TSIO-470

CONTINENTAL AIRCRAFT ENGINE

OPERATORS
MANUAL

FAA APPROVED

Publication X30035

CONTINENTAL MOTORS, INC.

AUGUST 2011

Supersedure Notice
This manual revision replaces the front cover and list of effective pages for Publication Part
No. X30035, dated December 1966. Previous editions are obsolete upon release of this manual.

Effective Changes for this Manual

0.............. December 1966
1............... 31 August 2011

List of Effective Pages

Document Title:TSIO-470 Series Engine Operators Manual
Publication Number: X30035
Initial Publication Date: December 1966
Page
Change Page
Cover ..............................1
A......................................1
i thru iv ............................0
1 thru 32..........................0

Change Page

Change Page

Change

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.

TSIO-470 Series Engine Operators Manual

31 August 2011

INDEX
Page
Warranty ..
For e word
Introduction . ....
De'sign Features
1. General ..
2. Tabulated Data and Performance Curve s
3. Oil System
4. Turbocharger
5. Induction System
6. Ignition System
... . . . . . . . . . .
7 . Fuel System
8. WasteGate
... .. . .. .. . .. .. ... . ... ..
Operating Instructions
1. Before Starting . .
2 . Starting
... . . ... . . .. . .. . .. . . ... . . . .
3. Warm-Up
4. Take-Off and Climb .. .. .
5. Cruise. ...... . . .. . ... .. ... . . .
. . . . .. . ..... .
6 . Descending and landing
. . .. .. . . . .. . . .. . . .... .. . .
7. Stopping Engine .. . ..
. Trouble Shooting . ..
Inspection and Maintenance ..
1. General . .
2. Daily Inspection
3 . First 50-Hour Periodic In s pection of a New or Overhauled Power Plant .
4. Periodic Inspection, or 1 DO-Hour Inspection

No.
ii
iii

1
2

7
9
11

11
11
12
12
14

14
17
18
18
18
18
21
21

23
25
27

ILLUSTRATION INDEX
Figure No.

Sea level Performance Curve (Sheet 1) .... .

Sea Level Performance Curve (Sheet 2) . . .

2.
3.

Al.titude Performonce Curve ..

Lubrication System - Schematic View .
Turbocharger Oil Flow - Schematic View .
Turbocharger - Sectional View . .
Induction System - Schematic View .
. .. . . . . . . .
Fu e l System - Schematic View ....... .. . .. .. . . . .. .
Fuel Injector Pump - Sectional View .
. . .. . . ...
Fuel - Air Mixture Control - Sectional View .
.. .
Fuel Control Assembly - Sectional View
..
Fuel Injector Nozzle Assembly - Sectional View ... . .
Nozzles, Fuel Iniector Pump and
Fue.l Pressure Gouge Ven t - Schemotic View ... . . . .
Waste-Gate Valve - Manual Control .
. ..... . ....
Waste-Gate Valve - Automatic Control . .
IdJe Adjustment Points ..
Typical Engine lubrication System - Schematic View ..
Typical Engine Induction System - Schematic View . .

4.

Page No.

T.

5.
6.
7.
8.
9.
10.

ll.
12.
13 .

14.
15.
16.
17.

4
5
6
8

..
..
..
..
..

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

8
10
10

13
13
16
T6
22

22
. .. . ... . . . 24

24
27
28
30

WARRANTY
CONTINENTAL MOTORS CORPORATION warrants each new aircraft engine or
aircraft engine part to be free from defects in material and workmanship, when
properly installed and used under normal conditions, for one hundred eighty (180)
days, or in no case to exceed two hundred (200) hours of operation after the shipment of each engine or partirom the plant- .T his waz;:ranty is limited to replacing
or repairing at its shops any part or parts which have been returned to the Aircraft Engine Division with transportation char:ges prepaid, and which, in its
opinion, are defective. This warranty is eXpressly in lieu of all other warranties
or representations, expressed or implied, and all other liabilities on the part
of Continental Motors Corporation.
This warranty does not cover any labor charges for replacement of parts, adjustments, repair or any other work done on Continental Aircraft engines or parts.
This warranty shall not apply~to any engine or part which shall have been repaired
or altered outside of a Continental factory in any way so as, in its judgroeJ"ft, to
affect its operation, or which has been subject to misuse, neglect or accident, or
operated beyond factory recommended limits; such as, but not limited to, R. P. M.
temperatures or manifold pressure.
This warranty shall not apply to any engine which shall have been operated with
any other thantuel, oil or lubricants conforming to specifications released by the
Aircraft Engine Division of Continental Motors Corporation.
The Aircraft Engine Division of Continental Motors Corporation will warrant each
new accessory furnished by it to be free from defects in material and workmans):1ip
for ninety (90) days or fifty (50) hours of operation after original installation in an
aircraft. Since many of these accessories are procurable from other sources,
tlus clause applies only to accessories purchased with engine or as spare parts
from Continental Motors Corporation.
The Aircraft Engine Division of Continental Motors Corporation reserves the righ t
to change engine or parts spec~ications or prices without incurring any responsibility with regard to engines or parts previously sold or replaced .
This warranty is effective on all engines or parts shipped from the factory after
October 1, 1961 and on all engines beginning with installations in 1962 model airplanes .

CONTINENTAL MOTORS CORPORA TION

AIRCRAFT ENGINE DIVISION
MUSKEGON, MICHIGAN

FOREWORD
This booklet is intended to serve pilots and maintenance mechanics as a pocket
size guide to operation and maintenance requirements. Subiects are limited :0
engine operation and inspection normally carried out on engines installed in aircraft of the personal and executive transport types . No effort is mode herein to
describe extensive repair work or overhaul. For such instructions refer jo the
Malnte.nance Manual for these engines. Careful observance of operating limits
and compliance witfJ recommended inspection procedures herein will enable the
engines to serve faithfully.
World wide use of Continental engines in personal aircraft has led to the
establishment of on extensive system of Factory Approved Service Statians and
Dealers, and this service system has received the continuous attention of our
Service Deportment with the aim of bringing spore parts, repair facilities and
technical information to the aircraft operator so that now in most parts of the
United States, at least, Continental Approved parts and service are as dose as
your nearest airport. In Canada, South America and other parts of the world
Continental aircraft engine sales and service may be found in the larger centers of
population. Continental Approved Service Stations and Dealers are regularly supplied with service bulletins, which are available for inspection by engine owners,
and other interested persons at those offices . These bulletins may be obtained on
an annual subscription basis for. a nominal fee to cover cost of mailing. The extent
of this service organization and the demands which it has placed on our Service
Department personnel, in addition to the problems of production of the finest
possible engines at fair and reasonable prices, have made it almost impossible
to communicate directly with all individuals in regard to service matters . If is
suggested that all technical questions, orders and reports can best and most
qUkkly be handled by your nearest Continental Approved Dealer or Service Station and that you should become ac.quainted with that organi:z:ation, where you
will f.ind a sincere interest in helping you to get the best service from your Continental engine.
No engine leaves our factory until it has passed a rigid operational test and
inspection, therefore each new engine is believed to be free of defects . If any
Continental engine or port is suspected of failure or does not function properly,
advise your nearest Continental Approved Service Station, giving model and serial
number, hours operated and complete details. Do not attempt repairs without
factory authorization if adjustment is expected.
Continental Motors Corporation
Aircraft Engine Division
Muskegon, Michigan, U.S.A.

The Aircraft Engine Division of Continental Motors Corporation also offers to

owners a re-manufactured engine exchange service. Engines forwarded to the
factory through service stations and deo'ers will be subject to inspection. If only
normal wear and no breakage or other damage chargeable to negligence is found,
full credit will be allowed, and the regular exchange price will apply.

iii

\.

CONTINENTAL MODEL ,510-470 ENGINE

INTRODUCTION
The Continental model TSIO-470 is a 6-cylinder, fuel-injected, turbocharged
engine rated at 260 HP at 2600 RPM. This air cooled engine has a wet sump ail
system, dual magnetos and continuous-flow injection system. An exhaust driven
turbocharger provides the engine with a full supply of intake air as the airplane
climbs away from sea level and enters rarified air at altitudes. Turbocharging
provides a means for maintaining tOKe-off power from sea level to altitudes up
to 16,000 feet. The fuel injection system supplies metered fuel to the individual
cylinders through injector nozzles to aSsure the proper fuel-air ratio for desired
performance at all altitudes.

A.

DESIGN FEATURES

1..

General
The engine ha! overhead valves, air cooled horizontally opposed cylinders
with 5.00 inch bore, 4.00 inch stroke, 471 cubic inch displacement, and a compression ratio of 7.5: 1. The cylinders have downdirected exhaust outlets. The
crankshaft flange has six bolt holes, two dowel pins and a center pilot extension
provided for attaching the propeller. Provisions are made in the pilot extension
for the hydraulic propeJler control oil which is supplied internally from the
governor pod . The crankshaft is also equipped with pendulum type lorsional
damper weights . The engine has removable type hydraulic tappets. Positive rotation is provided for Ihe exhaust valves by the use of rotators. Tappets, push rod
ends and rocker arm bearings are lubricated by the engine main oil pressure
system.
The engine is furnished with a scavenge pump to return engine oil from the
turbocharger. A belt driven generator and a direct cranking starter are furnished
with the engine. Optional 12 or 24 volt systems and 25 or 50 amp components
are available.
The turbocharger, furnished with the engine, must be suitably mounted to the
airframe of the aircraft in accordance with Continental Motors specifications. The
exhaust manifold system, conforming to Contin'e ntal Motors specifications, is
furnished by ihe aircraft manufacturer. The engine main fuel filter, full flow
replaceable.-element o.il filter, turbocharger oil return oil separator, voltage regu'Iator and th.e waste-gate valve and controls are also furnished by the aircraft
rri:an lifgclu;'e~. '
The relatively high power delivered by these engines, per pound of weight, is
achieved by utiliza,t ion of carefully selected high :strength materials, by improvements in design calculated to make the optimum use of these high quality materials, and by very close control of critical dimensions, surface finishes, heat
treatment and hardening processes. Careful work has produced more rugged
engines than could be bvilt by less exacting methods. However, no amount of
ruggedness built into an engine will enable it to withstand serious mistreatment.
Overheating, neglect~ and inferior fuels and lubricants will seriously affect engine
performance, particularly when the specific power rating is high and each port
must be free to function properly i'n order to withstand the imposed loads with
minimum wear. These considerations are mentioned here in order to emphasize
the necessity of using the manufacturer's recommended gasoline and oil and the
importance of keeping the fuel, oil and air fillers clean. The octane rating of
engine fuel should be as specified on page 2.

