Operator'S Manual: Continental® Aircraft Engine

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The document provides an operator's manual for a GTSIO-520-N series aircraft engine, outlining specifications, procedures, and other technical information.

The document is an operator's manual for a GTSIO-520-N series aircraft engine, providing specifications, operating procedures, emergency procedures, performance data, and descriptions.

Terms defined in the document include rated power, retard breaker, rich limit, rocker arm, scavenge pump, standard day, static condition, sump, TBO, T.D.C., thermal efficiency, torque, turbocharger, vapor lock, variable pressure controller, viscosity, volatility, and volumetric efficiency.

GTSIO-520-N

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.

Effective Changes for this Manual


0........................ May 1980
1............... 31 August 2011

List of Effective Pages


Document Title:GTSIO-520-N Series Engine Operator’s Manual
Publication Number: X30551 Initial Publication Date: May 1980
Page Change Page Change Page Change Page Change
Cover ..............................1
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i .......................................1
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Published and printed in the U.S.A. by Continental Motors, Inc.

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

Copyright © 2011 Continental Motors, Inc. All rights reserved. This material may not be reprinted,
republished, broadcast, or otherwise altered without the publisher's written permission. This
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.

A GTSIO-520-N Series Engine Operator’s Manual


31 August 2011
NOTICE
IN ORDER TO PROPERLY USE THIS ENGINE,
THE USER MUST COMPLY WITH ALL
INSTRUCTIONS CONTAINED HEREIN.
FAILURE TO SO COMPLY WILL BE DEEMED
MISUSE, RELIEVING THE ENGINE
MANUFACTURER OF ANY RESPONSIBILITY.

THIS MANUAL CONTAINS NO WARRANTIES,


EITHER EXPRESS OR IMPLIED. THE
INFORMATION AND PROCEDURES
CONTAINED HEREIN PROVIDE THE
OPERATOR WITH TECHNICAL INFORMATION
AND INSTRUCTIONS APPLICABLE TO SAFE
OPERATION.

Continental Motors engine operating instructions


are generated prior to and independently of the
aircraft operating instructions established by the
airframe manufacturer. Continental Motors
engine operating instructions are developed
using factory controlled parameters that are not
necessarily the same as those specifications
required to satisfy a specific aircraft I engine
installation. Because of this difference the
aircraft operator should use the airframe
manufacturer's operating instructions found in
the Pilots Operating Handbook (POH) while
operating the aircraft unless otherwise specified
by the original airframe manufacturer.

i
TABLE OF CONTENTS

Introduction ............................................ 1

Section I Operating Specifications and Limits ............ 3

Section II Normal Operating Procedure ................. 7

Section III In-Flight Emergency Procedures .............. 21

Section IV Engine Performance and Cruise Control ....... 29

Section V Abnormal Enviromental Conditions .......... 35

Section VI Engine Description ......................... 43

Section VII Servicing and Inspection .................... 55

Section VIII Trouble Shooting ........................... 61

Section IX Storage and Removal From Storage .......... 71

Section X Glossary .................................. 75


---------- .-.-_.- - -~----I

INTRODUCTION

The operating instructions outlined in this manual have been


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

Notes, Cautions, and Warnings are included throughout this


manual. Application is as follows:

NOTES ... Special interest information which may facilitate the


operation of equipment.

CA UTION . . .Information issued to emphasize certain instructions


or to prevent damage to engine or accessories.

W ARNIN G ... Information which, if disregarded, may result in


severe damage or destruction of the engine or endangerment to
personnel.

Users are advised to keep up with the latest information by means of


service bulletins, which are available for study at any approved
Teledyne Continental Distributor or Dealer, or which are
obtainable on an annual SUbscription basis. Subscription forms are
available from the Distributor or from Teledyne Continental
Motors, P. O. Box 90, Mobile, Alabama 36601, Attention:
Publications Department.

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

OPERATING SPECIFICATIONS AND LIMITS

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.

CA UTION ... Cylinder head and oil temperatures must never be


allowed to exceed the limitations specified. Near-maximum
temperatures should occur only when operating under adverse
conditions, such as high power settings, low airspeed, extreme
ambient temperature, etc. If excessive temperatures are noted, and
cannot reasonably be explained, or if abnormal cowl flap and/ or
mixture settings are required to maintain temperatures, then an
inspection should be performed to determine the cause. Possible
causes of high temperatures may include broken ormissing baffles,
inoperative cowl flaps, sticking oil temperature control unit, or
restricted fuel nozzles (resulting in lean-running cylinders). Faulty
instruments or thermocouples may cause erroneously high (or low)
temperature indications. Refer to Section VIII of this manual
and/ or the aircraft overhaul manual for trouble shooting
procedures.

WARNING . .. Do not use any propeller that is not certified and


specifically designed for operation on this engine.

DETAILED SPECIFICATIONS

This specification is for the GTSIO-520-N Aircraft Engine which


has:

FAA Type Certificate Number ....................... E7CE

3
RATINGS:

Maximum Continuous, BHP (-0, + 5%) - Prop,RPM. 375-2233


Manifold Pressure, in. Hg. at sea level .............. 39.0
Manifold Pressure, in. Hg. Critical Altitude (Ft.) . 39 .0@18,OOO

CYLINDER DATA

Number of Cylinders .................................... 6


Displacement (cubic inches) ............................ 520
Bore and Stroke (inches) ........................ 5.25 x 4.00
Compression Ratio .................................. 7.5:1

PROPELLER DRIVE DATA

Flange Type ................................... ARP 880A


Direction of Rotation (Viewing Anti-Prop End) ..... Clockwise
Ratio (To Crankshaft) ............................... 667:1
Vibration Dampers, Number and Order ..... Six 3rd, 1 Viscous

FUEL SYSTEM

Type ...................... Continuous Flow Fuel Injection


Make and Model ................................... TCM
Fuel - Aviation Gasoline (Grade Min.) ............ 100/100LL

LUBRICATION SYSTEM

Oil Specification ................... TCM Spec - MRS - 24B


Oil Grade (SAE - 20W-50, 15W-50) or If Temp. is
Above 40° F. Ambient Air (Sea Level) ................ 50
Below 40° F. Ambient Air (Sea Level) ... ; .. 30 or IOW-30

Sump Capacity, Quarts Maximum ..................... 13.0


Usable Oil Quarts 16° Nose up ..................... 9.0
Usable Oil Quarts 16° Nose Down .................. 9.0
Oil Filter . . . . . . . . . . . . . . . . . . .. Full Flow (Remote Mounted)

4
IGNITION SYSTEM

Timing (BTC ± 10) ••••••••••••••••••••••••••• Left Mag 240


........................................... Right Mag 240

ACCESSORIES

Magneto - Bendix S1200 Series..


Ignition Harness - 5 MM Shielded (.750-20 Thd. Connection)
Spark Plugs -18MM x .750-20 Thd. Connection (FAA Approved)
Turbosupercharger - (AiResearch)
Variable Controller
Provision for Mounting Sonic Venturi
Intercooler and Miscellaneous Parts
Oil Cooler (Harrison)
Fuel Pressure Regulator
Alternator - 24V, 100 AMP Teledyne Crittenden
Solenoid - Starter (Prestolite)
Starter - 24V (Prestolite)

BASIC ENGINE WEIGHT NOT INCLUDING


ACCESSORIES .............................. 486.0

BASIC ENGINE WEIGHT INCLUDING


NECESSARY ACCESSORIES ..................... 556.75
(Less Exhaust System)

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 - -

BHP 375 281 281 243 206 - -

RPM (Propshaft) 2233 1900 1900 1675·1900 1675·1900 - 1500

MANIFOLD PRESSURE 39.0" 32.5" 32.5" 28.5" -32.5" 25.0"-32.5" - -

FUEL FLOW (PPH) FR FR (SEE FUEL FLOW VS. BHP CURVE) - -


CYLINDER HEAD
TEMPERATURE (Fo)
MINIMUM 240 240 240 240 240 - 200
NORMAL 300-400 300-380 300-380 300-350 300-350 - 200-250
MAXIMUM 460 460 380 380 380 - -

OIL TEMPERATURE (Fo)


MINIMUM 100 100 100 100 100 - 75
NORMAL 100-200 160-180 160-180 160-180 160-180 - 75-100
MAXIMUM 240 2.40 240 240 240 - -

OIL PRESSURE (PSI)


MINIMUM 30 30 30 30 30 10 30
NORMAL 40-60 40-60 40-60 40-60 40-60 - 40-60
MAXIMUM 80 70 70 70 70 - 100*

Cold Oil Only.


