Operator'S Manual: Continental® Aircraft Engine
Operator'S Manual: Continental® Aircraft Engine
Operator'S Manual: Continental® Aircraft Engine
OPERATOR’S
MANUAL
FAA APPROVED
Publication X30551
©
CONTINENTAL MOTORS, INC. AUGUST 2011
Supersedure Notice
This manual revision replaces the front cover and list of effective pages for Publication Part
No. X30551, dated May 1980. Previous editions are obsolete upon release of this manual.
Available exclusively from the publisher: P.O. Box 90, Mobile, AL 36601.
Copyright © 2011 Continental Motors, Inc. All rights reserved. This material may not be reprinted,
republished, broadcast, or otherwise altered without the publisher's written permission. This
manual is provided without express, statutory, or implied warranties. The publisher will not be held
liable for any damages caused by or alleged to be caused by use, misuse, abuse, or
misinterpretation of the contents. Content is subject to change without notice. Other products and
companies mentioned herein may be trademarks of the respective owners.
i
TABLE OF CONTENTS
Introduction ............................................ 1
INTRODUCTION
1
W ARNIN G ... This engine must be installed in accordance with all
requirements and limitations listed in the Detail Specification for
Teledyne Continental Aircraft Engines. Any deviations caused by
installation, or operation, such as acrobatic maneuvers will be
deemed as misuse and Teledyne Motors shall be relieved of any
further responsibility.
2
SECTION I
When increasing power, first increase the RPM with the propeller
governor and then increase manifold pressure with throttle. When
idecreasing power, throttle back to desired manifold pressure and
then change propeller governor to desired RPM.
DETAILED SPECIFICATIONS
3
RATINGS:
CYLINDER DATA
FUEL SYSTEM
LUBRICATION SYSTEM
4
IGNITION SYSTEM
ACCESSORIES
5
0\ OPERATING SPECIFICATIONS
MAXIMUM RECM. PERFM RECM. ECONOMY
OPERATION H.P. (1) CLIMB CRUISE CRUISE CRUISE IDLE RUN UP
%NRP 100 75 76 65 55 - -
GENERAL.
The minimum fuel grade for this engine is 100/ 100LL. In case the
octane rating required is not available, use a higher rating. Never
use a lower rated fuel.
W ARNIN G ... The use of a lower octane rated fuel can cause pre-
ignition and/ or detonation which can ruin an engine the first time
high power is applied. This would most likely occur on takeoff. If
the aircraft is inadvertently serviced with the wrong grade of fuel,
then the fuel must be completely drained and the tank properly
serviced.
7
PRESTARTING
Before each flight the engine and propeller should be examined for
damage, oil leaks, security and proper servicing.
3. See that fuel tanks contain proper type and quantity of fuel.
STARTING
8
6. Throttle Control- Set to approximately 1000 RPM position
(fast idle).
9
CA UTION ... If the primer is activated for excessive periods of
time with the engine inoperative on the ground or during the flight,
damage may be incurred to the engine and/ or airplane due to fuel
accumulation in the induction system. Similar conditions may
develop when the engine is shutdown with the auxiliary fuel pump
ON.
10
2. Operate the engine on the ground with the propeller in
minimum blade angle setting ("Full Increase" RPM position).
CAUTION . . .Do not run engine at the run-up speed unless oil
temperature is 75° F. Minimum.
11
1
12
3. Mixture - Move toward idle cutoff until RPM peaks and
hold for ten seconds. Return mixture to full rich.
4. Magnetos - Recheck.
13
6. Instrument Indications.
14
CA UTION . .. The turbocharger has no oil temperature or pressure
indicator. The oil pressure to the turbocharger is the same as
indicated by the engine oil pressure gauge. The main shaft of this
unit, which can attain speeds up to 80,500 RPM, is lubricated by
engine oil from the main oil pressure system. The engine oil must be
warm, at least 100° F., to assure proper turbocharger operation.
The engine must not be run at high power until it is certain the oil to
the turbocharger has reached-this temperature.
TAKEOFF.