2.

Tabulated Data and Performance Curves

Manufacturer

Continental Motors Corporation

Model

TSIO470

Type Certificate Number

3E3

Cyl inders
Arrangeme nt
Compression Ratio
Firing Order
Head Temperature-Maximum Allowable
Number
Numbering (accessory end. toward
propeller end):
Right Side
left Side
~.
Bore (inches)
Stroke Cinches)
Piston Displacement (cubic inches)

Individual cylinders in a horizontally

opposed position

7.5:1
1-6-3-2-5-4
460' F.'
6

, -3-5
2 -4- 6

5
4
471

Broke Horsepower
Rated Maximum Continuous Operation
Rated Maximum Toke-Off
Rated Maximum for Cruising

260
260
195

Crankshaft Speed-RPM
Rated Maximum Continuous Operation
Rated Maximum Take-Off
Recommended Maximum for Cruising
Recommended for Idling

2600
2600
2450
600 or 900

Inlake Manifold Pressure (Inches Hg.)

Maximum at Sea Level
Maximum at Critical Altitude

35

Induction System

Turbocharged

35

Critical Altitude (feet at standard

atmospheric conditions)

16,000

Minimum Fuel Octane Rating

100/130 (Aviation Grade)

Fuel Control System

Continental Continuous flow Iniector

Fuel Consumption Rate (gal/hr)t

Maximum Continuous Operation
Normal Cruise, 60% MC Power
Best Power
Normal Cruise, 60% MC Power,
Best Economy
Oil Specification
Above 40 0 F.
Below 40' F.

24

12.6
10.3
Continental MHS-24
SAE No. 50
SAE No. 30

Indicates temperalure measured by plug-type thermocouple in topped opening at bottom of

cylinder head.
Refer to aircraft manufacturer's data on appropriate model. Consumption varies with power
letting and mixture control setting.

Oil Pressure
Minimum Idle (psi)
Cruising Range (psi)

10
30 to 60

Oil Sump Capacity (U. S. Quarts)

12

'Oil Level (Minimum for Operation)**

See Engine Oil level Gauge Rod

Oil Comsump't ion (lb./BHP/hr, max. at

rated power & RPM)

0.015

Oil Temperature lim.its

Mini'inum for Take-Off
Maximum Allowable with SAE No. 50 oil
Recommended Cruising

75' F.
240' F.
170 0 F. - 180' F.

Ignitio.n Timing (Compression stroke,

breaker opens)
Right Mogneto, degrees BTC
left Magneto, degrees BTC

22
22

** Minimum

oil level for satisfactory oil cooling is indicoted by "LOW" mark on oil level gauge.

Accessories

Manufacturer

Model

Magneto

Scintilla

Sp,a rk Plugs

Champion & AC

Fue.l Injector Pump

Continental

One Model No. S6RN-201 (RH)

One Model No. S6RN-205 (lH)
Type RHB-32N, RHB-33E,
AC-273 and HRS-86l
Model E56

Turbocharger

AiResearch

Tachometer (Type Drive)

Model T-ll 03 or T-l1 06

Model AS-54

Generator (As specified)

J 2 or 24 volt; 25 or 50 Amp.
Voltage Regulator (As specified)
Starter (As specified) 12 or 24 volt
Accessory Drive Ratios

Accessor~ :Drive

10

Crankshaft

Rototion (from
propeller end)

Ratio

Magneto (2)

Counterclockwise 1.5: 1

fuel Injector Pump

Clockwise

Tachometer Drive.

Counterclockwise 0.5:1

Generator
(Beft Driven)

Counterclockwise 2.28:1

S,tarter

Counterclockwise 32:1

Max. Overhang
Moment (in/lbs)

1: 1

'Propeller Governor Clockwise

(facing pod)

1: 1

AND 20000 (2)

1.5: 1

Clockwise

Max. Torque (in/lbs)

Cont.
Static

50

150

29

825

50

100"

800

25

* Modified AND 20000 Pad .

One drive eligible at 160 in/lb. continuous torque lood providing the other drive doe. not
exceed 100 In/lb, continuous torque load. These drives are supplied with cover plates only.
3

HP. a MANIFOLD PRESSURE + OR - 3% VARIAT ION ' POWER CORRECTED TO

29.92 IN. HG.; COMPRESSION RATIO; 7.5:1; DISPLACEMENT : 471 CU. IN. ; FUEL:
100 OCTANE ' AIR TEMP' 60 F

MAX.

ALLOWABL~ A.D.~.P.

,/"

PROP. L O A /
A.D.M.P.

V
./V/

MAX. ALLOWABLE
C.B.H.P.

/'

oc
w
200 ~
a.

LU

180

I 60 w

'"

<l

I 40
I 20
I00

'"

tIl

":.650

(j)

CD
-.J

~.600

z
o

"-...

MAX. POWER

~ B.S. F.C.

f"-.-. ~ ::--..,

u .550
-.J
LU

=>

u. .500

PROP. LOAD
-...... ,

B.S. F.C.

2000

2200

...--

u
w

<L
Ul

1800

lQ

:: .700
a.
I

240
220

/PROP. LOAD
C.B.H.P.

260

2400

2600

ENGINE RPM
Figure I. SEA LEVEL PERFORMANCE CURVE (SH. I)

0::
<Il

SEA lEVEL PUfORMANC

ro ~ N:'NA!, Hf'
t. \OC.1f'M lMA.N.HtQN.-u: cx.urtnX}
1.1OClf'MaMANPl.0N ~l. c<AJ(I'PT'n
1 JW.f:Sf9 "B"TO 5_l0N AlT. DU.IT(P"rC)
~ DQAW liNt AtOM"'C' rHiU 'A'
.i IDC.PT tJ'AT PK. Alta. RIAD ttl!
.. Cott..Ht FOR N.lT ~ TVN' AS
WAOO ~ fOIil u.c.H......i..=l eELOW ~

MAXl/otUM ALLOWABLE

\J1~A~~'~

MANIFOLD P'Jtt~~URE

yV

17
II

,f~

.,v::

V;

2'"

~ t:.;,v.)/
~~/

100

~ /V

<"

~V

< E/'

v:
V-

'l!~'

18O

160

RtCOMMENDED
CRUI SEItANGl

,,
"

r-

16

20

22

74
AIS. &*'1"

16

28

~)FOI.O

JO

32

mS5Ui

34

J6

I~ NO.

MAX IMUM ALLOWABLE

HORScPOWU

I:

'"

"'"

lao

l4

'60
)

"

120

110)

100

100)

BO

80

------- -

-t-- "~
35..j::::::V ~::>< Qk:-'---

1<0

IIJ

Ml\.XltlaUM ALlOWABLE

;;U:NIFOlD PRe~'iOR~

" "'-

'"
,.'

. . ""

"

,.2<.

~VV

~.'

280

..-<b:~

'--Jr=: ~

::S

r --

llq

MANIFOLD PRESSURE
IN . HG.

..

~:~HI III ttftj

~ ~ ~ ~ ~ ~ ~ ~ i ~ ~

0.
0.

Figure L SEA LEVEL PERFORMANCE CURVE

Figure 2. ALTI

Dimensiotls
length (including turbocharger)
Width
Height
Detail Weights
a. Basic Engine - includes lubrication system,
scavenge pump, accessory drives, starter adapter,
intake system, mounting brackets, cylinders, and
fourpendulum type dampers
Fuel Injection Lines Clnd Pump Equipment
Spark Plugs (12)
Magnetos (2) (Retard Breaker)
Ignition Assembly (all weather)
Basicingine Weight (dry)
b; Basic 'Engine with Accessories
Basic Engine
Starter
Generator (25 Amp, 24 volt)
.Oil Cooler (standard)
T~~bocharger
Total Weight of Basic Engine and Accessories
c .. Weight of Available Optional Accessories
Magnetos (2) (Impulse Coupling)
Generator (2~ Amp, 12 volt)
Oil Cooler (non-congealing)
Oil filter
Voltage Regulator (25 Amp, 12 volt)
Voltage Regulator (25 Amp, 24 volt)
3.

57.82 inches
33.56 inches
20.25 inches

399.06Ibs.

8.75
2.47
10.41

4.78
425.47Ibs.
425.47Ibs.
16.19
15.50
5.25
38 .00
500.41 lbs.
+0.59Ibs.
+3.50Ibs.
-I- 1.81 Ibs .
+3.00Ibs .
+ 1.44 Ibs.
+ 1.44 Ibs.