(1) Sea level to 18,000 feet. Above 18,000 feet, reduce manifold pressure according to the following schedule:
18,000 - 39.0" Hg 22,000 - 36.5" Hg 26,000 - 31.0" Hg 30,000- 25.0" Hg
20,000 - 39.0" Hg 24,000 - 34.0" Hg 28,000 - 21;1.0" Hg
--_······_····l
SECTION II

NORMAL OPERATING PROCEDURE

CA UTION ... This section pertains to operation under average


climatic conditions. The pilot should thoroughly familiarize himself
with Section V, Part 1, Abnormal Operating Conditions. Whenever
such abnormal conditions are encountered or anticipated, the
procedures and techniquesfor normal operations should be tailored
accordingly. For example, if the aircraft is to be temporarily
operated in extreme cold or hot weather, consideration should be
given to an early oil change and/ or a routine inspection servicing.

GENERAL.

The life of your engine is determined by the care it receives. By


following the instructions contained in this section carefully, the
engine should provide trouble free operation for the duration of its
service life.

The engine receives a run-in operation before leaving the factory.


Therefore, no break-in schedule need be followed. Straight mineral
oil (MIL-C-6529) should be used for the first oil change period (25
hours).

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.

1. Be sure ignition switch is in the "OFF" position.

2. Operate all controls and check for freedom of movement and


full range of travel.

3. See that fuel tanks contain proper type and quantity of fuel.

4. Drain a quantity of fuel from all sumps and strainers into a


clean container. If water or foreign matter is noted, continue
draining until only clean fuel appears.

5. Check oil level in sump.

6. Check cowling for security.

STARTING

1. Perform preflight inspections per aircraft operator's manual.

2. Fuel selector - On appropriate tank (refer to aircraft


operator's manual).

3. Battery switch - On.

4. Ignition Switch - On.

5. Mixture Control - Idle cut-:off.

8
6. Throttle Control- Set to approximately 1000 RPM position
(fast idle).

7. Primer - Activate the 7th nozzle primer starting aid system.


The amount of prime required depends on engine and ambient
temperatures. If the engine is hot activate the primer and engage the
starter simultaneously. If the engine is cold activating the primer 5
to 10 seconds before crankin,g will facilitate starting. Familiarity
and practice will enable the operator to estimate accurately the
amount of prime required.

8. Starter - Engage until engine fires, then release. Continue


priming to keep engine running.

9. After Engine Starts - Continue priming while slowly moving


the mixture control to the full rich position. Prime as required until
the engine is running smoothly then deactivate the primer. Make
sure the mixture control is in the full rich position.

NOTE ... Initial starting ignition is provided by a special high


voltage circuit operated by the starter switch, which fires the spark
plugs and retards the ignition timing. Starting will be facilitated if
the starter is released as soon as the engine fires so that normal
ignition is provided by the magnetos.

CA UTION . .. Do not engage the starter when the engine is running


as this will damage the starter clutch or gears.

10. Auxiliary Fuel Pump - Operate as instructed by aircraft


manufacturer.

NOTE ... Operation of auxiliary fuel pumps at low boost will


facilitate fuel vapor suppression during hot weather operation.

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.

Should fuel priming or auxiliary fuel pump operation periods in


excess of 60 seconds occur: the engine manifold must be purged by
one of the following procedures:
a. With auxiliary fuel pump OFF, allow manifold to drain at least
5 minutes or until fuel ceases to flow out of the drain under the
nacelle.
b. If circumstances do not allow natural draining periods
recommended above, with the auxiliary fuel pump OFF,
magnetos OFF, mixture IDLE CUT- OFF and throttle FULL
OPEN, turn engine with starter or by hand a minimum of 15
revolutions.

CA UTION ... If difficulty in starting is experienced, do not crank


for longer than thirty seconds at a time as the starter motor may
overheat. If the engine does not start after thirty seconds of
cranking, allow a 3 to 5 minute cooling period before continued
attempts.

11. Oil Pressure - Check. If no oil pressure is noted within 30


seconds (60 seconds in cold weather), shut down the engine and
investigate.

GROUND RUNNING; WARM- UP.

Teledyne Continental aircraft engines are air-cooled and therefore


dependent on the forward ram of the aircraft for cooling. To
prevent overheating, it is important that the following rules be
observed.

1. Head the aircraft into the wind.

10
2. Operate the engine on the ground with the propeller in
minimum blade angle setting ("Full Increase" RPM position).

3. Avoid prolonged idling at low RPM. Fouled spark plugs are


the usual result of this practice.

4. Leave mixture in "Full Rich". (See "Ground Operation at


High Altitude Airports", Sect}on V, for exceptions.)

5. Warm-up 600-800 RPM (Propshaft).

PRE TAKE-OFF CHECK

1. Maintain engine speed at approximately 600 to 650


crankshaft RPM for at least one minute in warm weather, and as
required during cold weather to prevent cavitation in the pressure
oil pump and to assure adequate lubrication.

2. Advance throttle slowly until tachometer indicates an engine


speed of approximately 800 RPM. Allow additional warm-up time
at this speed depending on ambient temperature. This time may be
used for taxiing to takeoff position. The minimum allowable oil
temperature for run-up is 75° F.

CAUTION . . .Do not run engine at the run-up speed unless oil
temperature is 75° F. Minimum.

3. Perform all ground operations with cowling flaps, if any,


wide open, with mixture control in "FULL RICH" position and
propeller governor set for maximum RPM (except for brief testing
of governor controls).

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


and testing.

11
1

5. Increase engine speed to 1500 RPM only long enough to


perform the following checks: I
I
a. Check Magnetos: Move the ignition switch first to "R"
position and note engine RPM, then move switch back to "BOTH"
position to clear the other set of spark plugs. Then move the switch
to "L" position and note RPM. The difference between the two
magnetos operated singlY,should not differ more than 50 RPM.
Observe engine for excessive roughness during this check.
Maximum allowable drop when operating on one magneto is 150
RPM.

If no drop in speed is observed when operating on either magneto


alone, the switch circuit should be inspected for loose connections.

W ARNIN G ... Absence of RPM drop when checking magnetos


may indicate a malfunction in the ignition circuit, which will result
in a "hot" magneto. Should the propeller be moved by hand (as
during preflight) the engine may fire and cause injury to personnel.
A "hot" magneto will prevent proper indication of engine condition
during run up. For these reasons, this type of malfunction should be
.corrected prior to continued operation of the engine.

CA UTION ... Do not underestimate the importance of a pre-


takeoff magneto check. When operating on single ignition, some
RPM drop should be noted. Normal indications are 25-75 RPM
drop and slight engine roughness as each magneto is switched of!
Absence of a magneto drop may be indicative of an open switch
circuit or improperly timed magneto. An excessive RPM drop
usually indicates a faulty magneto or fouled spark plugs.

Minor spark plug fouling can usually be cleared as follows:

1. Magnetos - Both On.

2. Throttle - 2000 RPM.

12
3. Mixture - Move toward idle cutoff until RPM peaks and
hold for ten seconds. Return mixture to full rich.

4. Magnetos - Recheck.

If engine performance is not operating within specified limits, it


should be inspected and repaired prior to continued operational
serVlCe.

Avoid prolonged single magneto operation to preclude fouling of


the spark plugs.

b. Check throttle and propeller operation.

(1) Move propeller governor control toward low RPM position


and observe tachometer. Engine speed should decrease to minimum
governing speed (125-200 RPM drop). Return governor control to
high speed position. Repeat this procedure two or three times to
circulate warm oil into the propeller hub.

(2) Move propeller to "feather" position. Observe for 200 RPM


drop below minimum governing RPM, then return control to "full
increase" RPM position. Do not decrease RPM below 1000.