In cold weather, the wastegate valve may not open unless the oil is
warm.
15
CA UTION . .. When ambient temperature is below standard do not
exceed the manifold pressure required to obtain 100% Rated
Power. Refer to Section IV. Power Charts.
WARNING ... Overboosting will ruin the engine and be cause for
engine replacement.
NOTE ... Fuel flow during part throttle operation will usually be
slightly higher than required. Although this extra richness is not
harmful, it may be desirable to adjust the mixture control to achieve
the exact fuel flow as specified inthe Cruise Control Charts (Section
IV). When the mixture is leaned during climb operation, use at least
140 pounds at 75% NRP.
16
WARNING ... At power settings above 75% NRP, do not use the
E.G.T. gauge as an aid to mixture adjustment. If you attempt to
determine the "peak" E.G.T. while the engine is operating at high
power, the result may be burned valves, detonation, and possible
engine failure.
CRUISE.
17
NOTE ... Rapid throttle movements may cause undershooting or
overshooting the desired manifold pressure and a subsequent
adjustment will be required after the turbocharger has stabilized for
the new power setting. Gradual throttle movement will permit the
turbocharger to keep pace with the change in power. On pressurized
aircraft, slower manifold pressure adjustment will prevent sudden
"spikes" in cabin altitude. At high altitude, large reductions in
manifold pressure may cause some reduction of cabin pressure.
DESCENT.
LANDING.
18
'NOTE ... Advance mixture slowly toward "FULL RICH". If
engine roughness occurs, as may ha ppen at very low throttle settings
and high RPM, it may be desirable to leave the mixture control
approximately 3/4 open until the throttles are advanced above
15 inches of manifold pressure.
STOPPING ENGINE.
NOTE ... Taxi time after landing may be considered part of five
minutes.
19
20
SECTION III
ENGINE ROUGHNESS.
21
If engine roughness does not appear after the above, the following
steps are taken to evaluate the ignition system.
TURBOCHARGER FAILURE.
22
W ARNIN G . . . If turbocharger failure is a result of a loose,
disconnected or burned-through exhaust, then a serious fire hazard
exists. The first choice should be to follow the aircraft
manufacturer's instructions for engine failure. If turbocharger
failure occurs before takeoff, DO NOT fly the aircraft. If failure
occurs in flight, and the choice is made to cOIltinue operating the
engine, proceed as follows:
23
NOTE ... An interruption in fuel flow to the engine will result in
turbocharger "run-down". At high altitude, merely restoring fuel
flow may not cause the engine to restart, because without
turbocharger boost, the mixture will be excessively rich. If the
engine does not fire, there will be insufficient mass flow through the
exhaust to turn the turbine. This condition may lead one to suspect
a turbocharger failure; however, employment of the proper
procedure will not only restart the engine, but will confirm whether
the turbocharger has failed. If loss of power is experienced
following surging of RPM, fuel flow, and manifold pressure, the
following steps are recommended.
NOTE ... If this procedure does not effect a restart, descend below
18;000 feet and repeat.
24
ABNORMAL ENGINE INSTRUMENT INDICATIONS
3. Airspeed - Increase.
25
checked at the termination of the flight. If oil pressure drops below
30 PSI, an engine failure should be anticipated and the aircraft
manufacturer's instructions for such should be followed.
IN-FLIGHT RESTARTING
3. Magnetos On.
26
---~
3. Magnetos On.
27
7. Mixture Control Advance slowly until engine
restart is accomplished. Starting
will be apparent by slight surge
of power and increase of manifold
pressure as turbocharger begins
to operate.
28
SECTION IV
I
ENGINE PERFORMANCE AND CRUISE CONTROL
29
CRUISE CONTROL BY E.G.T.
Gauge fuel flow should fall between the maximum and minimum
values on the chart. If not, the fuel injection system or
instrumentation (including tachometer, manifold pressure, fuel
flow gage or EGT system} should be checked for maladjustment or
calibration error.
