15W-50
Aeroshell Oil
Anti Wear Formulation, Aeroshell Oil W 15W-50
Sinclair

Texaco Aircraft Engine Oil - Premium AD

Union Aircraft Engine Oil HD

66

Aviation Oil, Type A

X/C

Aviation Multiviscosity Oil

20W-50, SAE 20W-60

20W-50 Aviation Motor Oil

W,

Aeroshell Oil W 15W-50

Avoil

20W-50

*

Phillips Petroleum

. .

NOTE.
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
TCM Service Bulletin
as applicable.

9-3

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

The operator using an oil analysis service is

PREFLIGHT INSPECTION

X/C

II

Aviation Oil Is Not An Approved Oil.

information, see

M87-12 Rev. 1 for current revision

9-4

50

HOUR INSPECTION

Detailed information regarding adjustments, repair and

replacement of components may be found in the appro-

Overhaul Manual. The following items should

priate

be

checked during normal inspections:

1.

Engine Conditions: a. Magneto RPM drop:

(Refer to Chapter 6)

b.

Full Power RPM:
c. Full Power Manifold Pressure:
d. Full Power Fuel
e. ldle RPM:

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

2.

Oil Filter:

3.

Oil:

4. Air Filter:

5.

High Tension Leads:

6.

Magnetos:

7.

Visual:

8.

Adjustments & Repairs

Replace filter, inspect cartridge.
Change oil, if integral screen or small
Inspect and clean or replace as necessary.
Inspect for chafing and deterioration.
Check and adjust only if
Check hoses, lines, wiring, fittings, baffles, etc. for general condition.
Perform service as required on any items that are not

within specifications.

Check
Check
Check

FLOW:

Check
Check

filter is used.

nonconfonnities were noted in Step

1

9.

Engine Condition:

Run up and check as necessary for any items serviced in

Step

8.

Check engine for oil and fuel leaks before returning

to service.

9-5

100

HOUR INSPECTION

Detailed information regarding adjustments, repair and
replacement of components may be found in the appro­priate

Overhaul Manual. The following items should be

checked during normal inspections:

1.

Engine Conditions: a. Magneto RPM drop:

(Refer to Chapter 6)

b.

Full Power RPM:
c. Full Power Manifold Pressure:
d. Full Power Fuel Flow:

ldle RPM:

e.

Record any values not conforming to engine specifica-

tions so that necessary repair or adjustment can be

accomplished.

2.

Oil Filter:

3.

Oil:

Replace, inspect cartridge.
Drain while engine is warm. Refit sump.

Check
Check
Check
Check

Check

4.

ValvesfCylinders:

Check compression (Refer to Service Bulletin M84-15 or subsequent revision
as applicable).

5. Cylinders, Fins, Baffles: Inspect.

6.

Spark Plugs:

7.

High Tension Leads:

8.

Magnetos:

NOTE.
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
engine operation and less corrective maintenance
tween routine inspections.

NOTE..
to be disassembled and inspected according to Magneto
Service Manual.

9.

10.

11.

.

.

Minor changes in magneto timing can

and spark plug life, smoother

.

At each 500 hours, the magnetos are required

Air Filter:

Alternate Air Door:

Fuel Metering Unit

Inlet Screen:

lnspect clean,
upper to lower positions and vice versa to lengthen plug life.

Inspect for chafing and deterioration.
Check. Adjust points and timing if necessary.

Inspect and clean or replace as necessary.
Check operation.
Inspect and clean.

regap (if necessary) reinstall. Rotate plugs from

be

be-

12.

Throttle Shaft and Linkage:

13.

Fuel Nozzles:

14.

Fuel & Oil Hoses & Lines:

15.

Fuel System

16.

Control Connections:

17.

Exhaust:

18.

Adjustment & Repairs:

19.

Engine Condition:

.

.

NOTE.
Service Bulletins for proper procedures and limits.

Refer to 10-550 Overhaul Manual or applicable

lnspect for wear and lubricate.
Inspect nozzles and vent manifold for leaks or damage.
lnspect for deterioration, leaks, chafing.
Check. Adjust as necessary if pre-inspection run-up indicates

problems. (Refer to latest TCM Service Bulletin and airframe
manufacturers manual for Procedure.)

Inspect and lubricate.

Check all joints for condition and leaks.

Perform service as required on any items that are not

within specifications.

Perform complete run up. Check engine for fuel or oil leaks

before returning to service.