CAUTION . . . Do not operate theengineataspeedinexcessof1500


RPM longer than necessary to test operation and observe engine
instruments. Proper engine cooling depends uponforward speed of
the aircraft. Discontinue testing if temperatures or pressure limits
are approached.

(2) Check engine operation. If engine accelerates smoothly, and


the oil temperature is above 100° F., with the oil pressure less
than 80 psi, the engine is warm enough for takeoff. Oil pressure
should not exceed 80 psi on takeoff.

13
6. Instrument Indications.

a. Oil Pressure: The oil pressure relief valve will maintain


pressure within the specified limits if the oil temperature is within
the specified limits and if the engine is not excessively worn or dirty.
Fluctuating or low pressure may be due to dirt in the oil pressure
relief valve or congealed oil in the system.

b. Oil Temperatures: The oil cooler and oil temperature control


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

c. Cylinder Head Temperature: Any temperature in excess of


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

d. Battery Charging: The ammeter should indicate a positive


charging rate until the power used for starting has been replaced by
the battery charging circuit, unless the electrical load on the
alternator is heavy enough to require its full output, in which event
the ammeter reading should return to the positive side as soon as the
load is reduced. A low charging rate is normal after the initial
recharging of the battery. A zero reading or negative reading with
no battery load indicates leak or malfunction in the alternator or
regulator system.

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.

a. Set mixture to "FULL RICH". Where installed, cowl flaps


.should be positioned as specified by aircraft manufacturer.

b. Set auxiliary fuel pump switch as instructed by aircraft


manufacturer.

c. Slowly advance throttle to maximum allowable takeoff


manifold pressure, 39.0 inches or red line on manifold pressure
gauge.

NOTE .. .If the turbocharger and induction system are properly


rigged, manifold pressure will not exceed 39.0 inches of Hg. when
the throttle is full open. Do not continue to ad vance the throttle if it
is apparent that overboost will occur. If manifold pressure, RPM
and fuel flow are in their respective maximum power ranges,
maximum power is being developed even though the throttle may
not be fully open. This .condition, however, indicates a need to
have the turbocharger controller system readjusted.

A momentary manifold pressure overshoot to 41 inches Hg. for two


or three seconds, or stabilized full throttle indications up to 40
inches Hg. will not harm the engine, and need not be considered as
overboost.

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.

CA UTION . . .Avoid rapid throttle operation. Counterweights may


become detuned during severe acceleration.

a. Normally, all high power climb must be done at "FULL


RICH" mixture setting, with cowl flaps, if provided, set to maintain
desired temperature. However, iffuel flow exceeds that specified for
power being used, then leaning to specified flow is recommended.

b. During climb (immediately after takeoff) observe manifold


pressure, and, if necessary, retard throttle to stay below 39.0 inch
maximum manifold pressure setting (red line). NEVER EXCEED
THIS LIMITS

WARNING ... Overboosting will ruin the engine and be cause for
engine replacement.

c. Reduce to climb power.

NOTE . . . Although this engine is approved for continuous


operation at 100% of Rated Power (375 HP), it is seldom necessary
or desirable to do so for long periods of time. Generally, when the
aircraft has been configured for climb out, engine power should be
reduced. Recommended power for normal climb is 75%. If power
settings of greater than 75% NRP must be used, particular attention
should be given to cylinder head and oil temperatures.

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.

1. Set manifold pressure and RPM for cruise power selected.

2. After engine temperatures have stabilized at cruise condition


(usually within 5 minutes of operation), adjust mixture to obtain
fuel flow according to the cruise control chart.

NOTE ... With high ambient temperature at ground level, a very


low fluctuation in fuel pressure may appear in the early flight stages,
which is caused by excess vapor. If this occurs, operate the auxiliary
fuel pump at low boost.

3. When an economy mixture setting (step 2, above) is in use,


and an increased power setting is to be made, the mixture control
should be returned to "FULL RICH" before changing the throttle
or propeller setting.

NOTE ... If an exhaust gas temperature gauge is used to monitor


cruise fuel flow at 75% power and below, observe following:

(a) If EGT probe is installed in the leanest cylinder (in


accordance with the TCM overhaul manual) fuel mixture should be
set to 50 0 rich of peak.

(b) If EGT probe is installed at the turbine inlet (in accordance


with the TCM overhaul manual) fuel mixture should be set at 100 0
rich of peak.

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.

Normally, descent from high altitude will be accomplished at cruise


power settings and mixture control positioned accordingly.

During descent, monitor cylinder and oil temperatures.

NOTE ... Avoid long descents at low manifold pressure as the


engine can cool excessively and may not accelerate satisfactorily
when power is re-applied. 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. At any rate, do not permit cylinder
temperature to drop below 300 0 F. for long periods of time while
in flight.

LANDING.

1. In anticipating the possibility of the need for high power


settings, the mixture control should be set in "FULL RICH"
position before 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.

2. Operate the auxiliary pump as instructed by aircraft


manufacturer.

STOPPING ENGINE.

1. If auxiliary fuel pump has been on for landing, turn to "OFF"

2. Run the engine at idle for approximately five minutes to


allow the turbochargers to cool off and slow down.

NOTE ... Taxi time after landing may be considered part of five
minutes.

The turbochargers will generally spin from 1 to 2 minutes after the


engines have stopped. If the engines are stopped too soon, and the
turbochargers are still turning at high speed, the shaft bearings will
become starved for lubrication.

3. Place mixture control in "IDLE CUTOFF".

4. Turn magnetos "OFF",

19
20
SECTION III

IN-FLIGHT EMERGENCY PROCEDURES

An engine which is properly maintained and operated will normally


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

A thorough knowledge of the aircraft and engine systems will be an


invaluable asset to the pilot in assessing a given situation and
dealing with it accordingly.

WARNIN G . . . Severe roughness may be sufficient to cause


propeller separation. Do not continue to operate a rough engine
unless there is no other alternative.

ENGINE ROUGHNESS.

Observe engine for visible damage or evidence of smoke or flame.


Extreme roughness may be indicative of propeller blade failure. If
any of these characteristics are noted, follow aircraft manufacturer's
instructions for engine failure.

1. Engine Instruments - Check. If abnormal indications appear,


proceed according to Abnormal Engine Instrument Indications
(this section).

2. Mixture - Adjust as appropriate to power setting being used.


Do not arbitrarily go to Full Rich as the roughness may already be
caused by overrich mixture.

3. Magnetos - Check On.

21
If engine roughness does not appear after the above, the following
steps are taken to evaluate the ignition system.

1. Throttle - Reduce power 1.Jntil roughness becomes minimal.

2. Magnetos - Turn Off, then On, one at a time. If engine


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

If no improvement in engine operation is noted while operating on


either magneto alone, return all magneto switches to On.

CA UTION ... Be alertfor the engine to stop firing completely when


one magneto is switched off, because if the other magneto isfaulty,
there will be no ignition. If 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 settings.

W ARNIN G . . . If roughness is severe engine failure may be


imminent. In this case, it is recommended that the aircraft
manufacturer's procedure for engine failure be employed. In any
event, further damage may be minimized by operating at a reduced
power setting.

TURBOCHARGER FAILURE.

Turbocharger failure may be evidenced by inability of the engine to


develop manifold pressure above the ambient pressure. The engine
will revert to "normally aspirated" and can be operated but will
produce less than its rated horsepower. If turbocharger failure
occurs before takeoff, do not attempt to fly the aircraft. If a failure
occurs in flight, proceed as follows:

Readjust mixture as necessary to obtain fuel flow appropriate to


manifold pressure and RPM.

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:

1. Mixture - Idle Cutoff.

2. Throttle - Full Open.

3. Propeller Control - Normal Cruise RPM

4. Throttle - Retard to Cruise Position.

5. Mixture - Advance slowly. When the proper mixture ratio is


reached, the engine will start. Continue to adjust the mixture
control unit until the correct fuel flow for the manifold pressure
and RPM is obtained.

NOTE ... At altitudes above 18,000. feet an overrich mixture may


result if the turbocharger fails and the engine may stop firing. If this
occurs, employ the following procedure:

1. Mixture - Idle Cutoff.

2. Throttle - Full Open.

3. Propeller Control - Normal Cruise RPM.

4. Throttle - Retard to Cruise Position.

5. Mixture - Advance slowly. When the proper mixture ratio is


reached, the engine will start. Continue to adjust the mixture
control unit until the correct fuel flow for the manifold pressure and
RPM is obtained.