Oil System (Fig. 16)

The,.,~n.9jne

is lubricated by a forced-feed system (Fig. 3). A thermostatically

controlled oil cooler maintains oil temperatures normally at 170-180 F_ Worm oil
circulates continuously through warm-up passages in the coolers, to prevent oil
congealiAg"~hen operating in low temperatures. :rhe capacity of the oil sump is
designed so the quantity of oil available is sufficient to lubricate the engine at
any nose-uP_ol;nose:down attitude. It is impossible to uncover the oil pick-up line,
which would result in low oil 'pressure, if the level in the sump is 'maintained at
the recommended level shown on the engine level oil gauge rod. Accessible oil
sump drQi~ plugs are .. provided for use in changing oil at the recommended
intervals. ;,
0

The main oil pressure pump picks up oil from the sump and discharges it
through a ':\:>assage to the oil filter and oil cooler, and to the engine oil galleries
arid bearings. Each--cylinder wall and piston is additionally lubricated by individual oil squirfnazzleS! 'which direct a continuous oil stream at the piston inner
dome. Oil is returned to the sump through drain holes_ A filter by-pass valve is
incorporated in the filter housing to by-pass oil (in the event the filter becomes
clogged. Another passage in the filter housing is machined to accommodate a
pressure control valve which regulates the pressure in the engine main oil galleries. Excess incoming oil is returned to the sump . !rhe oil cooler system includes a
Vernatherm control valve to automatically regulate ail temperature within speci-

PRI MARY OIL FI LTER

(SC7EN TYPE)

_ _ NORMAL ENGI NE OIL FLOW

-C>8Y-PASS Oil

,~
PRIMARY OIL FILTE
BY-PASS VALVE

SECONDARY OIL FILTER

BY- PASS VALVE

.~

... ..
~

ENGI NE BEARI NGS

t-~-~
TO OIL SUMP
ENGINE GALLERY LINE

otL PUMP

: : ;'ij

'\.

-.......

OIL PRESSURE RELIEF VALVE

III!

3m

OIL COOLER

OIL FROM SUMP

OIL COOLER BY-PASS

VALVE (VERNATHERM)

figure 3. LUBRICATION SYSTEM-SCHEMATIC VIEW

TU RBO SCAVENGE PUM P

TU RBOCHARGER

OIL SCREEN

ENGINE OIL GALLERY

OIL PRESSURE GAGE

OI L VAPOR SEPARATOR

VENT TO ATMOSPHERE
Figure 4 . TURBOCHARGER OIL FLOW- SCHEMATIC VIEW

fied li mits. When the oil temperature becomes high enough to require cooling, the
Vernatherm valve expands and blocks the bypass open ing so that oil flows
through the coole r.
Engine oil is used to lubrieote the turbocharger (Fig . 4). Thi s oil relurns to the
sump after passing through a vopor separato r and on engine driven scavenge
oi l pump.
Engine o il is introduced to the propeller governor through a passage in the
engine crankshaft, and is returned to the sump through passages in the crankcase.
4.

Turbochargor

A turbocharger is on exhac:.st gas driven compressor, or air pump , which provides high velocity air to the engine intake manifold.
Turbochargod enginss provide increosed ahilude performance more economically than engines oquipped with co nven tiona l gea r driven superchargers. They
are li gh te r and have less moving paris than their conventional counterparts, w hich
provides opt im um performance over a longer period. Fuel economy and higher
horsepower ratings are achieved by using engine exhaust gases as (] source of
power fo r the turbocharge r. This source of potential power Is normally lost on
engines w here the supercharger is mechanically linked wi th the engine cranksh aft.
Th e turbocharger is composed of a tu rbine whee l, compressor wheel, turbine
ho using and 0 compressor housing. The turb ine whee l, compressor wheel and
interconnecting d rive shaft comprise one c:omplete assombly and the only moving
port in th e turbocharger. The thrust bearing and two journal type mo in bearings
a re pressure lubricated with filtered oil supplied from th e engine o il system .
Engi ne exhaust gases enter th e turbocharger through a flanged connection.
flow around the turbine housing and are forced radially inward toward the tu rb ine wheel (Fig. 5). A po rti on of the exhaust gas energy is th us conve rted into
kinetic energy which acts upon and drives the turbine wheel. Tho turbine wheel,
in turn. drives th e comp resso r Yfheel which is basically a centrifuga l blower, o r
air pump, which produces a high velocity of air enteri ng the engine air intake
manifold. Th e spent exhaust gases are then dumpcd through the exhaust outlet
of the turbine housing. Combu stio n air is drawn into the cen te r of the compressor
wheel, and fl ows outwa rd through a diffu se r section and into the compressor
hou sing. Air is forced out of the compressor hous ing through a tangential outlet
and enters the Intake manifold.
The degree of turbocharging is va ried by means of a waste-gate valve, which
varies the am ou nt of exhaust gases bypossed around the tu rbine wheel.
Optional cont rols are provided for op erattng the waste-gate. One method,
figure 13, consists of 0 suitable li n kage between the engine throttle and th e
waste-gate , which provides desired waste-gate openings with correspon d ing
thrott le openings. Th e second method, f igure 14, c:omists o f on automatic regulator
w hi ch te nd s to maintain and limit the comp ressor discharge air pressure at approximately 36" Hg. This in turn insures Ihal a 351/ Hg. manifold pressure cannot
be exceeded s ince the air pressu re drop across the butterfly va lve in the fu el a ir
control at rated power is approximately 1 tI Hg. Th e automatically controlled
waste-ga te is actuated through linkages by an oil operated actuator. The oil
pressure to the actuator is regulated by a constant pressure controller which is set
to ma intai n a consta nt 36" Hg. compresso r air discharge pressure.
With eithe r method of wastegate regulati on, the pilot is only concerned with
the thro ttl e and propel I er RPM controls for desired power se ltings . With the throttle
waste-gate linka ge method, the pilot must insu re that the rated man ifold pressure
of 35" Hg. is not exceeded by excessive opening of th e throttle. Th e automatic
9

COMPRESSOR

nuu>,.". ~

DRIVE

~OUS ING

~~

II\~~~~~~U'R"NEWHEEL
DISCHARGE

AIR INLET

CO'"P'''';SEDAIR DISCHARGE

EXHAUST INLET

Figure 5. TURBOCHARGER ~SECTIONAL VIEW

-{>INTAKE AIR

,
( r r----:,

~EXHAUST

:' . "\

,.;s

" lE'-~~:j:~~TE

ENGINE

.'

BALANCE nJfI[
YiAST~ . !>AT,E VALVE

Fi llure 6, INDUCTION SYS TEM- SCHEMATIC VIEW

10

. ,y

/.

;!)9'f . )

,)

LNTAKE ~ANIFOLD

GASES

TURBO CHARGER

TO An!OSPHERE

wast,e -gate control insures that 35" Hg_ manifold pressure cannot be e xceeded
reg,a rdless of the throttl e setting_
In order to provide a constant manifold pressure a s the aircraft climbs to
higll!!r, altitudes, more work must be done by the compressor to compress the
IhInneca.t,mosphe ri c oir to the. required manifold pressure, This is accomplished by
do~ing 'th,e waste-gate, either by linkages or automatic means, to supply more
exhaust gases to the turbine wheel. This results in increasingly higher turbocharger speeds_ The altitude at which the waste-gate is fully closed and the
throttle"fully opened is defined as the eritlcal altitude for the selected manifold
pressure.

5,

Induction System (Fig_ 17)

The turbocharger supplies intake air (Fig, 6) to the induction system and supplies the necessary combust ion air when it is needed most, i.e., on take-off, climb
and d,udng flight in high altitude where the air is less dense than at sea level.
o'n take-off, or any sudden full power condition, the manifold pressure s hould

'!'lot e x ceed 33 :0 inches unless an automat ic waste -gate con trol is used . This con'8'ifion 'tompensates for momentary turbocharger lag, which, when overcome, will
produce the necessary 35 .0 inches for best performance. It is important to know
the e~.g rr ne's .Iimita.tions, and stay' within them .
' -' .A . ~p~i,ng, Ipaded. alte.~nate air ,door is provided between the air inlet filter and
tb~.~cri;' jn'l~t t~ the .comp~essor housing of the turbocharger to perm it operation in
,the,'. evellt :th:t:,. filter becomes clogged with ice, snow or other material.
;~ . .

Is.n,ition System

' "' "CoriVentiCinal'twin ignition is provided by two magnetos. The left magneto
'fil'es "lh'ei' 1-3-5" lower and 2-4-6 top spark plugs, while the right magneto fires
the "> r-3~5 ' top ' and 2-4-6 lower spark plugs.

,.,.",.,'- ,

'

i;:;. : ~~,e.I

Sy.stem (Fig. 7)

'The' fuel injection system is of the multi-nozzle, continuous flow ty pe which

'co'fit(o/-so:foeli flow to match engine air flow. Any ' change in a ir throttle position,
engine speed, o r 0 combination of both, causes changes in fuel flow in the correct
,~~e!a.~.iof.1 ".t;c:>- ' ~I'!gil;l,e air flow_ A manual mixture ;control, and a pressure gauge
;i:5'.9ka~ing.,m~.tered fuel fl!'>w are provided for precise leaning at any combination
.,.<;>f, ~)'J!U(:(~.9:n.:d power setting. As fuel flow is d,i rectly proportioned to metered
, f:I.!,~1 ip'r~\Jt~, ._.-se, ttings . can be predetermined an:d fuel consumption can be ac:,,,,:,;r.gt!;\:X,; pr;ediCted.