30
FULL THROTTLE ADMP
40
ci
:I:
~ 36
entil / 380
LlJ
a: 32
0-
O~Q
,7;/ ~
~Q
"« V 360
::;; 28
>
a: ~»
~~~
/ 340
Cl
enOJ 24 /' V ~~
iC-0
/
« 320 ~
V,<VvV ;;:
20
/ / 2
300 ~
/ 280
a:
o
:I:
UJ
J; 'a:"
«
8-
S;Q 260
240
OJ
~
! 220
~ .70 II 200
0::
/
- ----/ r7
:I:
"'- .65 180
gj
..J V FULL THROTTLE BSFC
en2 .60 160
I
o<J
/
Ld .55
~ ~9P
--- 140
::>
u..
fd .50
- LOAID BSF 1
e;
1600 1800 2000 2200 2400
PROPELLER RPM
31
SEA LEVEL PERFORMANCE ALTITUDE PERFORMANCE
I TO " " " " , . , ACTUAC " '
~ t~:~:B:rjl~~J~~~,:A~~~~3:~~~~:'~:?
5, Loo. Pt. "0" AI PI!. AIt, & Road H.P.
; 6. eo" H,~, For '0'" Air T,':'II'; A. foil ... , ,
400 400)
I \:: ~~:,,!~ ~~ ::E--!~~~~O:~~. TS
r-~~.5TA""A"bALTITUDETEMPI
380 '38' o :--" ax. Continuous Rating 2233 Prop RPM, 39 In. Hg. ADMP
.4 360 36'0
~~
/y 34(] *ffi 34'
, 2100 JM 36.51In. H} ADMlp ~~~~6'
MAXIMUM ALLOWABLE
~ -~'\ MANIFOLD PRESSURE
~~ 320 g 32 0 'leo
Ree mmended Fue Mixture //J ~ 2boo RplM 34.J ID. Hd. AOMlp
300 ~ 3010
~I'\
ML. Rec~mme~ded cJuise ,400 prop RPM 32.5 In. Hg. ADMP ~~~o
280 2810
h~ '"~
~ ,1800 RiM, 32.~ ID. H~. AO~P
~ k< ~ 260 26 0
D~ ~~ ~~ i-
~~.
O
/ / r>/ ~~~
/. rol ~ ts; 240 24 0
,0 1600 RPM, 32.5 In. Hg, ADMP
f/.: ,..<!y ~ f'\ );:>"/ ,// ,,/ ~~o
220 22 0
,.// /" \~
~ Z> ~ tx 1\. 200 2000
V ;>Or'-..
'~DD RiM, 32.~ ID. H~. AO~P '3'}...'6\I"\. ~ ,./
IA!& ~ l?' !\ ex 80 1B 0'
V ,,~'\ ~
CW' "..
~
Pkf1~' ," ,,,.
d~~X~b?<r> f- ~ '\
60 16'0 ~~
~~ x: ~~ IV ":'~ RFOMMENOesCRUI'.!'
(Best Power Mixture),
40
---- -
~~5K)' I I I I 120
* Horsepower obtained with 6.0 In. H 2 0 cooling air pressure drop across intercooler except for
max. continuous rating which is with 3.5 In. H 2 0 cooling air pressure drop.
o 39 In. Hg. ADMP, 2233 RPM, 6.0 In. H 2 0 cooling air pressure drop across intercooler.
w
w Figure 3. Altitude Perfonnance Curve
34
SECTION V
Three areas of operation may Ie quire special attention. They are (a)
extreme cold weather, (b) extreme hot weather, and (c) high altitude
ground operation. The following discussions may be helpful to the
operator in obtaining satisfactory engine performance under
adverse conditions.
PREHEATIN G.
The use of preheat and auxiliary power (battery cart) will facilitate
starting during cold weather and is recommended when engine has
35
been cold soaked at temperatures of 10° F. and below in excess of
two hours; however, successful starts without these aids can be
expected at temperatures below normal, provided the aircraft
battery is in good condition and the ignition and fuel systems are
properly maintained.