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.

1. Mixture Control - Idle Cutoff.

2. Fuel Selector - Position so as to permit use of auxiliary fuel


pumps (boost pumps).

3. Auxiliary Fuel Pump - On.

4. Throttle - Set to normal cruise position.

5. Propeller - Adjust normal cruise RPM.

6. Mixture - Enrich slowly from idle cutoff. Engine starting will


be apparent by a surge of power. As the turbocharger begins to
operate, manifold pressure will increase and mixture can be
adjusted accordingly.

7. Auxiliary Fuel Pump - Positioned according to aircraft


manufacturer's instruction.

8. Mixture - Readjust if necessary.

NOTE ... If this procedure does not effect a restart, descend below
18;000 feet and repeat.

24
ABNORMAL ENGINE INSTRUMENT INDICATIONS

HIGH CYLINDER HEAD TEMPERATURE

1. Mixture - Enrich, if necessary, to proper fuel flow for power


being used.

2. Cowl Flaps - Open.

3. Airspeed - Increase.

If temperature cannot be maintained within limits, reduce power.


Have engine inspected before subsequent flying.

NOTE ... Prolonged high oil temperature indications may be


accompanied by a drop in oil pressure, If oil pressure remains
normal, then a high temperature indication may be caused by a
faulty gauge or thermocouple. If the oil pressure drops as
temperature increases, proceed as follows:

1. Cowl Flaps - Open

2: Airspeed - Increased to normal climb or cruise speed.

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

CAUTION . .. If these steps do not restore oil temperature to


normal, consider the possibility of low oil quantity, oil congealing
(extreme cold weatherj, or failure of some component in the engine
oil system. In this case, an enginefailure or severe damage can result
from lack of lubrication, and it is recommended that the aircraft
manufacturer's instructions for engine failure be followed.

LOW OIL PRESSURE.

If the oil pressure drops unexplainably from the normal indication


of 40 to 60 PSI but remains above minimum allowable (30 PSI),
monitor temperature and pressure closely and have the engine

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

CA UTION . . . Actual shutdown of an engine for practice or


training purposes should be minimized. Whenever engine failure is
to be simulated, it should be done by reducing power. The
turbocharger can reach speeds of 80,500 RPM and must receive
lubricating oil pressure from the engine oil pump. A sudden
stoppage of oil pressure to the turbocharger bearings will cause
excessive wear or possible failure of the unit.

Whenever a turbocharged engine is shutdown in flight, or when fuel


flow is interrupted, the turbocharger will "run down" due to lack of
mass flow-through the exhaust system. If the mixture is placed in
"FULL RICH" during restart attempts at high altitude, the fuel
flow may be excessive and the engine may fail to start due to
overrich mixture. The degree of overrichness will depend primarily
on altitude and may be compounded by auxiliary fuel pump output.

The key point in restarting is to increase fuel flow gradually from


idle cutoff so the engine will start when a proper mixture is reached.
As the mass flow through the exhaust system increases, the
turbocharger will spin up and provide increased manifold pressure.
The mixture may then be increased and power adjusted as desired.

The following procedure is recommended for in-flight restarting.

WITHOUT UNFEATHERING ACCUMULATORS

1. Mixture Control Rich.

2. Fuel Selector Main Tank.

3. Magnetos On.

4. Throttle One-third (1/3) open.

26
---~

5. Propeller Control Full decrease RPM position

6. Boost Pump Prime, then off.

7. Starter Engage until engine starts.

CA UTION . . . A few minutes exposure to temperatures and


airspeed at flight altitudes can have the same effect on a non-
running engine as hours of cold-soak in sub-Artie conditions. If the
engine must be restarted, consideration should be given to
descending to warmer air. Be especially alert for excessive oil
pressure as the propeller is unfeathered. Warm the engine at
minimum governing RPM and 16-18 inch of manifold pressure
until cylinder and oil temperatures are within operating limits.

8. Power Adjust as desire after engine has


been warmed up.

The following procedure is recommended for in-flight restarting:

WITH UNFEATHERING ACCUMULATORS

1. Mixture Control Idle Cutoff.

2. Fuel Selector Main tank, or as instructed by


aircraft manufacturer.

3. Magnetos On.

4. Throttle Set to normal cruise position.

5. Propeller Unfeather and set for minimum


RPM.

6. Boost Pump On, low boost or as instructed


by aircraft manufacturer.

NOTE ... If propeller has not been feathered, adjust to normal


cruise PM.

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.

CA UTION . . . A few ,minutes exposure to temperatures and


airspeed at flight altitudes can have the same effect on a non-
running engine as hours of cold-soak in sub-Artie conditions. If the
engine must be restarted, consideration should be given to
descending to warmer air. Be especially alert for excessive oil
pressure as the propeller is urifeathered. Warm the engine at
minimum governing RPM and 16-18 inch of manifold pressure
until cylinder and oil temperatures are within operating limits.

8. Power Adjust as desired after engine has


been warmed up.

28
SECTION IV
I
ENGINE PERFORMANCE AND CRUISE CONTROL

The charts in this section are provided as a reference for use in


establishing power conditions for takeoff, climb and cruise
operation. Refer to aircraft manufacturers flight manual for tabular
climb and cruise data.

CRUISE CONTROL BY CHART.

To determine actual horsepower, employ the following procedure:

I. 'Locate RPM and Manifold pressure on altitude chart (Point


" A").

2. Locate RPM and manifold pressure on sea level chart (Point


"B").

3. Transfer "B" to sea level chart (Point "C").

4. Draw a line from "c" to "A".


5. Locate Point "D" at pressure altitude and read horsepower.

6. Correct horsepower for inlet air temperature as follows:

a. Add I % for each 6° F. below T S

b. Subtract 1% for each 6° above TS


(TS = Standard Altitude Temperature)

CA UTION ... When increasing power, enrich mixture, advance


RPM and adjust throttle in that order. When reducing power,
retard throttle, then adjust RPM and mixture.

NOTE ... It may be necessary to make minor readjustments to


manifold pressure and fuel flow (mixture) after changing RPM.

29
CRUISE CONTROL BY E.G.T.

If an exhaust gas temperature indicator is used as an aid to leaning,


proceed as follows:

a. Adjust manifold pressure and RPM for desired cruise


setting.

b. Slowly move mixture control toward "lean" while observing


EGT gauge. Note position on the instrument where the needle
"peaks" or starts to drop as mixture is leaned further.

c. Advance mixture control toward "rich" until EGT is colder


than peak as follows:

50° F. Rich of Peak At 75% Power


Peak EGT At and Below 65% Power
(With EGT probe located.in turbine inlet)

CA UTION ... Do not attempt to adjust mixture by use of EGT at


power settings above 75% of rated power. Also, remember that
engine power will change with ambient conditions. Changes in
altitude or outside air temperature will require adjustments in
manifold pressure and fuel flow.

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

Figure 1. Sea Level Performance Curve

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

16 18 20, 22 24 26 2B 30 32 34 36 38 4D . 1 2· 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 21.1 21 22 23 24 25 26 27 28 29 3n 31 32 3334

ABS. DRY MANIFOLD PRESSURE IN. HG.


{~IIIIIIIIIIIIIIHIIWIWllIJJllII~ PRESSURE AL. TlTUDE IN THOUSANDS - FEET

* 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

ABNORMAL ENVIROMENT AL CONDITIONS

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.

COLD WEATHER OPERATION (Ambient Temperature Below


Freezing).

NOTE ... Prior to operation and/ or storage in cold weather make


certain engine oil viscosity is SAE 30 or 20W-50 or 15W-50. In the
event of temporary cold weather operation, not justifying an oil
change to SAE 30 or 20W-50 or 15W-50, consideration should be
given to hangaring the aircraft, whenever possible, between flights.

Engine starting during extreme cold weather is generally more


difficult than during temperate conditions. Cold soaking causes the
oil to become very stiff and may rob even a fully charged battery of
one-half its capacity. These conditions result in slow cranking speed
and rapid discharge of the battery. At low temperatures, gasoline
does not vaporize readily, further complicating the starting
problem.