';"-" ffi'e' cc,ntili ii'oos 'flow system permits the use <If a typical rotary vane pump
with integral relief valve in place of a much more comple x and more expensive
plunger type pump. The relief valve maintains maximu(I1 fuel flow under full
power conditions. Whh this system there is no n'."ed for an intricate mechanism
for timing injection to the engine .
An electrical auxiliary fuel tank pump forces . fuel to the fuel injector pump,
w.here. solid fuel . and vapor are separate d by s";"irling action (Fig , 8). Vapor is
. r'~tJrned' ; t6<:' th'~ fuel tank . The fuel in jector pump forces solid fuel into the fu e l-air
mixture control assembly (Fig. 9 ).
'I!,' ; "

, 4"

" "

",-lh.e :fi:Jel"ai-rm ixture control assembly controlis the amount of intake air admitted into the intake manifold, and meters the proportionate amount of fuel 10
the , manifold. vaLve. The assembly has three conf.rol units; one for air in the air
throttf~' ';5~embry, ~nd two for the fuel -air contrdl unit.

11

a. The air throttle assembly includes a butterfly valve which controls the amount
of air entering the intake manifold. This valve is controlled by a lever which
is connected to the aircraft throttl:e control.
b. The fuel control assembly (Fig. 10) contains a metering valve and a mixture
control valve. The metering valve is linked to the air throttle valve lever. The
mixture control valve is linked to the cockpit mixture control. The fuelconlrol
also by-passes excess fuel back 10 the fuel injector pump inlet port~
The fuel manifold valve (Fig. 7) contains a diaphragm chamber and necessary
outlet ports which connect to the fuel injector lines. The spring-loaded diaphragm
works with a ported plunger which distributes the predse amount of fuel, ihrough
fuel injector lines, to the fuel in lector nozzles in the cylinders (Fig. lll. Turbocharger discharge air pressure is used to vent the nozzles (Fig. 12).
8.

Waste-Gate

The wastegate valve is mounted just before the turbocharger and controls the
flow of exhaust gases through the turbocharger . With part throttle setting, or
cruise conditions, only part of the exhaust enters the turbine, most .of it is being
dumped, or diverted, by the waste-gate valve . With full throttlE; setting .practically
all of the exhaust is directed 1.0 the turbine.
.."
~
A manually actuated waste-gate valve is used on some installations.(Fig. 13).
This type of valve is connected by linkage to the throttle and is controlled by the
pilot. With partial throttle setting only part of the exhaust enters the hlrbine;' most
of it being diverted past the turbine inlet. With full throttle 'setting, practicallY ' all
of the exhaust is valved through the turbine. At no time should 35:0 ' inches of
manifold pressure be exceeded.
On other installations an automatically actuated valve is used (Fig. 14). This
type of valve is NOT connected to .the throttle by a linkage .. lUs , ~ontrolledby an
oil operated controller, actuated by .engine oil pressure and turbocharger discharge
pressure. This actuator is directly connected by linkage to ,.tbe w,aste-gate valve.
The spring balanced plunger in the actuator tends to 'hold the was;~-gate valve
in the open position to divert exhaust gas past the turbine. Engine oil pressure
acts on the plunger, against the spring action, and tends ,to -;close the,waste-gate
valve and direct exhaust gas into the turbine. The oil pressure . in.,the ,!,ctuator is
controlled by turb<:lcharger discharge pressure. through a cc;>nst,ant. pressure. controller.
The constant pressure controller contains an absolute. pressu'r'e'i bellows, which
is sens itive to turbocharger discharge pressure, and on oil' regulating volve which
is connected to the actuator. The oil regulating valve; whencope-n,'blee'd s oil from
the actuator to the engine oil sump. When this valve 'is 'closed; oil" pressure is built
up in the actuator oil chamber, closing the waste-gate valve . The; oil regulating
valve is set to provide a constant compressor air discharg.e.. pres.s ure of approximately 36" Hg .
.
..

B.
1.

OPERATING INSTRUCTIONS

Before Starting

a. Perform the doily inspection, page 20.

b. Make sure that mixture control is iri " IDLE CUT-OFF" position.. and ignition
switch is in "OFF" position.
c. Before slorting engine in cold weather, it is recommended that the propeller
be rotated by hand to loosen congeoled oll :.surfoces and provide channels in
the oil.
d. Place propeller governor control at limit of i'lNCREASE RPM" movement.
e . Open cowling flaps, if any .
12