36
Proper procedures require thorough application of preheat to all
parts of the engine. Hot air should be applied directly to the oil
sump and external oil lines as well as the cylinders, air intake and oil
cooler. Excessively hot air can damage non-metallic components
such as seals, hoses, and drive belts, so do not attempt to hasten the
preheat process.
NOTE ... Since the oil in the oil pressure gauge line may be
congealed, as much as 60 seconds may elapse before oil pressure is
indicated. If oil pressure is not indicated within one minute, shut the
engine down and determine the cause.
37
5. Run the engine at 650 RPM until some oil temperature is
indicated. Observe oil pressure closely during this time and be alert
for sudden increase or decrease, indicating possible congealed oil in
the system. Retard throttles, if necessary, to maintain oil pressure
below 100 PSI. If oil pressure drops suddenly to less than 30 PSI,
stop the engine and check for blown lines, filter, or cooler. If no
damage or leaks are noted, preheat the engine for an additional 10
to 15 minutes before rest,!rting.
38
-~-
pressure. Oil pressure should be steady and within limits during this
time. Observe the usual precautions to prevent overboosting.
NOTE ... Fuel flow will likely be on the high limit; however, thisis
normal and desirable since the engine will be developing more
horsepower at substandard ambient temperatures.
3. Mixture - Rich.
4. Throttle - Open.
7. Starter - Engage.
39
NOTE ... Before applying power for takeoff, double check that oil
pressure, oil temperature, and cylinder temperature are well within
the normal operating range. When full power is applied for takeoff,
insure that oil pressure is within limits and steady. Surging or
overshooting of manifold pressure, RPM, or fuel flow may indicate
the engine is not satisfactorily warmed up.
e. Engine roughness.
40
operation which will require special attention on the part of the
operator.
These are: (1) Starting a hot engine, (2) Ground operation under
high ambient temperature conditions, and (3) Takeoff and initial
climbout.
41
engine starting. The primary objective should be that of permitting
the system to cool. Low power settings during the landing approach
will allow some cooling prior to the next start attempt. Ground
operation tends to heat up the engine, therefore, minimizing this
will be beneficial. The aircraft should be parked so as to face into the
wind to take advantage of the cooling effect. Restarting attempts
will be the most difficult during the 30 minutes to one hour
following that interval, the fuel vapor will be less pronounced and
normally will prevent less of a restart problem.
42
SECTION VI
ENGINE DESCRIPTION
OIL SYSTEM.
The oil supply is contained in a 13-quart, wet sump oil pan which
attached to the bottom of the crankcase. A conventional dipstick is
provided for determining the oil quantity.
When the engine is turning, oil is drawn through a screen and pick
up tube which extends from the sump to a port in the crankcase. It
then passes to the inlet of the gear-type, engine-driven oil pump and
is forced under pressure through the pump outlet. Incorporated in
the oil pump is a pressure regulating relief valve which prevents
excessive oil pressure by allowing excess oil to be returned to the
suction side of the pump. After exiting the pump, the oil(nowunder
43
-
- ... ............ OIL UNDER PRESSURE
44
pressure) enters a full-flow filter and is passed on to the oil cooler. If
the filter element becomes blocked, a bypass relief valve will open to
permit unfiltered oil to flow to the engine. As the oil enters the oil
cooler, it will flow in one of two directions: (a) When the oil is cold,
an oil temperature control unit will open and most of the oil will
bypass the cooler. Some oil always flows through the cooler to
prevent congealing in cold weather. (b) As the oil warms~ the oil
temperature control unit ,!ctuates to close off the cooler bypass
forcing the oil to flow through the cooler core. In operation, the oil
temperature control unit modulates to maintain oil temperature in
the normal range of approximately 170 0 F.
After leaving the cooler, the oil enters the crankcase where the
various channels and passageways direct it to the bearing surfaces
and other areas requiring lubrication and cooling. The propeller
governor boosts engine oil pressure for operation of the propeller. It
controls oil pressure going to the propeller hub to maintain or
change propeller blade angles. This flows through the propeller
shaft to reach the hub.