False starting (failure to continue running after starting) often


results in the formation of moisture on the spark plugs due to
condensation. This moisture can freeze and will necessitate thawing
of the plugs either by removing them or applying heat to the engine.

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.

The following proced ures are recommended for preheating, starting,


warm-up, run up and tak~off.

1. If possible, select a high volume hot air heater. Small electric


heaters which are inserted into the cowling "bug eye" do not
appreciably warm the oil and may result in superficial preheating.

WARNING ... Superficial application of preheat to a cold-soaked


engine can have disastrous results. A minimum of pre-heat
application may warm the engine enough to permit starting but will
not de-congeal oil in the sump, lines, cooler, filter, etc. Typically,
heat is applied to the upper portion of the engine for a few minutes
after which the engine is started and normal operation is
commenced. The operator may be given a false sense of security by
indications of oil and cylinder temperatures as a resuItof preheat.
Extremely hot air flowing over the cylinders and oil temperatures
. thermocouples may lead one to believe the engine is quite warm;
however, oil in the sump and filter are relatively remote and will not
warm as rapidly as a cylinder, for example, even when heat is
applied directly. Oil lines are usually "lagged" with material which
does an excellent job of insulating. Congealing oil in such lines may
require considerable preheat time to thaw. The engine may start and
apparently run satisfactorily, but can be damaged from lack of
lubrication due to congealed oil in various parts of the system. The
amount of damage will vary and may not become evident for many
hours. On the other hand, the engine may be severely damaged and
could fail shortly following application of high power. Improper or
insufficient application of preheat and the resulting oil and cylinder
temperature indications may encourage the pilot to expedite his
ground operation and commence a takeoff prematurely. This
procedure only compounds an already bad situation.

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.

Before starting is attempted, t.tlfn the engine by hand or starter until


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

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 IS to 30 minutes and turn
the propeller, by hand, through 6 or 8 revolutions at 5 or 10 minute
intervals.

3. Periodically feel the top of the engine and, when some


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

4. Start the engine immediately after completion of the


preheating process. Since the engine will be warm, use normal
starting procedure.

NOTE ... Since the oil in the oil pressure 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.

6. Before takeoff, run up the engine to 2250 (crankshaft) - 1500


(propeller) RPM. If necessary, approach this RPM in increments to
prevent oil pressure from exceeding 100 PSI.

At 1500 RPM, adjust the propeller control to Full Decrease RPM


until minimum governing RPM is observed, then return the control
to Full Increase RPM. Repeat this procedure three or four times to
circulate warm oil into the propeller dome. If the aircraft
manufacturer recommends checking the propeller feathering
system, move the control to the Feather position but do not allow
the RPM to drop more than 150 RPM below minimum governing
speed.

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

7. Check magnetos in the normal manner.

8. When the oil temperature has reached 100° F. and oil


pressure does not exceed 80 PSI at 1500 RPM, the engine has been
warmed sufficiently to accept full rated power.

CA UTION ... Do not close cowlflaps in attempt to hasten engine


warm-up.

9. When takeoff is to be commenced, apply power to the


manifold pressure obtained from the 100% Power Chart for the
appropriate pressure altitude and ambient temperature. The RPM
and fuel flow should increase proportionally and should reach
maximum indications simultaneously with maximum manifold

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.

If preheat is not used, employ the following start procedure:

1. Fuel Selector - Main tank or as instructed by aircraft


manufacturer.

2. Battery Switch - On.

3. Mixture - Rich.

4. Throttle - Open.

5. Primer - Operate until fuel flow or fuel pressure shows


maximum reading.

6. Throttle - Positioned to approximate 800-950 RPM position.

7. Starter - Engage.

8. Primer - Operate as necessary to indicate firing. Continue to


prime as necessary to sustain engine operation.

9. Throttle - Gradually retard to 550-675 RPM for warm-up.

Observe oil pressure for indication and warm-up engine at 675


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.

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.

CA UTION ... Any of the following engine reactions should be


cause for concern, and are justification to discontinue the takeoff"

a. Excessive manifold pressure other than momentary


overboost of 2 or 3 inches.

b. Low, high, or surging RPM.

c. Fuel flow excessively high or low.

d. Any oil pressure indication other than steady and within


limits.

e. Engine roughness.

HOT WEATHER OPERATION (Ambient Temperature in Excess


of 90° F.)

CAUTION . .. When operating in hot weather areas, be alertfor


higher than normal levels of dust, dirt or sand in the air. Inspect air
filters frequently and be prepared to clean or replace them if
necessary. Weather conditions can lift damaging levels of dust and
sand high above the ground. In the event the aircraft should be
flown through such conditions, an oil change is recommended as
soon as is practicable. Never intentionally operate the engines in a
dust and sand storm. The use of dust covers on the cowling will
afford additional protection for a parked aircraft.

In-flight operation during hot wheather usually presents no


problem since ambient temperatures at flight altitudes are seldom
high enough to overcome the cooling system used in modern
aircraft design. There are, however, three areas of hot weather

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.

1. Starting a Hot Engine. After an engine is shutdown, the


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

Another variable affecting this fuel vapor condition is the state of


the fuel itself. Fresh, high octane fuel contains a concentration of
volatile ingredients. The higher this concentration is, the more
readily the fuel will vaporize and the m()re 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, up to a point, will result in fuel vapor problems
associated with engine starting. If the volatile condition reaches a
low enough level, starting may become difficult due to poor
vaporization at the fuel nozzles, since the fuel must vaporize in
order to combine with oxygen in the combustion process.
The operator, by being cognizant of these conditions, can take
certain steps to cope with problems associated with hot weather/ hot

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.

Normal starting procedure should be used except that the throttle


should be opened more while cranking.

2. Ground Operation Under High Ambient Temperature


Conditions. Oil and cylinder temperatures should be monitored
closely during taxiing and engine run up. Do not run the engines at
high RPM except for necessary operational checking. If takeoff is
not to be made immediately following engine run up, the aircraft
should be faced into the wind and the engines idled at 550-675
RPM. It may be desirable to operate the auxili~lfY fuel pumps at low
pressure to assist in suppressing fuel vapor and provide more stable
fuel pressure during taxiing and engine run up.

3. Takeoff and Initial Climbout. Do not operate a maximum


power any longer than necessary to establish the climb
configuration recommended by the aircraft manufacturer.
Temperatures should be closely monitored and sufficient airspeed
maintained to provide adequate cooling of the engine.

GROUND OPERATION AT HIGH ALTITUDE AIRPORTS.

Idle fuel mixture will be rich at high density altitudes. Under


extreme conditions it may be necessary to manually lean the
mixture in order to sustain engine operation at low RPM. When
practical, operate the engines at higher idling speed. Power settings
above the idle range are not affected by idle mixture; such operation
should be performed with the mixture control in the full rich
position.

42
SECTION VI

ENGINE DESCRIPTION

The designation GTSIO-520-N describes. this engine as follows:

G: Denotes "geared". The propeller shaft is driven at


reduced speed through gearing. It turns at 2/3
crankshaft RPM.

TS: Denotes "turbosupercharged".

I: Denotes "fuel injected".

0: Denotes "opposed", and refers to the horizontally-


opposed cylinder arrangement.

520: Denotes piston displacement in cubic inches.

N: Denotes "specific engine model and configuration".