',";'0

-(>SOLID FUEL
__ VAPOR AND lOR BY-PASS
FUEL

FUEL - AIR CONTROL

ENGINE

MAl N FUEL FILTER

TURBOCHARGER

AUXILIARy PUMP

FUEL INJECTOR PUMP

Figur. 7. FUEL SYSTEM-SCHEMATIC VIEW

-C>AUXILIARY PUMP ,PRESSURE VAPOR S BY- PASS

__ INJECTOR PUMP , PRESSURE

FUEL RETURN FROM

FUEL-AI R CONTROL

~~~~~~:V~A!PORS
~

RETURNED TO TANI<
VAPOR EJECTOR

RELI EF VALVE ASSY.

; }', '

,~

~';::z:zz1~~~~~~~~~~i~
=~=cTUR80CHARGER
~
DISCHARGE

"'-

PRESSURE

VENT TO AMBIENT PRESSURE

Figure B. F'i.jEL INJECTOR PUMP-SECTIONAL VIEW

2.

Starting

a. Open fuel supply line valve to fuel tonk (or as instructed by aircraft manufadurer) .
b. Set mixture control to "FULL RICH" position.
c. Open throttle slightly (See Note 1).
d. Turn master switch to "ON."
e. Turn ignition switch to "BOTH."
f. Set auxiliary pump switch to "ON" (or as instrueled by aircraft manufacturer).
CAUTION:
If" engine is hot, press starter button first, then turn auxiliary fuel pump switch
to "ON" (or as instructed by aircraft manvfacturer) .
g. When fuel pressure gouge shows normal idle pressure (2 to 2.5 psi), engage
starter.
CAUTION:
Release starter switch as soon as engine fires. Never engage the starter while
the prape"er is still turning. If the starter has been engaged for' 30 seconds,
and the engine has not stbrted, release the starter switch and allow the starter
motor to cool 3 to 5 mjnut~s before another starting attempt is made.

4.

NOTE 1
The auxiliary pump delivers a continuous flow of fuel in proportion to the
amount of throttle opening and length of time before engaging starter. If the
engine is flooded, follow this sequence:
(1) Turn auxiliary pump to "OFF."
(2) Turn ignition switch to "OFF."
(3) Set throttle to "FULL OPEN."
(4) Set mixture control to "IDLE CUT-OFF."
(5) Allow 30 seconds for manifold to drain before attempting to crank engine.
(6) Engage starter and cronk engine for about 10 seconds. to clear cylinders of
excess fuel.
(7) Repeat normal engine starting procedur~.
h . After engine is running smoothly, turn auxiliary pump to "OFF" (or as instructed by a 'ircraft manufacturer).
i. Check oil pressure frequently . Oil pressure indication should be noted within
30 seconds in normal weather, and 60 seconds in cold weather. If no pressure
is noted within the specified time, stop the engine and investigate the cause.

3. Worm-Up
a. Maintain engine speed at approximately 900 to 1000 RPM for at least one
minute in warm weather, and as required during cold weather to prevent
cavitation in the pressure oil pump, and to assure adequate turbocharger
lubricat ian.
.
b. Advance throttle slowly until tachometer indicates an engine speed af.approximately 1200 RPM. Allow additional worm-tip time at this speed, depending
on ambient temperature. This time may be used for taxiing to toke-off position .
The minimum allowable oil temperature befo.re take-off run-up speed is 75 F.
CAUTION,
Do not run engine ot the run-up speed unless oil temperoture is 75 F. This
temperature is also reqvired for proper control of the wosl'e-gate by the pressure control unit.
c. Perform all ground operation with cowling flops, if any, wide open , with
mixture control in "FULL RICH" position and propeller governor set for maximum RPM (except for brief testing of mixture and governor controls).
14

d. To avoid overheating of the engine, restrict ground operation to the time necessary for warm-up and testing.
e. Increase engine speed to 1700 RPM only long enough to perform the following checks:
(1) Check Magnetos . 125 RPM is the maximum allowable drop when switching
the magnetos from "BOTH" to "R," and to "lo"
Move the ignition switch first to "R" position and note engine RPM, then
move switch back to "BOTH" position to elear the other set of spark plugs.
Then move the switch to "l" position and note RPM. The engine RPM difference between the two magnetos operated singly should not differ more
than 50 RPM. If no drop in speed is observed when operating on either
magneto olone, the switch circuit should be inspected for loose connections.
(2) Check Throttle and Engine Tachometer.
(a) Slowly move propeller governor control toward low RPM position and
observe effect on tachometer reoding. Engine speed should decrease.
Return governor control to high speed position .
(b) Slowly advance throttle to wide open position and observe tachometer.
Engine speed should approach maximum RPM . Do not exceed 35"
pressure, or red. line, on gauge. Immediately after this check, close
throttle to idling stop, unless ready for fake-off.
CAUTION:
Do not operate engine at a speed in excess of 1500 RPM longer than
necessary to test operation and observe engine instruments. Proper
cooling of engine depends upon forward speed of the aircroft. Discontinue testing whenever maximum temperature or pressure limits are
approached .
(3) Check engine operation.
If engine(s) accelerates smoothly, and the oil temperature is above 75 F. ,
with the oil pressure holding steady between 30 and 60 psi, the engine(s)
are warm enough for take-off.
f. Instrument Indications.
(ll Oil Pressure: The oil pressure relief valve will maintain pressure within
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 dirty oil passing the valve.
(2) Oil Temperature: The oil cooler and Vernatherm control valve will maintain
oil temperature within the specified range , unless the cooler oil passages
or air channels ore obstructed, or the Vematherm 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.
.
(3) 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 the 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 also affects cylinder temperature.
Excessively lean mixture causes overheating, even when the cooling system
is in good condition . long dimbs at low speed, or any low speed flight
operation, may cause overheating by reducing' the cooling air flow. The
engine depends upon the air ram developed by the forward motion of the
aircraft for proper cooling.
(4) Battery Charging : The ammeter should indicate a positive charging rate
until the power used for starting has been ~eplaced by the battery charging
circuit, unless the electrical load on the generator is heavy enough to re0

15

IN TAKE AlA cROM TURBOCHARGER

BUTTERFLY
VALVE

TO METERI NG VALVE

'FULL RICH POSITION

PART LEAN POSITION

IDLE CUT-OFF"PoSITION

Figur. 9. FUEL-AIR MIXTURE CONTROL - SECTIONAL VIEW

METERED
FUEL
OUTLET

RETURN FUEL
OUTLET TO
INJECTOR PUMP
MIXTURE
CONTROL
LEVER

INLET FROM INJECTOR_.PUMP

SCREEN
FUEL METE

NG LEVER

Figure 10. FUEL CONTROL ASSEMBLY -SECTIONAL VIEW

quire its full output, in wnich event the ammeter reading should return 10
the positive side as soon as the load is reduced. A low charging rate is
normal after the initiol recharging ef the battery. A zero reading or nega
tive.reading with no. battery Icad indicates leak or malfunctien in the
gen'e rater' er regulater system.

CAUTION:
The turbocharger ' has no. eil temperature or pressure indicator. The oil
pressure to. the turbocharger is the some as indicated by the engine oil
preSSlJre 'ga.uge . The main shaft of this unit, which can attain speeds up to.
60,000 RPM, is.lubricated by engine eil from the main eil pressure system .
Theengh"e;.cil must be warm, at least 75 F, to. aSsure proper flow threugh
the turbocharger. The engine must not be run under high pewer setting
until. it is.. certaln the eil to the turbocharger has reached this temperature.

4.

Take-Off and Climb

a, Toke-Off
(1) Set mixture to. "FUll RICH" setting . (See Nete 2.) Where installed, cewl flaps
sheuld be.in .full open position.
(2) Siewly advance threttle to the maximum allewable takeeff manifeld pressure (35 inches er red line en manifeld pressure gauge, see Nete 3), The
recemmended pewer setting (RPM and manifeld pressure) sheuld no! be
exceeded}er leng periods.
(3) Set auxiliary pump switch as instructed by aircraft manufacturer (See Nete
4).

NOTE 2
Fer epera.tien frem fields at higher altitudes, eperatien sheuld be cenducted
with the mixture centrel leaned fer ma'ximum perfermance as defined by
chartS in .the aircraft manual, er by an apprepriately marked fuel pressure
ga'uge. 'Th'e leaner mixture may be required to. eliminate engine reughness.

NOTE 3
The. turbocharger log may beast the manifqld pr.essure 2 to. 3 inches between ~u. n-up and greund breaking speed. Always advance threttles slewly
to. . P~;'."?'t t~rb<:)charger to fellew engine spe~d, and to. assist in preventing
over;beost . .l.n celd weather the waste-gate valve can ever-beast, unless the
eil is-'warm.
.
;
NOTE 4
With high ambient temperature at ground: level, a very lew fluctuatien
in metered fuel pressure may appear in the early flight stages, which is
caused.:.by excess vaper. Momentary eperat(en of the auxiliary pump will
generally. eliminate excess vaper.
b. Climb
(l) All high pewer climb must be done at "FUU RICH" mixture setting, with

cewl flaps, if previded, in the full epen positien.

(2) During climb' (jmmei:li~tely after take-eff) epserve manifeld pressure, and
retard throttle fe sfay belew the 35 inch! maximum manifeld pressure
selting (red-line), NEVER EXCEED THIS LIMIT.
CAUTION:
OVER-BOOSTING WILL RUIN THE ENGINE :AND BE CAUSE FOR ENGINE
REPLACEMENT.
(3) At reductien from take-eff power fer climb;' fellow aircraft manufacturer's
recommendation fer fuel pressure at pewer :setting used .
17

5. Cruise
a . Set manifold pressure and RPM for cruise power selected. Reset mixture control
for "Best Power Setting ."
b. After engine temperatures have stabilized at cruise conditIon [usually 5 to 15
minutes of operation), the mixture control may be reset f.or.a normal lean
setting.
NOTE: An excessively lean mixture con lead to high cylinder temperatures and
rough engine operation.
c. When a normal leon setting (step b. above) Is in use, and a cha.nge-, in power
setting is to be made, it is recommended that the mixture control.b.e :returned
by gauge to approximately "Best Power Setting" before changing, the throttle
or propeller setting.
d. If necessary to retard the throttles at altitudes above approximately' 10; 000 ft.,
leaning of the fuel mixture may be necessary to maintain satisfactory engine
operation. The mixture must be returned to the richer setting beforethe .:thrott.le
is returned to Ihe higher power position.
6. Descending and Landing
a. Set mixture control 01 'lBest Power Setting," or r icher, before reduciQg for
,
descent.
b. The mixture control must be set in "FULL RICH " pos ition before entering the
airport traffic pattern.
c. Operate the auxiliary pump as instructed by a ircraft manufacturer.
7. Stopping Engine
a. If auxiliary pump has been on in landing, lurn to "OFF."
b . Run the engines at idle for 2 to 3 minutes to allow the turbochargers to slow
down. The units will generally spin from 1 to 2 minutes after the engines have
stopped. If the engine(s) ore stopped too soon, and the turbochargers a.re still
turning at high speed, the shaft bearings will become starved for lubrication .
c. Place mixture control in "IDLE CUT-OFF ."
d. Then turn all switches "OFF ."
CAUTION: Do not turn the propeller while the ignition switch is in the "BOTH,"
"lEFT" or "RIGHT" position, because this could start the engine and cause
injury. Do not turn the propener of a hot engine, even though the ignition
switch is in the "OFF" position, because the engine could "kick" as the re.su/t
of auto-ignition of a smoll amount of fuel remaining in the engine.

c.

TROUBLE SHOOTING

Operation of a deadlined engine without a preliminary exomination can