Other areas within the engine receiving oil include the valve lifters,
inner piston domes and lower cylinder walls. A tap in the side ofthe
crankcase supplies oil pressure for lubrication of the turbocharger
bearings. This oil is carried to the turbocharger through an external
line. After lubricating the turbocharger bearings, it is drawn into a
scavenge pump and forced back to the oil sump. Oil within the
engine drains, by gravity, back into the sump.
FUEL SYSTEM
45
PUMP INLET
SUPPL Y ----~
INTERSTAGE
PRESSURE
.REGULATOR
RETURN TO TANK
VARIABLE
ORIFICE &
ANEROID
MANIF. VALVE.
LINES & NOZZLES
46
-----.=...=.~-
-~=~~--~~~==~~~~~~~-~------~~-------~
(a) \ In the idle cutoff position, the mixture control diverts all fuel
received back to the aircraft fuel supply. In this manner, no fuel can
flow toward the fuel injector nozzles.
The manifold valve receives fuel from the metering unit. When fuel
pressure reaches approximately 3.5 psi, a check valve opens and
admits fuel to six ports in the manifold valve (one port for each fuel
nozzle line). The manifold valve serves to proportion the fuel evenly
to each injector nozzle, and to provide a clean cutoff of fuel to the
cylinder when the engine is shut down. The manifold valve contains
an engirie oil heating feature.
The injector nozzle lines connect the manifold valve to the six fuel
injector nozzles.
The injector nozzles (one per cylinder) are "air bleed" type fuel
nozzles which spray fuel directly into the intake port of the cylinder.
When the engine is running, flow through the nozzle is continuous
and will enter the cylinder combustion chamber when the intake
valve opens.
Since the size of the fuel nozzles is fixed, the amount of fuel flowing
through them is strictly a function of how much pressure is applied.
For this reason, fuel flow may be accurately determined by
measuring the pressure at the manifold valve.
47
----.-~~-~-----
INDUCTION SYSTEM
The filter normally accepts all incoming air from the aircraft intake
scoop. Should the filter become blocked for any reason, the
alternate air door will open to preclude engine stoppage.
48
.
\ ,,,lln""11
\ <> COMPRESSOR
LEGEND
¢::>•• RAM AIR
<:;= AIR
<,:. EXHAUST GAS
o - HYDRAULIC OIL
TURBOCHARGER
TURBINE
OVER-BOOST
VALVE
VARIABLE SETTING
ABSOLUTE PRESSURE
CONTROLLER
=:> TO CABIN
~
The cylinder intake ports are cast into the cylinder head assembly.
Air from the spider manifold is carried into the intake ports, mixed
with fuel from the injector nozzles, and enters the cylinder as a
combustible mixture when the intake valve opens.
TURBOCHARGER
COMPRESSOR
HOUSING
TURBINE
COMPRESSOR WHEEL
WHEEL --r--.:::::::~'.pJ
EXHAUST
AIR INLET DISCHARGE
50
pressure in the wastegate actuator to increase, which drives the
wastegate toward the closed position. This action causes more
exhaust gas to flow through the turbine assembly, increasing its
speed and resulting in more output of induction air from the
compressor, since it is connected to the opposite end of the turbine
shaft. Now, as the compressor output increases, manifold pressure
increases. The aneroid unit on the controller senses compressor
discharge pressure and its action opposes, the force of the spring,
that is, it tends to open the valve, relieving oil pressure in the
wastegate actuator which allows the wastegate to move toward
open. In operation, the forces between the spring and the aneroid
are balanced and the controller serves to maintain constant
compressor discharge pressure as selected by the throttle and
therefore maintains a constant manifold pressure. When the
throttle is repositioned, the cam, spring, aneroid and wastegate are
displaced until the forces are again in balance for the new
compressor discharge pressure.
CYLINDERS
51
into the hot cylinder head. When the entire unit has cooled, a
permanent cylinder assembly results. Replaceable helical coil
inserts are installed in the spark plug ports.