9-6

UNSCHEDULED MAINTENANCE

Detailed information required for component part replace­ment, system adjustments, accessory

replacementfre­pair, top overhaul etc., can be found in the "Related
Publications" listed in Chapter

1.

No unscheduled maintenance of the categories listed

above should be attempted without consulting the appli­cable related publications.

The Time Between Overhaul (TBO) for the

10-

550D,E,F,L is 1700 hours. Those accessories supplied
with this engine by TCM are considered to have the same
TBQ as the engine with the criteria for service and lon­gevity as outlined in the

most

current TCM TBO service

bulletin.

CHAPTER

10

TROUBLESHOOTING

Section

Section Page

10-1 General Information 10-2
10-2 Engine Troubleshooting Chart 10-2

10-3 Ignition Troubleshooting Chart 10-8

10-4 Oil System Troubleshooting Chart 10-9
10-5 Fuel Injection System Troubleshooting Chart 10-10

....................

Index

..............

..............

............

.......

181

The troubleshooting chart which follows, discusses
symptoms which can

results in terms of probable causes and the appropriate

corrective action to
For additional

ing procedures, refer to Overhaul Manual and Service
Bulletins.

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

GENERAL INFORMATION

be

diagnosed and interprets the

be

taken.

information on more specific troubleshoot-

TROUBLE PROBABLE CAUSE CORRECTION

.

WARNING..

a preliminary examination can cause further damage
to a disabled component and possible injury to per­sonnel. By careful inspection and troubleshooting of
such damage, an injury can

182

This troubleshooting chart is provided as aguide. 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.

Operation of a defective engine without

be

avoided.

ENGINE TROUBLESHOOTING CHART

Engine Will Not Start

Fuel tank empty.
Improper starting procedure.

Cylinder overprimed. Engine

f

boded.

Induction system leak.

Excessive starter slippage.
Fuel system malfunction.

Ignition system malfunction.

Manifold valve vent obstruction.

Fill with correct grade of fuel
Refer to Pilot's Checklist for

starting procedures and check

for performance of each item.

Place mixture levers in IDLE
CUT-OFF position. Open throttle

wide. Turn engine over several

revolutions to clear cylinders.

Tighten or replace loose or
damaged hose connection.

Replace starter adapter.

Isolate cause and correct. (See
Troubleshooting the Fuel
Injection System.)

Isolate cause and correct. (See
Troubleshooting the lgnition
System.)

Repair or replace manifold valve.

Engine Will Not
Idling Speed

Rough Idling

Run

At

Propeller levers set in high pitch

(DECREASE RPM).
Fuel injection system improperly

adjusted.
Air leak in intake manifold.

Fuel injection system improperly

adjusted.

Use low pitch (INCREASE RPM)

position for all ground operations.
See Troubleshooting the Fuel

lnjection System.

Tighten loose connection or

replace damaged part.
See Troubleshooting the Fuel

Injection System.

.

10-2

ENGINE TROUBLESHOOTING (Continued)

TROUBLE PROBABLE CAUSE CORRECTION

~ough Idling
(Continued)

Engine Runs Too Lean

At Cruising Power

Engine Runs Too Rich
At Cruising Power

Mixture levers set for improper
mixture.

Fouled spark plugs.

Hydraulic lifters fouled.

Burned or warped exhaust valves,

worn seat, scored valve guides.

Improper manual leaning
procedure.

Fuel flow reading too low.

Fuel injection malfunction.

Restrictions in air intake

passages.

Use FULL
ground operation, except high
altitude airports.

Remove and clean. Adjust gaps.
Remove and clean lifters. Inspect

and clean oil filter at more

frequent intervals.
Repair cylinder.

Refer to Chapter

fuel flow settings.

Check fuel strainer for clogging.
Clean screen.

See Troubleshooting the Fuel
Injection System.

Check passages and remove

restrictions.

RICH position for all

13

for proper

Engine Runs Too Lean
Or Too Rich At Throttle
Setting Other Than
Cruise

Continuous Fouling Of
Spark Plugs.

Engine Runs Rough
At High

Continuous Missing At
High

Speed

Speed

Fuel injection malfunction.

Piston rings excessively worn

or broken.

Piston rings are not seated.
Loose mounting bolts or

damaged mount pads.

Plugged fuel nozzle.
Propeller out of balance.
ignition system malfunction.

Broken valve spring.

Plugged fuel nozzle.

See Troubleshooting the Fuel

Injection System.

Replace rings. Replace cylinder

if

damaged.
Hone cylinder walls, replace rings.
Tighten mounting bolts.