couse further damage to a disabled component and possible injury to personnel.
By careful inspection and trouble shooting such damage ond injury :.so.Jl. ~:r
avoided and, in addition, the causes of faulty operation can often be determined
without extensive disassembly.
The trouble shooting chart which follows discusses symptoms which. can be
diagnosed and interprets the results in terms of probable causes cndthe 'op~roprjate corrective action to be taken.
.
For additional information on more specific trouble shooting procedures, refer
to the Maintenance and Overhaul Manual.
All maintenance should be performed by a qualified mecnan'iC.-AnY' cttempt
by unqualified personnel to adjust, repair or replace any parts" ..~a.y:.,!;es\:,/.t in
damage to the engine.
18

This trouble shooting chart is provided as a guide. Review all probable causes
given, check other listings of troubles with similar symptoms. Items are presented in
sequence of Ihe approximate ease of checking, not nece>sarily in order of probability.

TROUBLE SHOOTING TABLE

TROUBLE

I. Engine will not start.

CORRECTIVE ACTION

PROBABLE CAUSE

a. No fuel gouge pressure -

No fuel to

a . Check fuel control for proper position, auxiliary pump "ON" and operating, feed valves
open. Fuel filters open, and tank fuel level.

engine flooded.

b. Turn off auxiliary pump and ignition switch, se,t throttle to "FULL OPEN" and fuel control
to "iDLE CUTOFF," and crank engine to clear cylinders of excess fuel. Repeat starting
procedure.
c. Check for bent or loose fuel lines. Loosen one line at fuel nozzle, if no fuel shows replace
fuel manifold valve.

engine.

b. Have gauge pressure -

C.

2. Engine starts but fails to

Have gouge pressure - No fuel to engine.

o. Inadequate fuel to fuel manifold valve.

a. Set fuel control In "FULL RICH" position, turn auxiliary pump "ON," check to be sure feed
lines and ~i1ters are not restricted. Clean or replace defective components.

b. Defective ignition system.

b. Check accessible Ignition cables and connections. Tighten

defective spark plugs.

a. Discharge nozzle air vent manifolding reo

stricted or defective.

a. Check for bent or loose connections. Tighten loose connections. Check for restrictions and

keep running.

3 . Engine runs rough at idle.

b. Improper idle mixture adjustment.

C.

Fouled spark plugs.

4. Engine has poor acceleration.

mixture l

b. Readjust idle seffing_ Tighten locknut to richen mixture and bock off nut to lean mixture.
Remove and clean plugs, adjust gaps. Replace defective plugs.

d. Remove and clean all nozzles.

a. Idle mixture too lean.

b. Incorrect fuel-oir

connections. Replace

replace defective components.

c.

d. Restricted fuel nozzle.

1005e

worn control

a. Readjust Idle mixture as described in 3b. above.

b. Tighten loose connections replace worn elem.ents of linkage . Service air cleaner.

linkage, or restricted air cleaner.

c.

Defecfive ignition system.

d. Mol fundi oning turbocharger

5. Engine runs rough at speeds

a. Improper fuel-air mixture.

above idle.
b. Restricted fuel nozzle.
Ignition system and spark plugs defective.

C.

6. Engine lacks power, reduction in maximum manifold

pressure or critical altitude.

c. Check accessible cables and connections. Replace defective spark plugs.

d. Check operation, listen for unusual noise. Check operation of wastegate valve, and for
exhaust system defects. Tighten loose connections.
a. Check manifold connections for leaks. Tighten loose connections. Check fuel control and
linkage for setting and adjustment. Check fuel filters and screens for dirt. Check for
proper pump pressure, and replace pump If drfective.
b. Remove and clean all nozzles.
C. Clean and regap spark plugs. Check ignition cables for defects. Replace defective components.

a. Incorrectly adjusted throttle control,

"sticky" linkage or dirty air cleaner.

a. Check movement of linkage by moving control from idle to full throttle. Make proper

b. Improperly ad lusted waste-gate valve.

b . Check for full travel of wastegate valve lever with full travel of throttle control lever.
(If waste-gate valve has aulomatic controlactuators check for loose connections and
restricted control lines,) For adjustment of travel for waste-gate valve lever, see aircraft

c. Defective Ignition system.

C.

adjustments and replc,e worn components. Service air cleaner.

manufacturer's instructions.

Inspect spark plugs for fouled electrodes, heavy corban deposits, erosion of electrodes,
improperly adjusted electrode gaps, and crocked porcelains. Test plugs for regular firing
under pressure. Reploce damaged or mlsfiring plugs. Spark plug gap to be 0.015 10
0.019 In.
19

TROUBLE SHOOTING TABLE (Continued)

TROUBLE
6. (Continued)

PROBABLE CAUSE

CORRECTIVE ACTION

d. Loose or damaged exhaust system.

d. Inspec t entire exhaust system to turbocharger for crocks and leaking connections. Tighten
connections and replace damaged parts.
e . Inspect entire manifold system for possible leakage at connections. Replace damaged
components, tighten all connections and clamps.
f. Inspect fuel nozzle vent manifolding for leaking connections_ Tighten and repair as required . Check for restricted nozzles and lines and clean Dr replace as necessary.
g. Check for unusual noise in turbocharger. If 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. Inspect exhaust system for gas leakage, gaskets at cylinder exhaust ports, flexible bel10vys, gaskets at turbine inlet flanges, etc., and correct.

e. Loose or damaged intake manifolding.

I. Fuel nozzles defective .

g. Malfunctioning turbocharger.

h. Exhaust system gas leakage.

7. LoVY fuel pressure .

a. Restricted flow to fuel metering valve.

c. Fuel control lever interference.

a. Check mixture control for full travel. Check for restrictions in fuel filters and lines, adjust control and clean filters. Replace damaged parts.
b. Check venting system for leaks at connections and other defects. Tighten connections
and replace defective parts.
c. Check operation of thrall Ie control Clnd for possible contact vyith cooling shroud. Adjust

d . Incorree! fuel injector pump adjustment

d. Check and adjust using appropriate equipment. Replace defective pumps .

b. Fuel nozzle vent system defective causing

improper pressure regulation .

as required to obtain correct operation.

and operation.

e. Defective fuel injector pump relief valve.

f. Air leakage in fuel pump air pressuriza-

e. Replace pump.
f_ Locate cause of leakage and correct.

tion line .

8. High fuel pressu re.

a . Restricted floVY beyond fuel control

assembly.
b. Defective relief valve operation in fuel
injector pump.

c. Restricted

recirculation passage in luel

a. Check for restricted fuel nozzles or fuel manifold valve. Clean or replace nozzles. Replace
de fective fuel manifold valve.
b. Check fuel injector pump control line from turbocharger for loose connections and defects. Tighten connections, replace damaged line.
c. Replace pump.

injector pvmp.

d. Air leakage in fuel gauge vent pressuri-

d . Locate cause of leakage and eliminate.

zatian line.

9 . Fluctuating fuel pressure.

o . Vapor in fuel system

excess fuel tem-

perature.

b. Fuel gouge line leak or fuel In gauge line .

c.

10. LoVY oil pre ss ure on engine

gauge.

Restriction in vapor separator vent.

a. Insufficient oil in oil sump, oil dilution or

using improper grade all for prevailing

a. Normally operating the auxiliary pump will clear system. Operate auxiliary pump and
purge system.
b. Drain gauge line and tighten connections.
c. Check for restriction in ejector jet of vapor separator cover. Clean jet vyith solvent (only).
Do Nat Use Wire As Probe. Replace defecllve parts.
a . Add oil, Dr change ail to proper viscosity.

ambient temperature.

b . High oil temperature.

c. Leaking, damaged or loose oil line connections -

11. Poor engin e idle cut-off.

20

Restricted screens and filter .

b. Defective Vernatherm valve in oil cooler; oil cooler restriclion. Replace valve or clean
oil cooler.
c. Check for restricted lines and loose connections, and for partially plugged oil filter and
screens. Cleon parts, tighten conn ections, and replace defective parts.

d. Leaking oil seal in turbocharger.

d. Check for oil in turbocharger exhaust outlet. Replace turbocharger.

a . Engine getting fuel.

a. Check fuel control for being in full "IDLE CUT-OFF" position. Check auxiliary pump for
being "OFF ." Check for leaking fuel manifold valve. Replace defective components.

D.

INSPECTION AND MAINTENANCE

1.

General
Maximum efficiency and engine life can be expected from the engine if a sound
maintenance 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 and oil, and maintaining operating oil temperatures within the required limits.
Good common sense is still the .rule but certain basic maintenance and operational requirem'ents, that we find are widely disregarded, do determine, to a
large degree, the service of a modern aircraft engine.
a. Oil Specification. Detergent oil, compounded to meet Continental Motors Corporation Specification MHS-24, is the only lubricant which meets all qualifications peculiar to these engines, and is the only recommended lubricafing oil.
These engines were type-tested using MHS-24 oil which performed exceptionairy well when operating in extreme high and low ambient temperature ranges.
RECOMMENDED VISCOSITY
OUTSIDE AIR TEMPERATURE
SAE-30
Below 40 0 F.
SAE-50
Above 40 F,
When average air temperature is approximately at the dividing line of the
above temperature ranges, use the lighter oil.
It is recommended that the oil supply be drained and the entire sump
filled with fresh oil after each 50 hours of engine operotion. Normal OIL SUMP
CAPACITY is 12 quarts. An additionol quart of oil should be added if the filter
element was replaced. Always start and warm the engine to operating temperature before performing an oil change. While draining the oil, the screen
should be removed from the oil pump .housing and cleaned thoroughly . If
sludge deposits are heavy, subsequent changes should be made at shorter
intervals. Remove and discard old element from full flow oil filter, and install
new element. It is not necessary to disconnect oil lines from the engine or
turbocharger unless the oil removed is contaminated or shows that foreign
materials are present.
b. Fuel Specification . The minimum Fuel Octane Rating is 100/130 (Aviation
Gradel.
c. Injection Service and Maintenance. When service is required, it is definitely
worth checking other engine systems (particularly the aircraft fuel system and
the ignition system) 10 be sure that these sys.t ems are functioning correctly
before concluding that the trouble lies in the fuel injection system. Any trouble
in the fuel injection system may likely be associqted with dirt or foreign matler.
The condition of the filter screens at the fuel injection control valve, fuel manifold valve, and the moin fuel filter in the aircraft supply line will go far in
determining the cause of any trouble. Keep these filter units clean and the
likelihood of trouble in the fuel injection syste~ will be negligible .
d . Adjustments. The idle speed adjustment is a cor.lYenlio[lal spring-loaded screw,
Fig. 15. located in the air throttle lever. (Set idling sp'eed for 600 RPM or 900
RPM. as required. The idle mixture adjustment' is the locknut at the metering
valve end of the linkage between the metering valve and air throttle levers.
Tightening the nut will shorten the linkoge and provide a richer mixture.