VALVES
IGNITION
(a) When the aircraft starter switch is operated, the left and
right magneto primary breaker points are grounded to prevent the
magnetos from producing ignition at the normal advanced timing
52
UPPER SPARK PLUGS
6
TO STARTING VIBRATOR
IGNITION SWITCH
STARTER SWITCH
2
~--------~~----~-----------cv
3~--~~------~----------~p-----J
~--------------------~----------------~6
5~--------------------------J
causing the engine to kick back, only the retard breaker points are
functioning. .
53
spark plugs. This high intensity ignition occurs later than would
normal ignition and promotes smoother engine starting.
(d) When the engine starts and the switch is placed in the "Both"
position, the primary breakers are ungrounded, the starting
vibrator circuit is broken, and dual ignition is provided.
54
-~~~~~~~~~~~-----~~~~~--~----
SECTION VII
SERVICING
Good common sense is still the rule, but certain basic maintenance
and operational requirements, that we find widely disregarded, do
determine, to a large degree, the service life of the modern aircraft
engme.
WARNING ... The use of a lower octane rated fuel can result in
destruction of an engine the first time high power is applied. This
would most likely occur on takeoff. If the aircraft is inadvertently
serviced with the wrong grade of fuel, then the fuel must be
completely drained and the tank properly serviced.
Oil: For initial fill, and for thefirst 25 hours of engine operation, the
lubricating oil shall conform to MIL-C-6529, Type II, Corrosion
Preventive Aircraft Engine Oil.
55
-------:
After the first 25 hours of operation and rings are seated, a ashless
dispersant oil conforming to Teledyne Continental Motors
Specification MHS-24B shall be used. 15W-50, 20W-50 or
56
l
BP Oil Corporation BP Aero Oil
Quaker State Oil & Refining Co. Quaker State AD Aviation
Engine Oil
Delta Petroleum Company Delta A voil Oil
Union Oil Company of California Union Aircraft Engine
Oil HD
Gulf Oil Company Gulfpride Aviation AD
Phillips Petroleum Company XI C Aviation Multiviscosity
Oil SAE 20W-50
Red Ram Limited (Canada) Red XI C Aviation Oi120W-50
Shell Oil Company AEROSHELL Oil W SAE 15W-50
INSPECTIONS
Before each flight the engine and propeller should be examined for
damage, oil leaks, proper servicing and security. Ordinarily the
cowling need not be opened for a daily inspection.
57
Full Power Fuel
Flow: Check
Idle RPM: Check
58
100 HOUR INSPECTION
Perform all items listed under 50 Hour Inspection, and add the
following:
59
11. Fuel Metering Unit
Inlet Screen: Inspect and clean.
60
SECTION VIII
TROUBLE SHOOTING
61
Rj This trouble shooting chart IS provided as a guide. Review all probably 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.
b. Have gauge pressure - b. Turn off auxiliary pump and ignition switch,
Engine flooded. set throttle to "FULL OPEN" and fuel
control to "IDLE CUTOFF", and crank
engine to clear cylinders of excess fuel.
Repeat Starting procedure.
c. Have gauge pressure - c. Check for bent or loose fuellines. Loosen one
No fuel to engine. line at fuel nozzle. If no fuel shows replace
fuel manifold valve.
2. Engine starts a. Inadequate fuel to a. Set fuel control in "FULL RICH" position
but fails to fuel manifold valve. turn auxiliary pump "ON", check to be sure
keep running. feed lines and filters are not restricted. Clean
or replace defective components.
b. Defective ignition b. Check accessible ignition cables and connec-
system. tions. Tighten loose connections, Replace
defective spark plugs.
3. Engine runs a. Improper idle mixture a. Readjust idle setting. Tighten adjustment
rough at idle. adjustment. screw to richen mixture and back off
adjustment screw to lean mixture.
b. Fouled spark plugs. b. Remove and clean plugs, adjust gaps, Replace
defective plugs.
4. Engine has a. Idle mixture too lean. a. Readjust idle setting. Tighten adjustment
poor screw to richen mixture and back off
acceleration. adjustment screw to lean mixture.