Replace mount pads.
Clean.
Remove and repair.
See Troubleshooting the Ignition

System.
Replace.

Clean.

Burned or warped valve.
Hydraulic tapped dirty or worn.

Repair cylinder.
Remove and clean or replace.

10-2

ENGINE TROUBLESHOOTING (Continued)

TROUBLE PROBABLE CAUSE CORRECTION

Sluggish Operation And

bow Power

High Cylinder Head

Temperature

Throttle not opening wide.

Restrictions in air intake passages.
Ignition system malfunction.

Fuel injection malfunction.

Valve seats worn and leaking.
Piston rings worn or stuck in
grooves.

Low octane fuel.

Lean

fuellair mixture due to
improper manual leaning
procedure.

Cylinder baffles loose or bent.

Check and adjust linkage. (See
Rigging of Mixture and Throttle
Controls.)

Check.
See Troubleshooting the lgnition

System.
See Troubleshooting the Fuel

Injection System.
Borescope cylinders and check

compression.

Drain tanks and replace with
correct grade of fuel.

See "CORRECTION" under
"Engine run too lean at cruising

power."

Check and correct.

High Cylinder Head

Temperature

Oil Leaks

Dirt between cylinder fins.
Excessive carbon deposits in

cylinder head and on pistons.

Magnetos out of time. No
appreciable drop detected
during pre-flight check.

Magneto distributor block
contamination.

Exhaust system gas leakage.

Exhaust valve leaking.
At front of engine; damaged

crankshaft oil seal.

Around propeller mounting
flange; damaged hub O-ring seal.

Around plugs, fittings and
gaskets due to looseness or
damage.

Clean thoroughly.
Check ignition and fuel injection

system.
Retime, internally and externally.

Disassemble and repair as
required or replace magneto.

Locate and correct.

Repair cylinder.
Replace.

Replace.

Tighten or replace.

10-2 ENGINE TROUBLESHOOTING (Continued)

TROUBLE PROBABLE CAUSE

Low Compression

SIow Engine Accelera-

tion On A Hot Day

Rough ldle At Airfields
Wiih Ground Elevation
Of 3500 Feet Or Higher

SIow Engine Accelera-

tion At Airfields

Wiih A
Ground Elevation Of
3500 Feet Or Higher'

Engine Will Not Stop

At ldle Cut-Off

High Engine ldle
Pressure Impossible

To Obtain.

Piston rings excessively worn.
Valve faces and seats worn.
Excessively worn cylinder walls.
Mixture too rich.

Mixture too rich.

Mixture too rich.

Fuel manifold valve not
seating tightly.

Fuel manifold valve sticking

closed.

CORRECTION

Repair cylinder.
Repair cylinder.

&

Replace cylinder

piston rings.

Momentarily pull mixture control
back until engine acceleration
picks up, then set proper mixture.

8

Pull mixture control back to
where the engine operates the
smoothest at IDLE RPM.

Adjust mixture per Chapter

13.

Repair or replace manifold valve.

Repair or replace manifold valve.

Erratic Engine Operation

Climbing to Altitudes

Above 12,000 Feet,

Engine Quits When
Power Reduced.

Low Fuel Pressure

Fuel manifold valve vent
obstruction.

Fuel manifold valve sticking,

or not free.
Fuel vaporization.

Restricted flow to fuel metering

valve.

Fuel control lever interference.

Incorrect fuel injector pump
adjustment and operation.

Repair or replace manifold valve.

Repair or replace manifold valve.

Operate fuel boost pump accord­ing to aircraft manufacturer's
instructions. See fuel flow per
Chapter

13.

Check mixture control for full
travel. Check for restrictions in
fuel filters and lines, adjust
control and clean filter. Replace
damaged parts.

Check operation of throttle control
and for possible contact with
cooling shroud. Adjust as
required to obtain correct
operation.

Check and adjust using appropriate
equipment. Replace defective pumps.

Defective fuel injector pump
relief valve.

Replace pump.

10-2

ENGINE TROUBLESHOOTING (Continued)

TROUBLE PROBABLE CAUSE CORRECTION

High Fuel Pressure

Fluctuating Fuel
Pressure

Low Oil Pressure On
Engine Gage

Restricted flow beyond fuel

control assembly.

Defective relief valve operation

in fuel injector.
Restricted re-circulation passage

in fuel injector pump.

Vapor in fuel system, excessive
fuel temperature.

Fuel gage line leak or air in gage

line.

Restrictions in vapor separator

vent.