A leaner mixture is obtained by backing off the nut to lengthen the linkage .
Adjust to obtain a slight and momentary gain in idle speed as the mixture
control is slowly moved toward "IDLE CUT-OFF." (If set too lean, idle speed
will drop under the same conditions.)
The injector pump pressure is part of the basic calibration and requ ires the
services of on authorized representative with the necessary equipment for
lesting and/or resetting. Do not attempt any adjustment other than idle speed
and idle mixture as described.

21

METEREO FUE L

AIR FROM TURBOCHARGER OISCHARGE

JET

WASHER-_____________

~~

GASKET

"0 " RINGS

""'----------.JJ

f-----::;LEEVE ASSEMBLY

\.

!l-o-----NOZZLE

INJECTION MIXTURE OUTLET

Flgur. II. FUEL INJECTOR NOZZLE ASSEMBLY - SECTIONAL VI EW

FUEL INJ ECTOR NOZZLE

--t:> COMPRESSOR DISCHARGE AI R

~FUEL

PRESSURE
CONTROL

~___~TURBOCHARGBR

.:",,'. '

IN JECTOR
PUMP

. ....

' ,-..
FU~L

PRESSURE LI NE
FUEL PRESSURE GAGE

Figur. 12 . NOZZELS, FUEL INJECTOR PUMP a FUEL PRESSURE GAGE VENT-sefiEMATid V'IEW'

22

.~

The following paragraphs covering Doily, First 50-Hour Periodic Inspection of

a New or Overhauled Power Plant and Periodic Inspection operations have been
developed by the Continental Motors Engineering and Field Service Departments
as minimum requirements to maintain the engine in dependable operating condition.
2.

Daily inspection
As a precautionary measure, it is advisable to insped the engines, instruments,
and control connections before the first flight of each day, In order to detect any
damage, looseness or other unsafe condition which may have dev-eloped during
operation, or any condition arising from incomplete maintenance or repair work.
This inspection should precede warm-up and ground test, and should be considered a part of the routine job of determining engine condition.
a. Make sure that the throttle can be moved through its normal full range and
that there is no binding, slippage or lash.
b . Mixture control should be checked for the same troubles mentioned in the preceding step.
c. Leave mixture control in "IDLE CUT-OFF" position until the engine is to be
started, but check the control linkage visually.
d . If the fuel line filter has a visible trap, check for water and dirt. If necessary,
remove the filter element and clean.
e. Look for leaks in the fuel supply tube whenever it is visible, particularly forward of the firewall.
f . Inspect the front side of the air filter to make sure that it is not restricted by
dust and other foreign matter.
Extreme importance is attached to proper servicing of air and oil filters.
Too much attention cannot be given these two very important units.
The air filter should be checked daify for:
(1) Cleanliness.
(2) Condition of seals and gaskets.
(3) Condition of air box and ducting.
(4) Be absolutely certain that no air leaks exist in induction system at any point
that would allow unfiltered air to enter the. engine.
The filter should be cleaned as often as it becomes dirty; every day under
severe conditions. REMEMBER, NO AREA IS DUST FREE, and in some areas dust
in substantial quantities will be encountered as high as 17,000 feet .
If any of the foregoing items are overlooked, severe damage to the engine
can occur in as little as 25 hours.
Whenever the intake air filter is found to be restricted by dust it must be
removed and cleaned with minerai spirits solvent used for cleaning parts. Use
fresh solvent for final cleaning, and dr.ain the filter thoroughly. If available, use
a jet of dry, compressed air to blow off 0/1 liquid on the surface. If, after cleaning,
the surfaces of the air filter show metallic wires through the remaining flocking
material, the f ilter is no longer effective and should be replaced with a new part.
Dip the filter in clean engine lubricating oil, and aHow it to drain over night
before installing. A damaged filter will allow dust and foreign mailer to enter
the combustion chambers, which results in a high rate of cylinder and ring wear.
The oil filter element must be removed and replaced every -25 hours of operation (when oil is changed .) (Add an extra quart
oil to engine whenever the
filter element is replaced.) See Service Bull etin M66-12 .
The' filter is of the full flow by-pass type and if it is allowed to fill with
foreign material it will automatically open and ibypass the plugged filter at
12-16 psi. When this happens, serious damage 10 bearing surfaces can occur.

of

23

INTAKE AIR

FUEL-AIR

CONTROL COORDINATOR

TO COCKPI T THROTTLE

WASTE GATE VALVE

EXHAUST

Figure 13. WASTE GATE VALVE - MANUAL CONTROL

FUEL- AIR CONTROL

DISCHARGE PRESS.
ENG INE OIL GALLERY

BLEED OFF -OIL RETURN TO SUMP _____ b~"'=~==-'1II>=-:>=-==<>=-~dflr

ACTUATOR

CONSTANT PRESSURE
CONTROL

ENGINE 01 L PRESSURE

Figur. 14 . WASTE GATE VALVE - AUTOMATIC CONTROL

24

g . Look for oil leaks at 011 visible engine joints and for drippings in the lower
cowling .
h. Withdrow the engine oil level gauge rod and observe the supply level. If the
level line is not distinct wipe off 011 oil, and re-insert the gouge rod; then
withdraw and inspect it again . Each gauge rod is calibrated for the specific
engine installation for which it is supplied, and with that type of aircraft in its
normal parking attitude. Raising or lowering the empennage will affect oil
gauge readings and may lead to serious errors in ludging consumption and
present level. Make sure that the rubber "0" ring is in its proper groove on
the gouge rod an9 that a retaining ring is in place on the gauge guide.

i.

If the oil level is at the low mark add enough fresh oil to bring the level to the
full m,ark.
NOTE 5
The oil filler neck and cop are located on top center of the left crankcase . The
cop is pointed yellow. Remove it by turning counterclockwise until it is released. Replace the cap with reverse turn to lock after filling. Use a flexible
neck, or pivoted spout, oil container such as is used in automotive service
stalions to avoid spilling oil on the engine exterior.

j.

Inspect ignition cables, particularly at magneto and spark plug terminals for
damage or looseness of parts.

k. Inspect all visible attaching parts, engine mounts, plugs, instrument connections
and electrical wiring for unsafe conditions.

I. Visually insect the exhaust system for leaks, crocks and loose attaching hardware. Check turbocharger for audible evidence of bearing distress and for
freedom of rotation. Visually check operation of waste-gate valve actuator and
pressure controller.
m. After engine has been started and warmed up, engine instruments should be
observed for poss ible irregularities in performance at various speeds from
idling to full throttle , with propeller in low pitch position .
3.

First 50-Hour Periodic Inspection of .New or Overhauled Power Plant

Perform all services outlined under Daily Inspection of Power Plant. Following
the first 50 hours of operation of a new or overhaul e d engine, the oil must be
changed. The engine should be started and wormed up to operating temperature
before draining oil.
The first 50 hour operating period, coupled with the attendant heat and vibration may couse enough permanent set in soft gaskets to loosen attaching parts
of the components, or the accessory which they se.al. Tightening to torques specified in the Maintenance and Overhoul Manual at this stage of operation will
prevent subsequent leakage and looseness, and save more expensive maintenance
later. Particular attention should be given to attaching hardware for the cylinder
assemblies, mounting brackets, oil sump, hoses arid the accessories.
The following inspections should be made in addition to the services outlined
under "Doily Inspection."
a. Change oil and clean oil filters. Remove and discord elements from replaceable type full-flow filters . Detach oil inlet line from turbocharger and remove
retaining ring securing finger screen. Remove, clean and reinstall screen.
b. Remove all detachable cowling sections and necessary baffles which may
interfere with access to the engine components and attaching ports .
c.

Remove air filter, inspect the air scoop and filter retaining ports for crocks or
other damage. When applicable, check to be certain the drain tube from the
filter box is not obstructed. Repair or replace. parts as necessary. Clean the
filter using fresh deaning solvent and inspect. for damage .

25

d. Check to be sure Ihe fuel shut-off valve is in the "OFF" position, then remo v e
the fuel control valve screen, fuel manifold valve screen and the fuel supply
line filter element. Clean parts in solvent. Make sur-e SCreens and .element are
not obstructed with embedded material. Use new gaskets when e.lement and
screens are installed.
e. Remove, clean, inspect, test and adjust all spark plugs. Nate the position of the
spark plugs during removal as plugs are rotated from upper to lower positions
during each inspection to lengthen spark plug life.
Since oil consumption will be above normal during the first 5.0,.hour5. of
operation, the spark plug electrodes and insulators may be coaled with wet
carbon. Clean plugs end inspect ceramic insulator on the center electrode for
possible damage. It should be slightly brown but not crocked or:' ch'ipped.
Check the electrode gap, it should be .015 to .019 inch. Correct if necessary.
Before installing plugs coot the 18 mm threads with only a film ofBG" mica
thread lubricant. The lower 1-3-5 cylinder pllJgs should be installed.in'the
top 1-3-5 cylinder position. Similarly the 2-4-6 cylinder plugs :sh'ould be' roo
toted in the cylinders. Install spark plugs and torque tighten to 300: 10"360
inch-pounds.
'\.
NOTE : The preceding operation should be performed EVERY 50 HOVaS.

f.

Inspect ignition cables and cable terminal parts before attaching the cables to
the spark plugs. Check far breaks in the shielding and far abrasions and ..cracks
where cables pass through lhe intercylinder baffles. Do not detach cables"from
the magnetos unless a cable or magneto is to be replaced.

g . Normally magneto covers are not removed for inspection of breaker.. points,
however, if engine operation was sluggish and could not be. traced to thefuel
or induction system or the spark plugs, inspection of magnetos is reqvired.
Disconnect the magneto switch wires and remove the breaker covers for inspection of point gop, breaker cam and condenser.
WARNING:
The magneto is in c "SWITCHON" condition when switch lead wire is d.isconnected; therefore disconnect all spark plug leads before proceeding with
any inspection or maintenance of the m.ogneto.
"
-"' ! ~'J
If breaker points are oily, remove 6il with a cloth moistened with cleanir;J.g
solvent. Do not touch com with moistened cloth as it will remove the . oil f~o'm
the impregnated wick. If, on the other hand, the breaker appears 10 be v~~y
dry, the felt wick must be lubricated with a drop or two of SAE 60 oil. Blot off
excess oil. The wick should never appear damp .
.:
Check the breaker points for openi~g and surface condition by turnih":g
the propeller backward until the breaker com follower is at the ' highes'f p6trit
of either cam lobe, If the amount of gap is not as required and if the.c6n"6'tl
. '., ' .; l"''1.
surfaces appear burned and pitted, replace magneto, or repair mD;g,n~t.o. Q.s
outlined in the Maintenance and Overhaul Manual.
.. 1,.,,<_
~

Ordinarily it is not necessary to che ck ignition timing, however, iF engine

sluggishness is evident, and improper timing is suspected, perform tirning ' cfleck