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

~~~ ......... TURBOC


GO HARGER RETURN
......... ..... VERNOR OIL
Oil SUCTION

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

The fuel pump is a dual stage, vane-type pump of advanced design


which has improved vapor suppression characteristics and
performs well at high altitude and at low inlet conditions. It is driven
directly by the engine and its flow rate depends on engine RPM.

The mixture control is attached to the throttle body and operates as


follows:

45
PUMP INLET
SUPPL Y ----~

INTERSTAGE
PRESSURE
.REGULATOR

RETURN TO TANK

VARIABLE
ORIFICE &
ANEROID

FUEL PRESS GAUGE


(NOZZLE PRESS)

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.

(b) As the mixture control is advanced toward "full rich", less


fuel is diverted and higher unmetered fuel pressure is allowed to
develop which increases the fuel flow through the six nozzles.
Mechanical linkage connects the mixture control to the mixture
lever in the airplane cockpit.

The metering unit is attached to the air throttle and is opened or


closed by movement of the throttle shaft. When the throttle is
closed, metering unit restriction is maximum, and as the throttle is
opened, this restriction decreases.

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
----.-~~-~-----

All of the items described above are interdependent on each other to


meter the correct amount of fuel according to the power being
developed by the engine.

The priming system consists of an electrically operated shutoff


valve (connected to the boost pump prime switch), and a fuel nozzle.
When energized, the shutoff valve opens and permits fuel to spray
into the induction air spider manifold for priming.

INDUCTION SYSTEM

The induction system components include the aircraft filter/


alternate air door, turbocharger compressor, throttle, intercooler,
spider manifold and cylinder intake ports. Air flows through these
components in the order they are listed.

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.

The turbocharger compressor is a high volume air pump connected


to the opposite end of the turbocharger turbine (see Turbocharger
System). It increases the density and pressure of air admitted to the
cylinder for combustion. At high compressor discharge pressures,
considerable heating of the induction air occurs, due to
compreSSiOn.

The intercooler is a heat exchanger which lowers the temperature of


the compressor discharge air to permit more efficient engine and
turbocharger operation. The induction air passes through the core
of the intercooler and transfers some of its heat to the cooling fins
which are exposed to the relatively cooler ram air.

The spider manifold is a six-tube, air distribution system mounted


atop the engine. It serves to carry induction air to the individual
cylinder intake ports.

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.

Overboost protection is provided by a pressure relief valve located


between the compressor and the throttle. In the event of a wastegate
or controller malfunction r(}sulting in excessive discharge pressures,
the relief valve will open to prevent high manifold pressure and
damage to the engine.

TURBOCHARGER

The complete turbocharger system consists of a turbine and


compressor assembly, wastegate assembly, a variable pressure
controller, a sonic venturi, and necessary hose, linkage and ducting
required for a functional installation.

The variable pressure controller links the throttle to the wastegate


actuator through a cam, spring and aneroid arrangement. When the.
throttle is opened, the cam on the controller rotates to compress the
spring. This action closes a valve within the controller allowing oil

COMPRESSOR
HOUSING

TURBINE
COMPRESSOR WHEEL
WHEEL --r--.:::::::~'.pJ
EXHAUST
AIR INLET DISCHARGE

COMPRESSED AIR EXHAUST


DISCHARGE INLET

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.

The wastegate assembly consists of a butterfly type valve and


actuator. When open, the valve allows exhaust gas to bypass the
turbine and flow directly overboard. In the closed position, the
wastegate valve diverts the exhaust gases into the turbine. The valve
is held open by a spring, and is closed by the oil pressure operated
actuator. In operation, the wastegate normally modulates in
intermediate position according to demands of the controller
assembly until engine reaches its critical altitude. At critical altitude
and higher, the wastegate is fully closed and/ or the turbine speed
limit has been reached.

A sonic venturi permits the restricted flow of compressor air for


aircraft cabin pressurization. When air-flow through this unit
reaches approximately 7.75 cubic feet per minute, it becomes
critical; that is, 7.75 cubic feet per minute is the maximum flow the
sonic venturi will permit regardless of pressure at the inlet.

CYLINDERS

Before assembly the aluminum cylinder heads are heated and


screwed on to the steel alloy barrels. The valve guides are pressed

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

Exhaust valves are faced with a special heat and corrosion-resistant


material and the valve stems are chromed for wear resistance. Oil
fed to the hydraulic valve lifters, under pressure from the main
galleries, lubricates the lifter guide surfaces and fills the reservoirs
inside the lifters. Oil from the lifters which reaches the pushrod ends
flows through the pushrods to the rocker arms. Each rocker directs
a portion of its oil through a nozzle towards the respective valve
stem. Oil is returned to the crankcase through the pushrod
housings, which are sealed to the cylinder head and crankcase by
rubber seals. Drain holes in the lifter guides direct returning oil to
the sump.

IGNITION

During normal operation, high voltage to the spark plugs is


produced by two magnetos, each of which fires one ofthe two spark
plugs in each cylinder. This dual ignition system serves two
purposes. As a safety feature, ignition will occur even if one
complete magneto system should fail. Also, due to combustion
chamber design and other considerations, more efficient burning of
the fuel/ air mixture is realized and the engine develops more power.

The left magneto features a retard breaker consisting of a second set


of contact points connected to a special circuit to facilitate engine
starting. At cranking speeds the normal magneto timing is too much
advanced for smooth starting and the spark may be too weak for
proper ignition. The special circuit is designed to overcome these
deficiencies, and operates as follows:

(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

RIGHT MAG. LEFT MAG.


(SINGLE (DOUBLE BREAKER
BREAKER)

~--------~~----~-----------cv
3~--~~------~----------~p-----J

~--------------------~----------------~6

5~--------------------------J

LOWER SPARK PLUGS

ENGINE FIRING ORDER


MAGNETO FIRING ORDER

causing the engine to kick back, only the retard breaker points are
functioning. .

(b) The starter switch also energizes a battery-powered starting


vibrator which supplies pUlsating voltage to the retard breaker.

(c) As the engine turns during cranking, the retard breaker


points open, causing a "shower of sparks" at the left magneto

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 AND INSPECTION

SERVICING

Maximum efficiency and' engine life can be expected from the


engine if a sound inspection program is followed. Poor maintenance
results in faulty engine performance and shortened engine life.
Efficient engine operation demands careful attention to cleanliness
of air, fuel, oil and maintaining operating oil temperatures within
the required limits.

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.

Fuel: Aviation Grade 100/I00LL

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.

When not available, non-ashless dispersant oil15W-50, 20W-50 or

SAE50 (Above 40° F.)


. SAE 30, IOW-30 (Below 40° F.)

can be added to the MIL-C-6529 oil, but the corrosion protection


will decrease.

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

SAE 50 (Above 40° F.)


SAE 30, IOW-30 (Below 40° F.)

Oil Sump Capacity: 13 U.S. Quarts

Oil Change Interval: 50 hours

NOTE ... The use of multi-viscosity oil is approved.

CA UTION ... Use only oils conforming to Teledyne Continental


Motors Specification MHS-24B after break-in period.

The marketers of the aviation lubricating oil listed below have


supplied data to Teledyne Continental Motors indicating their
products conform to all the requirements of TCM Specification
MHS-24B, Lubricating Oil, Ashless Dispersant.

In listing the product names, TCM makes no claim of verification of


marketer's statements or claims. Listing is made in the order in
which the data was received by TCM, and is provided only for the
convenience of the users.

APPROVED PRODUCTS BRAND

Phillips Petroleum Company Phillips Aviation Oil, Type A


Shell Oil Company Aeroshell Oil W
Continental Oil Conoco Aero S
Texaco, Inc. Texaco Aircraft Engine Oil, Premium AD
Mobil Oil Company Mobil Aero Oil
Castro Limited (Australia) Castrolaero AD Oil
Pennzoil Company Pennzoil Aircraft Engine Oil
Sinclair Oil Company Sinclair Avoil
Exxon Company, U.S.A. Exxon Aviation Oil EE

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

The following procedures and schedules are recommended for


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

DAILY INSPECTION (PREFLIGHT)

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.