Insufficient oil in oil sump oil
dilution or using improper grade
oil for prevailing ambient

temperature.

Check for restricted fuel nozzles
or fuel manifold valve. Clean or
replace nozzles. Replace defec-

tive fuel manifold valve.

Replace fuel injector pump.

Replace pump.

Normally, operating the auxiliary
pump will clear system. Operate

auxiliary pump and purge system.

Drain gage line and tighten

connections.

Check for restriction in ejector
jet of vapor separator cover. Clean
jet with solvent (only). Do Not Use
Wire as Probe. Replace defective
parts.

Add oil, or change oil to proper
viscosity.

Engine Runs Rough At
Speeds Above

idle

High oil temperature.

Leaking, damaged or loose oil
line connections

screen or filter.

improper fuel-air mixture.

Restricted fuel nozzle.
Ignition system and spark plugs

defective.

-

Restricted

Defective vernatherm valve in oil
cooler; oil cooler restriction.
Replace valve or clean oil cooler.

Check for restricted lines and
loose connections, and for
partially plugged oil filter or
screens. Clean parts, tighten
connections, and replace

defective parts.
Check manifold connections for

leaks. Tighten loose connections.
Check fuel control and linkage
for setting and adjustment.
Check fuel filters and screens for
dirt. Check for proper pump
pressure, and replace pump if
defective.

Remove and clean all nozzles.
Clean and

Check ignition cables for defects.
Replace defective components.

regap spark plugs.

10-2

ENGINE TROUBLESHOOTING (Continued)

TROUBLE PROBABLE CAUSE CORRECTION

Engine Lacks Power,
Reduction In Maximum

Incorrectly adjusted throttle
control, "sticky" linkage or
dirty air cleaner.

Defective ignition system.

Engine lacks Power,

Loose or damaged intake
Reduction In Maximum manifolds.
Manifold Pressure.

Fuel nozzles defective.

Check movement of linkage by

moving control from idle to full
throttle. Make proper adjustments
and replace worn components.
Service air cleaner.

Inspect spark plugs for fouled
electrodes, heavy carbon
deposits, erosion of electrodes,
improperly adjusted electrode
gaps, and cracked porcelains.

Test plugs for regular firing

under pressure. Replace damaged
or misfiring plugs. Spark plug
gap to be

0.015

to

0.019

inch.

lnsepct entire manifold system

for possible leakage at connections.

Replace damaged components,

tighten all connections and clamps.

Check for restricted nozzles and
lines and clean or replace as

necessary.

Engine Has Poor

Acceleration.

Idle mixture too lean.

Incorrect fuel-air mixture, worn
control linkage, or restricted air
cleaner.

Defective ignition system.

Readjust idle mixture.

Tighten loose connections, replace

worn elements of linkage, service

air cleaner.
Check accessible cables and

connections. Replace defective
spark plugs.

10-3

IGNITION TROUBLESHOOTING

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

TROUBLE

Engine Fails To Start

Due

to Ignition Trouble

Rough Idling

Rough At Speeds
Above

Idle

PROBABLE CAUSE

Ignition switch OFF or grounded

Turn switch On. Check for

CORRECTION

switch wires. grounded wires.
Spark plugs fouled, improperly

gapped, or loose.

Remove and clean. Adjust to
proper gap.

Tighten to specified

torque.

Magnetos improperly timed to
engine.

Refer to Installation of Magnetos
and Ignition Timing for timing

procedures.
Shorted condenser.
Magneto internal timing incorrect

Replace condenser.

Install correctly timing magneto.

or timed for opposite rotation.

Spark plugs fouled or improperly

gapped.
Weak condenser

Loose or improperly gapped

spark plugs.

Clean spark plugs. Adjust spark

plug gap.

Replace condenser.

Tighten to specified torque.
Adjust to proper gap.

Sluggish Operation
AndlOr Excessive

RPM

Drop.

High tension leak in ignition
harness.

Weak or burned out condenser as
evidenced by burned or pitted
breaker points.

Fouled or dead spark plugs.

Improperly gapped spark plugs.

Magnetos out of time with plugs.

Damaged

mangeto breaker

points or condenser.

Check for faulty ignition harness.

Replace points and condenser.

Clean spark plugs. Replace dead
spark plugs.

Adjust to proper gap.
Refer to Installation of Magnetos

and lgnition Timing for proper
timing procedure.

Replace points and condenser.

10-3

IGNITION TROUBLESHOOTING (Continued)

TROUBLE PROBABLE CAUSE CORRECTION

High Oil Temperature

Low oil supply.

lndication

Cooling air passages clogged.
Cooler core plugged.