as outli.ned in Continental Motors Corporation Service Bulletin: M6p:1l6~) and
as direcled in the Maintenance end Overhaul Manual for the ..e-ngi,ne. ,'," .c; .
h. The fuel injection system normally requires no service except ..for.; c!e'aniflg of
the screens. Any trouble in the system will likely be assoc.i,ated, ~itl:t .~.irt qr
foreign matter in the system. If the filters are kept clean 't:n~ l i!<e,Ii~9~d elf
trouble in this system will be negligible. If service is required, refer to the
Maintenance and Overhaul Manual for corrective procedures! 'l rt': 't he"'everit
that aline or fitting in any port of the fuel in jection syst'e m musf' be' rept.;,.ced,
only a fuel soluble lubricant (such as engine oill is - authorized"':on ,thel ihr~ads
at installation. DO NOT use any other form of threadccimp6u." d .. .. ':.:' :.
26

IOLE MI xrURE
ADJUSTMENT

/
Figure 15.

i.

i.

k.

I.

m.

4.

IDLE

ADJUSTMENt POINTS

There should seldom be a need .for replacing a nozzle, however, if a nozzle

is damaged and must be replaced, il is not necessary to replace nozzles as a
set. Nozzles are marked with a matching symbol letter, and replacement should
be made with a nozzle of the same mark. Refer to paragraph 4h below.
Check all induction system connections for leakage and possible looseness of
clamps and attaching hardware. The hose between the manifold and fuel-air
control must show no signs of deterioration. Check the mounting bolts of the
turbocharger for tightness.
Visually inspect the exhaust system for possible leakage at connections. Particular attention should be given to" gasket connections at the cylinders and at
the turbochargers. Replace gaskets as required -a nd tighten attaching hardware
as necessary.
Test the generator drive belt tension by moving one side of the belt midway
between pulleys. Movement should be % inch when 10 pounds force is used
to deflect belt. Adjust belt to proper tension; by adjusting the pivot of the
ge.nerator support.
Have Continental Authorized Service Station check range of air throttle lever
travel and waste-gate valve lever travel. Also: have injector pump adjustment
and operotion checked by this authorized station which hos the appropriate
equipment.
Seldom, if ever, will it be necessary 10 -check turbocharger operation, however,
if ma Ifunctioning of turbocharger is suspected; remove the exhaust outlet and
the air inlet from the turbocharger, then turn ihe wheel assembly to check for
possible rubbing of the wheels on the housings. Also examine blades for nicks
caused by foreign objects, and for corban or oil deposits which might indicate
a defective oil seal. Replace turbochargers which have any of these defects .

Periodic: or 100 Hour Inspection

Perform all services outlined under "Daily Inspection" and all services outlined
under "First 50-Hour Periodic Inspection of New or Overhauled Power Plont," and
in addition perform a more thorough inspection of the engine to detect incipient
troubles due to looseness of parts, normal wear,_fatigue cracks and obstructions
to air flow. Any instance of improper fitting of parts of the engine and engine
accessories should be corrected to assure continued reliable performance, and to

27

CODE

r::::::::::::::

&NClt'1'E OIL

r:NCIN'~UMP

TO

...

pROpeLLER

OIL

FILLER.

CAP

O~~UMP~====::~~~~~~~~~~~::

DfLUN PLUG

FUEL LfNt

FROM orL
DILUTION
S01.ENOID

FI9ure 16. TYPICAL ENGINE LUBRICATION SYSTEM-SCHEMATIC VIEW

28

prevent small troubles from becoming costly repair items. The following additional
items should be given particular attention !
a. Cowling - Remove all cowling and baffles. Clean engine and comportmenl
thoroughly before starting the inspection. Remove any dirt and oil to reduce
fire hazards and to enable early detection of possible oil leakage.
b. Inspect all fuel tubes, gauge tubes and the breather tube connectors and supports, for security of attachment, abrasion, cracks and other possible damage.
Tubes a(e most likely to crack near end fittings and at intermediate supports.
Check tube grommets at the fire wall. Repair and replace components as
necessary.
c: Remove valve rocker covers and inspect valve mechanism for breakage and
for signs of imprc>per lubrication. All parts should be covered with oil. Apply
hand pressure on valve rockers and note if lower end can be depressed, indicating the valve lifter is being depressed and that the lifter is defective . Any
lash i.n the valve train indicates a hydraulic lappet is not operating properly.
Inspect clean or replace any lifter which daes not operate properly. If lock of
oil caused the lifter to function improperly, the oil holes in the push rod may
be obstructed. Check and clean oil holes in push rod. Replace push rod housing
oil seals if oil leakage is noted. Always use new gaskets when reinstalling
valve rocker covers, and always use new lock washers under the heads of. the
cover attaching screws.
d . Inspect engine cylinders and oil cooler fins for obstructions. Remove any dirt
with com,pressed air, or flush with cleaning solvent. Inspect fins for possible
obstructions. Make sure that intercylinder baffles are securely attached .
e. During normal oil change the sump is drained and refilled with fresh oil. Remove both hex drain plugs ..Remove th~ oil filter cap and withdraw the filter
from the housing . If the filler is particularly dirty, remove the oil standing
In the housing and wipe oul the housing using a cloth moistened in dry cleaning solvent. Disconnect external oil lines, drain oil and flush with solvent if oil
is particularly dirty . The oil chamber in the turbocharger should be drained
and cleaned. Flush out the oil separator to remove any sediment.
f.

Check control connections, levers, and linkage for tightness of attaching ports,
for safetying, and for wear to pins and bearings. Add a drop of engine grade
oil on each end of the air throttle shaft and at each end of the linkage. No
other lubrication is required. Repair or replace defective linkage.

g. Check all oil and vent lines. look for evidence of chafing, hardening and loose
connections. Tighten all connections and coupling nuts. Replace lines if serviceability is doubtful.
h. Unless damaged, there should be little reason to replace nozzles. Use a standard Y2 inch spark plug type deep socket to remove nozzles. It is not necessary
to replace nozzles as a set, but each replacement nozzle must match, by
stamped letter on the body, the nozzle removed. Nozzles are calibrated in
several ronges and each range is identified by a stamped letter on the hex
of the nozzle body. All nozzles in any engine are of the same range . In order
to replace a nozzle, it is necessary 10 disconnect the lube nut and remove the
sleeve assembly from the nozzle before the deep socket can be installed, Fig.
11. Always- replace "0" ring packings and the nozzle sleeve gasket whenever
a nozzle is removed from the engine . Inspect nozzle venting system for leakage.
A tight vent system is required for proper pressure regulation of the fuel
injection system.
i.

Check operation of turbocharger. Remove inlet air and outlet exhaust can"
nections. Inspect turbine wheels for possible damage. Spin wheels and check
for possible rubbing in the housing and for possible bearing damage. Move

29

RAM FlLTEREO AIR

INDUCTIDN MANIFOLD.
LEFT HAND BANK

THROTTLE
WASTE GATE
CONTROLLER

TURBO-SUPERCHARGER
HEAT ED AIR

RAM FILTERED AIR

COM PRESSEO AI R
HEATED AIR
RAM AlA
MECHANICAL. LINKAGE
OIL PRESSURE
OIL RETURN
CODE

I~~~" !" ::.''' \.

:' ,f"

Figu," 17. TYPICAL ENGINE INDUCTION SYSTEM-SCHEMATIC VIEW'

-, ;: .

"! . ,,:'\

...J' ..

30

wheels through limits of radial and axial end play. Maximum radial movement is 0.005 inch, and maximum end movement is 0.008 inch. Replace turbochargers that have damaged wheels, bearings, or excessive end ptay.

i.

Check operation of waste-gate valve. Check linkage for tightness of joints.

The butterfly valve must operate freely, and the shaft bearings in the housing
should not be warn excessively. If engine is equipped with the manual type
control, check linkage for opening and closing of the butterfly valve . If engine
is equipped with the automatic type control, check controller and actuator condition, and move actuator through its control range and note if butterfl}' valve
operates properly 'by applying oil under pressure to the actuator inlet. The
actuator outlet must be plugged in order to apply pressure at the inlet as the
poppet valve in the controller is drilled to allow a constant flow of oil through
the control lines in order to keep the oil from congealing in cold weather
operation.

k. Check the spring loaded alternate air door in the engine air inlet. This door is
provided to permit engine operation in the event the air filter becomes clogged
by snow, ice, or other material. Check linkage and freedom of door movement.
\.

Check magnetos and engine timing. Continental Motors Bulletin M59- T2 covers
the importance of conducting frequent magneto timing checks and accuracy
of timing. Remove cover plates on magnetos and inspect breaker points. The
magnetos ore in a "SWITCH-ON" condition when the switch lead wires are
disconnected, therefore, disconnect spark plug leods before attempting inspection of the magnetos. Perform the magneto and timing check as outlined in
the bulletin, and as given in the Maintenance and Overhaul Manual for the
engine. The magneto distributor gear is white nylon, and the timing mark is
red. There is no grounding spring. Replace defective breaker assemblies or
magnetos as necessary.

m. If the engine oil pressure reading was low or fluctuating during normal opera
tion, the oil pressure relief valve may be malfunctioning because of dirt. Re
move valve, and clean and inspect parts. Inspect seat and plunger foce for
scratches and other defects which would affect operation. After installing
valve adjust oil pressure to the 30-60 psi desired range by resetting the adjusting screw. Turning screw clockwise will increase pressure and turning counterclockwise will decrease the pressure. Tighten adjusting screw lock nut at completion of adjustment.
n. Normally the spring loaded Vernatherm oil cooler control valve will operate
properly if the oil has not become contaminated with dirt and foreign particles .
Remove the valve and clean it in solvent. Inspecl seat for possible damage.
No repairs can be made to the valve and readjustment is not recommended
since special testing equipment is required. If thermal unit action is questionable the travel of the valve can be checked by immersing the assembly in
heated water. Valves marked 173 F. should travel at least. J 6 inch as the
water temperature is raised from J 35 to T 73 F. Replace valves which do
not meet this test.
0

o. Checking of the injector pump pressure is a port of the basic pump calibration
and requires the services of an authorized representative with the necessary
equipment for testing and/or resetting. Do not attempt any adjustment other
than the idle speed and idle mixture setting. The throttle and mixture control
is attached to the injector system in such a manner that engine movement on
the engine mounts will not affect throttle or mixture setting, or impose undue
loading on either. Check adjustment to be certai'n that there is no undue load,
ing on the iniector system levers. If the engine performance is sluggish and
can not be traced to the ignition system or the : other components of the fuel
system, then have on authorized representative check the injector pump.

31

\.