50 AND 100 HOUR INSPECTIONS

Detailed information regarding adjustments, repair, and replace-


ment of components may be found in the appropriate Overhaul
Manual. The following items should be attended to during normal
inspections:

1. Engine Conditions: Magneto RPM drop: Check


Full Power RPM: Check
Full Power Manifold
Pressure Check

57
Full Power Fuel
Flow: Check
Idle RPM: Check

Record any values not conforming to engine specifications so that


necessary repair or adjustment can be made.

2. Oil: Drain while engine is warm.


Replace filter. Refill Sump.

3. Air Filter: Inspect and clean or replace as


necessary.

4. Spark Plugs: Inspect, clean, regap (if ne-


cessary) and reinstall. Rotate
plugs from upper to lower
positions and . vice versa to
lengthen plug life.

5. High Tension Leads: Inspect for chafing and de-


terioration.

6. Magnetos: Check and adjust only if discre-


pancies were noted in Step 1.
7. General: Check hoses, lines, wiring, fit-
tings, baffles, etc.· for general
conditions.

8. Adjustments & Repairs: Perform service as required on


any items found defective.

9. Engine Condition: Run up and check as necessary


for any items serviced in Step 8.
Check engine for oil leaks before
returning to service

58
100 HOUR INSPECTION

Perform all items listed under 50 Hour Inspection, and add the
following:

1. Valves/ Cylinders: Check compression, inspect rock-


ers, pushrods, lifters, seals and
gaskets. Inspect cylinder bores.

2. Cylinders, Fins, Baffles: Inspect.

3. Control Connections: Inspect and lubricate.

4. Fuel and Oil Hoses Inspect for deterioration, leaks,


and Lines: chafing.

5. Fuel Nozzles: Inspect nozzles and vent mam-


. fold for leaks or damage.

6. Turbocharger: Check freedom of rotation.

7. Exhaust: Check all fittings for condition


and leaks.

8. Wastegate: Check operation and condition.

9. Alternate Air Door: Check operation.

10. Magnetos: Check. Adjust points and timing


if necessary.

NOTE ... Minor changes in timing can be expected during normal


engine service. The time and effort required to check and adjust the
magnetos to specifications is slight and the operator will be
rewarded with longer contact point and spark plug life, smoother
engine operation, and less corrective maintenance between routine
inspections.

59
11. Fuel Metering Unit
Inlet Screen: Inspect and clean.

12. Throttle Shaft and


Linkage: Lubricate.

13. High and Low and Un-


metered Fuel
Pressure: Check. Adjust if necessary.

14. Adjustments &


Repairs: Perform service as required on
any items found defective.

15. Engine Condition: Perform complete run up. Check


engine for fuel or oil leaks before
returning to service.

60
SECTION VIII

WARNING ... Do not attempt to use this manual as a guide for


performing repair or overhaul of the engine. The Engine Overhaul
Manual must be consulted for such operations.

TROUBLE SHOOTING

The trouble shooting chart which follows discusses symptoms


which can be diagnosed and interprets the results in terms of
probable causes and the appropriate corrective action to be taken.

For additional information on more specific trouble shooting


procedures, refer to Maintenance and Overhaul Manual.

All 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.

W ARNIN G ... Operation of a defective engine without a prelimi-


nary examination can cause further damage to a disabled
component and possible injury to personnel. By careful inspection
and trouble shooting such damage and injury can be avoided and, in
addition, the causes of faulty operation can be determined without
excessive disassembly.

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.

TROUBLE SHOOTING CHART

TROUBLE PROBABLE CAUSE CORRECTIVE ACTION


1. Engine will a. No fuel gauge pressure - a. Check fuel control for proper position,
start. No fuel to engine. auxiliary pump "ON" and operating, feed
valves open. Fuel filters open, and tank fuel
level.

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.

c. Discharge nozzle air c. Check for bent or loose' connections. Tighten


vent manifold re- loose connections. Check for restrictions and
stricted or defective. replace defective components.

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.

b. Incorrect fuel-air mixture. I b. Tighten loose connections, replace worn


elements of linkage. Service air cleaner.

c. Defective ignition system. I c. Check accessible ignition cables and connec-


tions. Replace defective spark plugs.
0\
W
0\
~
TROUBLE PROBABLE CAUSE CORRECTIVE ACTION
d. Malfunctioning d. Check operation, listen for unusual noise.
turbocharger. Check operation of wastegate valve, and for
exhaust system defects. Tighten loose con-
nections.

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.

b. Restricted fuel nozzle. b. Remove and clean all nozzles.

c. Ignition System and spark c. Clean and regap spark plugs. Check ignition
plugs defective. cables for defects. Replace defective com-
ponents.

6. Engine lacks a. Incorrectly adjusted a. Check movement of linkage by moving


power, reduc- throttle control, "sticky" control from idle to full throttle. Make
tion in maximum linkage or dirty air proper adjustments and replace worn
manifold pressure cleaner. components. Service air cleaner.
or critical altitude.
b. Defective ignition system. b. 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.

c. Improperly adjusted c. Check for full travel of wastegate valve lever


waste gate valve. with full travel of throttle control lever. (If
wastegate valve has automatic control-
actuators check for loose connections and
restricted control lines.) For adjustment of
travel for wastegate valve lever, see aircraft
manufacturer's instructions.

d. Loose or damaged d. Inspect entire exhaust system to turbocharger


exha ust system. for cracks and leading connections. Tighten
connections and replace damaged parts.

e. Loose or damaged e. Inspect entire manifold system for possible


manifolding. leakage at connections. Replace damaged
components, tighten all connections and
clamps.
0\
VI
0\
0\ CORRECTIVE ACTION
TROUBLE PROBABLE CAUSE
f. Fuel nozzle defective. f. Inspect fuel nozzle vent manifolding for
leaking connections. Tighten and repair as
required. Check for restricted nozzles and
lines and clean and replace as necessary.

g. Malfunctioning g. Check for unusual noise in turbocharger. If


turbocharger. malfunction is suspected remove exhaust
and/ or air inlet connections and check rotor
assembly for possible rubbing in housing,
damaged rotor or defective bearings. Replace
turbocharger if damage is noted.

h. Exhaust system gas I h. Inspect exhaust system for gas leakage,


leakage. gaskets at cylinder exhaust ports, flexible
bellows, gaskets at turbine inlet flanges, etc.,
and correct.

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

c. Fuel control lever c. Check operation of throttle and for possible


interlerence. contact with cooling shroud. Adjust as I

required to obtain correct operation. '


I

I
d. Incorrect fuel injector d. Check and adjust using appropriate I
pump adjustment and equipment~ Replace defective pumps.
operation.

e. Defective fuel injector e. Replace pump.


pump relief valve.

f. Air leakage in fuel pump f. Locate cause of leakage and correct.


pressurization line.

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.

d. Air leakage in fuel gauge d. Locate cause of leakage and eliminate.


vent pressurization line.

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.

c. Restriction in vapor c. Check for restriction in ejector jet of vapor


separator vent. separator cover. Clean jet with solvent (only.)
DO NOT USE WIRE AS PROBE. Replace
defective parts.

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

STORAGE AND REMOVAL FROM STORAGE

A. FLYABLE STORAGE (7 TO 3 DAYS).

1. Preparation for Storage. If an aircraft, which has been in


operation, is to be stored much longer than a week under normal
climatic conditions, and if periodic running to circulate the oil will
not be carried out, it is advisable to prepare the engine for storage in
the following manner:

a. Operate the engine until the oil temperature reaches the


normal range. Drain the oil supply from the sump as completely as
possible, and replace the drain plug.

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.

c. Run the engine at least five minutes at a speed between 1200


and 1500 RPM with the oil temperature and cylinder head
temperature in the normal operating range.

2. During Flying Storage

a. Each seven days during flyable storage, the propeller shall be


rotated by hand without running the engine. After rotating the
engine six revolutions, stop the propeller 45° to 90° from the
position it was in.

b. If at the end of thirty (30) days aircraft will not be removed


from storage, the engine shall be started and run. The preferred
method will be to fly the aircraft for thirty (30) minutes. If flying is
impractical, a ground run shall be made of thirty (30) minute

71
duration, and up to, but not exceeding normal oil and cylinder
temperatures.

3. Preparation for Service.

a. If the engine has a total time of more than twenty-five (25)


hours, the MIL-C-6529 oil shall be drained after a ground warm-up.
Install the recommended o!l before flight. It should be noted that
MIL-C-6529 is the recommended oil for the first twenty-five (25)
hours of flight.

B. TEMPORARY STORAGE (UP TO 90 DAYS).

1. Preparation for Storage.