10-4

OIL SYSTEM TROUBLESHOOTING CHART

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

TROUBLE

High Oil Temperature

Thermostat damaged or

PROBABLE CAUSE CORRECTION

Indication open by solid matter.

heid

Replenish.

Clean thoroughly.

Remove cooler and flush

thoroughly.

Remove, clean valve and seat.

If

still inoperative, replace.

Low Oil

Pressure

lndication

Oil viscosity too high.

Prolonged ground operation.

Matfunctioning gage or bulb
unit.

oil supply.

Low
Oil viscosity

too low.

Foam in oil due to presence of

alkaline solids in system.

Defective pressure pump.
Matfunctioning pressure gage.

Weak or broken oil pressure

relief valve spring.

Drain and refill with correct
seasonal weight. (See Chapt.

2)

Limit ground operation to a
minimum.

Check wiring. Check

bulb unit.

Check gage. Replace defective parts.
Replenish.

Drain and refill with correct
seasonal weight. (See Chapt.

2)

Drain and refill with fresh oil.
(It may be necessary to flush

if

cooler core

presence of alkaline

solids is due to a previous cleaning

with alkaline materials.)

Replace pump.
Check gage. Clean plumbing.

Replace if required.
Replace spring. Adjust pressure

30-60

to

psi by adjusting screw.

10-5

FUEL INJECTION SYSTEM TROUBLE­SHOOTING CHART

This troubleshooting chart is provided as a guide. Review

all probable causes given, check other listings of troubles
with similar symptoms. Items are presented in sequence
of the approximate ease of checking, not necessarily in
order of probability.

TROUBLE PROBABLE CAUSE CORRECTION

Engine Will Not Start No fuel to engine.
And No Fuel Flow
Gage Indication

Mixture control improperly
rigged.

Engine not primed. Auxiliary pump switch in PRIME

Selector valve in wrong position.

Engine Will Not Start

Engine flooded. Reset throttle, clear engine of
With Fuel Flow Gage
indication

No fuel to engine. Loosen one line at nozzle.

Rough

ldle Nozzle restricted.

Improper idle mixture.

Check tank fuel level.

Check mixture control for proper
rigging.

position.
Position selector valve to

MAIN

TANK position.

excess fuel, try another start.

If

no
fuel shows, with fuel flow on
gage, replace fuel manifold valve.

Remove nozzles and clean.

Adjust fuel-air control unit in
accordance with adjustment
procedures.

Poor Acceleration

ldle mixture incorrect. Adjust fuel-air control unit in

Unmetered fuel pressure too
high.

Wom linkage.

Engine Runs Rough Restriied nozzle.

Improper mixture.

Low Fuel Flow Gage
Indication

Restriied flow to metering

valve.

Inadequate flow from fuel pump.

accordance with adjustment
procedures.

Lower unmetered fuel pressure.

Replace worn elements of linkage.
Remove and clean

all nozzles.

Improper pump pressure, replace
Pump.

Check mixture control for full

travel. Check for clogged fuel
fiiters.

Adjust engine-driven fuel pump.

10-5

FUEL INJECTION SYSTEM TROUBLE­SHOOTING CHART (Continued)

TROUBLE

PROBABLE CAUSE

High Fuel Flow Gage Restricted flow beyond
Indication metering valve.

Restricted recirculation
passage in fuel pump.

Fluctuating or
Erroneous Fuel

Vapor in system, excess fuel
temperature.

Flow Indications

Air in fuel flow gage line. Leak
at gage connection.

Poor ldle

Unmetered Fuel

Cut-Off

Engine getting fuel.

Internal orifices plugged.

Pressure

CORRECTION

Check for restricted

nozzles or

fuel manifold valve. Clean or

replace as required.

Replace enginedriven fuel
Pump.

If

not cleared with auxiliary

pump, check for clogged ejector
jet in vapor separator cover.
Clean only with solvent, no wires.

Repair

leak and purge line.

Check mixture control is in full
idle cut-off. Check auxiliary

OFF.

pump is

If neither, replace

manifold valve.

Clean internal orifices in

injector pump.

Unmetered Fuel

Relief valve stuck open.

Pressure Drop

Very High

Idle And Full

Relief valve stuck closed.
Throttle Fuel Pressure
Present

No Fuel Pressure Check valve stuck open.

Repair or replace injector pump.

Repair or replace injector pump.

Repair to replace injector pump.

INTENTIONALLY

LEFT

BLANK