5. Engine runs a. Improper fuel-air mixture a. Check manifold connections for leaks. Tight-
rough at speeds en loose connections. Check fuel control and
above idle. linkage for setting and adjustment. Check fuel
filters and screens for dirt. Check for proper
pump pressure, and rep'lace pump if defective.
c. Ignition System and spark c. Clean and regap spark plugs. Check ignition
plugs defective. cables for defects. Replace defective com-
ponents.
7. Low Fuel a. Restricted flow to fuel a. Check mixture control for full travel. Check
Pressure. metering valve. for restrictions in fuel filters and lines, adjust
control and clean filters. Replace damaged
parts.
b. Fuel nozzle vent system b. Check venting system for leaks at connections
j
defective causing improper and other defects. Tighten connections and
pressure regulation. replace defective parts. I
I
d. Incorrect fuel injector d. Check and adjust using appropriate I
pump adjustment and equipment~ Replace defective pumps.
operation.
8. High Fuel a. Restricted flow beyond a. Check for restricted fuel nozzles or fuel
Pressure. fuel control assembly. manifold valve. Clean or replace nozzles.
Replace defective fuel manifold valve.
b. Defective relief valve b. Check fuel injector pump control line from
operation in fuel injector; turbocharger for loose connections and
defects. Tighten connections, replace
0-
damaged line.
--.l
0\
00 TROUBLE PROBABLE CAUSE CORRECTIVE ACTION
c. Restricted recirculation c. Replace pump.
passage in fuel injector
pump.
9. Fluctuating a. Vapor in fuel system, a. Normally operating the auxiliary pump will
Fuel Pressure. excess fuel temperature. clear systems. Operate auxiliary pump and
purge system.
b. Fuel gauge line leak or b. Drain gauge line and tighten connections.
fuel in gauge line.
10. Low Oil Pressure a. Insufficient oil in oil sump, a. Add oil or change oil to proper viscosity.
on Engine Gauge. oil dilution or using
improper grade oil for
prevailing ambient
temperature.
b. High oil temperature. I b. Defective oil temperature control unit in oil
cooler restriction. Replace valve or clean oil
cooler.
c. Leaking, damaged or loose c. Check for restricted lines and loose connec-
oil line connections - tions, partially plugged oil filter and screens.
Restricted screens and Clean parts, tighten connections and replace
filter. defective parts.
11. Poor engine a. Engine getting fuel. a. Check fuel control for ,being in full "IDLE
idle cutoff. CUTOFF" position. Check auxiliary pump
for being "OFF". Check for leaking fuel
manifold valve. Replace defective com-
ponents.
12. White smoke a. Turbo coking, oil forced a. Clean or change turbocharger.
exhaust. through seal turbine
housing.
0'.
I,Q
F
--1
SECTION IX
b. Fill the sump to the full mark on the dipstick gauge with
MIL-C-6529 oil which will mix with normal oil, which is suitable as
a lubricant, and will provide protection against corrosion.
71
duration, and up to, but not exceeding normal oil and cylinder
temperatures.
72
J
73
74
SECTION X
GLOSSARY
BHPx792000
Crank RPM x Displacement
75
COLD SOAKING-Prolonged exposure of an object to cold
temperatures so that its temperature throughout approaches that of
ambient.
76
air compared with the maximum amount of moisture the air could
contain at a given temperature.
77
PERFORMANCE RATING-A rating system used to describe
the ability of fuel to withstand heat and pressure of combustion as
compared with 100 octane fuel. For example, an engine with high
compression and high temperature needs a higher Performance
Rated fuel than a low compression engine. A rating of 100/130
denotes performance characteristics of lean (l00) and rich (130)
mixtures respectively.
RICH LIMIT-The richest fuel/ air ratio permitted for any given
power condition. It is not necessarily the richest condition at which
engine will run.
78
STANDARD DAY-By general acceptance, a condition of the
atmosphere wherein specific amounts of temperature, pressure,
humidity, etc. exist.
79
1
by operating the wastegate which deverts, more or less, exhaust gas
over the turbine.
80