a. Remove top and bottom spark plugs and atomize spray


preservation oil, (Lubrication Oil - Contact and Volatile,
Corrosion-Inhibited, MIL-L46002, Grade 1) (221. 0 - 250 0 F.)
through upper spark plug hole of each cylinder with the pistO'n in the
down position. Rotate crankshaft as each pair of cylinders is
sprayed. Stop crankshaft with no piston at top position.

NOTE . . . Shown below are some approved preservative oils


recommended for use in Teledyne Continental engines for
temporary storage.

MIL-L46002, Grade 1 Oils:

NOX Rust VCI-105 - Daubert Chemical Company


4700 S. Central Avenue
Chicago, Illinois

TECTYL 859A - Ashland Oil, Inc.


1401 Winchester Ave.
Ashland, Kentucky

b. Respray each cylinder without rotating crank. To


thoroughly cover all surfaces of the cylinder interior, move the
nozzle or the spray gun from the top to the bottom of the cylinder.

72
J

c. Reinstall spark plugs.

d. Apply preservative to engine interior by spraying the above


specified oil (approximately 2 ounces) through the oil filter tube.

e. Seal all engine openings exposed to the atmosphere using


suitable plugs, or non-hygroscopic tape, and attach red streamers at
each point.

f. Engines, with propellers installed, that are preserved for


storage in accordance with this section should have a tag affixed to
the propeller in a conspicuous place with the following notation on
the tag: "DO NOT ROTATE THE PROPELLER-ENGINE
PRESERVED".

2. Preparation for Service.

a. Remove seals, tapes, paper and streamers from all openings.

b. With bottom plugs removed, hand turn propeller several


revolutions to clear excess preservative oil, then reinstall plugs.

c. Conduct normal start up procedures.

d. Give the aircraft a thorough cleaning, visual inspection and


test flight.

73
74
SECTION X

GLOSSARY

ADMP-Absolute dry manifold pressure. It is used in


establishing base-line standards of engine performance. Manifold
pressure is the absolute pressure in the intake manifold; it is
expressed in inches of mercury (Hg").s

AMBIENT- A term used to denote a condition of the surrounding


atmosphere at a particular time. For example: Ambient
Temperature or Ambient Pressure.

BHP-Brake Horsepower. The power actually delivered to the


engine propeller shaft. It is 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.

BMEP-Brake Mean Effective Pressure. The average, or mean,


pressure in the cylinder when the engine is runnning. BMEP may be
determined by the formula:

BHPx792000
Crank RPM x Displacement

BSFC- Brake Specific Fuel Consumption. Fuel consumption


stated in pounds per hour per brake horsepower. For example, an
engine developing 200 horsepower while burning 100 pounds offuel
per hour, has a BSFC of .5.

Fuel consumption in PPH = 100 = .5 BSFC


Brake horsepower 200

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

CRITICAL ALTITUDE-The maximum altitude at which a


component can operate at 100% capacity. For example, an engine
with a critical altitude of 16,000 feet cannot produce 100% of its
rated power above 16,000 fe~t.

DENSITY ALTITUDE-The effective altitude, based on


prevailing temperature and pressure, equivalent to some standard
pressure altitude.

DOWNDRAFT-A term used to describe the direction of air flow,


especially in a carburetor or engine cooling system.

DYNAMIC CONDITI~N-A term referring to properties of a


body in motion.

EXHAUST BACK PRESSURE-Opposition to the flow of


exhaust gas, primarily caused by the size and shape of the exhaust
sy~tem. Atmospheric pressure also affects back pressure.

FOUR CYCLE-Short for "Four Stroke Cycle". It refers to the


four strokes of the piston in completing a cycle of engine operation
(Intake, Compression, Power and Exhaust).

FUEL INJECTION-A process of metering fuel into an engine by


means other than a carburetor.

GALLERY-A passageway in an engine or component. Especially


one through which oil is flowed.

Hg-"Inches of Mercury". A standard for measuring pressure,


especially atmospheric pressure or manifold pressure.

HUMIDITY-Moisture in the atmosphere. Relative humidity,


expressed in percent, is the amount of moisture (water vapor) in the

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air compared with the maximum amount of moisture the air could
contain at a given temperature.

IMPULSE COUPLING- A device used in some magnetos to


retard the ignition timing and provide higher voltage at cranking
speeds for starting.

LEAN LIMIT MIXTURE--;:-The leanest mixture permitted for a


given power condition. It is not necessarily the leanest mixture at
which the engine will run.

MANIFOLD PRESSURE-Absolute pressure as measured in the


intake manifold. Usually measured in inches of mercury.

MIXTURE-Mixture Ratio. The proportion of fuel to air used for


combustion.

NATURALLY ASPIRATED (ENGINE}-A term used to


describe an engine which obtains ind uction air by dra wing it directly
from the atmosphere into the cylinder. A non-supercharged engine.

NRP-Normal Rated Power.

OCTANE NUMBER-A rating which describes relative anti-


knock (detonation) characteristics of fuel. Fuels with greater
detonation resistance than 100 octane are gIven Performance
Ratings.

OIL TEMPERATURE CONTROL UNIT-A thermostatic unit


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

OVERBOOST VALVE-A safety device used on some turbo-


charged engines to relieve excessive manifold pressure in event of
a malfunction.

OVERHEAD VALVES-An engine configuration in which the


valves are located in the cylinder head itself.

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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.

PROPELLER LOAD CURVE-A plot of horsepower, fuel flow,


or manifold pressure versus RPM through the full power range of
one engine using a fixed pitch propeller or a constant speed
propeller running on the low pitch stops.This curve is established or
determined during design and development of the engine.

PROPELLER PITCH-The angle between the mean chord of the


propeller and the plane of rotation.

RAM-Increased air pressure due to forward speed.

RATED POWER-The maximum horsepowerat which an engine


is approved for operation. Rated power may be expressed in
horsepower or percent.

RETARD BREAKER-A device used in magnetos to delay ignition


during cranking. It is used to facilitate starting.

RICH LIMIT-The richest fuel/ air ratio permitted for any given
power condition. It is not necessarily the richest condition at which
engine will run.

ROCKER ARM-A mechanical device used to transfer motion


from the pushrod to the valve.

SCAVENGE PUMP-A pump (especially an oil pump) to prevent


accumulation of liquid in some particular area.

SONI C VENTURI- A restriction, especially in cabin pressurization


systems, to limit the flow of air through a d ucL

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STANDARD DAY-By general acceptance, a condition of the
atmosphere wherein specific amounts of temperature, pressure,
humidity, etc. exist.

STATIC CONDITION-A term referring to properties of a body


at rest.

SUMP-The lowest part of a,system. The main oil sump on a wet


sump engine contains the oil supply.

TBO-Time Between Overhauls. Usually expressed in operating


hours.

T.D.e.-Top Dead Center. The position in which the piston has


reached the top of its travel. A line drawn between the crankshaft
rotational axis, through the connecting rod end axis and the piston
pin center would be a straight line. Ignition and valve timing is
stated in terms of degrees before or after TDC.

THERMAL EFFICIENCY-Regarding engines, the percent of


total heat generated which is converted into useful power.

TORQUE-Twisting moment, or leverage, stated in foot-pounds


(or inch pounds).

TURBOCHARGER-A device used to supply increased amounts


of air to an engine induction system. In operation, a turbine is
driven by engine exhaust gas. In turn, the turbine directly drives a
compressor which pumps air into the engine intake.

VAPOR LOCK-A condition in which the proper flow of a liquid


through a system is disturbed by the formation of vapor. Any liquid
will turn to vapor if heated sufficiently. The amount of heat
required for vaporization will depend on the pressure exerted on the
liquid.

V ARIABLE PRESSURE CONTROLLER-A device used to


control the speed, and thus the output of a turbocharger. It does so

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1
by operating the wastegate which deverts, more or less, exhaust gas
over the turbine.

VISCOSITY-The characteristic of a liquid to resist flowing.


Regarding oil, high viscosity refers to thicker or "heavier" oil while
low viscosity oil is thinner. Relative viscosity is indicated by the
specific "weight" of the oil such as 30 "weight" or 50 "weight". Some
oils are specified as multiple-;-viscosity such as IOW30. In such cases,
this oil is more stable and resists the tendency to thin when heated or
thicken when it becomes cold.

VOLATILITY-The tendency of a liquid to vaporize.

VOLUMETRIC EFFICIENCY-The ability of an engine to fillits


cylinders with air compared to their capacity for air under static
conditions. A "Normally aspirated" engine will always have a
volumetric efficiency of slightly less than 100%, whereas
superchargers permit volumetric efficiencies in excess of 100%.

WASTEGATE VALVE-A unit, used on turbocharged engines, to


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

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